Dynamic response of a non-classically damped beam with general boundary conditions subjected to a moving mass-spring-damper system

Hirzinger, Benjamin; Adam, Christoph; Salcher, Patrick

doi:10.1016/j.ijmecsci.2020.105877

Cited by 27 publications

(35 citation statements)

References 38 publications

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“…The response of the coupled bridge-MSD system is found by a dynamic substructuring technique [9]. In this approach, the equations of motion of the two subsystems (i.e., the bridge and the MSD system) are derived separately and then coupled utilizing a coupling condition at the interfaces of the subsystems.…”

Section: Dynamic Substructuring Approachmentioning

confidence: 99%

“…In addition, the rotational springs consider the bending stiffness of the rails and the lumped masses account for the mass of the foundation (see Figure 1). The procedure described in [9] is based on a complex modal series representation of the beam bridge displacement w(x, t) and the accelerationẅ(x, t),…”

Section: Dynamic Substructuring Approachmentioning

confidence: 99%

“…The equation of motions of beam and MSD system are coupled with the so-called generalized corresponding assumption [9,13], where it is assumed that the displacement in the vertical direction of the beam and the MSD system at the contact point are equal. Consequently, lift-off of the wheels is not possible, see Figure 2.…”

Section: Dynamic Substructuring Approachmentioning

confidence: 99%

“…The prediction of the structural bridge response using FE or BE-FE formulations involves a significant computational effort, and in the context of reliability assessment, where many limit state function evaluations are required, it is not feasible to use such complex and computationally expensive models. For this reason, the authors of this paper have recently developed a numerically efficient dynamic soil-structure and bridge-train interaction model [9] that allows for a large number of computations in the context of a reliability analysis.…”

Section: Introductionmentioning

confidence: 99%

See 3 more Smart Citations

Application and Assessment of a Dynamic Soil-Bridge-Train Interaction Model

Hirzinger¹,

Adam²

2021

Proceedings of the 8th International Conference on Computational Methods in Structural Dynamics and Earthquake Engineering (COM

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In this contribution, the dynamic response of two railway bridges, represented by a viscoelastically supported Euler-Bernoulli model, subjected to high-speed trains is analyzed and discussed. Different types of high-speed trains are considered, which are modeled as moving mass-spring-damper (MSD) system. The structural response is determined by a dynamic substructuring approach, in which the equation of motion of the beam bridge model and the equations of motion of the MSD system, both written in state space, are coupled using a generalized corresponding assumption. The coupled set of equations of motion representing the dynamic soil-structure-vehicle interaction model are solved by time history analysis. The utilized approach captures all essential features of dynamic soil-structure-vehicle interaction and allows for a numerically efficient evaluation of the dynamic responses of the structure. Particular attention is paid to the influence of the MSD system on the beam bridge during approach and after departure. The structural response of the considered beam bridges is compared and discussed for the different types of high-speed trains and different subsoil conditions.

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Section: Dynamic Substructuring Approachmentioning

confidence: 99%

Section: Dynamic Substructuring Approachmentioning

confidence: 99%

Section: Dynamic Substructuring Approachmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

See 2 more Smart Citations

Application and Assessment of a Dynamic Soil-Bridge-Train Interaction Model

Hirzinger¹,

Adam²

2021

Proceedings of the 8th International Conference on Computational Methods in Structural Dynamics and Earthquake Engineering (COM

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“…2): ASZ: 4,40 Hz -KSA: 3,44 Hz. Die rechnerische Biegeeigenfrequenz stimmt dabei mit der aus Messdaten identifizierten Biegeeigenfrequenz zufolge KSA überein (Bild 2, Diagramme rechts), womit im Hinblick auf die Zuverlässigkeit der Anregungsmethoden davon ausgegangen werden kann, dass die tatsächliche Biegeeigenfrequenz von TW 9 bei 3,44 Hz liegt.Ein weiterer Teilaspekt, welcher neben der angesetzten Schotterdichte u. U. einen nicht vernachlässigbaren Einfluss auf die rechnerische Biegeeigenfrequenz und das dynamische Verhalten der Brücke haben kann, ist die Berücksichtigung der Boden-Bauwerk-Interaktion[15,16]. Die Boden-Bauwerk-Interaktion wird hinsichtlich der rechnerischen Biegeeigenfrequenzen vereinfachend vernachlässigt, was durch die geringen Abweichungen Df gestützt wird.Letztendlich bestätigen die geringen Abweichungen inBild 2 die mechanische Kompatibilität von Rechenmodell und realem Tragwerk.…”

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Die rechnerische Bestimmung der Dämpfung von Stahl‐Eisenbahnbrücken – Teil 2: Verifizierung anhand von Bestandsbrücken

Stollwitzer

Fink

2021

Stahlbau

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Werden an Eisenbahnbrücken Messungen zur Bestimmung der dynamischen Parameter Eigenfrequenz und Dämpfung durchgeführt, ist hinsichtlich der Dämpfung häufig eine signifikante Diskrepanz zwischen Messung und normativer Vorgabe zu beobachten. Die EN 1991‐2 schreibt für dynamische Berechnungen konservative Dämpfungsmaße vor, welche als untere Grenze der in der Realität zu erwartenden Dämpfung kommuniziert werden und damit stark auf der sicheren Seite liegen. In Teil 1 zum vorliegenden Beitrag wurden für zwei vorab definierte Brückenmodelle neue Ansätze hergeleitet, welche es ermöglichen, die Dämpfung von Eisenbahnbrücken rechnerisch zu ermitteln. Diese Rechenmodelle werden nun durch einen Vergleich mit aus Messdaten identifizierten dynamischen Parametern von 13 bestehenden Stahl‐Eisenbahnbrücken verifiziert. Ein Vergleich zwischen Rechnung und Messung veranschaulicht einerseits die erhebliche Abweichung zwischen normativ vorgeschriebener und real vorhandener Dämpfung. Andererseits wird gezeigt, dass die in Teil 1 vorgestellten Ansätze realitätsnahe Ergebnisse liefern und eine evidenzbasierte Alternative zur Norm darstellen. Dadurch werden Potenziale für eine Minimierung der Diskrepanz zwischen Messung und Rechnung aufgezeigt und eine Grundlage zur realitätsnahen rechnerischen Bestimmung der Dämpfung geschaffen.

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Application of state‐space models with frequency‐dependent uncertainty for efficient reliability analysis of complex structures

Urrea-Quintero

Hirzinger

Nackenhorst

2023

Proc Appl Math and Mech

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In this work, we introduce a commonly used framework to model uncertain dynamical systems and adapt it to propagate both parameters uncertainty and model mismatches through a dynamically excited railway bridge system. The approach considers the system inherent uncertainties in the frequency domain and leads to a significant reduction of the computational effort when performing an uncertainty quantification tasks. In an application example the proposed approach is utilized for efficient reliability analysis of the uncertain railway bridge system. The utilized technique allows for an efficient generation of structural responses, and thus enables a fast evaluation of failure probabilities by crude Monte Carlo sampling. Accuracy of the uncertain prediction model is ensured by comparing the failure probabilities with failure probability simulations based on a semi-analytical Euler-Bernoulli bridge beam model.

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Dynamic response of a non-classically damped beam with general boundary conditions subjected to a moving mass-spring-damper system

Cited by 27 publications

References 38 publications

Application and Assessment of a Dynamic Soil-Bridge-Train Interaction Model

Application and Assessment of a Dynamic Soil-Bridge-Train Interaction Model

Die rechnerische Bestimmung der Dämpfung von Stahl‐Eisenbahnbrücken – Teil 2: Verifizierung anhand von Bestandsbrücken

Application of state‐space models with frequency‐dependent uncertainty for efficient reliability analysis of complex structures

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