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Statistical screening of individual and joint effect of several modelling factors on the dynamic finite element response of a railway bridge
KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering. (Brobyggnad)
KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering. (Brobyggnad)ORCID iD: 0000-0002-5447-2068
KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering. (Brobyggnad)
2012 (English)In: Computers & structures, ISSN 0045-7949, E-ISSN 1879-2243, Vol. 106, 91-104 p.Article in journal (Refereed) Published
Abstract [en]

More accurate dynamic analysis of bridges is preferred instead of using the dynamic amplification factors in design codes to estimate the dynamic load effects. Additionally, the potentials of statistical methods are often overlooked and seldom used among structural engineers. However, for bridge engineers the parametric studies are still conservative and the finite element (FE) model results can often be misleading. In this paper, factorial experimentation in simulating railway bridge dynamics was exemplified. A two-level (2n) fractional factorial design was proposed and exemplified to screen the individual and joint effect of several modelling factors on the dynamic response of a specific railway bridge. The statistical theory proved to be relevant and meaningful, easy to implement but still very powerful. The concept of factorial experimentation was believed to provide the FE model updating engineer with important indications of the effects of several possible updating parameters.

Place, publisher, year, edition, pages
2012. Vol. 106, 91-104 p.
Keyword [en]
Design of experiments (DOE), Factorial experimentation, Sensitivity analysis, FE model updating, Bridge dynamics
National Category
Civil Engineering
Identifiers
URN: urn:nbn:se:kth:diva-11192DOI: 10.1016/j.compstruc.2012.04.008ISI: 000307148900009Scopus ID: 2-s2.0-84863794287OAI: oai:DiVA.org:kth-11192DiVA: diva2:241337
Note

QC 20120807

Available from: 2009-10-02 Created: 2009-10-02 Last updated: 2017-12-13Bibliographically approved
In thesis
1. Railway bridge response to passing trains: Measurements and FE model updating
Open this publication in new window or tab >>Railway bridge response to passing trains: Measurements and FE model updating
2009 (English)Doctoral thesis, comprehensive summary (Other academic)
Abstract [en]

Today’s railway bridges are analysed in more detail for moving loads due to the increase in speeds and axle loads. However, these numerical analyses are very time consuming as they often involve many simulations using different train configurations passing at different speeds and many considerations to take into account. Thus, simplified bridge, track and train models are often chosen for practical and time efficient simulations.

The New Årsta Railway Bridge in Stockholm was successfully instrumented during construction. A simplified 3D Bernoulli-Euler beam element FE model of the bridge was prepared. The FE model was first manually tuned based on static load testing. The most extensive work was performed in a statistical identification of significantly influencing modelling parameters. Consequently, parameters to be included in an optimised FE model updating, with consideration also to synergy effects, could be identified. The amount of parameters included in the optimisation was in this way kept at an optimally low level. For verification, measurements from several static and dynamic field tests with a fully loaded macadam train and Swedish Rc6 locomotives were used. The implemented algorithms were shown to operate efficiently and the accuracy in static and dynamic load effect predictions was shown to be considerably improved.

It was concluded that the complex bridge can be simplified by means of beam theory and an equivalent modulus of elasticity, and still produce reliable results for simplified global analyses. The typical value of an equivalent modulus of elasticity was in this case approximately 25% larger than the specified mean value for the concrete grade in question.

The optimised FE model was used in moving load simulations with high speed train loads according to the design codes. Typically, the calculated vertical acceleration of the bridge deck was much lower than the specified allowable code value. This indicates that multispan continuous concrete bridges are not so sensitive to train induced vibrations and therefore may be suitable for high speed train traffic.

Finally, the relevant area of introducing the proposed FE model updating procedure in the early bridge design phase is outlined.

Place, publisher, year, edition, pages
Stockholm: KTH, 2009. x, 37 p.
Series
Trita-BKN. Bulletin, ISSN 1103-4270 ; 100
National Category
Civil Engineering
Identifiers
urn:nbn:se:kth:diva-11195 (URN)
Public defence
2009-10-23, F3, Lindstedtsvägen 26, KTH, Stockholm, 10:00 (English)
Opponent
Supervisors
Note
QC 20100818Available from: 2009-10-06 Created: 2009-10-02 Last updated: 2012-08-07Bibliographically approved

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