Finite element analysis of the I-40 bridge over the Rio Grande

Farrar, C.R.; Duffey, T.A.; Goldman, Paul; Jáuregui, David V.; Vigil, Jason

doi:10.2172/212519

Cited by 15 publications

(13 citation statements)

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“…Horizontal and vertical stiffeners on the plate girder, the diagonal bracing, and the concrete reinforcement were not included in this model. Previous studies (Farrar, et al 1996) where the individual stiffeners were modeled (35,160 DOF model) showed no significant variation in the global dynamic properties from the model used in this study. Table IV compares the resonant frequencies and modal mass of the two models.…”

Section: Finite Element Modeling Of the 1-40 Bridgementioning

confidence: 58%

“…Numerical data used in this study were generated with finite element models of the same 1-40 Bridge. These models are also summarized below, and a more detailed discussion of the finite element models can be found in Farrar, et al (1996).…”

Section: Description Of Experimental and Numerical Test Datamentioning

confidence: 99%

“…of Colorado, Stanford Univ., Texas A&M Univ., SNL and NMSU. The second report, "Finite Element Analysis of the 1-40 Bridge Over the Rio Grande," (Farrar, et al, 1996) summarizes the results of numerical models of the bridge and compares results obtained with these models to the measured dynamic properties of the bridge. The benchmarked finite element models (FEM) will now be used to make an extensive comparison of various damage-identification algorithms.…”

Section: Introductionmentioning

confidence: 99%

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Damage detection algorithms applied to experimental modal data from the I-40 Bridge

Farrar¹,

Jauregui²

1996

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Because the 1-40 Bridges over the Rio Grande were to be razed during the summer of 1993, the investigators were able to introduce damage into the structure in order to test various damage identification methods. To support this research effort, NMSU contracted Los Alamos National Laboratory (LANL) to perform experimental modal analyses, and to develop experimentally verified numerical models of the bridge. Previous reports (LA-12767-MS and LA-12979-MS) summarize the results of the experimental modal analyses and the results obtained from numerical modal analyses conducted with finite element models. This report summarizes the application of five damage identification algorithms reported in the technical literature to the previously reported experimental and numerical modal data.Damage or fault detection, as determined by changes in the dynamic properties or response of structures, is a subject which has received considerable attention in the technical literature beginning approximately 30 years ago, and with a significant increase in reported studies appearing during the last five years. The basic idea is that modal parameters, notably frequencies, mode shapes, and modal damping, are a function of the physical properties of the structure (mass, damping, stiffness, and boundary conditions). Therefore, changes in physical properties of the structure, such as its stiffness or flexibility, will cause changes in the modal properties. Early methods for detecting damage based on changes in the structure's dynamic properties primarily examined changes in the resonant frequencies. However, this parameter has proved to be insensitive to lower levels of damage and does not provide a means to locate the damage. Current methods that have shown promise in both detecting damage at an early stage and locating the damage examine changes in the mode shapes of the structure.The major contribution of this study is a direct comparison of five damage identification methods that were applied to the same experimental and numerical modal data. The experimental data were measured on an actual highway bridge. The numerical data was generated from finite element models of the same bridge that had been benchmarked against the measured response. With the numerical models many more damage scenarios could be investigated to further study the relative accuracy of the various damage identification methods. In all cases, the numerical studies were intended to simulate the measurement techniques that would be used if these methods were to be incorporated into an on-line monitoring system for highway bridges. This restriction implies that dynamic properties must be measured from ambient traffic-induced vibration sources.

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Section: Finite Element Modeling Of the 1-40 Bridgementioning

confidence: 58%

Section: Description Of Experimental and Numerical Test Datamentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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Damage detection algorithms applied to experimental modal data from the I-40 Bridge

Farrar¹,

Jauregui²

1996

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“…As a sample-structure it has been considered the I-40 bridge over the Rio Grande in Albuquerque (NM, USA). The values to assign to the mechanical characteristics of its cross-section in order to model the bridge with a series of beam elements are found in Farrar et al, [22].…”

Section: Numerical Simulationmentioning

confidence: 99%

Dynamic Identification Techniques to Numerically Detect the Structural Damage

Foti

2013

TOBCTJ

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Damage detection in civil engineering structures using changes in measured modal parameters is an area of research that has received notable attention in literature in recent years. In this paper two different experimental techniques for predicting damage location and severity have been considered: the Change in Mode Shapes Method and the Mode Shapes Curvature Method. The techniques have been applied to a simply supported finite element bridge model in which damage is simulated by reducing opportunely the flexural stiffness EI. The results show that a change in modal curvature is a significant damage indicator, while indexes like MAC and COMAC -extensively and correctly used for finite element model updating -lose their usefulness in order to damage detection.

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“…Researchers from Texas A&M University subsequently applied a damage detection algorithm to these data [6]. The same damage detection algorithm was independently applied by the LANL staff to these data and to numerical data from finite element simulations of the 1-40 bridge where other damage scenarios were investigated [7]. The data required by the damage identification algorithm are mode shapes and resonant frequencies for the damaged and undamaged bridge.…”

Section: Results Of the 1-40 Bridge Projectmentioning

confidence: 99%

Structural health monitoring at Los Alamos National Laboratory

Farrar

Sohn²,

Doebling³

1999

IEE Colloquium on Condition Monitoring Machinery, External Structures and Health

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LosAlamos NationalLaboratory,an affirmativeactionlequalopportunityemployer,is operatadbythe Universityof Californiaforthe U.S. Departmentof Energy undercontractW-7405-ENG-36. By acceptanceof thisarticle,the publisherrecognizesthatthe U.S. Government retainsa nonexclusive,royalty-freelicenseto publishor reproducethe publishedformofthiscontribution, or to allow othersto do so,for U.S. Governmentpurposes.LosAlamos NationalLaboratoryrequeststhatthe publisheridentifythisarticleas work performadunderthe auspicesof the U.S. Departmentof Energy.LosAlamos NationalLaboratorystronglysupportsacademic freedomand a rasearchefs rightto publkh;as an institution, however,the Laboratorydcss notendorsethe viewpointof a publkationor guaranteeitatechnicalcorrectness. Form836 (10/96)

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Finite element analysis of the I-40 bridge over the Rio Grande

Cited by 15 publications

References 0 publications

Damage detection algorithms applied to experimental modal data from the I-40 Bridge

Damage detection algorithms applied to experimental modal data from the I-40 Bridge

Dynamic Identification Techniques to Numerically Detect the Structural Damage

Structural health monitoring at Los Alamos National Laboratory

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