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@PHDTHESIS{Bigelow:740215,
author = {Bigelow, Hetty},
othercontributors = {Hoffmeister, Benno and Feldmann, Markus and de Roeck,
Guido},
title = {{V}ereinfachte dynamische {B}emessung von
{W}i{B}-{E}isenbahnverbundbrücken für den
{H}ochgeschwindigkeitsverkehr},
volume = {82},
school = {RWTH Aachen University},
type = {Dissertation},
address = {Aachen},
publisher = {Shaker},
reportid = {RWTH-2018-228482},
isbn = {978-3-8440-6258-8},
series = {Schriftenreihe Stahlbau - RWTH Aachen},
pages = {1 Online-Ressource (iii, 186, XXXVI Seiten) :
Illustrationen, Diagramme},
year = {2018},
note = {Druckausgabe: 2018. - Auch veröffentlicht auf dem
Publikationsserver der RWTH Aachen University 2019;
Dissertation, RWTH Aachen University, 2018},
abstract = {Filler beam railway bridges have many advantages. They are
durable, can feature high slenderness and require only a
small amount of framework material during construction. They
are usually constructed as simply supported beams, i.e.
their high slenderness can also be in some respects
disadvantageous. Calculated eigenfrequenciesare often
relatively small, thus leading to anticipation of resonance
effects already at low crossing velocities induced by
equally spaced axle loads. Measurements have repeatedly
shown though, that filler beam bridges behave much better in
reality than predicted by calculations. The anticipated
resonance effects occur eventually at much higher crossing
velocities than predicted. The sometimes significantly high
differences between measurements and calculations have been
generally noticed before and are affiliated with additional
contributions of non-structural elements to system stiffness
and damping, e.g. the contributions of ballast, tracks,
sleepers or edge caps. The thesis at hand presents a
detailed examination of the contributions of individual
parameters influencing the dynamic behavior of filler beam
bridges. The examination aims at separating parameters,
which can be clearly identified and isolated from other
effects and thus could be considered in design, from those
parameters, that require further extensive research.
Experimental tests regarding interaction effects between
bridge decks, which are separated by longitudinal gaps but
share a ballast bed, are performed with a newly developed
test set up. This set up eliminates effects, which occur
simultaneously with the interaction effects on real bridges.
The contribution of the interaction effects to stiffness and
damping are tested. Based on German codes, modelling
simplifications are derived. The derivation of a horizontal
equivalent spring stiffness, representing restraining
effects of railway tracks exceeding bridges, enables a
significant reduction of modelling effort and computational
time. The equivalent horizontal spring, which is effective
in the centroidal axis of the track, is afterwards converted
into an equivalent rotationalspring, which can be applied at
the hinges of simple beam models, thus simplifying the
design of simple span bridges. The developed beam system
with rotational springs is then converted into an equivalent
single degree of freedom (SDOF) system. With the derived
analytical formulas, the fundamental frequency n0 can
directly be calculated considering there straining effects
of tracks. Users can now include the restraining effects of
tracks into a simplified estimation of resonance risks,
where n0 is compared to limiting values given by the codes.
If resonance can be ruled out and crossing velocities are
200 km/h (56 m/s) at most, the dynamic design of single span
bridges with spans up to 40 m (thus the scope of application
of filler beam bridges) can be performed with equivalent
static loads only. If resonance cannot be ruled out using
the simplified approach, or, if crossing velocities are
above 200 km/h (56 m/s), dynamic simulations have to be
performed considering all train types designated for the
bridge in question. The results of all simulations then have
to be interpreted. In scope of the presented thesis,
computation tools using SDOFs are programmed, which enable
automated simulations of large numbers of train crossings in
a short time, including the restraining effects of tracks.
The tool requires only the input parameters bending
stiffness, mass, span length, the rotational spring
stiffness just derived in this thesis and a damping ratio
provided by the codes. This again leads to a significant
reduction of modelling effort and computation time compared
to conventional calculation software.},
cin = {311710},
ddc = {624},
cid = {$I:(DE-82)311710_20140620$},
typ = {PUB:(DE-HGF)11 / PUB:(DE-HGF)3},
doi = {10.18154/RWTH-2018-228482},
url = {https://publications.rwth-aachen.de/record/740215},
}
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