Análise dinâmica e verificação à fadiga de obras de arte rodoviárias mistas (aço-concreto) submetidas ao tráfego de veículos sobre o pavimento irregular.

As pontes rodoviárias metálicas e mistas (aço-concreto) são submetidas a um grande número de carregamentos repetitivos de diferentes magnitudes, ao longo do tempo. Estas ações dinâmicas podem causar a nucleação de fraturas ou mesmo a propagação destas sobre o sistema estrutural. A depender da magnitude, estes efeitos podem comprometer o sistema estrutural e a sua confiabilidade, além de reduzir a vida útil das pontes. Assim sendo, neste trabalho de pesquisa foi investigada a resposta dinâmica de uma ponte mista (aço-concreto), simplesmente apoiada, com vão de 40,0 m, submetida ao tráfego de veículos sobre a superfície irregular do pavimento. Para tal um modelo numérico representativo do sistema estrutural foi desenvolvido com base no emprego do programa ANSYS, por meio do uso de técnicas usuais de discretização, via método dos elementos finitos. Um estudo paramétrico foi desenvolvido para identificar, de forma qualitativa e quantitativa, o efeito das irregularidades do pavimento sobre o comportamento dinâmico da ponte mista investigada. Em seguida, a verificação do projeto à fadiga do sistema misto foi realizada, com base no emprego do algoritmo de contagem de ciclos Rainflow e em curvas S-N associadas às principais normas de projeto sobre o tema. As conclusões deste trabalho de pesquisa alertam aos engenheiros estruturais para a possibilidade concreta acerca do aumento do dano por fadiga, relacionado às ações dinâmicas de veículos trafegando sobre o tabuleiro de pontes em aço e mistas (aço-concreto).

Effectiveness of alternative skid reduction measures - volume IV: criteria for improvement of pavement surface macrotexture. Final report.

Federal Highway Administration, Office of Research and Development, Washington, D.C.

Influência da Velocidade, do Espaçamento e do Número de Veículos sobre a Resposta Dinâmica de Pontes Rodoviárias de Concreto Armado.

Nesta dissertação são avaliados os efeitos dinâmicos provenientes da travessia de comboios de veículos sobre o tabuleiro irregular de obras de arte rodoviárias de concreto armado. O modelo matemático empregado para simular o comportamento do sistema veículo-ponte considera a participação da massa e da rigidez das viaturas na definição das freqüências do sistema e, conseqüentemente, a força de interação entre os veículos e a ponte é afetada pela flexibilidade desta. A ponte é modelada a partir do emprego de elementos finitos de barra unidimensionais e discretizado com massas concentradas e flexibilidade distribuída. O modelo de veículo empregado baseia-se no veículo TB-12 preconizado pela norma brasileira NBR 7188. Este veículo é simulado por sistemas de massas, molas e amortecedores sendo descrito por graus de liberdade à translação e rotação no plano. As irregularidades da pista são definidas por um modelo não-determinístico com base na densidade espectral do pavimento. O carregamento sobre a ponte é constituído por sucessões de veículos deslocando-se com velocidade constante sobre a obra. Devido à própria natureza das irregularidades da pista e do comboio de veículos, atenção especial é concentrada na fase permanente da resposta do sistema. São estudadas as respostas de dois modelos estruturais existentes, com base em tabuleiros isostáticos, em concreto armado, com e sem balanços, em seção do tipo T e duplo T, respectivamente, em termos de deslocamentos e esforços nas seções onde ocorrem os efeitos máximos. As conclusões do trabalho versam sobre a influência da velocidade, espaçamento e do número de veículos, referentes a situações distintas de carregamento, no que tange a resposta dinâmica das pontes rodoviárias de concreto armado. A magnitude dos efeitos dinâmicos associados à interação dos veículos com o pavimento irregular também é investigada.

Verificação à fadiga estrutural de ponte em concreto armado.

As pontes rodoviárias de concreto armado estão sujeitas à ações dinâmicas variáveis devido ao tráfego de veículos sobre o tabuleiro. Estas ações dinâmicas nem sempre são corretamente consideradas pelos projetistas. Deste modo, a correta consideração destes aspectos mostra-se de fundamental importância, de forma a se avaliar os esforços dinâmicos oriundos do tráfego de veículos sobre o tabuleiro. De acordo com este contexto, a ponte rodoviária investigada nesta dissertação é constituída por duas vigas longitudinais, três transversinas, sendo uma central e duas sobre os apoios, e por um tabuleiro em concreto armado. O modelo computacional, desenvolvido para a análise dinâmica da ponte, foi concebido com base no emprego de técnicas usuais de discretização através do método dos elementos finitos. Os veículos são representados a partir de sistemas do tipo "massa-mola-amortecedor". O tráfego destes veículos é considerado mediante a simulação de comboios semi-infinitos, deslocando-se com velocidade constante sobre a ponte. As técnicas para a contagem de ciclos de tensões e a aplicação das regras de dano acumulado foram analisadas através das curvas S-N de diversas normas e recomendações internacionais vigentes que versam sobre o tema. As conclusões deste trabalho de pesquisa se referem à análise da resposta dinâmica bem como da vida útil de serviço da obra de arte rodoviária de concreto armado investigada, quando submetida às ações dinâmicas provenientes do tráfego de veículos pesados sobre o tabuleiro.

Numerical study on the surface depression of the concrete runway pavement under impact load

Airport runway pavement always subjected to huge impact loading due to the hard landing of aircraft on the pavement surface. Therefore runway pavements should have sufficient impact resistance capability to avoid damage causing by hard impact like surface deflection in downward or penetration since the repair works is cumbersome within the operating condition of airport and also increases the service life cost of the pavement structure. Several research works have been carried out on airport runway pavement to measure the present condition of pavement and also to predict future performance of it. However, most of the works are confined by pavement response under moving aircraft loading. Nevertheless, no comprehensive research work is yet conducted to identify the controlling factors which might have significant effect in changing the common pavements damage like surface penetration depth under impact of aircraft. Therefore, a 3D FE study is conducted to determine some effective factors in controlling the top surface penetration depth of runway pavement. Among the exterior factors, mass of the impactor, velocity of the impactor, impact angle and boundary conditions are selected and as interior factors, thickness of the runway pavement, compressive strength and density of materials used in the runway pavement are selected.

Digital image processing techniques for pavement macro-texture analysis

Road surface macro-texture is an indicator used to determine the skid resistance levels in pavements. Existing methods of quantifying macro-texture include the sand patch test and the laser profilometer. These methods utilise the 3D information of the pavement surface to extract the average texture depth. Recently, interest in image processing techniques as a quantifier of macro-texture has arisen, mainly using the Fast Fourier Transform (FFT). This paper reviews the FFT method, and then proposes two new methods, one using the autocorrelation function and the other using wavelets. The methods are tested on pictures obtained from a pavement surface extending more than 2km's. About 200 images were acquired from the surface at approx. 10m intervals from a height 80cm above ground. The results obtained from image analysis methods using the FFT, the autocorrelation function and wavelets are compared with sensor measured texture depth (SMTD) data obtained from the same paved surface. The results indicate that coefficients of determination (R2) exceeding 0.8 are obtained when up to 10% of outliers are removed.

The effect of thermal radiation on the natural convection boundary layer flow over a wavy horizontal surface

In this article, natural convection boundary layer flow is investigated over a semi-infinite horizontal wavy surface. Such an irregular (wavy) surface is used to exchange heat with an external radiating fluid which obeys Rosseland diffusion approximation. The boundary layer equations are cast into dimensionless form by introducing appropriate scaling. Primitive variable formulations (PVF) and stream function formulations (SFF) are independently used to transform the boundary layer equations into convenient form. The equations obtained from the former formulations are integrated numerically via implicit finite difference iterative scheme whereas equations obtained from lateral formulations are simulated through Keller-box scheme. To validate the results, solutions produced by above two methods are compared graphically. The main parameters: thermal radiation parameter and amplitude of the wavy surface are discussed categorically in terms of shear stress and rate of heat transfer. It is found that wavy surface increases heat transfer rate compared to the smooth wall. Thus optimum heat transfer is accomplished when irregular surface is considered. It is also established that high amplitude of the wavy surface in the boundary layer leads to separation of fluid from the plate.

Verificação à fadiga de pontes rodoviárias mistas (aço-concreto)

As pontes rodoviárias mistas (aço-concreto) estão sujeitadas às ações dinâmicas variáveis, por exemplo, devido ao tráfego de veículos sobre a superfície irregular do pavimento. Estas ações dinâmicas podem gerar a nucleação de fraturas ou mesmo a sua propagação sobre a estrutura. A correta consideração desses aspectos objetivou o desenvolvimento de uma metodologia de análise, com a finalidade de avaliar os níveis dos esforços e tensões oriundos do tráfego dos veículos sobre a superfície irregular do pavimento e, bem como, proceder uma verificação à fadiga de obras de arte rodoviárias em aço e mistas (aço-concreto). Para tal, as técnicas para a contagem de ciclos de tensão e a aplicação das regras de dano acumulado foram analisadas através de curvas do tipo S-N, associadas a diversas normas de projeto. A ponte rodoviária mista (aço-concreto) investigada neste estudo é constituída por quatro vigas de aço longitudinais e por um tabuleiro de concreto armado. O modelo numérico-computacional, desenvolvido para a análise dinâmica da ponte, foi concebido com base em técnicas usuais de discretização através do método dos elementos finitos. Simulam-se as almas das vigas de aço e as lajes de concreto do tabuleiro através de elementos finitos de casca. As mesas dessas vigas, transversinas e os enrijecedores são modelados por elementos de viga tridimensionais. Os veículos são representados a partir de sistemas "massa-mola-amortecedor". O tráfego dessas viaturas é considerado mediante a simulação de comboios semi-infinitos, deslocando-se com velocidade constante sobre a ponte. As conclusões da presente investigação versam acerca da vida útil de serviço dos elementos estruturais de pontes mistas (aço-concreto).

Characterisation of pavement profile heights using accelerometer readings and a combinatorial optimisation technique

Pavement surface profiles induce dynamic ride responses in vehicles which can potentially be used to classify road surface roughness. A novel method is proposed for the characterisation of pavement roughness through an analysis of vehicle accelerations. A combinatorial optimisation technique is applied to the determination of pavement profile heights based on measured accelerations at and above the vehicle axle. Such an approach, using low-cost inertial sensors, would provide an inexpensive alternative to the costly laser-based profile measurement vehicles. The concept is numerically validated using a half-car roll dynamic model to infer measurements of road profiles in both the left and right wheel paths.

Flexible pavement layer moduli determination : an adaptive artificial neural network approach

The estimation of pavement layer moduli through the use of an artificial neural network is a new concept which provides a less strenuous strategy for backcalculation procedures. Artificial Neural Networks are biologically inspired models of the human nervous system. They are specifically designed to carry out a mapping characteristic. This study demonstrates how an artificial neural network uses non-destructive pavement test data in determining flexible pavement layer moduli. The input parameters include plate loadings, corresponding sensor deflections, temperature of pavement surface, pavement layer thicknesses and independently deduced pavement layer moduli.

Feature recognition & tool path generation for 5 axis step-nc machining of free form / irregular contoured surfaces

This research paper presents a five step algorithm to generate tool paths for machining Free form / Irregular Contoured Surface(s) (FICS) by adopting STEP-NC (AP-238) format. In the first step, a parametrized CAD model with FICS is created or imported in UG-NX6.0 CAD package. The second step recognizes the features and calculates a Closeness Index (CI) by comparing them with the B-Splines / Bezier surfaces. The third step utilizes the CI and extracts the necessary data to formulate the blending functions for identified features. In the fourth step Z-level 5 axis tool paths are generated by adopting flat and ball end mill cutters. Finally, in the fifth step, tool paths are integrated with STEP-NC format and validated. All these steps are discussed and explained through a validated industrial component.

Exploration of Ground Penetrating Radar and Time Domain Reflectometry Methods for the Determination of Pavement Dielectric Constant

Traditionally, densities of newly built roadways are checked by direct sampling (cores) or by nuclear density gauge measurements. For roadway engineers, density of asphalt pavement surfaces is essential to determine pavement quality. Unfortunately, field measurements of density by direct sampling or by nuclear measurement are slow processes. Therefore, I have explored the use of rapidly-deployed ground penetrating radar (GPR) as an alternative means of determining pavement quality. The dielectric constant of pavement surface may be a substructure parameter that correlates with pavement density, and can be used as a proxy when density of asphalt is not known from nuclear or destructive methods. The dielectric constant of the asphalt can be determined using ground penetrating radar (GPR). In order to use GPR for evaluation of road surface quality, the relationship between dielectric constants of asphalt and their densities must be established. Field measurements of GPR were taken at four highway sites in Houghton and Keweenaw Counties, Michigan, where density values were also obtained using nuclear methods in the field. Laboratory studies involved asphalt samples taken from the field sites and samples created in the laboratory. These were tested in various ways, including, density, thickness, and time domain reflectometry (TDR). In the field, GPR data was acquired using a 1000 MHz air-launched unit and a ground-coupled unit at 200 and 500 MHz. The equipment used was owned and operated by the Michigan Department of Transportation (MDOT) and available for this study for a total of four days during summer 2005 and spring 2006. The analysis of the reflected waveforms included “routine” processing for velocity using commercial software and direct evaluation of reflection coefficients to determine a dielectric constant. The dielectric constants computed from velocities do not agree well with those obtained from reflection coefficients. Perhaps due to the limited range of asphalt types studied, no correlation between density and dielectric constant was evident. Laboratory measurements were taken with samples removed from the field and samples created for this study. Samples from the field were studied using TDR, in order to obtain dielectric constant directly, and these correlated well with the estimates made from reflection coefficients. Samples created in the laboratory were measured using 1000 MHz air-launched GPR, and 400 MHz ground-coupled GPR, each under both wet and dry conditions. On the basis of these observations, I conclude that dielectric constant of asphalt can be reliably measured from waveform amplitude analysis of GJPR data, based on the consistent agreement with that obtained in the laboratory using TDR. Because of the uniformity of asphalts studied here, any correlation between dielectric constant and density is not yet apparent.

Pre-eruptive uplift in the Emeishan? [Correspondence]

In their correspondence, He and colleagues question our conclusion of little or no uplift preceding Emeishan volcanism that we reported in our letter1. Debate concerns the nature of the contact between the Maokou limestone and Emeishan volcanics, the depositional environment and volumetric significance of mafic hydromagmatic deposits (MHDs), and evidence for symmetrical domal thinning. MHDs in the Daqiao section are separated from the Maokou limestone by 100 m of subaerial basaltic lavas, but elsewhere MHDs — previously interpreted as basal conglomerates2, 3 — directly overlie the Maokou2, 3. MHDs thus feature strongly in basal sections of the Emeishan lava succession, as also recently shown4 elsewhere in the Emeishan. An irregular surface at the top of the Maokou limestone has been interpreted as an erosional unconformity2, 3, but clastic deposits presented as evidence of this erosion2, 3 are MHDs produced by explosive magma–water interaction1. A clear demonstration that this irregular top surface is an erosional truncation of limestone reef facies (slope/rim, flat, lagoonal) is currently lacking, but is critical because reefs and carbonate platforms show considerable natural relief of tens of metres. The persistent hot, wet climate since the Oligocene has produced well-developed weathering profiles on exposed Palaeozoic marine sedimentary sequences5, but weathering and karst relief of the uppermost Maokou limestone underlying the flood basalts have not been properly documented, nor shown to be of middle Permian age and immediately preceding emplacement of the large igneous province.

Análise de fadiga em pontes rodoviárias de concreto armado

As pontes rodoviárias de concreto armado estão sujeitas às ações dinâmicas variáveis devido ao tráfego de veículos sobre o tabuleiro. Estas ações dinâmicas podem gerar o surgimento das fraturas ou mesmo a sua propagação na estrutura. A correta consideração destes aspectos objetivou o desenvolvimento de um estudo, de forma a avaliar os esforços do tráfego de veículos pesados sobre o tabuleiro. As técnicas para a contagem de ciclos de esforços e a aplicação das regras de dano acumulado foram analisadas através das curvas S-N de diversas normas estudadas. A ponte rodoviária investigada é constituída por quatro vigas longitudinais, três transversinas e por um tabuleiro de concreto armado. O modelo computacional, desenvolvido para a análise dinâmica da ponte, foi concebido com base no emprego de técnicas usuais de discretização através do método dos elementos finitos. O modelo estrutural da obra de arte rodoviária estudada foi simulado com base no emprego de elementos finitos sólidos tridimensionais. Os veículos são representados a partir de sistemas massa-mola-amortecedor. O tráfego dessas viaturas é considerado mediante a simulação de comboios semi-infinitos, deslocando-se com velocidade constante sobre o tabuleiro da ponte. As conclusões deste trabalho versam acerca da vida útil de serviço dos elementos estruturais de pontes rodoviárias de concreto armado submetidas às ações dinâmicas provenientes do tráfego de veículos pesados sobre o tabuleiro.

河流成因储层沉积微相与剩余油分布及形成机理研究

Based on the study of fluvial sandstone reservoir in upper of Guantao group in Gudao and Gudong oilfields, this paper first introduces A.D.Miall's(1996a) architectural-element analysis method that was summarized from ground outcrop scale into the reservoir formation research of the study area, more subtly divides sedimentary microfacies and establishes sedimentary model of research area.on this base, this paper summarizes the laws of residual oil distribution of fluvial formation and the control effect of sedimentary microfacies to residual oil distribution, and reveals residual oil formation mechanism. These results have been applied to residual oil production, and the economic effect is good. This paper will be useful for residual oil research and production and enhancement of oil recovery in similar reservoir. The major conclusions of this paper are as follows. 1. Using the architectural-element analysis method to the core data, a interfacial division scheme of the first to the dixth scale is established for the studied fluvial formation. 2.Seven architectural-elements are divided in upper of Guantao group of study area. The sandstone group 5～1+2 of Neogene upper Gutao group belongs to high sinuous fine grain meandering river, and the sandstone group 6 is sandy braided river. 3. Inter layer, the residual oil saturation of "non-main layer" is higher than "main layer", but the residual recoverable reserve of former is larger. Therefore, "main layer" is the main body of residual oil distribution. The upper and middle part of inner layer has lower permeability and strong seeping resistance. Addition to gravity effect in process of driving, its driving efficiency is low; residual oil saturation is high. Because of controlling of inside non-permeable interlayer or sedimentary construction, the residual oil saturation of non-driving or lower driving efficiency position also is high. On plane, the position of high residual oil saturation mostly is at element LV, CS, CH (FF), FF etc, Which has lower porosity and permeability, as well as lens sand-body and sand-body edge that is not controlled by well-net, non-perfect area of injection and production, lower press difference resort area of inter-well diffiuent-line and shelter from fault, local high position of small structure. 4.Microscopic residual oil mainly includes the non-moved oil in the structure of fine pore network, oil in fine pore and path, oil segment in pore and path vertical to flow direction, oil spot or oil film in big pore, residual oil in non-connective pore. 5.The most essential and internal controlling factor of fluvial formation residual oil distribution is sedimentary microfacies. Status of injection and production is the exterior controlling factor of residual oil distribution. 6. The controlling effect of formation sedimentary microfacies to residual oil distribution indicates inter-layer vertical sedimentary facies change in scale of injection and production layer-series, planar sedimentary face change and inner-layer vertical sedimentary rhythm and interbed in single layer to residual oil distribution. 7. It is difficult to clear up the inter-layer difference in scale of injection and production layer-series. The using status of minor layer is not good and its residual oil saturation is high relatively. It is obvious that inter-layer vertical sedimentary facies changes control inter-layer residual oil distribution at the same or similar conditions of injection and production. For fluvial formation, this vertical sedimentary facies change mainly is positive gyration. Namely, from down to top, channel sediment (element CHL, LA) changes into over-bank sediment (element LV, CR, CS). 8. In water-injection developing process of transverse connecting fluvial sandstone oil formation, injection water always comes into channel nearby, and breaks through along channel and orientation of high pressure gradient, does not expand into side of channel until pressure gradient of channel orientation changes into low. It brings about that water-driving status of over-bank sedimentary element formation (LV, CR, CS) is not good, residual oil saturation is high. In non-connective abandoned channel element (CH) formation with channel, because this reverse is difficult to control by injection and production well-series, its using status is not good, even terribly not good, residual oil is enrichment. 9. The rhythm and sedimentary structure, sedimentary facies change in single sand body brings about vertical changes of formation character, growth character of inner layer interbed. These are important factor of controlling and affecting vertical water spread volume and inner layer residual oil forming and distribution in single sand body. Positive rhythm, is the principal part of fluvial sandstone inner layer sedimentary rhythm. Namely, from down to upside, rock grain granularity changes from coarse to fine, seeping ability changes from strong to feebleness. It brings about that water-driving status of inner layer upside is not good, residual oil saturation is high. Inner layer interbed has different degree affecting and controlling effect to seeping of oil and water. Its affecting degree lies on interbed thickness, extending scale, position, and jeted segment of production or injection well. The effect of interbed at upside of oil formation to oil and water seeping is less; the effect of interbed at middle of oil formation to oil and water seeping is more. 10. Indoor experiment and research indicate that wettability, permeability step, vertical permeability, position of Kmax and ratio of oil viscousity and water viscousity all have great effect on the water-driving recovery ratio. 11. Microscopic residual oil distribution is affected and controlled by formation pore network structure, pressure field distribution, and oil characteristic. 12.The residual oil forming mechanism: the over-bank sedimentary element and upper part of a positive rhythm sandstone have fine pore and throat network, permeability is low, displacement pressure of pore and throat is high. The water-driving power usually falls short of displacement pressure that brings about injection water does not spread into these pore and throat network, thereby immovable oil area, namely residual oil, is formed. At underside of channel sedimentary element and positive rhythm sandstone, porosity and permeability is relatively high, connecting degree of pore and throat is high, displacement pressure of pore and throat is low. Thereby injection water is easy to enter into pore and throat, driving oil in them. Because the pore space is irregular, the surface of pore wall is coarse and non-flat. That the oil locate on concave hole of pore wall and the dead angle of pore, and the oil attaches on surface of pore wall by surface tension, are difficult to be peeled off, becoming water-driving residual oil (remaining oil). On the other hand, Because flowing section lessens, flowing resistance increase, action of capillary fore, or seeping speed decreases at process of transfer at pass narrow throat path in the course carried by driving water. The "oil drop", "oil bead", or "oil segment" peeled off by driving water is difficult to carry and to drive out by water at less pressure difference. Thereby they are enclosed in pore to form discontinuous residual oil. 13.This results described above have been applied in nine develop blocks of Gudao and Gudong oilfield. Its applying effect is marked through local injection production adjustment, deploying replacement well, repair hole, replacement envelop, block off water and profile control etc. Relative method and technology can be applied to other oil production area of Shengli oilfield, and obtain better economic and societal effect.