7.2 Ingenieurbau
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- Fatigue (6)
- Grout (5)
- Impact (5)
- Temperature rejection (5)
- Train-induced ground vibration (5)
- Damage characterization (4)
- Damage localization (4)
- Ground vibration (4)
- Layered soils (4)
- Numeric simulation (4)
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Eingeladener Vortrag
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Owners or operators of offshore wind farms perform inspections to collect information on the condition of the wind turbine support structures and perform repairs if required. These activities are costly and should be optimized. Risk-based methods can be applied to identify inspection and repair strategies that ensure an optimal balance between the expected total service life cost of inspection and repair, and the achieved risk reduction. Such an optimization requires explicit modeling of repairs. In this paper, the impact of different repair models on the results of a risk-based optimization of inspection and repair strategies is quantified in a numerical example considering a jacket-type steel frame subject to high-cycle fatigue. The example showed that, in this specific application, there is no need for detailed modeling of the behavior of repaired welded connections.
This presentation provides an overview on general issues related to erosive failures in civil constructions like hydraulic infrastructures and offshore foundations. A brief introduction to the related research activities of BAM in the field of offshore wind energy is first provided, and the general possibilities for micromechanical modelling approaches are outlined. Finally, the ongoing DFG-ANR research project COMET is introduced.
Methods have been presented for detailed studies of railway vibration and for the fast prediction of train-induced ground vibration. The ground vibration is generated by static or dynamic loads. The main purpose of this contribution was to show the influence of inhomogeneous soils on the different vibration components.
Layered soils, namely a soft layer on a stiffer half-space, yield a quite specific transmission behavior. The low-frequency and sometimes also high-frequency cut-off of the transfer function of the soil is demonstrated in theory and by experiments at many sites of which the soil model is approximated from dispersion and transfer function measurements. The layer frequency divides the frequency range in a low-frequency range, where the stiff half-space rules the low amplitudes, and a high amplitude high-frequency range which is mainly determined by the softer top layer. A thick soft layer yields a very low layer frequency, so that the higher soft soil amplitudes have a wider range down to low frequencies. A thin layer yields a high layer frequency, so that the high frequencies above this layer frequency are dominant. The higher the contrast between the stiff half-space and the soft layer is, the stronger the increase between the half-space and layer amplitudes, the more characteristic are the spectra of the soil transfer function. The range of measured soils has been from vS1 down to 125 m/s, vS2 up to 1000 m/s and the layer frequencies are within 10 Hz < f0 < 75 Hz. Moreover, during this measuring campaign in Switzerland, all 11 sites showed clearly the layer-on-half-space behaviour. The transfer functions of inhomogeneous soils have been used to predict the ground vibration due to dynamic axle loads which is usually thought to be the most important component.
The passage of static loads, in the contrary, results in very small vibration amplitudes for low train speeds, which can only be found at near distances and at low frequencies. They attenuate very rapidly with distance and lose very rapidly the higher frequency content. The passage of static axle loads can be included in the prediction of railway vibration just for completeness.
Special attention should be given to the case if the train runs with the Rayleigh-wave speed of the soil (Rayleigh train). The Rayleigh-train effect is strongest for a homogeneous half-space: At the near-field of the track the amplitudes are raised strongly compared to normal trains, and in addition, little attenuation with distance is observed. In case of a layered soil, the low-frequency cut-off reduces the frequency range and the amplitudes of the homogeneous quasi-static ground vibrations. Therefore, the Rayleigh-train effects are clearly reduced by a layered soil and they disappear if the layer frequency (for example for a thin layer) is higher than the frequency band of the axle impulse. The Rayleigh-train effect could completely disappear in a randomly inhomogeneous soil, but this has not been analysed so far.
The axle impulses from static loads can have an additional, quite different effect. They can be scattered by a randomly inhomogeneous soil so that a part (the scattered part) of the axle impulse can reach further distances from the track. This can establish a certain mid-frequency component of the ground vibration which becomes dominant in the far-field, and this important component exists for all train speeds. Experimental results from BAM and international measurements show the importance of the corresponding frequency range.
The mitigation of train induced ground vibration by elastic and stiff track elements has been analysed threefold. The vehicle-track interaction yields the reduction at high frequencies above the vehicle-track resonance. This is the standard effect. The filtering of trackbed errors by the bending stiffness of the track yields a certain mid-frequency effect. An even stronger mid-frequency effect is predicted for the mitigation of the scattered axle impulses by the bending stiffness and elastic elements of the track.
Fatigue in Concrete
(2019)
The current knowledge about fatigue behavior of concrete is still incomplete. This concerns especially the progress of fatigue which precedes the fatigue failure. An overview on the fatigue behaviour in concrete is given. Therefore, the process of fatigue itself under cyclic compressive loading was investigated in a systematic and comprehensive way. The aim of this investigation was to obtain a deeper insight and to provide a better understanding of the damage process occurring within the material during fatigue loading.
Mitigation measures of railway induced vibration have been demonstrated at the emission, transmission and immission part. It must be carefully observed that the correct masses and stiffnesses are used.
Typical mistakes have been shown,
- 1D models for vehicle-track interaction,
- impedance instead of stiffness for the infill material of a trench,
- rigid buildings or neglecting the soil-building interaction.
The dominant mid-frequency part of the ground vibration is due to the irregular soil.
Environmental based perturbations influence significantly the ability to identify structural dam-age in Structural Health Monitoring. Strategies are needed to classify such effects and consider them appropri-ately in SHM. It has to be considered if seasonal effects just mask the structural response or if temperature itself correlates to a weakening of the structure. Various methods have been developed and analyzed to separate environmental based effects from damage induced changes in the measures. Generally, two main approaches have emerged from research activity in this fields: (a) statistics-based tools analyzing patterns in the data or in computed parameters and (b) methods, utilizing the structural model of the bridge considering environmental as well as damage-based changes of stiffness values. With the background of increasing affordability of sensing and computing technology, effort should be made to increase sensitivity, reliability and robustness of proce-dures, separating environmental from damage caused changes in SHM measures. The contribution describes an attempt to evaluate both general strategies, their advantages and drawbacks. In addition, two vibration moni-toring procedures are introduced, allowing for temperature-based perturbations of the monitoring data.
Within the presented research project, experimental and numerical investigations were performed to develop a thin-shelled, modular, mobile element system made of a micro-reinforced ultra-high-performance ductile concrete (DUCON®). Material parameters were experimentally determined to adapt the material model within the numerical analysis applying the Drucker-Prager relationship. Afterwards, for validation of the numerical models, quasi-static and high-velocity impact tests were performed on plate-like structures. Finally, a suitable geometry of transportable barrier elements will be designed, which provides a maximum of resistance against impact by a minimum of weight and a maximum of mobility.
Reinforced concrete (RC) is used as structural material in most diverse civil engineering applications. For the variability of its physical properties it is still an engineering challenge to meet all necessary requirements for the prediction of dynamic effects under impact loading. In this paper, investigations are shown within the scope of quantifying and evaluating the damage caused by an impact. The experimental investigations are performed in the field of low- and medium-velocity impact. The chosen flat nose shape results in small penetrations on the top side and scabbing on the bottom side. The plate is scanned with an adapted planar tomographic examination after the impact, and the damage is analysed, afterwards. Cracks and spalling are made visible with a reconstruction. The numerical model validated on the tomographic results justifies the application for further predictions of the damage description.
Reinforced concrete (RC) is used as structural material in most diverse civil engineering applications. For the variability of its physical properties it is still an engineering challenge to meet all necessary requirements for the prediction of dynamic effects under impact loading. In this paper, investigations are shown within the scope of quantifying and evaluating the damage caused by an impact. The experimental investigations are performed in the field of low- and medium-velocity impact. The chosen flat nose shape results in small penetrations on the top side and scabbing on the bottom side. The plate is scanned with an adapted planar tomographic examination after the impact, and the damage is analysed, afterwards. Cracks and spalling are made visible with a reconstruction. The numerical model validated on the tomographic results justifies the application for further predictions of the damage description.
The Stochastic Dynamic Damage Locating Vector (SDDLV) approach is a vibration-based damage localization method based on both a finite element model of a structure and modal parameters estimated
from output-only measurements in the damage and reference states. A statistical version of the Approach takes into account the inherent uncertainty due to noisy measurement data. In this paper, the effect of temperature fluctuations on the performance of the method is analyzed in a model-based approach using a finite element model with temperature dependent parameters. Robust damage localization is carried out by rejecting the temperature influence on the identified modal parameters in the damaged state. The algorithm is illustrated on a simulated structure.
The Stochastic Dynamic Damage Locating Vector (SDDLV) approach is a vibration-based damage localization method based on both a finite element model of a structure and modal parameters estimated from output-only measurements in the damage and reference states. A statistical version of the Approach takes into account the inherent uncertainty due to noisy measurement data. In this paper, the effect of temperature fluctuations on the performance of the method is analyzed in a model-based approach using a finite element model with temperature dependent parameters. Robust damage localization is carried out by rejecting the temperature influence on the identified modal parameters in the damaged state. The algorithm is illustrated on a simulated structure.
Grouts have numerous applications in construction industry such as joint sealing, structural repair, and connections in precast elements. They are particularly favoured in rehabilitation of structures due to penetrability and convenience of application. Grouts for repair applications typically require high-performance properties such as rapid strength development and superior shrinkage characteristics. Sometimes industrial by-products referred as supplementary cementitious materials (SCM) are used with neat cement due to their capabilities to provide binding properties at delayed stage. Micro silica, fly ash and metakaolin are such SCMs, those can modify and improve properties of cement products. This study aims at investigating long-term mass loss and linear shrinkage along with long-term compressive and flexural strength for grouts produced from ultrafine cement and SCMs. A series of mixtures were formulated to observe the effect of SCMs on these grout properties. Properties were determined after 365 days of curing at 23oC and 55% relative humidity. The effect of SCMs on the properties are characterised by statistical models. Response surfaces were constructed to quantify these properties in relation to SCMs replacement. The results suggested that shrinkage was reduced by metakaolin, while micro silica and fly ash had positive effects on compressive and flexural strength, respectively.
Grouts are particularly favoured in rehabilitation of structures due to penetrability and convenience of application. Grouts for repair applications typically require high-performance properties such as rapid strength development and superior shrinkage characteristics. Sometimes industrial by-products referred as supplementary cementitious materials (SCM) are used with neat cement due to their capabilities to provide binding properties at delayed stage. Micro silica, fly ash and metakaolin are such SCMs, those can modify and improve properties of cement products. This study aims at investigating long-term mass loss and linear shrinkage along with long-term compressive and flexural strength for grouts produced from ultrafine cement and SCMs. A series of mixtures were formulated to observe the effect of SCMs on these grout properties. Properties were determined after 365 days of curing at 23 °C and 55% relative humidity. The effect of SCMs on the properties are characterised by statistical models. Response surfaces were constructed to quantify these properties in relation to SCMs replacement. The results suggested that shrinkage was reduced by metakaolin, while micro silica and fly ash had positive effects on compressive and flexural strength, respectively.
Measured train passages and hammer impacts in combination with track-soil calculation have been successfully used for the detection of damaged slab tracks. This approach is now extended to intact slab and ballast tracks. The vibrations of many tracks have been measured at several levels from rail, sleeper, track plate, base plate, base layer to the subsoil by velocity or acceleration sensors. The time histories have to be integrated once or twice to get the displacements. The displacement signals include an arbitrary time-dependent shift which must be eliminated or respected in the interpretation. On the other hand, the calculation of slab and ballast tracks have been done in frequency-wavenumber domain. The displacements along the track and the frequency-dependent compliance transfer functions can be calculated. The latter can be compared with the results of the hammer impacts on the track. The deformation of the track can be transformed to time histories for a whole train and compared to the measured train passages. Many slab (and ballast) tracks have been measured at different sites. The displacements of the tracks are presented, and the following parameters have been analysed in the measurement results: slab track vs. ballast track, different types of slab tracks, damaged slab tracks, different trains, switches at different measuring points, an elastic layer, the mortar layer, different soils at different places. The soil should have the dominant influence on the track-plate displacements. Slab and ballast track yield also big differences in maximum displacement and width of deformation. Some of the preceding aspects will be analysed in comparison of measurement and theory.
Measured train passages and hammer impacts in combination with track-soil calculation have been successfully used for the detection of damaged slab tracks. This approach is now extended to intact slab and ballast tracks. The vibrations of many tracks have been measured at several levels from rail, sleeper, track plate, base plate, base layer to the subsoil by velocity or acceleration sensors. The time histories have to be integrated once or twice to get the displacements. The displacement signals include an arbitrary time-dependent shift which must be eliminated or respected in the interpretation. On the other hand, the calculation of slab and ballast tracks have been done in frequency-wavenumber domain. The displacements along the track and the frequency-dependent compliance transfer functions can be calculated. The latter can be compared with the results of the hammer impacts on the track. The deformation of the track can be transformed to time histories for a whole train and compared to the measured train passages. Many slab (and ballast) tracks have been measured at different sites. The displacements of the tracks are presented, and the following parameters have been analysed in the measurement results: slab track vs. ballast track, different types of slab tracks, damaged slab tracks, different trains, switches at different measuring points, an elastic layer, the mortar layer, different soils at different places. The soil should have the dominant influence on the track-plate displacements. Slab and ballast track yield also big differences in maximum displacement and width of deformation. Some of the preceding aspects will be analysed in comparison of measurement and theory.
The structural performance of many geotechnical systems (e.g. axially-loaded pile foundations), depends on the shearing resistance at the soil interface, which may govern the load bearing capacity of the foundation. Experimental investigations have shown that this interaction is mainly localised within a narrow shear band next to the structure. Under cyclic loading, a contraction of the soil at the interface may arise (net volume loss), possibly leading to a stress relaxation and thus to a reduction of the load bearing capacity (the so-called friction fatigue). Based on the constitutive similarities between soil continua and interfaces, we propose here the adaption of a Generalized Plasticity model for sandy soils for the numerical analysis of interface problems. In this contribution, the results of an experimental campaign for the parameter calibration of the constitutive model are presented. The tests have been conducted with a ring shear device involving different normal stresses, roughness of the steel plates as well as cyclic loading. The new modelling approach shows promising results and has the additional practical advantage that the interface zone and the soil continuum can both be described with the same constitutive model in general boundary value problems.
The structural performance of many geotechnical systems (e.g. axially-loaded pile foundations), depends on the shearing resistance at the soil interface, which may govern the load bearing capacity of the foundation. Experimental investigations have shown that this interaction is mainly localised within a narrow shear band next to the structure. Under cyclic loading, a contraction of the soil at the interface may arise (net volume loss), possibly leading to a stress relaxation and thus to a reduction of the load bearing capacity (the so-called friction fatigue). Based on the constitutive similarities between soil continua and interfaces, we propose here the adaption of a Generalized Plasticity model for sandy soils for the numerical analysis of interface problems. In this contribution, the results of an experimental campaign for the parameter calibration of the constitutive model are presented. The tests have been conducted with a ring shear device involving different normal stresses, roughness of the steel plates as well as cyclic loading. The new modelling approach shows promising results and has the additional practical advantage that the interface zone and the soil continuum can both be described with the same constitutive model in general boundary value problems.