Fatigue of timber-concrete-composite beams: characterization of the connection behaviour trough push-out tests
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1 Fatigue of timber-concrete-composite beams: characterization of the connection behaviour trough push-out tests Prof. Dr.-Ing. Ulrike KUHLMANN Full Professor Institute of Structural Design/Universität Stuttgart Germany Pietro ALDI Civil Engineer Institute of Structural Design/Universität Stuttgart Germany Summary This paper presents a study on the fatigue strength of Timber-Concrete-Composite (TCC) structures. The aim of the research project is to evaluate the development of the deterioration at the interface between concrete and timber by fatigue symmetrical push-out tests. Within the research a S-N-curve for that kind of composite structures should be also developed. After a short review of the available experimental data, the geometrical and mechanical characteristics of the specimens are described. Moreover, the set-up and the proposed load ranges for the realisation of the compression pulsating tests are presented. Some first information about the material values are also given. 1. Introduction: Development of TCC structures for road bridges The combination of timber girders and concrete decks provides considerable advantages in the construction of bridges if compared with the realisation of purely timber structures. First, the stiffness of the composite systems is higher than the stiffness of constructions where only timber is used. Moreover a greater efficiency is achieved because concrete is mainly loaded under compression and timber under tension and bending. Based on that, timber composite structures have been constructed since the early years of the past century to serve as bridges. After [1] the first TCC bridges have been built in the USA in the 1930 s and in Australia since the 1950 s. The use of this type of building technology was initiated in Europe in the early 1990 s. Particularly in Switzerland (cp. [3] and [4]) and in Finland (cf. [5] or [6]) numerous TCC-bridges have been constructed, but also in some other countries (Austria, France) similar innovative structures have been realised. Some pilot projects have also been completed in South America and the related research has been recently published (cp. e.g. [2] and fig.1). 2. Connections for TCC Bridges A early common connection system between timber and concrete was the application of threaded steel rods, fixed in the timber part. The transfer of the shear forces across the timber-concrete interface is accomplished by the rods after the hardening of the concrete. Within this connection system the rods are mainly loaded under shear and bending and fail normally in a ductile manner. An improvement of this method consist of a modification of the connentor s geometry. By installing the fasteners with 45 inclination in the timber, they will
2 (a) (b) Fig. 1: Construction and loading test of the Bridge P01 (Brazil), [2] be loaded mainly with tension and compression forces. Some publications call this typ of connector X-Connector (cp. [7]). This geometrical rearrangement leads to a greater load capacity. Another common possibility for the connection is to groove the timber parts. The shear force is then transferred directly by contact at the interface of timber and concrete. This system achieves significant stiffness values, but the failure may also occur in a brittle manner. Due to that a combination of X-connectors and notches has been recently proposed, studied and in some TCC-bridges with a span up to 42 m and a clearance of 11 m implemented ([6]). 2.1 Fatigue strength studies for TCC structures Many publications deal with the ultimate load capacity and stiffness of the mentioned connector systems, but only a few number of them refer to the fatigue strength of TCC constructions. In this section the available experimental results of push-out fatigue tests with different fastening systems are summarised. In [7] a series of fatigue shear tests on X-connectors is presented. Glued-in Rebars with a diameter φ = 20mm are used as fasteners between Glulam (L40) and Concrete (C40). Two different adhesives have been used (polyurethane based and epoxy resin) and three distinct geometrical arrangements have been implemented to detect the most favorable for the application in bridges. A total number of 4 specimens have been tested with different number of applied cycles (between 10 6 and ). In [8] the results of a series of symmetrical push-out tests are reported. The specimens have been accomplished with FRP-reinforced glulam and glued-in rebars (perpendicular to the timber/concrete interface). Epoxy resin was adopted as adhesive. Three specimens have been loaded with cycles. In [9] a series of shear tests with symmetrical push-out geometry is presented. Hereby three different connection types have been used (grooves, stud connectors and X-connectors): two tests have been carried out for each type. Every specimen has been loaded with cycles of pulsating compression load. The significant research data of these tests are summarised in the Tab. 1. None of the presented tests failed due to fatigue load. The specimens have been loaded normally with more than 10 6 cycles and in some cases more than cycles without a collapse. That is probably due to the quite low maximal load (F max /F ult = 0, , 27) or to the relative big load ratio R (R = 0, , 43).
3 References Series Number of Specimens Tab. 1: fatigue research data (cp. [7],[8],[9]) Maximal Load F max Load Ratio R = F min /F max Applied cycles [7] X p F ult X e F ult V N F ult XN F ult [8] F ult 0.43 > [9] S F ult 0.17 > K F ult 0.17 > X F ult 0.17 > Motivation of further researches Currently most of the bridges in Germany are built as steel-concrete-composite or reinforced concrete structures. To investigate the possibility of the application of TCC structures in the construction of road bridges, a research project has been started at the Institute of Structural Design - University of Stuttgart. The scope of this study is an analyse of the fatigue strength of timber-concrete-composite-beams, with particular attention to the interface between timber and concrete. The final scope consist of the implementation of TCC-beams for composite bridges with small or middle span, in accordance to the load model of the German code (cf. [10]). The DIN-FB statement stipulates a number of fatigue proofs for road bridges. Concerning the timber parts of these structures, some information about fatigue strength are included in the appendix of the German code for timber bridges ([11]). Within this code the informations are limited to the timber elements, timber-timber joints or steel-timber connections. There are no information about the fatigue resistance of connections between timber and concrete. On the other hand general technical approvals for some timber concrete connectors are available, including calculation methods for the slip modulus and the ultimate load capacity. The statements in these approvals are only valid for static loads and not for dynamic or fatigue loads, unfortunately. 4. Tests program 4.1 General remarks To perform the fatigue push-out tests, two different connection types have been chosen: with notches and with crosswise glued-in rebars. During the first phase of the testing program a series of static tests is carried out to determine the mean values of ultimate load capacity and stiffness of the connectors. In a second phase of the project push-out fatigue tests will be performed. In the next sections more details of the proposed tests are described. 4.2 Reference Tests The determination of orientation values for the load-carrying capacity and the definition of initial stiffness of the connectors is necessary, in order to get a suitable basis of values for the successive constant amplitude fatigue tests. The specimens containing two symmetric axes and consist of three main parts: two identical external reinforced concrete elements simulate
4 the concrete slab of the bridge and a middle timber element simulates the timber girder. The geometrical data for the series of specimens named N (of grooved connections type) are shown in Fig. 2. The groove has a length of l v = 200mm and a depth of t v = 40mm and forms the connection between wood and concrete. The steel brackets shown in Fig. 2(b) are only a facilitation for the transport to and within the workshop. (a) (b) Fig. 2: Geometry of the specimens with notches as connectors (a) (b) Fig. 3: Geometry of the specimens with rebars as connectors The geometrical data for the set D (connections with glued rebars) are reported in Fig. 3. In rhis series the connection between timber and concrete is realised with reinforcing steelbars which are glued in the timber part and fixed within the concrete. These elements are positioned with a 45 angle between their main axis and the timber/concrete contact surfaces. The rebars are glued with two component epoxy resin. A total of 6 tests are planned (3x2=6 specimens with two different connector types).
5 4.3 Test set-up The load occurs in the middle at the top of the timber element parallel to the grain (cp. fig. 4. A steel plate with a thickness of t sp = 40mm is placed between the load actuator and the glulam for a better load distribution. The concrete parts are embedded in a mortar layer as Fig. 4: Set-up and measurement devices compensation of the geometrical inaccuracies, which might have been generated during the production of the specimens. 4.4 Material properties The timber parts are produced in conformity to the strength class GL32h (according to [12] and [13]). The concrete strength class is C30/37 (in accordance to [14]). These materials were used for both test series. The glued-in rebars of the series D are produced with steel BSt 500 (cp. [14]) and have a nominal diameter of 16 mm. All the other rebars have the same material strength class BSt Measurement devices To determine the relative slip between wood and concrete, 4 inductive transducers are placed in the lower area of every specimen (cf. Fig. 4). Under the assumption that the stiffness at the interface on the right hand side and the left side of the specimen are approximately equal, the mean value of the measured slip will be utilised to determine the slip modulus of the connection. Furthermore on both sides of the specimens 4 additional transducers are adopted:
6 two in the area of the connectors (notch or glued rebars) and two in the upper area of the specimen. Therefore, it is possible to observe the distribution of the slip in vertical direction. Two strain gauges has been placed at every glued rebar, to investigate if the glued rebars are loaded only under tension (or alternatively under compression) or if an additional moment is present in the connectors (compare Fig. 3 (b)). 4.6 Test procedures The tests should be performed according to the standard DIN EN Fig. 5 shows the applied load-time curve. On the Y axis the ratio between the measured force at the hydraulic jack F and the estimated maximum force F est is shown. On the abscissa the corresponding time in minutes is given. Up to the point 21 of the diagram the test should run under load controlled conditions, beyond that point the test must be displacement controlled. Fig. 5 Load-time curve in accordance to DIN EN Fatigue Tests 5.1 General remarks In this case the behaviour of the same type of specimens under pulsating compression load is examined in order to get a value of the fatigue ultimate load for the composite system. The final aim is to achieve a S-N-curve for the utilised connector types in the TCC-system. The geometrical and mechanical data as well as the test set-up are the same as used for the static load tests. 5.2 Implemented loads The fatigue test are performed under load control. The intensity of the load should vary between the maximum and minimum value of the force given in Tab. 2. The form of the harmonical load will be a sine wave with an estimated frequency value in the range of 3 hertz. Only compressive forces will be applied: a reversed load with tension forces is not examined. At least 3 different force ranges will be applied to permit the determination of the S-N curve with a sufficient precision. A total number of 3 tests for every load level is planned. The load ratios R have been chosen in such a manner, to reach the highest possible gradient of the S - N curve (see [11] and [15]): therefore it is ensured to have the highest damage condition of the utilised materials (for pulsating compression loads). The values given in Tab. 2 are dependent on the mean values of the ultimate loads reached in the reference tests (F ult ). During this phase of the project a total number of 18 fatigue tests is planned. The number of applied cycles to failure, will be dependent of course on the planned different load levels. For the series with the smallest mean force ( F = 0, 315 F ult 6 specimens) at least cycles are expected.
7 Specimen s identification name N-R01-07 or D-R01-07 N-R01-05 or D-R01-05 N-R01-03 or D-R01-03 Tab. 2: Fatigue Tests and force amplitude F max F min Load Range F = F max F min Load Ratio R = F max /F min Number of specimens 0.7 F ult 0.7 F ult 0.63 F ult 0.1 a total of F ult 0.05 F ult 0.45 F ult 0.1 a total of F ult F ult F ult 0.1 a total of 6 6. Conclusions There are only few publications wherein the fatigue of connections for TCC-structures is systematically investigated. In the cited reports a failure due to fatigue load of the tested specimens is not mentioned. That is probably due to the small values of the chosen maximum applied loads or the relative big load ratios that have been used. Neither S-N curve nor other analytical means are currently available to predict the lifetime of timber concrete composite structures under pulsating load. Two series of new investigations based on shear fatigue test are here proposed, with the scope to achieve significant data about the fatigue behaviour and possibly to get a first S-N-curve. The specimens have been produced during the last months of 2007 and some material properties have also been tested. The push-out tests will be carried out between March and July Acknowledgements The research is financially supported by the German Society for Wood Research (DGfH) and by the German Federation of Industrial Research Associations (AiF): these two Institutions are gratefully acknowledged. References [1] P. Yttrup and G. Nolan. Concrete Enhanced Timber. [2] J.L. Nunes de Goes and C. Calil. Field Performance of a Composite Log-Concrete Bridge. Structural Engineering International, IABSE, 18:79 83, [3] B. Horsch and K. Schwaner, editors. Brücken aus Holz. Fachverlag Holz der Arbeitsgemeinschaft Holz e.v., [4] L. Meyer. Holz-Beton-Verbundbrücken für den 40-t Verkehr im Kanton Freiburg (Schweiz). In Tagungsband 11. Internationales Holzbauforum, Garmisch-Partenkirchen, [5] A. Jutila. Findings and points of interest of the Nordic Timber Bridge Projects. In Tagungsband 9. Internationales Holzbauforum, Garmisch-Partenkirchen, 2003.
8 [6] T. Rantakokko and L. Salokangas. Design of the Vihantasalmi Bridge, Finland. Structural Engineering International, IABSE, 10: , [7] J. Tommola, L. Salokangas, and A. Jutila. Wood- Concrete Composite Bridges: Tests on Shear Connectors. Technical report, Helsinki University of Technology, Laboratory of Bridge Engineering, [8] W. G. Davids, H.J. Dagher, O. Sanchez, and C. Weaver. Bridge with Composite Concrete Deck and Glued Laminated Girders Stengthened with Fiber-Reinforced-Polymer. Technical report, Advanced Engineered Wood Composites Center - University of Maine, [9] A. Döhrer and K. Rautenstrauch. Connectors for timber-concrete composite-bridges. In Proceedings of CIB - W18, 2006 Florence, Florence- Italy, August CIB W 18. Paper N [10] DIN FB 101. Einwirkungen auf Brücken. Beuth Verlag, [11] DIN Holzbrücken. DIN - Deutsche Institut für Normung e. V., [12] DIN Entwurf, Berechnung und Bemessung von Holzbauwerken Allgemeine Bemessungsregeln und Bemessungsregeln für den Hochbau. DIN - Deutsche Institut für Normung e. V., [13] DIN EN Brettschichtholz - Festigkeitsklassen und Bestimmung charakteristischer Werte. DIN - Deutsche Institut für Normung e.v., [14] DIN Tragwerke aus Beton, Stahlbeton und Spannbeton - Teil 1: Bemessung und Konstruktion. DIN - Deutsche Institut für Normung e. V., [15] B. Mohr. Zur Interaktion der Einflüsse aus Dauerstands- und Ermüdungsbeanspruchung im Ingenieurholzbau. PhD thesis, Berichte aus dem Konstruktiven Ingenieurbau. Technische Universität München, 2001.
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