Influence of local deck vibrations on the evaluation of the maximum acceleration of a steel-concrete composite bridge for a high-speed railway

Matsuoka, Kodai; Collina, Andrea; Somaschini, Claudio; Sogabe, Masamichi

doi:10.1016/j.engstruct.2019.109736

Cited by 46 publications

(14 citation statements)

References 37 publications

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“…Several authors perform the validation of the dynamic models of railway bridges under traffic loads using only the extreme values of the acceleration records [18,19]. However, recent studies have demonstrated the importance of taking into account the complete time-history of the accelerations [20] and the corresponding response in the frequency domain [21] in order to improve the accuracy of the validation process. With regard to the validation of the numerical model based on modal information, the literature shows the importance of considering both global and local modal parameters.…”

Section: Introductionmentioning

confidence: 99%

“…With regard to the validation of the numerical model based on modal information, the literature shows the importance of considering both global and local modal parameters. Matsuoka et al [21] and Somaschini et al [22] concluded that high precision estimates of the maximum acceleration of the deck require the inclusion of contributions from the local modes of the deck slab, including track vibration modes, along with conventionally considered global vibration modes. The absence of one or several of these modal contributions could lead to an underestimation of the maximum acceleration values achieved by the motion of the deck.…”

Section: Introductionmentioning

confidence: 99%

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Progressive numerical model validation of a bowstring-arch railway bridge based on a structural health monitoring system

Meixedo

Ribeiro

Santos

et al. 2021

J Civil Struct Health Monit

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This paper presents a progressive numerical model validation of a bowstring-arch railway bridge based on the analysis of experimental data from different structural response measurements, namely, static deformations under environmental actions, modal vibrations, and transient dynamic responses under traffic loads. This work also addresses an integrated approach that uses structural health monitoring (SHM) measurements in combination with FE modelling to understand the structural behaviour of a long-span complex bridge. An in-situ, progressively-phased SHM system has provided a diverse set of data streams ranging from static and dynamic responses to the measurement of environmental and operational traffic loads. The first phase consists of defining a detailed baseline finite element (FE) model of the bridge, envisaging the initial condition of the structure immediately after construction, and its validation using modal parameters (natural frequencies and mode shapes) derived from an ambient vibration test. Since in-service deflections generally do not exercise the non-linear regime of the response of the bridge, the second phase focuses on the analysis of static response data and temperature measurements to validate the non-linear behaviour of the structural system, particularly at the bearing devices, under slow actions. The third and final phase addresses the dynamic analysis under traffic actions, which provides greater sensitivity in the detection of non-linear behaviour due to the effects of high amplitude actions induced by regular train loading profiles. In order to guarantee the accuracy of the baseline numerical model, particularly under temperature and traffic actions, it was necessary to use contact restrictions in some specific bearing devices. This improvement is in line with the structural changes detected in some bearing devices through visual inspections. As a result, an updated numerical model capable of reproducing the modal, static, and dynamic structural responses was achieved, showing a very good agreement between experimental and numerical data. In future applications, this updated numerical model will be useful for assessing the condition of the bridge under traffic loads, namely to identify damages and support the adoption of life cycle maintenance strategies based on the integration of SHM systems with (stochastic) load and failure models.

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Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Progressive numerical model validation of a bowstring-arch railway bridge based on a structural health monitoring system

Meixedo

Ribeiro

Santos

et al. 2021

J Civil Struct Health Monit

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“…22 To evaluate how the inclusion of local deck vibrations might influence predictions of the maximum acceleration, detailed measurements are taken from a steel-concrete composite box-girder bridge on the Italian high-speed railway, and a numerical model of the system is developed. 23 For monorail bridges, a new finite element model of steel-concrete composite beam which can simulate the slip phenomenon is proposed. 24 The dynamic response of under-deck cable-stayed bridges with steel-concrete composite decks under moving loads is presented, and different parameters are considered.…”

Section: Introductionmentioning

confidence: 99%

Numerical investigation of the dynamic responses of steel-concrete girder bridges subjected to moving vehicular loads

Gao

Zhang

Wang

et al. 2020

Measurement and Control

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The steel-concrete composite girder bridge is a new type of bridge. The steel girder and concrete slab are connected together by connectors and bear the common force so that the tensile performance of steel and the compressive performance of concrete can be fully utilized. The advantages are obvious. However, research on the dynamic analysis of steel-concrete composite beam bridges is still relatively rare, and the dynamic effects on these bridges from vehicles are becoming increasingly significant. In this paper, a more complex steel-concrete composite simply supported beam bridge model and the entire vehicle model are established, and five steel-concrete connection levels of the bridge model are considered. Using the finite element model, the effects of five factors, namely, bridge natural frequency, vehicle natural frequency, vehicle speed, vehicle lateral position and bridge deck roughness, on the dynamic load allowance ( DLA) of the composite girder bridge are studied. The influence of vehicle speed and bridge surface roughness on the DLA has a strong regularity. The change in the DLA of the lateral position of the vehicle is highly symmetrical, and the DLA value at the side beam is larger than that of the center beam. Changes in bridge vibration frequency and vehicle vibration frequency can bring about significant changes in the DLA, and the closer the two frequencies are, the more significant the DLA increases, and the more likely it is to produce resonance.

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“…More recently, the train spectra of an ETR-1000 has been used by Matsuoka et al. 7 in conjunction with advanced numerical modelling and experimental measurements in order to analyse the level of local vibrations in an Italian viaduct subject to the passage of trains at speeds above 300 km/h. In their article, Matsuoka et al.…”

Section: Introductionmentioning

confidence: 99%

Dynamic behaviour of bridges under critical articulated trains: Signature and bogie factor applied to the review of some regulations included in EN 1991-2

Museros

Andersson

Martí³

et al. 2020

Proceedings of the Institution of Mechanical Engineers, Part F:

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The information contained in this paper will be of interest not only to bridge engineers, but also to train manufacturers. The article provides practical insight into the degree of coverage of real articulated trains (ATs) that Eurocode EN1991-2 guarantees. In both the design of new railway bridges, as well as in the assessment of existing ones, the importance of a detailed knowledge of the limits of validity of load models cannot be overemphasised. Being essential components of the rail transportation system, the capacity of bridges to withstand future traffic demands will be determined precisely by the load models. Therefore, accurate definition of the limits of validity of such models reveals crucial when increased speeds and/or increased axle loads are required by transportation pressing priorities. The most relevant load model for a significant portion of the bridges in high-speed railway lines is the so-called HSLM-A model, defined in EN1991-2. Their limits of validity are described in Annex E of such code. For its singular importance, the effects of vibrations induced by HSLM-A are analysed in this paper with attention to the response of simply supported bridges. This analysis is carried out in a view to determine whether the limits of validity given in Annex E of EN1991-2 cover the largest part of cases of interest. Specifically, the vibration effects of HSLM-A are compared with those of the ATs described in such Annex E, and the response is analysed in depth for simply supported bridges, which are structures especially sensitive to passing trains at high speeds. New theoretical approaches have been developed in order to undertake this investigation, including a novel, simplified expression of the train signature for ATs that is convenient for its low computational cost. The mathematical proofs are included in the first part of the paper and two separate appendices.

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Influence of local deck vibrations on the evaluation of the maximum acceleration of a steel-concrete composite bridge for a high-speed railway

Cited by 46 publications

References 37 publications

Progressive numerical model validation of a bowstring-arch railway bridge based on a structural health monitoring system

Progressive numerical model validation of a bowstring-arch railway bridge based on a structural health monitoring system

Numerical investigation of the dynamic responses of steel-concrete girder bridges subjected to moving vehicular loads

Dynamic behaviour of bridges under critical articulated trains: Signature and bogie factor applied to the review of some regulations included in EN 1991-2

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