Performance Warning of Bridges under Train Actions through Equivalent Frequency Response Functions
Publication: Journal of Bridge Engineering
Volume 27, Issue 10
Abstract
Structural health monitoring of bridges based on train-induced vibrations has attracted extensive attention and takes advantage of the high-magnitude and regularly spaced features of trainloads. However, the monitoring process is restricted because the relationship between bridge characteristics and the dynamic features of train-induced vibration responses is not well represented. In this study, train-induced acceleration characteristics of a bridge are investigated, and the relationship between the train speed and spectral amplitude of the bridge acceleration at a frequency equal to the ratio of the speed to carriage length is revealed. Based on the phenomenon that the speed–amplitude correlation trend is consistent with the structural frequency response function (FRF), a dynamic index called the equivalent frequency response function (EFRF) is proposed. The evolution rules of the EFRF curve with varying natural frequencies and train loads are distinguished, and the structural performance variation can be determined according to the relationship between the structural stiffness, natural frequencies, and EFRF. Because the speed–amplitude points are scattered due to the train configuration parameters and measurement noise, the EFRF curve should be fitted first. In addition, the normal fluctuation in the speed–amplitude points is limited using the local Shewhart control chart, considering the heteroscedasticity of the speed–amplitude points. Then, speed–amplitude points that exceed the control limits are used to identify abnormal train-induced vibrations. Finally, the monitoring data for a railway bridge with multiple lanes are considered to verify the proposed method. The results show that the abnormal train-induced vibration warning based on speed–amplitude points have a similar performance to that based on the speed–acceleration correlation, but the causes of the abnormal vibration can be identified explicitly only with the speed–amplitude correlation.
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Acknowledgments
This research work was jointly supported by the National Natural Science Foundation of China (Grant Nos. 52108270, 51978128, 52078100) and the National Postdoctoral Program for Innovative Talents (Grant No. BX2021052).
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Information & Authors
Information
Published In
Journal of Bridge Engineering
Volume 27 • Issue 10 • October 2022
Copyright
© 2022 American Society of Civil Engineers.
History
Received: Oct 21, 2021
Accepted: May 11, 2022
Published online: Jul 28, 2022
Published in print: Oct 1, 2022
Discussion open until: Dec 28, 2022
ASCE Technical Topics:
- Bridge engineering
- Bridge management
- Bridge-vehicle interaction
- Bridges
- Bridges (by type)
- Continuum mechanics
- Correlation
- Curvature
- Dynamics (solid mechanics)
- Engineering fundamentals
- Engineering mechanics
- Geometry
- Mathematics
- Motion (dynamics)
- Natural frequency
- Oscillations
- Railroad bridges
- Skew bridges
- Solid mechanics
- Statistics
- Structural dynamics
- Structural engineering
- Structural health monitoring
- Structural response
- Vibration
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