Pub Date : 2021-11-01DOI: 10.35117/a_eng_21_09_10_11_01
Bartosz Świerzewski, M. Wesołowski
Abstract: Airport pavements, constituting the ground part of the maneuvering area intended for the movement, parking and servicing of aircraft, are an extremely important element of the airport infrastructure. The main task of the pavement is to transfer utility loads from moving or standing aircraft. The technical condition of airport pavements, which should not raise any doubts, is a key element for ensuring the safety of air operations. The repair method consisting in the use of a prefabricated airport slab in the place of excessive degradation of existing slabs introduces a pioneering method of connecting slabs with adjacent slabs, creating a new construction quality that increases the spatial stiffness of the entire functional element of the pavement. The performed dimensioning and static - strength analysis of the prefabricated airport slab using the finite element method in the aspect of the global state of effort of the structure confirmed that the technical solution with the use of a dowel joint was properly designed, because it has a positive effect on the redistribution of loads transfer between cooperating prefabricated slabs. The conducted laboratory and field tests and operational features gave clearly positive results, which determine the purposefulness of the application and popularization of this repair method. The implementation experience gathered in the course of the work carried out allows to state the complete technical efficiency of the proposed design solution. Considering the relatively quick and easy replacement of the slabs without the need to introduce longer breaks in air traffic, this technology can be successfully used in both civil and military aviation. The potential of this technical solution can also be used in the repair of concrete road surfaces. Keywords: Prefabricated slab; Airport; Airport pavements; Carrying capacity; Damage to concrete pavements; Dowels; Security
{"title":"An innovative constructional and technical method of using a prefabricated, dowelled reinforced concrete slab for effective repairs of airport pavements","authors":"Bartosz Świerzewski, M. Wesołowski","doi":"10.35117/a_eng_21_09_10_11_01","DOIUrl":"https://doi.org/10.35117/a_eng_21_09_10_11_01","url":null,"abstract":"Abstract: Airport pavements, constituting the ground part of the maneuvering area intended for the movement, parking and servicing of aircraft, are an extremely important element of the airport infrastructure. The main task of the pavement is to transfer utility loads from moving or standing aircraft. The technical condition of airport pavements, which should not raise any doubts, is a key element for ensuring the safety of air operations. The repair method consisting in the use of a prefabricated airport slab in the place of excessive degradation of existing slabs introduces a pioneering method of connecting slabs with adjacent slabs, creating a new construction quality that increases the spatial stiffness of the entire functional element of the pavement. The performed dimensioning and static - strength analysis of the prefabricated airport slab using the finite element method in the aspect of the global state of effort of the structure confirmed that the technical solution with the use of a dowel joint was properly designed, because it has a positive effect on the redistribution of loads transfer between cooperating prefabricated slabs. The conducted laboratory and field tests and operational features gave clearly positive results, which determine the purposefulness of the application and popularization of this repair method. The implementation experience gathered in the course of the work carried out allows to state the complete technical efficiency of the proposed design solution. Considering the relatively quick and easy replacement of the slabs without the need to introduce longer breaks in air traffic, this technology can be successfully used in both civil and military aviation. The potential of this technical solution can also be used in the repair of concrete road surfaces. Keywords: Prefabricated slab; Airport; Airport pavements; Carrying capacity; Damage to concrete pavements; Dowels; Security","PeriodicalId":52762,"journal":{"name":"Przeglad Komunikacyjny","volume":" ","pages":""},"PeriodicalIF":0.0,"publicationDate":"2021-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43256592","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2021-11-01DOI: 10.35117/a_eng_21_09_10_11_03
A. Szynkiewicz
Abstract: The GPR tests were carried out for the needs of the expansion of the "Fryderyk Chopin" airport in Okęcie in Warsaw. There were old and new surfaces at the airport. GPR profiling was conducted on selected lines. For the purposes of the research, core drillings and ground core drillings were performed in the airport pavements. The geological interpretation of the GPR data was made on the basis of drilling data. 6 GPR models were developed for the tested airport pavements. The results of each GPR cross-sectional line were compared with the results of the HWD study. It was found that the use of the non-destructive GPR method for monitoring airport pavements causes: reduction of the number of drilling in pavements, minimization of interruptions in aircraft traffic, quick and effective monitoring of the condition of airport pavements. Keywords: GPR; Airport surfaces
{"title":"Examples of the use of GPR for research at airports","authors":"A. Szynkiewicz","doi":"10.35117/a_eng_21_09_10_11_03","DOIUrl":"https://doi.org/10.35117/a_eng_21_09_10_11_03","url":null,"abstract":"Abstract: The GPR tests were carried out for the needs of the expansion of the \"Fryderyk Chopin\" airport in Okęcie in Warsaw. There were old and new surfaces at the airport. GPR profiling was conducted on selected lines. For the purposes of the research, core drillings and ground core drillings were performed in the airport pavements. The geological interpretation of the GPR data was made on the basis of drilling data. 6 GPR models were developed for the tested airport pavements. The results of each GPR cross-sectional line were compared with the results of the HWD study. It was found that the use of the non-destructive GPR method for monitoring airport pavements causes: reduction of the number of drilling in pavements, minimization of interruptions in aircraft traffic, quick and effective monitoring of the condition of airport pavements. Keywords: GPR; Airport surfaces","PeriodicalId":52762,"journal":{"name":"Przeglad Komunikacyjny","volume":" ","pages":""},"PeriodicalIF":0.0,"publicationDate":"2021-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"42332630","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2021-11-01DOI: 10.35117/a_eng_21_09_10_11_05
Aleksandra Pajurek, P. Iwanowski, D. Kowalska
Abstract: Atmospheric corrosion is one of the parameters characterizing the technical condition of the functional elements of airport pavements - it allows to determine the degree of pavement degradation, estimate the appropriate frequency of periodic inspections and take appropriate measures to keep airfield pavements in permanent technical availability. In order to determine the corrosion resistance of the cement and asphalt concrete airfield pavement, atmospheric corrosivity tests determined on the basis of standard specimens exposure and determination of corrosion rates, form and appearance of deteriorations, as well as changes in physical properties at regular intervals are carried out. The samples were exposed to atmospheric conditions at military airport facilities. The article presents the rcorr corrosion rate results of low-carbon steel, zinc, copper and aluminum standard specimens obtained from selected airports of the Polish Armed Forces, starting from 2015. Then, the corrosivity categories of the atmosphere were determined on the basis of the performed measurements. Keywords: Atmospheric corrosion; Corrosion rate; Standard specimens; Military air bases
{"title":"Atmospheric corrosivity assessment on the basis of standard specimens’ corrosion rates within the military air bases","authors":"Aleksandra Pajurek, P. Iwanowski, D. Kowalska","doi":"10.35117/a_eng_21_09_10_11_05","DOIUrl":"https://doi.org/10.35117/a_eng_21_09_10_11_05","url":null,"abstract":"Abstract: Atmospheric corrosion is one of the parameters characterizing the technical condition of the functional elements of airport pavements - it allows to determine the degree of pavement degradation, estimate the appropriate frequency of periodic inspections and take appropriate measures to keep airfield pavements in permanent technical availability. In order to determine the corrosion resistance of the cement and asphalt concrete airfield pavement, atmospheric corrosivity tests determined on the basis of standard specimens exposure and determination of corrosion rates, form and appearance of deteriorations, as well as changes in physical properties at regular intervals are carried out. The samples were exposed to atmospheric conditions at military airport facilities. The article presents the rcorr corrosion rate results of low-carbon steel, zinc, copper and aluminum standard specimens obtained from selected airports of the Polish Armed Forces, starting from 2015. Then, the corrosivity categories of the atmosphere were determined on the basis of the performed measurements. Keywords: Atmospheric corrosion; Corrosion rate; Standard specimens; Military air bases","PeriodicalId":52762,"journal":{"name":"Przeglad Komunikacyjny","volume":" ","pages":""},"PeriodicalIF":0.0,"publicationDate":"2021-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48371582","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2021-11-01DOI: 10.35117/a_eng_21_09_10_11_06
M. Wesołowski, Krzysztof Blacha, Piotr Włodarski
Abstract: Characteristics of the drainage of the surface movement area of airports, and more precisely the rapid drainage of water from the surface, is the main safety factor taken into account at the stage of designing, building, and maintaining the movement area and adjacent areas. Drainage of water from the pavement is a basic requirement and serves to reduce the thickness of the water layer on the surface. Adequate drainage is ensured primarily by surfaces with a suitable slope, both longitudinally and transversely (natural water drainage). On the other hand, dynamic drainage is achieved through the texture of the pavement. The paper presents the results of research on the texture of airport pavements and their analysis in relation to the current requirements. In the tests, apart from the currently used point measurement method, an innovative method of assessing anti-skid properties was used, which allowed for the simultaneous measurement of the friction coefficient µ and a new coefficient of continuous mean profile depth and CMPTD texture. The obtained results allowed us to present conclusions that when assessing the texture of airport pavements and thus designing structural solutions in terms of their drainage, it is reasonable to take into account the technology of its implementation (cement concrete or asphalt concrete). Keywords: Drainage of airport pavements; Texture of airport pavements; Safety of air operations
{"title":"Texture of airport pavements in terms of their drainage efficiency","authors":"M. Wesołowski, Krzysztof Blacha, Piotr Włodarski","doi":"10.35117/a_eng_21_09_10_11_06","DOIUrl":"https://doi.org/10.35117/a_eng_21_09_10_11_06","url":null,"abstract":"Abstract: Characteristics of the drainage of the surface movement area of airports, and more precisely the rapid drainage of water from the surface, is the main safety factor taken into account at the stage of designing, building, and maintaining the movement area and adjacent areas. Drainage of water from the pavement is a basic requirement and serves to reduce the thickness of the water layer on the surface. Adequate drainage is ensured primarily by surfaces with a suitable slope, both longitudinally and transversely (natural water drainage). On the other hand, dynamic drainage is achieved through the texture of the pavement. The paper presents the results of research on the texture of airport pavements and their analysis in relation to the current requirements. In the tests, apart from the currently used point measurement method, an innovative method of assessing anti-skid properties was used, which allowed for the simultaneous measurement of the friction coefficient µ and a new coefficient of continuous mean profile depth and CMPTD texture. The obtained results allowed us to present conclusions that when assessing the texture of airport pavements and thus designing structural solutions in terms of their drainage, it is reasonable to take into account the technology of its implementation (cement concrete or asphalt concrete). Keywords: Drainage of airport pavements; Texture of airport pavements; Safety of air operations","PeriodicalId":52762,"journal":{"name":"Przeglad Komunikacyjny","volume":" ","pages":""},"PeriodicalIF":0.0,"publicationDate":"2021-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46595366","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2021-11-01DOI: 10.35117/a_eng_21_09_10_11_09
M. Kruszyna
Abstract: Out of 15 Polish airports serving regular passenger connections, only 5 are integrated with local passenger rail transport, and this integration has a differ scale, which translates into the efficiency of intermodal connections and their popularity among travelers. There are also numerous plans to build or modernize railway lines and, incidentally, also tram lines to improve airport accessibility. Author of this paper discusses the existing and planned (as well as potential) solutions, focusing on local (agglomeration) transport. The issue of integration of CPK (Centralny Port Komunikacyjny = Central Transportation Hub) with the long-distance rail network is only outlined as a topic with different specificity and as such deserves a separate publication. Keywords: Airport; Local rail transport; Integration
{"title":"Integration of Polish airports with local rail transport","authors":"M. Kruszyna","doi":"10.35117/a_eng_21_09_10_11_09","DOIUrl":"https://doi.org/10.35117/a_eng_21_09_10_11_09","url":null,"abstract":"Abstract: Out of 15 Polish airports serving regular passenger connections, only 5 are integrated with local passenger rail transport, and this integration has a differ scale, which translates into the efficiency of intermodal connections and their popularity among travelers. There are also numerous plans to build or modernize railway lines and, incidentally, also tram lines to improve airport accessibility. Author of this paper discusses the existing and planned (as well as potential) solutions, focusing on local (agglomeration) transport. The issue of integration of CPK (Centralny Port Komunikacyjny = Central Transportation Hub) with the long-distance rail network is only outlined as a topic with different specificity and as such deserves a separate publication. Keywords: Airport; Local rail transport; Integration","PeriodicalId":52762,"journal":{"name":"Przeglad Komunikacyjny","volume":" ","pages":""},"PeriodicalIF":0.0,"publicationDate":"2021-11-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"48272719","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Abstract: Non-destructive testing is a key element in ensuring the safe operation of the railway track. They allow for the detection of discontinuities arising both at the stage of production and operation. However, non-destructive testing has some limitations due to its nature. The vast majority of them are indirect methods in which the occurrence of discontinuities is inferred from the course of specific physical phenomena. Non-destructive testing methods provide information about the properties of the tested object. Their goals are to detect and estimation the nature of the discontinuities. The article presents some of the methods that can be used in the examination of railway rails, such as visual and ultrasonic tests. Attention was also paid to unconventional tests used in practice and allowing the detection of discontinuities, such as the method of the scatter field flux and the measurement of the alternating current field. Keywords: VT research; MFL method; MPM method; AFCM method; UT method, PA technique
{"title":"Defectoscopic examinations of railway rails","authors":"Łukasz Rawicki, J. Słania","doi":"10.35117/a_eng_21_08_01","DOIUrl":"https://doi.org/10.35117/a_eng_21_08_01","url":null,"abstract":"Abstract: Non-destructive testing is a key element in ensuring the safe operation of the railway track. They allow for the detection of discontinuities arising both at the stage of production and operation. However, non-destructive testing has some limitations due to its nature. The vast majority of them are indirect methods in which the occurrence of discontinuities is inferred from the course of specific physical phenomena. Non-destructive testing methods provide information about the properties of the tested object. Their goals are to detect and estimation the nature of the discontinuities. The article presents some of the methods that can be used in the examination of railway rails, such as visual and ultrasonic tests. Attention was also paid to unconventional tests used in practice and allowing the detection of discontinuities, such as the method of the scatter field flux and the measurement of the alternating current field. Keywords: VT research; MFL method; MPM method; AFCM method; UT method, PA technique","PeriodicalId":52762,"journal":{"name":"Przeglad Komunikacyjny","volume":" ","pages":""},"PeriodicalIF":0.0,"publicationDate":"2021-08-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"46913656","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Abstract: The Wrocław Railway Node (WWK) was briefly characterized in the introduction to the paper. The attention to the need to increase the level of rail use in servicing city traffic in Wrocław was drawn too. Reference was made to the original proposals of the agglomeration railway system for Wrocław. The scope of necessary investment and non-investment activities was analyzed in order to increase the capacity of the cross-city railway route and the adjacent routes. It was proposed to build the fourth track on the south side of the overpass of Wrocław railway diameter and new stops "Świdnicka" and "Grabiszyńska". In the conclusion, the need to create a second railway tunnel diameter in the longer term was signaled. Keywords: Agglomeration railway; Cross-city route; Railway overpass; WWK (Wrocław Railway Node)
{"title":"The concept of the extension of the railway overpass in the central part of WWK","authors":"M. Kruszyna, J. Makuch","doi":"10.35117/a_eng_21_08_02","DOIUrl":"https://doi.org/10.35117/a_eng_21_08_02","url":null,"abstract":"Abstract: The Wrocław Railway Node (WWK) was briefly characterized in the introduction to the paper. The attention to the need to increase the level of rail use in servicing city traffic in Wrocław was drawn too. Reference was made to the original proposals of the agglomeration railway system for Wrocław. The scope of necessary investment and non-investment activities was analyzed in order to increase the capacity of the cross-city railway route and the adjacent routes. It was proposed to build the fourth track on the south side of the overpass of Wrocław railway diameter and new stops \"Świdnicka\" and \"Grabiszyńska\". In the conclusion, the need to create a second railway tunnel diameter in the longer term was signaled. Keywords: Agglomeration railway; Cross-city route; Railway overpass; WWK (Wrocław Railway Node)","PeriodicalId":52762,"journal":{"name":"Przeglad Komunikacyjny","volume":" ","pages":""},"PeriodicalIF":0.0,"publicationDate":"2021-08-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43978405","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Abstract: In the paper an attempt has been made to concentrate attention on shaping the variable curvature in the diverging track of the railway turnout. Making use of some earlier studies, solutions provided with a circular arc in the mid-zone, and in the extreme regions with segments of nonlinear curvature of equal length and zero curvature at the start and end of the turnout, have been assumed as models. The most advantageous choice of the type of curvature has been made taking into account the kinematic conditions. A presentation made includes an analytical record of the curvature and the tangent inclination angle in the diverging track length and the Cartesian coordinates of the track. The final part of the paper referred to the determination of a set of some basic magnitudes relating to geometric parameters appropriate for a given speed of trains and adequate to ensure the minimization of the length of the entire turnout at a given final ordinate. Keywords: Railway turnouts; Diverging track; Curvature modelling; Selection of geometrical parameters
{"title":"Shaping the turnout diverging track with nonlinear curvature for enhanced speed","authors":"W. Koc","doi":"10.35117/a_eng_21_08_03","DOIUrl":"https://doi.org/10.35117/a_eng_21_08_03","url":null,"abstract":"Abstract: In the paper an attempt has been made to concentrate attention on shaping the variable curvature in the diverging track of the railway turnout. Making use of some earlier studies, solutions provided with a circular arc in the mid-zone, and in the extreme regions with segments of nonlinear curvature of equal length and zero curvature at the start and end of the turnout, have been assumed as models. The most advantageous choice of the type of curvature has been made taking into account the kinematic conditions. A presentation made includes an analytical record of the curvature and the tangent inclination angle in the diverging track length and the Cartesian coordinates of the track. The final part of the paper referred to the determination of a set of some basic magnitudes relating to geometric parameters appropriate for a given speed of trains and adequate to ensure the minimization of the length of the entire turnout at a given final ordinate. Keywords: Railway turnouts; Diverging track; Curvature modelling; Selection of geometrical parameters","PeriodicalId":52762,"journal":{"name":"Przeglad Komunikacyjny","volume":"1 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2021-08-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"69888095","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2021-07-01DOI: 10.35117/a_eng_21_06_07_03
P. Lalewicz, D. Bryja
Abstract: In train – track coupled systems, interaction between subsystems occurs in wheel- rail contact. The most common contact model is perfectly elastic, linearized Hert’z spring. It has wide range of application in numerical simulations. In more detailed interaction models, the energy dissipation in wheel-rail contact is taken into account. There are no known comparisons of these models in the literature, that would indicate the effects of a specific solution application. In this paper, the main purpose is to analyze and compare the effects of two contact models in terms of numerical simulations of train – track vibrations. The reference contact model taken into account is linearized, perfectly elastic Hert’z spring. The second spring, proposed by the authors is enriched with viscous element based on hysteresis damping. Application of both models, and its effects were examined in plane, train – track vibrations simulations with threshold inequality excitation in the middle of the track length. Concluding from the analyzes performed, it was found that viscoelastic contact model application is important, when track stresses and fatigue are being investigated. In addition, it was found that neglecting the damping element in contact model reduces the probability of the wheel – rail contact loss phenomenon, and thus leads to incorrect identification of its occurrence. Keywords: Wheel/rail contact; Hertz contact; Linearized contact spring; Train/track dynamics
{"title":"Visco-elastic contact spring in numerical simulations of train – track system vibrations","authors":"P. Lalewicz, D. Bryja","doi":"10.35117/a_eng_21_06_07_03","DOIUrl":"https://doi.org/10.35117/a_eng_21_06_07_03","url":null,"abstract":"Abstract: In train – track coupled systems, interaction between subsystems occurs in wheel- rail contact. The most common contact model is perfectly elastic, linearized Hert’z spring. It has wide range of application in numerical simulations. In more detailed interaction models, the energy dissipation in wheel-rail contact is taken into account. There are no known comparisons of these models in the literature, that would indicate the effects of a specific solution application. In this paper, the main purpose is to analyze and compare the effects of two contact models in terms of numerical simulations of train – track vibrations. The reference contact model taken into account is linearized, perfectly elastic Hert’z spring. The second spring, proposed by the authors is enriched with viscous element based on hysteresis damping. Application of both models, and its effects were examined in plane, train – track vibrations simulations with threshold inequality excitation in the middle of the track length. Concluding from the analyzes performed, it was found that viscoelastic contact model application is important, when track stresses and fatigue are being investigated. In addition, it was found that neglecting the damping element in contact model reduces the probability of the wheel – rail contact loss phenomenon, and thus leads to incorrect identification of its occurrence. Keywords: Wheel/rail contact; Hertz contact; Linearized contact spring; Train/track dynamics","PeriodicalId":52762,"journal":{"name":"Przeglad Komunikacyjny","volume":" ","pages":""},"PeriodicalIF":0.0,"publicationDate":"2021-07-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"42642394","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2021-07-01DOI: 10.35117/a_eng_21_06_07_01
M. Kużawa, A. Mróz, Maksymilian Kliński, J. Bień, J. Rabiega
Abstract: The paper presents a method and results of numerical simulations of dynamic interactions between vehicles and the bridge structure, which has defects in the form of excessive permanent deflections of their spans. The simulation analyzes were carried out on the example of a real motorway bridge, on which the presence of such defects was found. A typical 5-axle truck with a total weight of 40 tons was modeled as a moving load. During the analyzes, the main attention was paid to the values of vertical displacements and accelerations of vibrations of the bridge spans generated by heavy vehicles as a function of the intensity of permanent deflections of the structure and the vehicles speed. Keywords: Dynamic analysis of bridges; Bridge vibrations; Finite Element Method; Structure deformations
{"title":"Modeling the vehicle-bridge interaction in the conditions of road level deformation","authors":"M. Kużawa, A. Mróz, Maksymilian Kliński, J. Bień, J. Rabiega","doi":"10.35117/a_eng_21_06_07_01","DOIUrl":"https://doi.org/10.35117/a_eng_21_06_07_01","url":null,"abstract":"Abstract: The paper presents a method and results of numerical simulations of dynamic interactions between vehicles and the bridge structure, which has defects in the form of excessive permanent deflections of their spans. The simulation analyzes were carried out on the example of a real motorway bridge, on which the presence of such defects was found. A typical 5-axle truck with a total weight of 40 tons was modeled as a moving load. During the analyzes, the main attention was paid to the values of vertical displacements and accelerations of vibrations of the bridge spans generated by heavy vehicles as a function of the intensity of permanent deflections of the structure and the vehicles speed. Keywords: Dynamic analysis of bridges; Bridge vibrations; Finite Element Method; Structure deformations","PeriodicalId":52762,"journal":{"name":"Przeglad Komunikacyjny","volume":" ","pages":""},"PeriodicalIF":0.0,"publicationDate":"2021-07-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"43127344","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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