Numerical simulation of the shear behaviour of reinforced concrete rectangular beam specimens with or without FRP-strip shear reinforcement
The successful validation of a numerical model is presented that can realistically approximate the shear behaviour of reinforced concrete (R/C) rectangular beams strengthened against shear with externally applied open hoop fibre reinforcing polymer (FRP) strips. For this purpose, the measured load-deformation response of ten (10) full-scale R/C beam specimens is utilised. These specimens were loaded monotonically in a four-point bending arrangement up to failure. Open hoop FRP strip shear reinforcement was applied externally to upgrade the shear capacity of eight (8) R/C beam specimens. Four of these specimens had these FRP strips without anchorage, whereas for the other four the FRP strips were attached together with novel anchoring devices. This successful numerical simulation predicts with a very good degree of approximation the observed load-deformation behaviour and the ultimate shear capacity of all these specimens as well as the observed modes of failure including diagonal concrete cracking, debonding of the FRP strips in the case of no anchoring, or the plastification of parts of the anchoring devices plus the adjacent crushing of the concrete.
On shear bond strength of FRP-concrete structures
The shear bond strength of FRP-to-concrete bonded joints is generally obtained through single shear tests, for which the specimen can be viewed as a layered structure. Based on the fracture mechanics theory for laminated structures, two simple formulae to estimate shear bond strength are suggested respectively for two main failure modes encountered in the testing. The formulae exclude all empirical parameters except the one accounting for the width effect, therefore bearing a more rational and physically strict sense. Finite element analysis is performed to determine the fracture toughness which is the most important parameter in the formulae. The cohesive zone model (CZM) is employed in the simulation. A comparison with experimental observations and results predicted by existing formulations is made and good agreement is achieved.
Prediction of a representative point for rail temperature measurement by considering longitudinal deformation
Monitoring rail temperature is very important for determining the safe running speed of trains and to prevent buckling. In general, the maximum variation of the internal rail temperature can be >7 ℃ depending on the point of measurement. However, there is as yet no sufficient information about how to predict the measurement point to represent the thermal deformation due to temperature distribution. In this study, the authors report a new point, called the representative measurement point, at which the rail temperature can be measured. This point considers the average deformation of the rail through structural analysis by adopting experimental and actual rail temperature data. The authors designed and installed a measurement system similar to an actual rail environment. Using the system, various data were acquired (internal/surface rail temperature and weather data) for 10 months. On the basis of these data, an analysis was done to calculate the average deformation point through thermal analysis. Finally, the representative measurement point was proposed as the position at which the average deformation point converges regardless of weather or seasons. The authors believe that the method described herein is advantageous in that it could be used in a high-accuracy temperature-monitoring system and for predicting thermal deformation and buckling.