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Influence of rate-independent hysteresis on the dynamic response of a railway bridge
KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering, Structural Engineering and Bridges.
KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering, Structural Engineering and Bridges.ORCID iD: 0000-0002-5447-2068
2013 (English)In: International Journal of Rail Transportation, ISSN 2324-8386, Vol. 1, no 4, 237-257 p.Article in journal (Refereed) Published
Abstract [en]

It is well known that the dynamic properties of civil engineering structures have a more or less pronounced amplitude dependency. However, it is rather difficult to quantify this both experimentally and theoretically. This paper describes an attempt to identify the sources of the amplitude dependent variation of the natural frequency and the modal damping ratio of the first vertical bending mode of a simply supported, ballasted steel-concrete composite railway bridge. It is proposed that the most likely sources to the non-linear properties of this mode of vibration are the ballasted track, the foundations and the roller bearings used mainly to relive constraint forces due to changes in temperature. The non-linear influence of the suggested sources were modelled in a 2D finite element model using the classical univariate Bouc–Wen model which was implemented as a user-defined element in ABAQUS. The results suggest that the roller bearings alone can give account for the variation in the dynamic properties observed in experimental data from the bridge and that the combination with a simple model of the track superstructure gives the most realistic result. A tremendous increase in the dissipation of energy was found as the amplitude of vibration was increased beyond that available in the experimental data, thus motivating further research within this field.

Place, publisher, year, edition, pages
2013. Vol. 1, no 4, 237-257 p.
Keyword [en]
railway bridges, non-linear dynamics, soil–structure interaction, ballast, roller bearing, Bouc–Wen models
National Category
Infrastructure Engineering
Research subject
Järnvägsgruppen - Infrastruktur
Identifiers
URN: urn:nbn:se:kth:diva-132257DOI: 10.1080/23248378.2013.835129OAI: oai:DiVA.org:kth-132257DiVA: diva2:659333
Note

QC 20131025

Available from: 2013-10-25 Created: 2013-10-25 Last updated: 2013-10-25Bibliographically approved
In thesis
1. Essential modelling details in dynamic FE-analyses of railway bridges
Open this publication in new window or tab >>Essential modelling details in dynamic FE-analyses of railway bridges
2013 (English)Doctoral thesis, comprehensive summary (Other academic)
Abstract [en]

The increased need to reduce the use of fossil fuels imposes higher demands on the efficiency of rail transportation. Therefore, an improved knowledge regarding the dynamic properties of railway bridges and infrastructure for railway traffic in general is required. Typically, increased train speed, longer trains and increased axle loads increase the dynamic response in railway bridges. Modelling details for bridge structures such as the flexibility of the foundations, radiation damping in the subsoil and the embankments as well as hysteretic effects in bridge bearings and the track superstructure are typically neglected. The reason for this is that suitable models which consider the influence of such effects in engineering calculations have not yet been implemented in the effectual design codes. This thesis is mainly based on a case study of a ballasted, simply supported steel-concrete composite bridge, which shows a considerable variation in the natural frequencies and damping ratios depending on the amplitude of vibration. Furthermore, the natural frequencies were found to increase significantly during the winter. It is well known that the dynamic properties of typical civil engineering structures are dependent on the amplitude of vibration. However, the fact that certain railway bridges exhibit such non-linear behaviour also for very small amplitudes of vibration has been shown only during later years. This has been verified by means of measurements of the free vibrations after train passages on three typical Swedish beam bridges for railway traffic. Possible sources to this amplitude dependency have been identified primarily in the bridge bearings and the track superstructure. Models of these structural components, based on the so called Bouc-Wen model, have been implemented in a commercial finite element program and was used in a preliminary study. The results indicate that roller bearings and pot bearings can give rise to a non-linear mode of vibration, characterised by two different states. At very small amplitudes of vibration (. 0:1m=s2), no movement over such bearings occur (state 1) since their initial resistance to motion is not overcome. Depending on parameters such as the longitudinal stiffness of the foundations and substructures, the beam height over the supports as well as the bearing type, there is an amplitude of vibration at which the initial resistance to motion is completely overcome (state 2). The bearings are then free to move, with a resistance characterised by the kinematic friction (pot bearings) or the rolling resistance (roller bearings). During the transition from state 1 to state 2, the frequency decreases continuously towards an asymptotic value and the damping initially grows considerably, from a value which corresponds quite well to the recommendations of the Eurocodes and then returns to a value similar to that in state 1. The preliminary study indicates that it is possible to design certain bridges so that this increase in damping is optimal over the relevant range of amplitudes of vibration.

Place, publisher, year, edition, pages
Stockholm: KTH Royal Institute of Technology, 2013. x, 58 p.
Series
Trita-BKN. Bulletin, ISSN 1103-4270 ; 120
National Category
Infrastructure Engineering
Research subject
Järnvägsgruppen - Infrastruktur
Identifiers
urn:nbn:se:kth:diva-132298 (URN)
Public defence
2013-11-01, Kollegiesalen, Brinellvägen 8, KTH, Stockholm, 13:00 (English)
Opponent
Supervisors
Note

QC 20131025

Available from: 2013-10-25 Created: 2013-10-25 Last updated: 2013-10-25Bibliographically approved

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