A platform for research: civil engineering, architecture and urbanism
A platform for research: civil engineering, architecture and urbanism
Accurate and Rapid Determination of Fatigue Damage in Bridge Superstructures
Fifteen representative steel bridges throughout the State of Illinois were instrumented with foil strain gages to determine their frequencies of loading and the magnitudes of stresses induced by traffic over a 3 to 8-hour period, depending on traffic volume. Reinforced prestressed or post-tensioned concrete bridges were not included in this study. Fatigue prone details, such as cover plated wide flanges, were instrumented. For each stress range increment gathered by the data acquisition system, the cumulative damage sustained over an extended number of years was compared with the number of available fatigue cycles for that stress range using published S-N data for various details and the Palmgren Miner linear damage rule. A new equation for factor of safety for structural details subject to fatigue is described, taking dead load, live load, and bridge detail fatigue strengths into account. A new histogram-linear damage method of assessing future fatigue damage in bridges which takes traffic growth and increased truck weights Into account is also described. Other non-welded designs to main load carrying members were examined for susceptibility to fatigue effects, including riveted beams, weathering steels, reinforced concrete in air (without severe cracking), and post-tensioned beams through a review and discussion of the literature. The actual effect of an increase in gross vehicle weight on the measured maximum stress range response of a particular bridge was measured. The histogram-linear damage method favorably compared with the root mean cube-linear damage method and to the fatigue damage procedures given in NCHRP 299.
Accurate and Rapid Determination of Fatigue Damage in Bridge Superstructures
Fifteen representative steel bridges throughout the State of Illinois were instrumented with foil strain gages to determine their frequencies of loading and the magnitudes of stresses induced by traffic over a 3 to 8-hour period, depending on traffic volume. Reinforced prestressed or post-tensioned concrete bridges were not included in this study. Fatigue prone details, such as cover plated wide flanges, were instrumented. For each stress range increment gathered by the data acquisition system, the cumulative damage sustained over an extended number of years was compared with the number of available fatigue cycles for that stress range using published S-N data for various details and the Palmgren Miner linear damage rule. A new equation for factor of safety for structural details subject to fatigue is described, taking dead load, live load, and bridge detail fatigue strengths into account. A new histogram-linear damage method of assessing future fatigue damage in bridges which takes traffic growth and increased truck weights Into account is also described. Other non-welded designs to main load carrying members were examined for susceptibility to fatigue effects, including riveted beams, weathering steels, reinforced concrete in air (without severe cracking), and post-tensioned beams through a review and discussion of the literature. The actual effect of an increase in gross vehicle weight on the measured maximum stress range response of a particular bridge was measured. The histogram-linear damage method favorably compared with the root mean cube-linear damage method and to the fatigue damage procedures given in NCHRP 299.
Accurate and Rapid Determination of Fatigue Damage in Bridge Superstructures
1999
102 pages
Report
No indication
English
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