Dynamische Analyse der Zugüberfahrt bei Eisenbahnbrücken unter Berücksichtigung von nichtlinearen Effekten

Reiterer, Michael; Firus, Andrei

doi:10.1002/best.202100086

Cited by 7 publications

(6 citation statements)

References 14 publications

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“…Recurring geometries such as axle distances, bogie distances and car body lengths excite the bridge periodically with a certain frequency, whereby the multiples 𝑖 of the length over buffer (𝐿 𝑜𝑏 ) have the greatest impact. This leads to the following equation [6] to determine the resonance speeds:…”

Section: Resonance Curves Of Railway Bridgesmentioning

confidence: 99%

“…Creating resonance curves based on direct monitoring is a common practice [5,6], and it is feasible to generate them over time under regular operating conditions. The frequency value of the dominant bending mode can be determined from these curves due to the maximum structural response at resonance when the excitation and natural frequency coincide.…”

Section: Original Article Abstractmentioning

confidence: 99%

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High‐speed drive‐by monitoring: field testing with an intercity express train (ICE)

Rupp,

Lorenzen,

Fritzsche

et al. 2023

ce papers

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The structural condition of bridges in Germany is often affected by aging and increased traffic loads. However, retrofitting or renewing all bridges is not always feasible due to limited resources. Indirect or drive‐by monitoring of bridges with sensors on passing vehicles has been explored as a cost‐effective and scalable alternative to direct monitoring. In this study, we propose a novel High‐Speed Monitoring (HSM) method for determining natural frequencies, based on accelerometers mounted on train axles, developed for speeds under normal operating conditions. In combination with Bayesian optimisation, a resonance curve can be generated using only a few bridge passages, from which the dominant bending natural frequency of a bridge can be determined with an accuracy comparable to direct monitoring. Measurements on an ICE‐TD passaging bridges travelling at high speeds of up to 200 km/h have shown that the natural frequencies can be determined with the same accuracy as direct measurements. Thus, in this study we were able to show that the method is not only accurate, cost‐effective and scalable, but can also be applied at high speeds without affecting operations.

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Section: Resonance Curves Of Railway Bridgesmentioning

confidence: 99%

Section: Original Article Abstractmentioning

confidence: 99%

High‐speed drive‐by monitoring: field testing with an intercity express train (ICE)

Rupp,

Lorenzen,

Fritzsche

et al. 2023

ce papers

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show abstract

“…The behaviour of railway ballast is highly non-linear and is dependent on both the load and environmental conditions such as temperature and humidity [13]. In a previous study by Reiterer and Firus [14], the shift of the resonance frequency of a steel bridge with ballast superstructure was determined. Another study by Lorenzen et al [15] analysed free decay phases of the same bridge and plotted the frequency of the first bending mode against the measured maximum displacements during the free decay.…”

Section: Amplitude Dependent Frequenciesmentioning

confidence: 99%

Long‐term validation of virtual sensing of a railway bridge with ballasted superstructure

Lorenzen,

Berthold,

Fritzsche

et al. 2023

ce papers

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Railway bridges have a long lifespan, which is challenged by the constant development of vehicles leading to increased loads that they were not originally designed for. To ensure the longest possible use of existing structures, a sensor‐based structural health monitoring system can make a significant contribution. However, due to economic reasons and the inaccessibility of many points of interest, sensors cannot be installed everywhere. Therefore, in most cases, only a few sensors are available at a few points of interest, and methods that aim to reconstruct structural responses at unmeasured points from these measurements are referred to as virtual sensing. In this paper, we have analyzed 19,075 passages recorded on a steel trough bridge with a ballast superstructure and a span of 16.4 m, together with weather data. Our findings show that the influence of train type and speed has a significantly higher impact on the results than environmental factors. The investigation revealed that the model‐based analysis produced similar results to the data‐driven analysis concerning acceleration signals. However, when analyzing strain signals, the two approaches yielded distinctly different results.

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“…The actual structural behaviour is usually assessed by experimental investigations, which can include measurements of accelerations, velocities, strains, slopes or temperatures [ 1 , 2 , 3 ]. Furthermore, displacement measurements based on linear variable displacement transducers (LVDT) are used for assessing the relative displacement at the supports [ 1 ], between adjacent superstructures of the same bridge [ 4 ] or for monitoring the width of existing cracks.…”

Section: Introductionmentioning

confidence: 99%

Contactless Deformation Monitoring of Bridges with Spatio-Temporal Resolution: Profile Scanning and Microwave Interferometry

Schill

Michel

Firus³

2022

Sensors

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Against the background of an aging infrastructure, the condition assessment process of existing bridges is becoming an ever more challenging task for structural engineers. Short-term measurements and structural monitoring are valuable tools that can lead to a more accurate assessment of the remaining service life of structures. In this context, contactless sensors have great potential, as a wide range of applications can already be covered with relatively little effort and without having to interrupt traffic. In particular, profile scanning and microwave interferometry, have become increasingly important in the research field of bridge measurement and monitoring in recent years. In contrast to other contactless displacement sensors, both technologies enable a spatially distributed detection of absolute structural displacements. In addition, their high sampling rate enables the detection of the dynamic structural behaviour. This paper analyses the two sensor types in detail and discusses their advantages and disadvantages for the deformation monitoring of bridges. It focuses on a conceptual comparison between the two technologies and then discusses the main challenges related to their application in real-world structures in operation, highlighting the respective limitations of both sensors. The findings are illustrated with measurement results at a railway bridge in operation.

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Dynamische Analyse der Zugüberfahrt bei Eisenbahnbrücken unter Berücksichtigung von nichtlinearen Effekten

Cited by 7 publications

References 14 publications

High‐speed drive‐by monitoring: field testing with an intercity express train (ICE)

High‐speed drive‐by monitoring: field testing with an intercity express train (ICE)

Long‐term validation of virtual sensing of a railway bridge with ballasted superstructure

Contactless Deformation Monitoring of Bridges with Spatio-Temporal Resolution: Profile Scanning and Microwave Interferometry

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