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Journal of Advanced Concrete Technology Vol. 12, 478-495, November 2014 / Copyright 2014 Japan Concrete Institute
Scientific paper
doi:10.3151/jact.12.478
Abstract
A hybrid truss bridge (HTB) is a bridge constructed by replacing the concrete webs of a pre-stressed box girder bridge
with steel truss webs. With its open web section, HTB offers advantages of high structural efficiency and excellent aesthetic appearance. The core technology of HTB is the connection system between the steel trusses and the concrete deck.
Since the open web section of a HTB decreases the torsional capacity, precise analysis of the torsional behavior of the
open web section with respect to the connection joint type is needed to ensure the safety of HTBs. In this study, the torsional capacity of HTB was calculated using the torsion formula derived based on the steel plate thickness conversion
equation for corrugated steel web plates and the space truss theory. The torsion formula was verified by performing a
parametric study using a commercial finite element program. Next, the torsion analysis results of the HTB girder were
compared to experimental results to evaluate their accuracy. Finally, the simulation, experimental, and torsion formula
results were compared to evaluate the feasibility of using the formula in design.
1. Introduction
Hybrid truss bridge (HTB) refers to a bridge constructed
by replacing the solid concrete web sections of a prestressed box girder bridge with open steel truss web
sections. As shown in Fig. 1, replacement of concrete
webs with relatively light steel truss members would
reduce the self-weight of the super-structure by approximately 20% to increase the span length and decrease the required sub-structure member size. Furthermore, since the open web section has an excellent aesthetic appearance that can harmonizes the bridge with
the surrounding environment, HTBs are becoming
popular for medium-span bridges (e.g., span length of
40-60m) constructed in urban settings. (Minami et al.
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J-H. Choi, K-H. Jung, T-K. Kim and J-H. J. Kim / Journal of Advanced Concrete Technology Vol. 12, 478-495, 2014
centroid
e=0
Shear
Force
Compression
Tension
centroid
Shear
Force
Flange Plate
Compression
Tension
Expected
failure line
centroid
Shear
Force
base plate
gusset plate
Compression
Tension
A0 At f y
s
cot
(1)
where Tn is the nominal torsion; A0 is the area enclosed by the centerline of the shear flow; At is the
cross section of the lateral steel rebar; f y is the yield
strength of lateral steel rebar; s is the stirrup spacing;
and is the inclination angle.
3.2 Analytical torsion model of HTB girder
Mo et al. (2000) assumed that when torsion is applied to
a corrugated steel plate web girder bridge with top and
the bottom PSC decks, the area enclosing the shear flow
traveling through the centerline in the concrete deck A0
is determined by only using the concrete decks as
shown in Fig. 3. They proposed that the area of the
J-H. Choi, K-H. Jung, T-K. Kim and J-H. J. Kim / Journal of Advanced Concrete Technology Vol. 12, 478-495, 2014
480
(2)
(3)
(4)
E
ah
t* = c 3
Gc d
1
a3 1
n A + 3 A +A
cl
cu
e sd
(5)
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J-H. Choi, K-H. Jung, T-K. Kim and J-H. J. Kim / Journal of Advanced Concrete Technology Vol. 12, 478-495, 2014
1.5mm.
The torsion calculated from Equations 1 to 4 and the
corresponding torsional loads are shown in Table 2. The
effective cross-sectional area A0 corresponding to the
area enclosed by the centerline of the shear flow is
339,000 mm2 in EHT and 356,400 mm2 in FHT and
GHT; this difference is due to the difference in the effective thickness described above. Because of the differences in the truss angle, the length and converted
thickness of the steel truss, and the existence of the
haunch, the calculated torsion is 1,361 kNm in EHT
and 1,305 kNm in FHT and GHT, showing a difference
of approximately 4.3%. The calculated ultimate load
considering the loading beam is 454 kN in EHT and 435
kN in FHT and GHT.
Truss angle
(degree)
(mm)
td
Acu
Acl
tb
(mm)
(mm)
(mm2)
(mm2)
(mm)
EHT
450
62.1
962
190
50,000
50,000
13.0
FHT
450
64.2
1,034
150
45,000
45,000
11.5
GHT
450
64.2
1,034
150
45,000
45,000
11.5
Tw (kNm)
T (kNm)
Pu (kN)
w (MPa)
A0 (mm )
Aw (mm2)
Tn (kNm)
EHT
230.94
339,000
526,200
343.6
1,017
1,361
454
FHT
230.94
356,400
487,500
361.2
944.1
1,305
435
GHT
230.94
356,400
487,500
361.2
944.1
1,305
435
Width
1,000
1,000
1,000
Height
1,000
1,000
1,000
Length
4,300
4,300
4,300
Slab thickness
150
150
150
Haunch height
100
-
Concrete
Rebar
Type
OPC
SS440
SD400
Allowable Stress
Strength
f ck = 40
f a =140
f y =240
f a =180
f y =400
J-H. Choi, K-H. Jung, T-K. Kim and J-H. J. Kim / Journal of Advanced Concrete Technology Vol. 12, 478-495, 2014
482
shown in Fig. 6. The steel pipes and plates were assembled in the factory by fillet welding according to the
design configurations. The studs were attached using a
stud gun. After placing the assembled trusses in a steel
mold at a predetermined position, the steel rebars attached to strain gauges were added before concrete casting. After concrete casting, the specimens were cured
for 28 days to achieve a concrete compressive strength
of 40 MPa. When the specimen was ready for testing,
the right end of the specimen was tightly fixed onto the
strong floor using four anchor bolts as shown in Fig. 7.
A steel pipe was attached to the left end in a longitudinal direction for use as a rotational axis. In addition, a 3m loading beam attached to an actuator with 2,000 kN
capacity was installed at the left end for torsion loading
by applying a vertical load.
4.3 Data measurement positions and loading
The location of installed strain and displacement gauges
are shown in Fig. 8. A Rosette gauge was installed on
the diagonal truss to measure the strains occurring on
the diagonal truss. A concrete Rosette gauge was also
installed on the top surface of the concrete deck to
measure the crack strain and the principle strain direction on the concrete surface. In addition, six displacement gauges were installed at critical locations to accurately measure the displacement and torsional angle
J-H. Choi, K-H. Jung, T-K. Kim and J-H. J. Kim / Journal of Advanced Concrete Technology Vol. 12, 478-495, 2014
483
(b) Studs
(c) Assembly
the specimens, are shown in Fig. 9. In all three specimens, symmetrical displacement profiles and ultimate
failure due to a shear failure of the top deck were observed. The torsional rigidity did not change until the
moment exceeded 900 kN m; at this point the displacement of FHT and GHT significantly increased and
the rigidity decreased, whereas those of EHT only
slightly increased and decreased, respectively. The torsional moment-rotation curves drawn using the relative
displacement of LVDT 2 and LVDT 3 are shown in Fig.
10. In all three specimens, a linearly increasing curve
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J-H. Choi, K-H. Jung, T-K. Kim and J-H. J. Kim / Journal of Advanced Concrete Technology Vol. 12, 478-495, 2014
1,200, and 1,350 kNm are shown in Table 5. The calculated rotation of EHT is smaller than that of FHT and
GHT, because the torsional rigidity of EHT is greater
than that of FHT and GHT. The measured rotations of
the three specimens at 300 and 600kNm were almost
the same, but beyond 600 kNm the measured rotation
of FHT and GHT was greater than that of EHT. In
summary, the elastic limit of EHT was approximately
600 kN m and that of FHT and GHT was approximately 750 kNm, indicating that the torsional rigidity
of EHT was greater than that of FHT and GHT. As
shown in Table 5, the torsional rotations were not significantly different, but the torsional rigidities and failure behaviors were different depending on the connection system. FHT and GHT showed almost the same
torsional behavior, indicating that continuity of the longitudinal flange plate did not have a great effect on the
torsional behavior.
-3
EHT
1.24
2.48
3.72
4.34
4.96
5.58
EHT
1.15
2.18
3.74
4.82
5.81
6.90
FHT
1.52
3.05
4.57
5.33
6.09
6.85
GHT
1.52
3.05
4.57
5.33
6.09
6.85
FHT
1.17
2.17
5.16
8.97
-
GHT
1.57
2.60
5.42
8.00
-
/
EHT FHT GHT
0.9 0.8
1.0
0.9 0.7
0.9
1.0 1.1
1.2
1.1 1.7
1.5
1.2
1.2
-
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L_T1
R_T1
-17.1
-1.9
-37.0
-21.8
-45.5
-24.9
-45.9
-26.3
-48.7
-28.8
-51.2
-30.3
-51.9
-30.7
L_T2
R_T2
27.7
27.4
46.4
42.9
59.3
54.7
62.6
55.1
64.6
54.1
66.7
53.7
67.5
53.7
L_T5
R_T5
-21.8
-16.6
-54.0
-32.9
-70.9
-51.8
-74.7
-55.1
-74.9
-56.0
-78.3
-56.0
-78.9
-56.2
L_T6
R_T6
20.1
40.2
44.7
50.4
70.0
60.7
77.7
63.8
83.0
63.4
89.3
65.1
91.8
65.3
L_T1
R_T1
-51.6
-37.7
-99.7
-74.2
-149.4
-135.7
-171.9
-202.1
-175.5
-222.8
L_T2
R_T2
53.5
40.4
103.7
81.0
146.9
122.9
161.5
139.3
164.2
139.3
L_T5
R_T5
-57.6
-44.6
-113.2
-88.1
-162.5
-165.2
-168.0
-230.3
-178.6
-268.2
L_T6
R_T6
49.5
36.3
98.0
78.3
152.6
139.7
186.9
180.9
204.2
193.8
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L_T2
R_T2
69.8
60.9
125.1
110.0
163.8
156.3
184.3
181.3
185.2
184.5
L_T3
R_T3
-72.6
-61.6
-134.4
-115.9
-212.5
-204.3
-242.1
-243.5
-242.7
-258.6
L_T4
R_T4
73.6
55.3
134.4
103.0
201.3
154.8
230.0
180.3
236.2
182.4
L_T5
R_T5
-81.5
-60.7
-147.1
-113.8
-251.9
-215.3
-300.9
-265.3
-314.5
-286.0
L_T6
R_T6
58.2
42.9
101.2
80.0
151.5
126.0
176.3
157.9
179.5
165.4
(a) EHT
(b) FHT
(c) GHT
Fig. 12 Crack patterns.
the crack pattern. As shown in Fig. 12, the cracks propagated toward the top right corner at approximately 45
in all three specimens, representing a typical torsional
shear failure mode and crack pattern. In FHT and GHT
specimens, cracks were formed at approximately 60 kN
and then rapidly propagated at a load of 250 kN. However, in EHT the cracks were formed at approximately
90 kN and then propagated in a stable manner until the
maximum load was reached.
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J-H. Choi, K-H. Jung, T-K. Kim and J-H. J. Kim / Journal of Advanced Concrete Technology Vol. 12, 478-495, 2014
i
n
f = fp
p
i
n 1 +
p
where n = 0.80 +
nk
(6)
if 0 > i > p
1
f cc
f cc
, k=
17
0.67 + 62 if i p
1
ft nnpeak h
2
(7)
8 node element
6 node element
Concrete
OPC
Rebar
SD400
Strength [MPa]
f ck = 40
f y =240
f y =400
31618
24.5
0.18
2.0105
76.9
0.26
2.0105
76.9
0.3
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7. Result analysis
7.1 Torsional load and behavior
In the experiment, torsional load was applied to the
specimen by eccentrically applying a vertical load using
a beam attached to the top surface of the specimen on
the loading end. In addition, a steel pipe was embedded
at the center of the specimen on the left end to measure
torsional rotation. In contrast, in the simulation, the
loads were directly applied to the 4 edges on the loading
end of the specimen. The simulation results showed that
Torsional
Moment
Load
Displacement
EHT
FHT
GHT
Calculated Moment
1,361kNm
1,305kNm
1,305kNm
Measured Moment
1,398kNm
1,074kNm
1,092kNm
Analyzed Moment
1,400kNm
1,300kNm
1,300kNm
0.97
1.00
1.00
0.99
0.82
0.82
453.58kN
435.12kN
435.12kN
466kN
358kN
364kN
467.18kN
433.17kN
433.17kN
17.39mm
29.74mm
18.8mm
16.95mm
24.99mm
25.73mm
J-H. Choi, K-H. Jung, T-K. Kim and J-H. J. Kim / Journal of Advanced Concrete Technology Vol. 12, 478-495, 2014
(a) EHT
489
(b) FHT
(c) GHT
Fig. 19 von Mises stresses of the trusses of the specimens.
J-H. Choi, K-H. Jung, T-K. Kim and J-H. J. Kim / Journal of Advanced Concrete Technology Vol. 12, 478-495, 2014
(a) EHT
(b) FHT
(c) GHT
Fig. 20 von Mises stresses.
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(a) 700kN
(b) 1,200kN
(c) 2,800kN
Fig. 21 Crack patterns of EHT.
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(a) 600kN
(b) 1,200kN
(c) 2,600kN
Fig. 22 Crack patterns of FHT.
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J-H. Choi, K-H. Jung, T-K. Kim and J-H. J. Kim / Journal of Advanced Concrete Technology Vol. 12, 478-495, 2014
(a) 600kN
(b) 1,100kN
(c) 2,600kN
Fig. 23 Crack patterns of GHT.
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J-H. Choi, K-H. Jung, T-K. Kim and J-H. J. Kim / Journal of Advanced Concrete Technology Vol. 12, 478-495, 2014
EHT
FHT
GHT
108
124
124
79
52
56
116.7
83.3
83.3
1
3
f ck
Acp2
pco
(8)
8. Conclusions
In summary, the HTB torsion strength formula derived
from the space truss theory and corrugated steel plate
web thickness conversion showed good agreement with
the experimental and simulation results. Also, evaluation of experimental and simulation verification of the
three different joint systems of EHT, FHT and GHT
showed that the haunch section of EHT conferred superior torsion resisting capacity compared to FHT/GHT
without a haunch section.
Comparison of the formula and simulation results
showed 99% similarity for all three specimens as shown
in Table 10. Additionally, comparison of the formula
and experimental results of EHT and FHT/GHT showed
a similarity of 97% and 80%, respectively. Based on
these study results, further detailed parametric studies of
the torsion formula are required for design usage.
Acknowledgements
This work was partially supported by the National Research Foundation of Korea (NRF) grant funded by the
Korea government (MSIP) (No.2011-0030040). This
/ /
0.73
0.42
0.42
1.08
0.67
0.67
work was also partially supported by R&D Policy Infrastructure Technology Commercialization Project by the
Ministry of Land, Transport, and Maritime Affairs of the
Korea government. The authors wish to express their
gratitude for this financial support. The opinions, findings, and conclusions of the paper are the authors and
do not necessarily reflect the views of the sponsors.
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