Fatigue strength application of fracture mechanics to orthotropic steel decks

Nagy, Wim; Schotte, Ken; Bogaert, Philippe Van; Backer, Hans De

doi:10.1177/1369433216649383

Cited by 18 publications

(11 citation statements)

References 16 publications

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“…This can be overcome by applying the extended finite element method (XFEM), which enables automatic fatigue crack growth without remeshing [18]. Nagy et al [19] employed the XFEM to simulate fatigue crack growth in RD joints, validating its application in fatigue evolution. Similarly, Gupta et al [20] combined the XFEM and virtual crack closure technique (VCCT) to predict the fatigue life of welded connections in an aged bridge, wherein a satisfying agreement was observed between the prediction and inspection.…”

Section: Fracture Mechanics To Predict Fatigue Crack Growth -Determin...mentioning

confidence: 99%

Machine Learning-Assisted probabilistic fatigue evaluation of Rib-to-Deck joints in orthotropic steel decks

Heng

Zheng

Feng

et al. 2022

Engineering Structures

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Section: Fracture Mechanics To Predict Fatigue Crack Growth -Determin...mentioning

confidence: 99%

Machine Learning-Assisted probabilistic fatigue evaluation of Rib-to-Deck joints in orthotropic steel decks

Heng

Zheng

Feng

et al. 2022

Engineering Structures

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“…In order to facilitate the analysis of cracks, the cracks assumed to appear in the U-rib butt weld are open cracks. Open cracks are the most common and most likely to cause fracture damage [18]. In order to describe the fatigue crack growth process of the U-rib butt weld, the semi-elliptical surface crack model of the finite thickness plate was employed.…”

Section: Improvement Of Model Parametersmentioning

confidence: 99%

Fatigue Crack Calculation of Steel Structure Based on the Improved McEvily Model

et al. 2022

Applied Sciences

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Numerous fatigue crack mechanism models have been proposed based on an in-depth study of material fatigue mechanisms and engineering requirements. However, due to many of the parameters in these models being difficult to determine, their application to engineering is limited. The fatigue crack of the steel structure was calculated based on the improved McEvily model. To begin, based on the theory of linear elastic fracture mechanics, some parameters of the McEvily fatigue crack growth model were deduced and determined by using more reasonable assumptions and empirical formulas. Second, the effectiveness of the improved McEvily fatigue crack growth model was proven by comparison to the results of the improved model with the classical Paris model. Finally, the improved McEvily model was applied to practical engineering, and the typical fatigue crack of steel structure was selected and compared with the results of the Paris model and nominal stress method to verify its feasibility in engineering. The results reveal that the application conditions of the improved McEvily model can be extended from laboratory conditions to practical engineering, and its accuracy is better than that of the Paris model, which can well evaluate the fatigue crack life of steel structures.

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“…EN 1993-1-9 [1] is rather strict on this, imposing fatigue class 71 MPa. More extensive research [2] based on fracture mechanics, contradicts this. The connection of the stiffener to the crossbeam web (3) transfers the reaction of the load on the stiffener to the crossbeam.…”

Section: Critical Locationsmentioning

confidence: 99%

09.16: Edge clamping effect on the fatigue resistance of an orthotropic steel bridge deck

Bogaert

2017

ce papers

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Orthotropic steel decks are an excellent solution for long span bridges, except if the spreading of wheel loads through the pavement is poor. In the latter case they are heavily sensitive to fatigue cracking. The most critical locations of fatigue cracks are the connection of longitudinal stiffeners to the deck plate and the cutouts and cope-holes in the webs of the transverse stiffeners. OSD with variable depth are seldom used, since the idea contradicts with one of the main assets to limit the bridge deck depth. However, in few cases variable depth may be meaningful as in the case of a railway bridge across river Dyle, recently built in Mechelen (Belgium). This 50 m span bridge consists of 2 lateral stubs of 1.55 m diameter connected by the OSD. The tubes are slightly bent to foster arch thrust action and rotated towards the bridge axis. In addition, the arch springs are encased in the concrete abutment. Due to this arrangement, the crossbeams are partially clamped in the lateral tubes of high torsion stiffness. The effect of the end clamping of crossbeams reduces the tension in the lower part of the crossbeam web, also near the outer cope holes, where the largest stress concentrations occur and fatigue resistance is the lowest. The reduction of the magnitude of these stress concentrations is significant and depends on the crossbeam span. However, the effect disappears if the crossbeam web is higher, thus confirming it is due to bending tension of the crossbeams. In addition, the influence length of crossbeams has been verified in the case of river Dyle bridge and complies well with Eurocode.

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Fatigue strength application of fracture mechanics to orthotropic steel decks

Cited by 18 publications

References 16 publications

Machine Learning-Assisted probabilistic fatigue evaluation of Rib-to-Deck joints in orthotropic steel decks

Machine Learning-Assisted probabilistic fatigue evaluation of Rib-to-Deck joints in orthotropic steel decks

Fatigue Crack Calculation of Steel Structure Based on the Improved McEvily Model

09.16: Edge clamping effect on the fatigue resistance of an orthotropic steel bridge deck

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