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MASTE RS THESIS
Numerical Modelling of the
Vindel River Railway Bridge
Upgrade of a finite element model from dynamic measurements
Jens Hggstrm
Frida Martinsson
MASTER'S THESIS
Lule 2009
PREFACE
Writing a master thesis is usually the final step towards getting a Master of
Science degree in Civil Engineering. However, that is not the case for us. In
order to complete our studies earlier we decided to write our thesis earlier than
it was stated in the course plan, therefore we spent the whole summer of 2009
at LTU. The summer of 2009 was also the summer when Lule finished at
second place on the sun-hour-list after Visby, Gotland. After the thesis is
completed we will continue and take our final courses in order to graduate by
Christmas 2009.
The research presented in this thesis was initiated by Banverket and has been
carried out at the Division of Structural Engineering, Department of Civil,
Mining and Environmental Engineering at Lule University of Technology.
Along the way we have faced a variety of problems, and had our ups and
downs. When the road is narrow and the wind is blowing it feels good to have
some people to rely on, who supports both with knowledge, time, and opinions.
There are several people we would like to thank and some are listed below.
Special thanks go to Jens Malmborg and Johan Klfors at Scanscot
Technology for letting us borrow a license for Brigade, and also for all the time
they have spent supporting and teaching us Brigade.
Our supervisor Lic. Ola Enochsson has supported us with great words of
encouragement during the whole project.
Prof. Lennart Elfgren for his never ending knowledge and rewarding
discussions.
II
ABSTRACT
The Vindel river railway bridge is located outside of Vindeln. The bridge is a
concrete arch bridge with a total length of 226 m. It was built in 1952 and was
originally constructed to carry an axle load of 25 tons but has been classified to
carry 22.5 tons until a couple of years ago when the allowed axle load was
increased to 25.0 tons.
In 1997 the bridge was investigated and cracks were found in the sections
closest to the crown, movements were also noticed when trains passed by,
which led to further investigations.
The bridge has been the subject to two earlier reports, Bennitz (2006) and He et
al (2005). Complab at LTU made measurements on the bridge and Bennitz
evaluated these in order to find the eigenfrequencies and their correlating
eigenmodes. Hes work resulted in FE-models with which he analysed the
bridge.
The purpose with this report is to continue where Bennitz and He left of and to
continue the analysis in order to find out more about the dynamic behavior of
the bridge. Creating a new FE-model and evaluating new measurements was a
part of this but unfortunately the measuring was delayed and the analysis of
those results will be presented in a report by Ola Enochsson.
From the FEM-analysis that has been performed ten eigenmodes with
frequencies up to 7 Hz was identified, the nine that Bennitz found and one
more to add. The frequencies found are relatively close to the earlier
measurements.
III
The static deflections of the bridge have been simulated with Brigade using
loads representing the heaviest test train, BV-3 in three different positions on
the bridge. The initial deflection based on the self weight of the bridge was 8.3
mm and the largest deflections from the different train loads were 2.0 mm, 2.0
mm and 8.0 mm.
The dynamic live load effect has also been simulated. For the dynamic analysis
have the load from three different trains have been evaluated, the trains are
BV-3, D-2 and the steel train. These trains have been simulated for velocities
between 50-120 km/h with the interval 10. The largest deflections from the
dynamic live load analysis are when the train is positioned covering half the
bridge, and they are 8.3 mm for BV-3 in the speed 80 km/h, 6.6 mm for D-2
travelling in the speed of 90 km/h and for the steel train 6.5 mm at the speed of
90 km/h.
The values from the dynamic live load compared to the values from the static
live load test are almost the same as for the largest deflection. This indicates
that the bridge does not swing with its eigenmodes for the velocities tested.
IV
SAMMANFATTNING
Statiska nedbjningar p bron har simulerats i Brigade med last frn det tyngsta
av testtgen, BV-3, vilket sedan har placerats p tre olika stt p bron vid
berkning. Grundnedbjningen med bara brons egenvikt var p 8.4 mm, och de
strsta nedbjningarna med tglaster var 2.0 mm, 2.0 mm respektive 8.0 mm.
I Brigade har ven de dynamiska effekterna av tg simulerats. Fr den
dynamiska analysen har tre olika tg anvnts, BV-3, D-2 och stlpendeln.
Dessa har simulerats med hastigheter mellan 50-120 km/h med intervall 10. De
strsta nedbjningarna vid den dynamiska analysen r 8.3 mm fr BV-3 i
hastigheten 80 km/h, 6.6 mm fr D-2 i hastigheten 90 km/h och fr stlpendeln
6.5 mm vid hastigheten 90 km/h.
Vrdena frn den dynamiska analysen jmfrt med vrden erhllna frn den
statiska analysen r vldigt lika, vilket tyder p att bron inte kommer i
egensvngning vid dessa hastigheter.
VI
Area
Modulus of elasticity
Force
Moment of Inertia
Normal Force
[N]
Length
[m]
Period time
[s]
Fs
Spring force
[N]
Fd
Damping force
[N]
Stiffness matrix
[-]
[N/m2]
[N]
[mm4]
[EI/L3]
Acceleration
[m/s2]
[kNm]
Spring constant
[N/m]
VII
Displacement
Acceleration vector
[m/s2]
Damping coefficient
[Ns/m]
Velocity
[m/s]
fn
Frequency
[Hz]
[m]
Poissons ratio
[-]
Damping ratio
[-]
Natural frequency
[Hz]
[Hz]
Abbreviations
DOF
Degrees of freedom
CFDD
CVA
EFDD
FEM
FDD
GUI
LTU
PC
Principal Component
SLS
ULS
UPC
VIII
[rad/s]
TABLE OF CONTENTS
PREFACE ............................................................................................................I
ABSTRACT ...................................................................................................... III
SAMMANFATTNING ...................................................................................... V
NOTATIONS AND ABBREVIATIONS ....................................................... VII
TABLE OF CONTENTS .................................................................................. IX
1
INTRODUCTION ..................................................................................... 1
1.1 Background ...................................................................................... 1
1.2 Purpose ............................................................................................. 2
1.3 Objectives ......................................................................................... 2
1.4 Limitations ....................................................................................... 3
1.5 Previous work ................................................................................... 3
1.6 Work Process.................................................................................... 4
1.7 Outline .............................................................................................. 5
IX
3.3
3.4
3.5
3.6
3.7
RESULTS ................................................................................................ 47
7.1 Brigade ........................................................................................... 47
7.2 Eigenmodes and eigenfrequencies from Brigade ........................... 47
7.3 Deflections ..................................................................................... 52
7.3.1 Dead load ............................................................................ 52
7.3.2 Static Live Load ................................................................. 53
7.3.3 Dynamic Live Load ............................................................ 55
REFERENCES.................................................................................................. 63
XI
XII
Introduction
INTRODUCTION
1.1
Background
Figure 1-1
1.2
Purpose
The Division of Structural Engineering at LTU has been working on the Vindel
river bridge for some years. Recently the bridge was upgraded to carry a 25 ton
axle load instead of 22.5 ton.
The purpose with this dissertation is to
Evaluate the dynamic and static behaviour of the bridge due to the
increased axle load.
1.3
Objectives
Introduction
The model is then used to find the deflections for vehicles with axle loads of
22.5 kN and 25 kN both for dynamic and static loading.
Create a model of the bridge in ARTeMIS that can be used to evaluate the
measured values that will be sampled in September 2009.
1.4
Limitations
Since the project is relatively short (20 weeks), there is a limitation in time for
the upgrading of the FEM-model. Therefore the amount of details in the model
will be adapted to the time available for modelling.
The measurement data that will be used in the model is the data collected in
September and December 2005. New measurements are to be done, but not
until September 2009, which will be after this master thesis project is finished
which means that there is no possibility for us to take them into account. These
results will be presented in a report by Ola Enochsson.
The measurements that were done in 2005 did not use a reference point which
might cause trouble when evaluating the data in ARTeMIS. Therefore we will
create a model in ARTeMIS that can be used for the measurements that are to
be done.
1.5
Previous work
There are several reports about the Vindel river railway bridge, considering the
upgrade of maximum axle load, Bennitz (2006), He et al (2006, 2009). Two
different FEM-models have been developed, one beam model and one shell
model that shows the main structure of the bridge, He (2009).
Along with these models measurements were done on the bridge. The
measurement that was done was performed with Vibration sensors (Harbin 891
and 941B) and laser equipment to determine the deflections of the bridge. At
the time the field work was done trains with 25 tons axle load had not yet
started to traffic the bridge. Therefore new measuring will be done during
September 2009 for the heavier trains to complement the earlier measurements.
1.6
Work Process
Project start
Litterature
study
Training on
Abaqus and
Brigade
FEM
Working
on report
Create 3Dmodel of
the bridge
in Brigade
Analyse
the reulsts
Deliver
report
Figure 1-2
Present
the results
Dynamic
loads
Arch bridges
Introduction
1.7
Outline
2.1
Arch Bridges
Figure 2-1
The hinge-less bridge (a) is very stiff with little deflection compared to the
other types. It is only suitable to build this type of structure on stable ground
since it gives rise to big forces in the foundation.
The two-hinged arch bridge (b) is hinged to the foundation which only gives
horizontal and vertical forces compared to the hinge-less which also have
bending. This is probably the most common type of arch bridge since it is
generally an economical design.
The three-hinged (c) arch bridge is generally the same as the two-hinged except
that it is hinged on the crown as well. The result is a construction less sensitive
to movements such as earthquakes etc. The negative aspect of this type of
bridge is that it suffers from larger deflections and that the hinges can be hard
to maintain. These types of bridges are rarely used today.
The tied arch bridge (d) relies on the girder instead of the ground to take
horizontal forces. Therefore this type of bridge can be used when the ground is
not solid enough to build on for example a two-hinged arch bridge,
http://www.matsuo-bridge.co.jp/english/bridges/basics/arch.shtm(accessed
2009-06-10).
2.2
Concrete
material stronger and more easy to use. Concrete contains of cement, water,
sand and chemical admixtures depending on the properties that are required. To
get a more stable and reliable construction reinforcement is used. There is a lot
of research on concrete and the technique and material develops continuously.
Concrete is a unique material in many ways. Its compressive strength is
relatively much higher than its tensile strength. The tensile strength is
approximately 10-15 % of the compressive. To handle this problem concrete is
often used in combination with steel as reinforcement, since steel has a high
tensile strength. The use of prestressed concrete is a technique that is
commonly used and means that the concrete is compressed from the start. This
method helps to overcome concretes natural weakness in tension which leads
to a stronger material.
2.2.1 Elasticity
The modulus of elasticity of concrete is a function of the modulus of elasticity
of the aggregates and the cement matrix and their relative proportions. The
modulus of elasticity of concrete is relatively constant at low stress levels but
starts to decrease at higher stress levels as matrix cracking develops. The
elastic modulus of the hardened paste may be in the order of 10-30 GPa and
aggregates about 45-85 GPa. The concrete composite is then in the range of
30-50 GPa, Bellander (1982).
2.2.2 Cracking
The fact that concrete is a brittle material with low tensile strength means that
cracks can easily occur. This is something that is needed to take in to account
when designing concrete structures. Reinforcement is usually used in order to
reduce and control the cracks. By using joints it is possible to get the
movement and cracks in the structure to where it is wanted. In many large
structures joints or concealed saw-cuts are placed in the concrete as it sets to
make the inevitable cracks occur where they can be managed and out of sight.
Structures exposed to water pressure and highways are examples of structures
requiring crack control.
There are several ways that cracks can occur in a concrete structure. They can
be divided into categories depending on the main cause that give rise to the
actual crack. The different types of cracks and when they occur are illustrated
in Figure 2-2.
Figure 2-2
2.3
Condition Assessment
Because of the special behaviour of concrete and the safety aspects working
with bridges, condition assessment becomes necessary and is performed either
with certain time intervals or if there has been some damage on the bridge or if
the purpose for the bridge changes.
Concrete has been used as construction material for bridges for a long time.
This results in that there are several bridges all over the world that needs
surveillance and condition assessment in the future to secure the safety using
these bridges. Developing standards for condition assessment of bridges will
save both time and money.
Sustainable Bridges is a European research project initiated by LTU which
assesses the readiness of railway bridges to meet the demands of 2020 scenario
and provides the mean for upgrades, if they fall short. The 2020 scenario
comprehend heavier loads, longer and faster trains, and mixed traffic. Due to
this scenario it is important to upgrade existing bridges so that they will meet
the present and future demands and behave properly under these conditions,
www.sustainablebridges.net (accessed 2009-07-03).
10
Structural dynamics
STRUCTURAL DYNAMICS
3.1
Natural frequencies
The normal mode of an oscillating system is when all the parts move
simultaneously in the same direction with the same frequency, so called natural
frequency or resonant frequencies. Structures have a set of natural modes
which depend on the composition of the structure. If for an example an
earthquake or a dynamic load is to excite a structure near one of its natural
frequencies the displacements may exceed more than the system can tolerate in
order to not collapse. Modelling the structure with modern FE-programs in
order to find its normal frequencies is one way to find and avoid normal
frequencies near to the frequencies it may be exposed to.
The essential physical properties of a linearly elastic structural system
subjected to external loading are its mass, stiffness properties and energy
absorption capability or damping. The principle may be illustrated through a
single-storey structure as shown in Figure 3-1, where f(t) is the time-varying
force, k is the spring constant that relates the stiffness of the structure and the
dash pot relates the damping force due to the velocity by a damping coefficient
c.
=
(3.1)
= =
(3.2)
= =
(3.3)
The equations above combined form the equation of motion, a second order
differential equation for displacement as a function of time.
11
+ + =
(3.4)
x
m
f(t)
c
k
Figure 3-1
3.2
Free vibration
c
2 km
k
m
(3.5)
(3.6)
The first parameter is called damping ratio and is a dimensionless unit. The
second is called the natural frequency of the system and is expressed in
radians/s. By using this parameters equation (3.4) can be rewritten as
+ 2x + 2 x = 0
(3.7)
The solution to equation (3.7) depends on whether the vibrations are damped or
undamped. If the system is undamped (c = 0) the solution is
12
Structural dynamics
= t + Bcos t
(3.8)
natural frequency of = 2 .
2 + 2 and the
If the system is damped the system will oscillate around its natural position and
decay with time, as illustrated in Figure 3-2. The damped angular frequency is
defined as
=
(1 2 )
(3.9)
-1
-1,5
Figure 3-2
3.3
Forced vibration
13
(3.10)
2 2
Where is the natural frequency and is the frequency of the load. The
dynamic displacement amplification factor as a function of the damping ratio
( ) and the frequency ratio ( /) is shown in Figure 3-3. As seen in the figure
a system which is exposed to a dynamic force with a frequency close to one of
its natural frequencies, the displacement increases significantly. Should the
system lack damping ( = 0) its likely to collapse. This phenomenon is called
resonance. The most famous example of resonance is probably the collapse of
Tacoma Narrows Bridge which collapsed in 1940 due to resonance from wind
loads.
6
5
=0
= 0,2
D 3
= 0,5
= 0,7
= 1,0
0
0
Figure 3-3
3.4
/n 2
Eigenfrequencies
For a beam with constant stiffness and mass distribution over the length, its
eigenfrequencies may be expressed as
14
(3.11)
Structural dynamics
n=2
n=3
2
Pinned-Pinned
(2)
(3)2
Fixed-Fixed
22,4
61,7
120,9
Fixed-Pinned
15,4
50,0
104,3
Cantilever
3,5
22.0
61,7
The shape of the first four eigenmodes for a pinned-pinned beam is visualised
in Figure 3-4.
1
2
3
4
Figure 3-4
3.5
Pinned-Pinned beam
Damping
15
similar type. Damping can be measured based on the rate of decay of a free
vibration following an impact; by spectral methods based on analysis of
response to windloading; or excitation by a mechanical vibrator at varying
frequencies in order to establish a steady state resonance curve. These methods
may not be easily carried out if there are several modes of vibration close to
each other.
3.6
Modal Analysis
Measurement
New measurements have not been done on the Vindel river railway bridge
during this thesis, but are to be done during September 2009. More information
about the earlier measurements can be found in Bennitz (2006).
16
4.1
General
The dimensions of the bridge are from drawings and previous reports, He et al
(2006) and Bennitz (2006) about the Vindel river railway bridge.
4.2
Geometry
Figure 4-1
The deck is 6,9 m wide and 1,9 m high and made of concrete. On top of the
deck there is macadam which makes the foundation for the railroad. The cross
section of the deck is described in Figure 4-2. There are 14 pairs of concrete
columns with different heights that support the deck in addition to the arch.
17
The arch is constructed as a box with two cells as shown in Figure 4-3. The
dimensions of the arch vary along the arch.
Figure 4-2
Figure 4-3
Cross section of the arch (the dimensions varies along the arch)
4.3
Material Properties
4.3.1 Concrete
The Bridge over the Vindel River was designed with concrete of quality K400
which represent C28/35 in the quality class used today. Testing indicates that
18
the concrete has hardened with time so that the strength of the material has
increased and now can be classified as C60/75, Enochsson (2009).
Table 4-1 Material properties for the structural parts of the bridge.
Structural
Part
Concrete
Class
Deck
C75
Youngs
modulus, E
[GPa]
40
Columns
C75
40
2,4
Arch
C75
40
2,4
Ballast
4.4
Mass density,
[tons/m3]
2,4
Boundary conditions
The boundary conditions for the construction of the bridge are as follows. The
arch is fixed to the abutments and the columns are attached to the deck and the
arch with a joint that is both fixed and/or moveable. The columns that are on
the side spans are fixed both to the deck and the ground. The entrances are free
to move in the length direction of the bridge and free to rotate in the vertical
direction. There is a more detailed description of the boundary conditions and
the assumptions being done for connections in chapter 5.6.
4.5
Loads
19
Axle load
[KN]
Distributed load
[KN/m]
D2
225
64
236
BV-3
250
80
233
Steel train
225
64
240
Q/4
1,5
0
Q/4
Q/4
1,8
0
7,45
Q/4
1,8
0
1,5
0
14,05
Figure 4-4
Q/4
Q/4
1,5
0
1,8
0
5,90
1,8
0
Q/4
1,5
0
12,5
Figure 4-5
Q/4
1,6
20
Q/4
Q/4
1,8
0
7,40
1,8
0
Q/4
1,6
0
14,2
Figure 4-6
4.6
Drawings
20
5.1
General
To be able to analyse the movements of the bridge the finite element method,
FEM will be used. FEM is a numerical technique for finding approximate
solutions to partial differential equations. The technique used in FEMmodelling is that the construction is divided into smaller parts, a mesh or finite
elements. A mesh is when a part is divided in to a pattern of squares, triangles
or hexagons over the surface of the construction parts, the calculations are then
performed on these smaller parts. The smaller the pieces are the more points
will be calculated which results in more accurate results.
The principle of finite element method was first given in a paper by a
mathematician Courant in 1943. There was no impact but a couple of years
later the principles were developed independently by aeronautical engineers
R.W Clough in the USA and J.H Argyris in England, Samuelsson (1998).
FEM can be used in many different engineering fields, it all started because of
the need to solve complex structural problems in the aeronautical engineering
field. Now the technique is used for calculations in thermal, electromagnetic,
fluid, and structural working environments. FEM is an effective tool for
visualizing stiffness, strength, and provides great possibilities to minimize the
amount of material and by doing so, save money.
The procedure when working with FEM can be described in six steps. Step 1-2
is preprocessing step 3-4 is processing and step 5-6 is postprocessing. These
steps will be described further on. The procedure is described in Figure 5-1.
21
Step 1: Idealization +
Mathematical model
Step 2:Discretization
Numerical model
Step 3: Element analysis
Step 4: Coupling
Structure analysis
Step 5: Post-processing
Step 6: Manual control
and interpretation of
results
Figure 5-1
5.2
Preprocessing in Brigade
When creating a model there are some decisions that needs to be done. It is
important to note that the model is just a model, which means that it can be
more or less accurate, depending on what values are put into it. It is the users
task to define boundary conditions, what type of model, which structural parts
that needs to be included and so on. The access to drawings is important to be
able to make a proper model with correct constraints and boundary conditions.
The first step in preprocessing is generating a model. The model can either be
designed graphically, GUI (Graphical user interface) or by code. It is easier to
create a model of this size using GUI. The first step is to create the parts that
the model contains of in the part module. Three different types of elements are
possible at this time, beam elements, shell elements and solid elements, or a
combination of those. The different element types will be described further on
in the report. Different materials can be defined in the property module and
later on applied on the elements that are present. When defining the material
different properties are applied, for example, if it is a non-linear model values
for elastic and plastic deformations have to be defined, also thermal and
acoustic behaviour can be applied. To create the full model the parts are being
assembled together in the assembly module and boundary conditions are
22
defined. The analysis procedure is performed in steps which are defined in the
step module, for example one step could be static analysis and another step
could be dynamic analysis. To connect the parts with each other constraints are
set in the interaction module by defining degrees of freedom in the connection.
When shape and boundaries are set the loads are defined and applied in the
load module. The loads and boundary conditions can be defined to vary over
time as well as in different steps.
Step 2 is to create the mesh in the mesh module, there are several techniques
and the mesh can be designed so that the mesh is finer on those areas that are
critical and of more interest by using partitions. This is also useful for
complicated geometries. Creating the mesh is the main step, and is mainly what
FEM-modelling is all about. Depending on the size and type of the mesh that is
created, a certain number of nodes will appear, one in each corner of the
geometrical shape. For each node in the model; strain, stress and deflection will
be calculated. To get reliable results it is important to choose the mesh so that
no important information will be lost. For example if the mesh is designed with
large distance between the nodes the values of interest for shear or moment that
appears in a specific area can be missed. An example of that can be seen in
Figure 5-2 where the shear force is plotted for a plate with a point at x=1, the
mesh is quadratic with element sizes 0.05x0.05 m and 0.5x0.5 m. If the mesh
size is 0.5 m the maximum and minimum values between the nodes are lost.
Due to this it is important to be careful when evaluating the results from a FEmodel, Davidsson (2003).
23
800
600
vy [kN/m]
400
200
Mesh 0.05
-200 0
Mesh 0.5
-400
-600
-800
Figure 5-2
y [m]
Depending on what type of calculation that is performed different calculationsteps are to be created. The type of calculation has to be defined and limitations
in the amount of increments are to be set. When the model is completed it is
time to move to the processing step which is performed by the computer, see
5.3 Processing.
5.2.1 Element types
The element types available are as mentioned earlier beam elements, shell
elements and solid elements and the modelling space is divided into 3D space,
2D planar space and axisymmetric space. The model can consist of a mixture
of these types depending on what outputs are of interest, the limitations of
computer power and the time available for modelling.
Beam elements
A beam element is an element that has a length, direction and a defined crosssection. It is made with assumptions so that it can be considered a one
dimensional problem. The primary solution variable is then a function of the
length direction, which to be valid must be large compared to its cross-section.
There are two main types of beam element formulations, the Euler-Bernoulli
theory and the Timshenko theory.
24
The Euler-Bernoulli theory is based on the assumption that plane cross faces
remain plane and undistorted. All beam elements in Brigade that use linear or
quadratic interpolation are based on this theory. When modelling with thick
beams the Timshenko theory is more useful since it allows the beam to have
transverse shear strain, which means that the cross section does not have to stay
normal to the beam axis, Andersson, Malm (2004).
A beam element generates two nodes, which means four unknown parameters
per element, which are displacement and rotation in each node. The beam is
also assigned a cross section which is defined in the program.
Shell elements
In Brigade there are three different kinds of shell elements, thin, thick and
general-purpose elements. Thin elements are based on the Kirchoff shell theory
and the thick elements are based on the Reissner-Mindlin shell theory. The
Reissner-Mindlin theory assumes that transverse shear deformation occurs
which makes it more suitable for thick shells. General-purpose shells can
provide solutions for both thin and thick shells, Andersson, Malm (2004).
Depending on what type of mesh is generated each element has three or four
nodes, the number of unknown parameters are two in each node, which means
that the number of equations increases rapidly compared to the beam model.
Solid elements
Solid elements can be generated in two or three dimensions. Two-dimensional
solid elements are suitable when modelling plane or axisymmetric problems.
When defining the mesh for solid parts isoparametric hexahedra is the most
common shape for the elements, when it is not possible to create a satisfactory
mesh because of complex geometry, tetrahedron elements can be used. Brigade
provides first-order linear and second-order quadratic interpolation of the solid
elements, Andersson, Malm (2004).
When modelling with solid elements the amount of nodes increases. The total
number of nodes for an element is eight respectively four for hexahedrons and
tetrahedrons, one in each corner of the geometry.
5.2.2 Analysis types
In a model sequences of analysis steps can be created in the steps module.
Using steps makes it possible to change the loads and boundary conditions
25
throughout the analysis. The types of analysis that will be used in the model of
the Vindel river railway bridge will be described. In all models created in
Brigade there is an initial step where the boundary conditions, interactions and
other parameters that are to be applicable in the very beginning of the analysis
are defined.
General static linear perturbation
This step is used to calculate the behaviour of the bridge with static conditions
and generates values for deflections, stresses and so on due to static load. A
criterion to be able to run this analysis is that the construction is stable. This
step uses time increments which makes it possible to evaluate the results over
time. The final result is the result that is carried on to the next step. If a
nonlinear result is expected such as a friction, contact, large displacements or
material nonlinearities the NLGEOM command should be used. If the structure
is unstable and a collapse or buckling is expected the modified Riks method
can be used.
Linear Eigenvalue analysis
To perform an eigenvalue extraction and calculate the natural frequencies and
the corresponding mode shapes the linear eigenvalue analysis is used. Three
different eigensolver algorithms can be used, Lanczos, subspace or AMS.
Lanczos is the fastest eigensolver when a large number of eigenmodes are to be
calculated, for smaller systems the subspace might work better. When using
Lanczos it is possible to limit the range of eigenvalues that are of interest,
therefore this is the algoritm that will be used in this analysis.
5.3
Processing
Processing is the step where the calculations are being done. The calculation
steps will be described for a beam element.
Theory
FEM-calculations have become more advanced and accurate as computers
have been improved. In this chapter the calculation steps will be described
which are performed for a beam element using the Euler-Bernoulli theory.
The beam is illustrated in Figure 5-3. In each of the two nodes there are two
variables, rotation around the y-axis and displacement in the z-direction. These
are called w1, 1 , w2 , 2.
26
z
W1
W1
1
EI,L
1
Figure 5-3
Beam element
The idea is to describe the beam deformation in form of the four variables. In
order to do this the deflection of the beam is expressed as a third dimension
polynomial with four variables a1, a2, a3 and a4.
= 1 + 2 + 3 2 + 4 3 = 1 2 3
1
2
3 =
4
(5.1)
The idea is to express the a-matrix in a form of the variables w1, 1 , w2 and 2
and use the hypotheses of the minimum potential energy in order to find a
relation to the unknown node displacement. Therefore the vector u is
introduced.
1
= 1
2
2
(5.2)
= 2 + 23 + 34 2
(5.3)
(5.4)
(5.5)
(5.6)
27
1
0
= 1
0
0 0
1 0
2
1 2
0
0
3
32
1
2 =
3
4
(5.7)
C
Since the matrix is not singular the coefficients in a may be expressed as
= 1
(5.8)
(5.9)
1 = 1 3 2 + 2 3
2 = 2
2
+ 3
3
3 = 3 2 2 3
4 =
+ 2
(5.10)
(5.11)
(5.12)
(5.13)
28
1
0,9
0,8
0,7
0,6
0,5
0,4
0,3
0,2
0,1
0
-0,1 0
-0,2
-0,3
-0,4
-0,5
N1
dN2/dx
N3
dN4/dx
0,2
0,4
0,6
0,8
x/L
Figure 5-4
Form-functions
q(x)
P2
M2
x
M1
EI,L
1
Figure 5-5
(5.14)
(5.15)
29
+ 1 0 + 2 + 1 0 + 2 ()
(5.16)
The second derivative for the deflection is received from equation 5.9 as
2
2
= 2 = ()
(5.17)
Where
() =
2 +
12
3
+ 2
6
2
12
3
+ 2
(5.18)
=2
(5.19)
= 3
12
6
12
6
6
42
6
22
12 6
6 22
12 6
6 42
(5.20)
=0
+ 1 +
=0
+ 2 +
1 0
0 0
0 1
0 0
+ 1 1 2 2
0
0 0
1 0
0 0
0 1
fv
(5.21)
fb
Where fv is called the consistent nodal load vector and fb called the external
nodal load vector. The potential energy can finally be written on the compact
form of
30
= 2
(5.22)
The potential energy now needs to be minimized to find the unknown node
displacements which can be found in the u-vector. The minimum value for u is
when the derivative is equal to zero, which gives:
= +
(5.23)
This is the linear equation system of which the solution gives the unknown
node-displacements. This will give a linear solution, in order to get more
accurate results it is necessary to divide the beam in to smaller sections, and is
referred to as meshing, Faleskog (2003).
5.4
Postprocessing
In the postprocessing step the results are evaluated. The program generates a
lot of information and depending on what is of interest for the user, different
outputs can be chosen.
One way to show the results are by contour plots. A contour plot shows the
values by colour codes and one colour represents a certain value. It is possible
to present the plots with deformations using scale factors. The outputs available
in contour plots are deformation, stress, strain etc. These plots can be
supplemented by tables with numerical values, but since numerical values are
in one single node it is important to present these together with the plots.
It is also possible to present the results in diagrams where one for example can
pick nodes along the bridge to see the variation in stress or strain along the
bridge.
To ensure that the results are reliable and that the model does not contain
incorrect boundary conditions that cause misleading outcomes a step in the
postprocessing is convergence tests. Convergence tests means that the model is
tested by changing parameters and makes sure that the results correspond to the
changes in a predictable way.
5.5
FEM-Software
5.5.1 ABAQUS/CAE
ABAQUS is a software by Simulia, (www.simulia.com) used for FEMmodelling and calculations. Abaqus/CAE has an interactive environment where
31
the finite element model is created, graphical user interface, GUI. The same
software is used for analysing, monitoring and diagnosing jobs.
5.5.2 Brigade
Brigade is a software by Scanscot Technology, (www.scanscot.com). It is
based on ABAQUS but adapted to simulation of bridges and dynamic loads. It
contains special features for analysing for example arch bridges and long span
bridges. Brigade also includes a special operation for applying dynamic loads
and to evaluate the static response.
5.5.3 Other FEM Softwares
There are several FEM-softwares on the market, for example Strusofts FEMdesign, LUSAS, CATIA, ANSYS, DIANA and many more. The softwares are
usually adapted for certain fields and depending on what the purpose with the
FE-modelling different programs are used, Maekawa (2008)
5.6
32
Figure 5-6
Type sketch of the bridge showing the symmetry over the mid span and
the differences on the side spans
Parts modelled as shell elements are the arch, the deck, stiffeners and parts of
the column above the abutments. The beams that are a part of the deck and the
columns are modelled as beam elements.
Figure 5-7
Since the geometric properties for the deck and the arch are not symmetrical,
moment of inertia is calculated and used to give the parts representative values
for the thickness of the shell. For the arch, where the size varies in two
directions moment of inertia is calculated for different cross sections along the
arch. The total cross section area of the arch turns out to be larger in the model
than in reality, due to this fact the density in the arch is reduced to represent the
actual weight of the arch. The parts are defined with nodes representing the
bottom line of the construction part. The deck is divided into three construction
33
parts in the model, one that represents the top of the deck, and two that
represents the beams that are located under the deck. The beams are modelled
as beams with a rectangular cross section and the deck is a shell element.
Figure 5-9
The columns above the abutments can be seen in Figure 5-10. The wall that is
between the columns is modelled as a shell with the thickness 0.3 m. The
columns are modelled with beam elements with a circular cross-section with
the radius of 0.535 m.
Figure 5-10
Figure 5-11 shows the bridge with numbered columns to easier understand how
the boundary conditions and constraints are set. The columns that support the
bridge are modelled as beam elements with a radius 0.5 m. On the side spans
the constraints for the columns are set to zero degrees of freedom where they
are connected to the deck beams and the same constraint is set where they are
connected to the ground. For columns no 4 and 9 in the middle span the
constraints are set to zero degrees of freedom both where they are connected to
the arch and the deck beams. Column no 5-8 are free to rotate in all directions
where they are connected to the arch, and free to rotate around the z-axis where
34
they are connected to the deck beams, these constraints are defined by using
the function coupling. The boundary conditions for the arch are defined with
zero degrees of freedom to the abutments.
Figure 5-11
The crown on the bridge is very stiff and the construction parts that are
modeled are the stiffeners and the sides are modeled as shells. This can be seen
in Figure 5-12.
Figure 5-12
Stiffeners located between the deck beams are modelled as shell elements with
a thickness of 0.6 m and a height of 1.040 m. They are connected to the deck
and the deck beams using the constraint tie which gives them no degrees of
freedom. The constraint is created by using the function partition on the deck.
The partitions are the same size as the cross section of the stiffener.
The deck is divided into three sections, mid span and two side spans. On the
land piers the deck is free to rotate and move in the x-direction. Over the
35
abutment columns the mid span deck is connected to the column with a joint so
that it is free to rotate around the z-axis and move back and forth along the xaxis. The deck from the side span is connected with a joint so that it is free to
rotate around the z-axis, but fixed in all other directions. These connections are
set by using the constraint coupling. Due to outer factors such as climate and
friction it is not sure that the connections behave as they are described in the
drawings, it might be that a connection that is supposed to be free behaves as a
combination of fixed and free, which makes it difficult to model. Therefore the
extreme cases will be tested to get a span of values where the true results most
likely are.
The bridge is tested for static response due to live loads. Brigade has a module
for this, but due to lack of computer capacity it was not possible to run the
calculations. Therefore the live load was tested by placing a train at different
positions on the bridge. Three positions were tested with two types of trains,
BV-3 and D-2, to see how the results correspond with the results from the
dynamic live load test.
To be able to test the bridge for dynamic live loads a rail is modelled on the
deck. The distance between the rails is 1435 mm. The trains that are of interest
are created in the dynamic live load module. When defining the trains the
distances between the axles are put in to the program. After that the speeds and
the speed intervals are decided, and also what part of the bridge the results are
to be taken from. Information about these trains is found in Table 4-2 in
chapter 4.
5.6.1 Convergence test
A convergence test is performed to ensure that the results correspond correctly
to changes in the model. The parameters changed are for example material
parameters, boundary conditions and connections. The results from these tests
are presented in Appendix A. In Figure 5-13 the variation for each test
compared to Bennitz (2006) is visualized. In Table 5-1the changes for each
setup are described. What was proven doing these tests was that the model
corresponds in the way we want, the equation for eigenfrequency is
(5.24)
36
To just change the weight the density for the materials was increased or
decreased.
140,00%
120,00%
100,00%
80,00%
3
4
60,00%
40,00%
20,00%
7
8
0,00%
0
10 11 12 13
Test no.
Figure 5-13
37
Test nr
Variation
Default
9
10
All columns on the main span is free for rotation around x-axis
(direction of the bridge)
Changed value of density on concrete in the arch bow
11
12
38
% of total mass
to constraints. In Figure 5-14 is the added effective mass for the modes up to
30 Hz illustrated, Irvinge (2009).
1
0,9
0,8
0,7
0,6
0,5
0,4
0,3
0,2
0,1
0
Y-COMPONENT
X-COMPONENT
Z-COMPONENT
0
20
40
60
80
100
120
140
160
Mode no.
Figure 5-14
Definition
Consider a discrete dynamic system which is controlled by equation 5.24.
+ =
(5.25)
(5.26)
39
(5.27)
i =
Li
(5.28)
m ii
, =
(5.29)
40
Modal identification
MODAL IDENTIFICATION
6.1
General
41
6.3
Creating a model
Since ARTeMIS isnt made for modeling a in data script is created in order to
define the shape, properties and where measurements are applied. The script is
modified in Notepad and the node-points are calculated by help from MS
Excel. When the node-points are defined, the shape is created by connecting
nodes with lines or surfaces.
Figure 6-1
The raw measurement files from the field test are stored in a format called .mea
which is used by the program Catman. Catman was therefore used to open
these files and export the measurements of interest to .asc; a file format that is
supported by ARTeMIS. The measurement files are assigned to nodes where
the direction of the acceleration is defined.
In ARTeMIS it is possible to apply constrains and describe how node-points
move in consideration to each other. This is used in order to get fixed nodes at
the supports and in nodes on half the bridge in order to get homogeneous
motion since measurements are only preformed on one side.
6.4
42
Modal identification
function matrix, the response spectra can be separated into a set of single
degree of freedom systems, each corresponding to an individual mode. By
using this decomposition technique close modes can be identified with high
accuracy which may prove difficult when using the classic approach when
exciting the structure artificially. In ARTeMIS there are three different types of
FDD analysis described below.
The Frequency Domain Decomposition (FDD) technique where each mode is
estimated as a decomposition of the systems response spectral densities into
several single-degrees-of-freedom (SDOF) systems.
The Enhanced Frequency Domain Decomposition (EFDD) emerges as an
improvement of the first technique with the difference that the damping ratio
estimation is available as an extra feature as well as enhanced eigenfrequencies
and averaged mode shapes
The Curve-fit Frequency Domain Decomposition (CFDD) is similar to EFDD.
The extension to the FDD relies on a frequency domain least squares
estimation technique, Brinker (2000).
6.4.2 Stochastic Subspace Identification (SSI)
In the Stochastic Subspace Identification (SSI) a parametric model is created
directly from the raw time series of data. A parametric model is a mathematical
model with parameters which can be adjusted in order for the model to fit the
data. Most commonly a set of parameters which makes the models predicted
values correlate to the measured ones is wanted. This process is often called
model calibration. See Figure 6-2.
43
Figure 6-2
Model calibration
(6.1)
= +
(6.2)
Where the
A-matrix contains the physical information
C-matrix extracts the information that can be observed in the system response
K-matrix contains the statistical information.
Choosing the right state space dimension is essential in the Stochastic
Subspace Identification techniques. If the dimension is too small, then the
dynamics cannot be modeled correctly. On the other hand, if the dimension is
too high, then the estimated state space model becomes over-specified, and as a
result, the statistical uncertainty on the estimated parameters increases
unnecessarily. This dilemma is illustrated in Figure 6-3.
44
Modal identification
Figure 6-3
45
Measurement methods
The earlier measurements used in this study was sampled in September and
December 2005, Bennitz (2006). New measurements will be done in
September 2009 but since this master thesis project is finished by then there is
no possibility to apply them on this analysis. The setup for the new
measurements will be done in another way compared to the previous ones. The
new measurements will be measured with two fixed points in order to get
reference-values in all measurements.
6.5.1 Accelerometers
An accelerometer is a device that is used to measure accelerations.
Acceleration is the rate of change in velocity with respect to time. In the
measurements done on the Vindel bridge an electronical device is used which
gives results in form of voltage, proportional to the acceleration. When
calibrating the accelerometer the scale factor for transforming the
electronically output to acceleration is determined. The used accelerometers
can only measure acceleration in one dimension and therefore two sensors are
used in every measuring point.
46
Results
RESULTS
7.1
Brigade
9993
Number of nodes
13495
11047
2448
66354
8178076
7.2
The settings used for the model are based on the convergence test and then
modified with different constraints. According to the drawings some joints are
pinned, but due to friction, cold climate and with relatively small movements
the joints are found to behave more as fixed joints. This conclusion is drawn
based on the measurements done by Bennitz in Dec 2005.
Instead of using semi-fixed constraints the both extreme cases (fixed and free)
have been calculated and compared. Three different constraints have been
modified. These constraints are, for the column above the abutments where the
column is connected to the deck, the constraints for column number 5,6,7 and
8, see Figure 5-11 chapter 5 at the mid span in rotation and also the boundary
47
condition for the bridge entrances. See Table 7-2 in order to see each test setup
of boundary conditions. Figure 7-1 shows the frequencies estimated from each
FE-analysis compared to Bennitz (2006) measurements. All frequencies are
illustrated as test results over measured results, 1,0 means the same frequency
and 1,1 10 % higher compared to the measured result.
Variation compared to
measurements
1,2
1,1
0,9
4
5
0,8
0,7
0,6
0
8
9
Test no.
Figure 7-1
Setup 6 was found to fit best to the previous results and its frequencies together
with the results from Bennitz are illustrated in Figure 7-2. Mode number 8 is
not presented in Bennitz measurements but is in the range of frequencies where
the modes have been found which makes it interesting for the results. There are
eigenmodes generated by Brigade that are not of interest for us, these have
been excluded from the results.
48
Results
7
6
Frequncy
5
4
3
Reference
Test 6
1
0
0
10
12
Mode no.
Figure 7-2
Table 7-2
Test no
Column side
span (rotation
around z-axis)
Bridge entrance
(movable in xdirection)
Free
Free
Free
Free
Free
Fixed
Free
Fixed
Fixed
Free
Fixed
Free
Fixed
Fixed
Free
Fixed
Fixed
Fixed
Fixed
Free
Free
Fixed
Free
Fixed
49
moving in the vertical direction. They are visualized with the undeformed
shape in the background, and a scale factor of 10. Mode number 8 is not
compared to earlier measurements. The modes are presented in the same order
as they are presented in Bennitz (2006) to make it easier to compare, with an
exception for mode 9 and 10 from the analysis which should be compared with
mode 8 and 9. This is even though mode 9 has a higher frequency than mode
10.
Figure 7-3
Mode 1
f=1,16 Hz
Figure 7-4
Mode 2
f=1,70 Hz
Figure 7-5
Mode 3
f=2,13 Hz
Figure 7-6
Mode 4
f=2,43 Hz
50
Results
Figure 7-7
Mode 5
f=3,89 Hz
Figure 7-8
Mode 6
f=4,10 Hz
Figure 7-9
Mode 7
f=4,93 Hz
Figure 7-10
Mode 8
f=5,83 Hz
Figure 7-11
Mode 9
f=6,47 Hz
51
Figure 7-12
Mode 10
f=6,16 Hz
Mode
no
1
2
3
4
5
6
7
8
9
10
7.3
Frequency Frequency
Bennitz. (2005)
1,16
1,7
2,13
2,43
3,89
4,1
4,93
5.83
6.47
6.16
1,2
1,9
2,3
2,6
3,4
3,8
4,6
5,4
6,5
Vertical or
transversal
Transversal
Transversal
Transversal
Vertical
Transversal
Vertical
Transversal
Transversal
Vertical
Vertical
Deflections
The result of deflections are presented with only dead load and with dead load
combined with live load to be able to see the actual deflection when a train
enters the bridge.
7.3.1 Dead load
The deflections of the bridge due to dead load are presented in Figure 7-13
with a scale factor of 1000, this is just a schematic picture to show how the
bridge reacts to its own weight. This gives that the largest deflections are on
the sides of the crown and has a magnitude of 8.365 mm. Since the deflection
due to dead load is always there it is not possible to measure this in reality.
52
Results
Figure 7-14
For load case 1 with BV-3 the maximum deflection is 1.99 mm, as can be seen
in Figure 7-15. The maximum deflection for D-2 is 1.59 mm.
53
Figure 7-15
Figure 7-16
The maximum deflection for load case 2 is 2,00 mm. The plot is shown in
Figure 7-17. The maximum deflection for D-2 is 1.60 mm.
Figure 7-17
54
Results
Figure 7-18
Load case 3 with BV-3 gives the largest deflection and for this load the
maximum deflection is 8.04 mm. Shown in Figure 7-19. The maximum
deflection for D-2 is 6.43 mm.
Figure 7-19
55
Table 7-4. The column with the position of the last wagon gives the position of
the train when the largest deflection appears. This corresponds very well to the
results in the static live load chapter.
Since the arch span is symmetrical only results for half the mid span is
monitored, see Figure 7-20.
The deflections in transversal direction are less than 0.2 mm, since no load in
transversal direction is applied. Because of this those results are not presented.
Figure 7-20
Figure 7-21
56
Results
Vertical deflections
BV-3
D-2
Steel train
Speed
[km/h]
Maximum
Deflection
[mm]
Position
of last
axle x
[m]
Maximum
Deflection
[mm]
Position
of last
axle x
[m]
Maximum
Deflection
[mm]
Position
of last
axle x
[m]
50
8.01
113.36
6.36
116.89
6.31
113.31
60
8.00
114.17
6.43
115.50
6.32
114.33
70
8.03
112.50
6.45
113.97
6.33
112.50
80
8.26
107.78
6.48
115.67
6.34
113.89
90
8.11
112.50
6.62
114.50
6.52
111.25
100
8.10
113.50
6.43
116.89
6.36
115.67
110
8.03
114.94
6.49
116.83
6.38
116.81
120
8.12
110.33
6.57
116.00
6.45
115.33
The frequency of which the axle load is applied corresponds to the velocity of
the train. Therefore the frequency of the loading due to speed of the train is
presented in Table 7-5. These can be compared to the eigenfrequencies that are
presented in chapter 7.3.
Table 7-5 Frequency of the axis due to velocity.
Speed [km/h]
Axle distance [m]
50
60
70
80
90
100
110
120
3.30
3.77
4.24
4.71
5.18
5.65
57
58
8.1
Discussion
59
for defining constrains will made before start in future work, if not there is an
imminent risk of ending up in a situation where both nodes that are to be
connected are slaves in other constraints. To work around this problem creating
partitions could help out. It is also important to know that when the constraint
tie is used to tie a surface and a beam together, will result in that one node on
the beam is tied so several nodes on the surface, which results in a stiff surface.
If we were to create a new model knowing what we know today about Brigade
and FE-modelling the model would probably look slightly different. For
example would partitions have been created later in the modelling process, all
surfaces and beams would have been defined as sets, and a plan for the
constraints would have been set up from the beginning. Also more knowledge
about the different element types would result in a different design of the
Bridge, for example the stiffeners would have been designed as beam elements,
to decrease the amount of constraints and still get the same results. The time it
would take to create the model of the bridge would probably be much shorter
with the knowledge and practise we have encountered during the project.
Finding a routine and discovering the finesses in Brigade will help a lot for
future modelling.
8.1.2 The Results
If the model would have been done in another way it is possible that the results
could have been different. The measured values that we compare our
deflections with are sampled with laser equipment that might have had an angle
from the set up point compared to the point on the bridge where the
measurements was done. This might have given some misleading values. But
hopefully the field work that is to be done will support our assumption of
having a model that corresponds to the true behaviour of the bridge.
The deflections in transversal direction are very small; this is due to the fact
that no load in that direction, such as wind, is taken into account.
8.2
Conclusions
The results from Brigade correspond well to the earlier measurements that have
been performed, which gives reliability to our model. And the fact that the
values from the static live load test and the values from the dynamic live load
test are almost the same for the largest deflections gives us an indication on
that the bridge does not start to swing with its eigenmodes, at least not for the
velocities tested.
60
The task was to update the already existing FE-models and calibrate it so that it
would correspond correctly to already existing measurement data. From the
results the conclusion drawn is that the model in Brigade in can represent the
bridge. There are speculations from our point of view about the boundary
conditions and the connections whether they are totally fixed, pinned or if it is
some kind of combination of these depending on weather and so on.
8.3
More field work is already planned and from what we have found out that is
necessary. To be able to use the model in ARTeMIS the measurements needs
to be done with reference points in order to be able to find the frequencies.
ARTeMIS also recommends using more measure points in field work in order
to e the data correctly.
The update of the FE-model was suppose to be done as a 3D solid model this
time, but due to lack of computer capacity in combination with the time
available for a master thesis project this was not possible to carry out. But it
would still be interesting to create such model.
61
62
References
REFERENCES
Websites
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Sustainable Bridges, Guideline for Inspection and Condition Assessment of Existing
European Railway Bridges
http://www.sustainablebridges.net/main.php/SB3.15_Guideline_ICA.pdf?fileitem=28
868625 (2009-07-03)
Scanscot Technology http://www.scanscot.se/ Lund Sweden
Matsuo Bridge Co http://www.matsuo-bridge.co.jp/english/ (2009-07-10)
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Bellander et al (1982): Betonghandbok, Material, AB Svensk Byggtjnst, Liber
Stockholm, p no of pages 619, ISBN 91-7331-060-9
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Samuelsson A, Wiberg N-E, (1998): Finite Element Method Basics no of pages: 430.
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Reports
Andersson A, Malm R (2004): Measurement Evaluation and FEM Simulation of
Bridge Dynamics A case study of a langer beam bridge. Master thesis report
Royal Institute of Technology, Stockholm
Bennitz A (2006): Dynamic Behavior of the Vindel River Railwaybridge,
Measurements and Evaluation for Displacements and Eigenfrequencies. 2006:154
CIV, Master thesis report, Lule University of Technology, ISSN 1402-1617
Brincker R, Andersen P (2006): Understanding Stochastic Subspace Identification
Univerity of Aalborg and Structural Vibration Solutions, Denmark
Brincker R, Zhang L, Andersen P (2000): Modal identification of output-only systems
using frequency domain decomposition. Institute of physics publishing, Smart
materials and structures
Enochsson O (2009): Projektfrslag Vindellven. Lule Tekniska Universitet,
Instutionen fr Samhllsbyggnad
Faleskog J (2003): Finita element-metoden fr euler-bernoulli balk, KTH,
Instutitionen fr hllfasthetslra
He et al (2006): Vindel river railway bridge, Division of structural engineering, ISSN
1402-1536
He G,Enochsson O,Elfgren L, Bennitz A, Zou Z, Kronborg A, Tyr B and Paulsson
B (2009): Assessment of a railway concrete arch bridge by measurement and
model updating, Lule University of Technology
He G,Enochsson O,Elfgren L, Bennitz A, Zou Z, Kronborg A, Tyr B and Paulsson
B (2006): Numerical modeling and dynamic behavior of a railway concrete arch
bridge over the Vindel River in Sweden, Lule University of Technology
Irvine T (2009): Effective modal mass & modal participation factors, Vibrationdata
Scanscot (2006): Dynamic response to high-speed trains, tutorial edition 1, Scanscot
technology, no of pages: 116, Lund
strm L (1997): Bro over vindellven, Berkningar, Banverket
(2009): Help files from ARTeMIS Structural Vibration Solutions, Aalborg Denmark
64
Appendix A
APPENDIX A
Starting values for convergence test
Interactions
Brigade namn
Innebr
Anfang-mdeck1a
Anfangspelare till mittdeck
Anfang-mdeck1b
Anfangspelare till mittdeck
Anfang-mdeck2a
Anfangspelare till mittdeck
Anfang-mdeck2b
Anfangspelare till mittdeck
Anfang-sdeck1a
Anfangspelare till sidospann
Anfang-sdeck1b
Anfangspelare till sidospann
Anfang-sdeck2a
Anfangspelare till sidospann
Anfang-sdeck2b
Anfangspelare till sidospann
Extra uppe 1
Pelartopp mot verbyggnad ver bge
Extra uppe 2
Pelartopp mot verbyggnad ver bge
Extra uppe 3
Pelartopp mot verbyggnad ver bge
Extra uppe 4
Pelartopp mot verbyggnad ver bge
Extra uppe 5
Pelartopp mot verbyggnad ver bge
Extra uppe 6
Pelartopp mot verbyggnad ver bge
Extra uppe 7
Pelartopp mot verbyggnad ver bge
Extra uppe 8
Pelartopp mot verbyggnad ver bge
Belarbage u1a
UK Pelare mot bge
Belarbage u1b
UK Pelare mot bge
Belarbage u2a
UK Pelare mot bge
Belarbage u2b
UK Pelare mot bge
Belarbage u3a
UK Pelare mot bge
Belarbage u3b
UK Pelare mot bge
Belarbage u4a
UK Pelare mot bge
Belarbage u4b
UK Pelare mot bge
Boundery conditions
Anfang 1
Inspnning bge
Pafart
Farbana
Pafart rorlig
Farbana
Pelare hoger
Samtliga pelare hger exkl. bge
Pelare vanster
Samtliga pelare vnster exkl. bge
Materialparametrar
E-modul btg
30000000000
Poisons
0,2
Densitet
2400
U1
1
0
0
1
1
1
1
1
1
1
densitet
utbredning
1700
3,6
Kg/m2
m2
Tjocklek
0,49
Pa
Kg/m3
Ballast
Farbana
1
1
1
1
1
1
1
1
1
1
1
1
1
0
1
0
1
1
1
1
Svngning
n
Freq
1
0,91
2
1,35
3
1,63
4
1,45
5
3,06
6
3,01
7
3,85
9
4,87
10
4,49
65
Test 2
Materialparametrar
Svngning
E-modul btg
30000000000
Poisons
Pa
0,2
Densitet
2400
Kg/m
Ballast
densitet
Farbana
1700
Tjocklek
0,6
Kg/m
Freq
0,89
1,33
1,63
1,44
3,10
2,98
3,93
4,78
10
4,44
Test 3
Materialparametrar
Svngning
E-modul btg
30000000000
Poisons
Pa
0,2
Densitet
2400
Kg/m
Ballast
densitet
Farbana
1700
Tjocklek
0,35
Kg/m
Freq
0,92
1,38
1,62
1,47
2,98
3,04
3,73
4,87
10
4,57
Test 4
Materialparametrar
Svngning
E-modul btg
45000000000
Poisons
Pa
0,2
Densitet
2400
Kg/m
Ballast
densitet
Farbana
66
Tjocklek
1700
0,49
Kg/m
Freq
1,10
1,65
2,00
1,78
3,75
5,96
4,72
3,68
10
5,50
Appendix A
Test 5
Materialparametrar
Svngning
E-modul btg
45000000000
Poisons
(30e9 i pelare)
0,2
Densitet
2400
Kg/m
Ballast
densitet
Farbana
1700
Tjocklek
0,49
Kg/m
Freq
1,10
1,60
1,95
1,76
3,71
3,67
4,65
5,94
10
5,39
Test 6
Boundery conditions
Anfang 1
Inspnning bge
Pafart
Farbana
Pafart rorlig
Farbana
Pelare hoger
Pelare
vanster
Materialparametrar
E-modul btg
Svngning
30000000000
Poisons
Pa
0,2
Densitet
2400
Kg/m
Ballast
densitet
Farbana
Tjocklek
1700
0,49
Kg/m
Freq
0,88
1,23
1,51
1,43
2,96
3,00
3,67
4,87
10
4,52
Test 7
Boundery conditions
Anfang 1
Inspnning bge
Pafart
Farbana
67
Pafart rorlig
Farbana
Pelare hoger
Pelare
vanster
Materialparametrar
E-modul btg
Svngning
30000000000
Poisons
Pa
0,2
Densitet
2400
Kg/m
Ballast
densitet
Farbana
1700
Tjocklek
0,49
Kg/m
Freq
0,91
1,39
1,76
1,55
3,20
3,02
4,20
4,86
10
4,40
Test 8
Boundery conditions
Anfang 1
Inspnning bge
Pafart
Farbana
Pafart rorlig
Farbana
Pelare hoger
Pelare
vanster
Materialparametrar
E-modul btg
Svngning
30000000000
Poisons
Pa
0,2
Densitet
2400
Kg/m
Ballast
densitet
Farbana
68
Tjocklek
1700
0,49
Kg/m
Freq
0,89
1,23
1,53
1,35
2,86
3,00
3,42
4,87
10
4,55
Appendix A
Test 9
Section integration (Before istllet fr during p alla skal)
Materialparametrar
Svngning
E-modul btg
30000000000
Poisons
Pa
0,2
Densitet
2400
Kg/m
Ballast
densitet
Farbana
1700
Tjocklek
0,49
Kg/m
Freq
0,91
1,38
1,72
1,55
3,19
3,02
4,14
4,87
10
4,39
Test 10
Materialparametrar
E-modul
btg
Svngning
30000000000
Poisons
Pa
0,2
Densitet
2400
Kg/m
Ballast
densitet
Farbana
1700
Tjocklek
0,49
Kg/m
p=1300
Freq
0,98
1,40
1,77
1,82
3,38
3,50
4,26
5,50
10
5,02
Test 11
Materialparametrar
Svngning
E-modul btg
40000000000
Poisons
Pa
0,2
Densitet
2400
Kg/m
Ballast
densitet
Farbana
Tjocklek
1700
0,49
p=1300
Kg/m
Freq
1,13
1,61
2,04
2,10
3,90
4,04
4,92
6,43
10
5,80
69
Test 12
Section integration (Before istllet fr during p alla skal)
Materialparametrar
E-modul btg
Svngning
4,00E+10
Poisons
Pa
0,2
Densitet
2400
Kg/m
Ballast
densitet
Farbana
Tjocklek
70
1700
0,49
p=1300
Kg/m
Freq
1,13
1,61
2,04
2,10
3,91
4,04
4,92
6,43
10
5,80
Appendix B
APPENDIX B
Test.nr
N
1
2
3
4
5
6
7
8
9
10
1
Freq
1,14
1,57
1,94
1,79
3,46
3,94
4,09
6,40
5,87
1,17
1,60
1,96
1,89
3,47
3,98
4,12
6,46
6,00
1,11
1,50
1,88
1,80
3,56
3,99
4,23
5,18
6,43
5,92
1,13
1,61
2,03
2,11
3,88
4,04
4,85
5,63
6,43
5,80
1,16
1,65
2,06
2,24
3,88
4,10
4,88
5,65
6,46
5,98
1,14
1,53
1,9
1,9
3,57
4,03
4,76
5,19
6,47
6,04
1,14
1,58
1,96
1,90
3,58
4,07
4,35
5,38
6,49
4,96
1,16
1,70
2,13
2,43
3,89
4,10
4,93
5,83
6,47
6,16
71
72
Appendix C
APPENDIX C
Deflections for D-2 with the load cases described in chapter 7.3.2.
73
74
Appendix D
APPENDIX D
Structural Vibration Solutions A/S - www.svibs.com
SVS Configuration File written for PC system
File was generated by ARTeMIS Analyzer version 1.0
Header
Vindelalvsbron - Measurements made by Jens & Frida
T
0.005
Nodes
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
1024
5582
10146
14713
19285
23862
28445
33032
37624
42221
46822
51424
56035
1024
5582
10146
14713
19285
23862
28445
33032
37624
42221
46822
51424
56035
111046
106488
101924
97357
92785
-1197
2577
5940
8915
11524
13784
15719
17334
18646
19664
20392
20836
21000
-1197
2577
5940
8915
11524
13784
15719
17334
18646
19664
20392
20836
21000
-1197
2577
5940
8915
11524
-3150
-2953
-2812.5
-2728
-2700
-2700
-2700
-2700
-2700
-2700
-2700
-2700
-2700
3150
2953
2812.5
2728
2700
2700
2700
2700
2700
2700
2700
2700
2700
-3150
-2953
-2812.5
-2728
-2700
75
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
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64
65
66
67
68
69
70
71
72
73
74
75
76
88208
83625
79038
74446
69849
65248
60646
111046
106488
101924
97357
92785
88208
83625
79038
74446
69849
65248
60646
-43050
-28700
-14350
-1530
9970
21470
32970
79100.00
90600.00
102100.00
113600.00
126420.00
140770.00
155120.00
-43050
-28700
-14350
-1530
9970
21470
32970
79100
90600
102100
113600
13784
15719
17334
18646
19664
20392
20836
-1197
2577
5940
8915
11524
13784
15719
17334
18646
19664
20392
20836
24500
24500
24500
24500
24500
24500
24500
24500
24500
24500
24500
24500
24500
24500
24500
24500
24500
24500
24500
24500
24500
24500
24500
24500
24500
-2700
-2700
-2700
-2700
-2700
-2700
-2700
3150
2953
2812.5
2728
2700
2700
2700
2700
2700
2700
2700
2700
1800
1800
1800
1800
1800
1800
1800
1800
1800
1800
1800
1800
1800
1800
-1800
-1800
-1800
-1800
-1800
-1800
-1800
-1800
-1800
-1800
-1800
Appendix D
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
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100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
126420
140770
155120
-43050
-28700
-14350
-1530
113600.00
126420.00
140770.00
155120.00
-43050
-28700
-14350
-1530
113600.00
126420
140770
155120
9970
21470
32970
79100
90600
102100
9970
21470
32970
79100
90600
102100
-43050
-28700
-14350
-1530
9970
21470
32970
56035
79100
90600
102100
113600
126420
24500
24500
24500
14830
8880
-1370
1197
1197
6830
11980
12580
14830
8880
-1370
1197
1197
6830
11980
12580
5810
12603
17312
17312
12603
5810
5810
12603
17312
17312
12603
5810
24500
24500
24500
24500
24500
24500
24500
24500
24500
24500
24500
24500
24500
-1800
-1800
-1800
1800
1800
1800
1800
1800
1800
1800
1800
-1800
-1800
-1800
-1800
-1800
-1800
-1800
-1800
1800
1800
1800
1800
1800
1800
-1800
-1800
-1800
-1800
-1800
-1800
3450
3450
3450
3450
3450
3450
3450
3450
3450
3450
3450
3450
3450
77
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
140770
155120
-43050
-28700
-14350
-1530
9970
21470
32970
56035
79100
90600
102100
113600
126420
140770
155120
56035
56035
Lines
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
79
80
81
82
95
96
97
98
99
100
83
84
85
86
87
88
89
90
101
102
103
104
78
24500
24500
24500
24500
24500
24500
24500
24500
24500
24500
24500
24500
24500
24500
24500
24500
24500
24500
24500
3450
3450
-3450
-3450
-3450
-3450
-3450
-3450
-3450
-3450
-3450
-3450
-3450
-3450
-3450
-3450
-3450
1800
-1800
Appendix D
73
74
75
76
77
78
105
106
91
92
93
94
Surfaces
1
15
3
17
4
17
6
19
8
21
9
23
10
23
11
25
12
25
13
38
38
50
37
49
36
48
35
47
33
45
31
43
30
42
28
40
2
14
4
16
5
18
7
20
9
22
10
22
11
24
12
24
13
26
26
50
37
49
36
48
35
47
34
46
32
44
30
42
29
41
27
39
14
2
16
4
17
5
19
7
21
9
22
10
23
11
24
12
25
13
38
26
50
37
49
36
48
35
47
34
45
32
43
30
42
29
40
27
79
31
43
32
32
31
31
28
40
29
29
28
28
45
33
46
46
45
45
8
21
7
7
8
8
3
16
2
2
3
3
5
18
6
6
5
5
51
51
52
52
53
53
54
54
80
105
99
99
105
105
99
106
100
100
106
106
100
98
104
104
98
98
104
103
97
97
103
103
97
101
95
95
101
101
95
102
96
96
102
102
96
52
66
53
67
54
68
55
69
32
44
44
99
99
43
29
41
41
100
100
40
46
34
34
104
104
33
7
20
20
97
97
21
2
15
15
95
95
16
6
19
19
96
96
18
66
65
67
66
68
67
69
68
Appendix D
55
55
56
56
71
137
137
58
58
59
59
60
60
61
61
62
62
63
63
64
107
107
108
108
109
109
110
110
111
111
113
113
114
114
114
115
115
116
116
117
117
118
118
119
56
70
57
71
57
138
138
72
59
73
60
74
61
75
62
76
63
77
64
78
108
51
109
52
110
53
111
54
112
55
114
57
115
58
137
116
59
117
60
118
61
119
62
120
70
69
71
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137
71
58
138
72
72
73
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74
74
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75
76
76
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77
52
52
53
53
54
54
55
55
56
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138
58
137
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59
58
60
59
61
60
62
61
63
81
119
120
120
65
66
66
67
67
68
68
69
69
70
70
71
138
128
129
72
130
72
131
73
132
74
133
75
134
76
135
77
90
82
91
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56
112
63
121
64
122
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66
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67
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68
126
69
127
70
71
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138
130
131
73
132
74
133
75
134
76
135
77
136
78
68
54
75
91
57
57
Setups
Measurement 1
14011.asc
131
0
Acc
82
62
64
63
123
123
124
124
125
125
126
126
127
127
128
128
128
138
72
129
72
131
73
132
74
133
75
134
76
135
77
136
54
90
61
61
112
113
0
Kanal 1
m/s
Appendix D
129
0
Acc
131
0
Acc
129
0
Acc
Measurement 2
29.asc
135
0
Acc
129
0
Acc
135
0
Acc
129
0
Acc
Equations
node(79,1)=0
node(79,2)=0
node(79,3)=0
node(80,1)=0
node(80,2)=0
node(80,3)=0
node(81,1)=0
node(81,2)=0
node(81,3)=0
node(82,1)=0
node(82,2)=0
node(82,3)=0
node(83,1)=0
node(83,2)=0
node(83,3)=0
node(84,1)=0
node(84,2)=0
node(84,3)=0
node(85,1)=0
node(85,2)=0
node(85,3)=0
node(86,1)=0
node(86,2)=0
node(86,3)=0
node(87,1)=0
node(87,2)=0
0
Kanal 2
1
Kanal 3
1
Kanal 4
m/s
m/s
m/s
0
Kanal 1
0
Kanal 2
1
Kanal 3
1
Kanal 4
m/s
m/s
m/s
m/s
node(87,3)=0
node(88,1)=0
node(88,2)=0
node(88,3)=0
node(89,1)=0
node(89,2)=0
node(89,3)=0
node(90,1)=0
node(90,2)=0
node(90,3)=0
node(91,1)=0
node(91,2)=0
node(91,3)=0
node(92,1)=0
node(92,2)=0
node(92,3)=0
node(93,1)=0
node(93,2)=0
node(93,3)=0
node(94,1)=0
node(94,2)=0
node(94,3)=0
node(107,1)=0
node(107,2)=0
node(107,3)=0
node(51,1)=0
node(51,2)=0
83
node(51,3)=0
node(65,1)=0
node(65,2)=0
node(65,3)=0
node(122,1)=0
node(122,2)=0
node(122,3)=0
node(121,2)=0
node(121,3)=0
node(64,2)=0
node(64,3)=0
node(78,2)=0
node(78,3)=0
node(136,2)=0
node(136,3)=0
node(1,1)=0
node(1,2)=0
node(1,3)=0
node(14,1)=0
node(14,2)=0
node(14,3)=0
node(27,1)=0
node(27,2)=0
node(27,3)=0
node(39,1)=0
node(39,2)=0
node(39,3)=0
node(114,2)=node(129,2)
node(137,2)=node(129,2)
node(138,2)=node(129,2)
node(120,2)=node(135,2)
node(63,2)=node(135,2)
node(77,2)=node(135,2)
node(114,3)=node(129,3)
node(137,3)=node(129,3)
node(138,3)=node(129,3)
node(120,3)=node(135,3)
node(63,3)=node(135,3)
node(77,3)=node(135,3)
node(73,2)=node(131,2)
node(59,2)=node(131,2)
node(116,2)=node(131,2)
node(73,3)=node(131,3)
node(59,3)=node(131,3)
84
node(116,3)=node(131,3)
node(70,2)=node(127,2)
node(56,2)=node(127,2)
node(112,2)=node(127,2)
node(68,2)=node(125,2)
node(54,2)=node(125,2)
node(110,2)=node(125,2)
node(70,3)=node(127,3)
node(56,3)=node(127,3)
node(112,3)=node(127,3)
node(68,3)=node(125,3)
node(54,3)=node(125,3)
node(110,3)=node(125,3)