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Cantero, Daniel
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Cantero, Daniel
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Cantero, Daniel
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Now showing 1 - 10 of 26
- PublicationApplication of the cross-entropy method to estimate stiffness distribution in plate-type structuresThis paper examines the use of the cross-entropy (CE) method to estimate the structural parameters of a plate structure, given data from a simulated non-destructive static loading test. Finite element models of plates are created, with properties close to that of a bridge of similar dimensions. Damage is introduced to the models by local reductions in the longitudinal Young’s modulus (Ex). In practice, reduced values of Ex may result from material irregularities, poor construction methods and structural degradation due to weathering and/or impact. By assembling combinations of Ex values, the CE method searches the solution space of possible combinations of Ex values. The location and severity of the damage is varied to test the ability of the algorithm to identify different damage events.
427 - PublicationDrive-by inference of railway track longitudinal profile using accelerometer readings taken by in-service vehicles(Civil Engineering Research Association of Ireland, 2016-08-30)
; ; ; Accurate knowledge of the longitudinal profile of railway track is essential to support maintenance planning by track asset managers. The dynamic response of a train is largely dependent on the longitudinal profile of the railway track it crosses. This dynamic response can potentially be used to determine that profile. Cross Entropy optimisation is used to infer railway track longitudinal profile elevations through analysis of measured vehicle bogie accelerations with added uncertainty in vehicle and track properties. A numerical analysis is presented in this paper using a 2 dimensional half car vehicle and a finite element 3-layer track model implemented in Matlab. A population of track longitudinal profiles is generated through a random mechanism. A vehicle track interaction with randomly generated uncertainty in vehicle and track properties is carried out for each longitudinal profile in the population. The bogie acceleration signal produced for each profile is compared to the measured signal. The best fitting bogie accelerations are used to gather an elite set of rail longitudinal profiles. This elite set is used to generate an improved population of estimates for the next iteration. Once a convergence criterion is met the profile generating an acceleration signal that best fits the measured bogie acceleration signal is kept as the inferred longitudinal rail profile. This paper reports the results of the numerical simulations.139 - PublicationLocation and Evaluation of Maximum Dynamic Effects on a Simply Supported Beam due to a Quarter-Car Model(2008-12)
; Most current research on dynamic effects due to traffic load on simply supported bridges focuses on the mid-span section of the bridge, since this location corresponds to the worst static bending moment. However, the maximum total moment may be located relatively far apart from the mid-span location and differ considerably from the maximum mid-span moment. This paper uses a quarter-car vehicle model travelling over an Euler-Bernoulli beam to analyse this phenomena. The vehicle parameters are varied using Monte-Carlo simulations. The influence of road profile roughness and bridge length on the magnitude of the differences between mid-span and the worst possible section are also investigated.198 - PublicationHighway Bridge Assessment for Dynamic Interaction with Critical Vehicles(CRC Press (Taylor & Francis), 2009-09)
; ; ; Dynamic vehicle-bridge interaction is often considered for the most common classes of vehicle such as the 5-axle articulated truck. However, the dynamic response of bridges to this type of trucks is quite different to the response to the vehicles more likely to feature in maximum-in-lifetime traffic loading events. This paper focuses on large (>100 tonne) cranes and crane-type vehicles that have been recorded at Weigh-in-Motion sites in Europe. This paper analyses the total bending moment due to these vehicles on short to medium span bridges and compare them to 5- axle articulated trucks. To account for the variability in vehicle characteristics, more than 40,000 vehicle-bridge interaction events are computed using Monte Carlo simulation.197 - PublicationRailway track monitoring using drive-by measurements(2017-10)
; ; This paper presents the possibility of detecting considerable changes in track stiffness using the measurements from a laser vibrometer installed on a passing train. A numerical model of a two-dimensional train-track system is implemented in Matlab using the finite element method. The loss of stiffness in the track is modeled by reducing the stiffness of the sub-ballast layer of the track at specified points. The instantaneous velocity of the rail under the train is measured using four laser vibrometers mounted on the train. The simulations show that a change in the sub ballast stiffness of the track can be detected and located from the drive-by measurements.243 - PublicationMaximum dynamic stress on bridges traversed by moving loads(Institution of Civil Engineers/Thomas Telford Publishing, 2009-06)
; ; Most current research on dynamic effects due to traffic load on simply supported bridges focuses on the mid-span section of the bridge, since this location corresponds to the worst static bending moment. However, the maximum total moment allowing for dynamics, may differ considerably from the maximum moment at mid-span. This paper shows how the maximum can occur in a section relatively far from mid-span with a significant difference in magnitude.2215Scopus© Citations 26 - PublicationThe non-stationarity of apparent bridge natural frequencies during vehicle crossing eventsIn this paper, it is shown numerically how the natural frequencies of a bridge change during the crossing of a vehicle. An Euler-Bernoulli beam is modelled traversed by a single DOF vehicle. The use of such a simple Vehicle-Bridge interaction model is justified by the objective of providing insight into the structural dynamics of a moving load interacting with a bridge. The numerical results indicate that the variations in natural frequencies depend greatly on vehicle-to-structure frequency ratio and mass ratio. In some conditions, significant variations in modal properties are observed. Additionally, it can be analysed from the passing vehicle response. Time-frequency signal analysis of the vehicle's vertical acceleration clearly shows how the frequencies evolve during the event. The frequency localization properties of the Wavelet transform (Modified Littlewood-Paley) are exploited in analysing the signal and highlighting the relevant results.
202 - PublicationComparison of bridge dynamic amplification due to articulated 5-axle trucks and large cranes(Technika. Vilnius Gediminas Technical University, 2011-03)
; ; Extremely heavy vehicles are becoming more common on European highways due to the increasing demand for transport of heavy goods. These vehicles require permits from the road authorities to travel over a specified route. The authorities must ensure the bridge infrastructure remains safe when traversed by these very heavy vehicles and an escort is typically used to reduce loading in long-span bridges. In the case of short- and medium-span bridges, the closely spaced axle’s forces of cranes form a critical traffic load configuration that must be carefully assessed before granting a permit. In this paper, the parameters of a 3D vehicle-bridge interaction model are varied using Monte Carlo simulation to find the dynamic increment in the bridge response due to large cranes. A number of bridge spans, simply supported and fixed, and road conditions (with and without a damaged joint prior to the bridge) are tested and the bridge response is compared to conventional 5-axle trucks.523Scopus© Citations 31 - PublicationDynamic increment for shear force due to heavy vehicles crossing a highway bridgeMost of the current research on dynamic amplification factors caused by traffic flow on a bridge has focused on bending moment effects. Although bending stresses often govern the requirements of the bridge section, sufficient shear capacity must be provided too. Shear stresses near the support are strongly influenced by damaged expansion joints and/or differential settlements between the bridge deck and the approach road. The latter is taken into account in this theoretical investigation to evaluate the dynamics associated with the shear load effect caused by heavy trucks and how it relates to the length of the bridge span.
1963Scopus© Citations 59 - PublicationDynamic Amplification Factor of Continuous versus Simply Supported Bridges Due to the Action of a Moving Load(2014-08-29)
; ; ; This paper extends the research on dynamic amplification factors (DAFs) caused by traffic loading from simply supported to continuous (highway and railway) bridges. DAF is defined here as the ratio of maximum total load effect to maximum static load effect at a given section (mid-span). Another dynamic amplification factor FDAF can be defined as the ratio of the maximum total load effect throughout the entire bridge length to the maximum static load effect at a given section (mid-span). For continuous beam DAF/FDAF can be determined for both sagging and hogging bending moments. Noticeable differences appear among DAF/FDAF of mid-span bending moment in a simply supported beam, DAF/FDAF of the mid-span bending moment in a continuous beam and the DAF/FDAF of the bending moment over the internal support in a continuous beam. Three span lengths are tested in the simply supported beam models as well as three continuous beams made of two equal spans. Each model is subjected to a moving constant point load that travels at different velocities. The location of the maximum total moment varies depending on the speed. FDAF and DAF are plotted versus frequency ratio. The results showed that FDAF is often greater than DAF in simply supported and continuous beams. Also, FDAF of sagging bending moment in continuous beam is about 12 % greater than that the simply supported case. Moreover, the results showed that FDAF of hogging bending moments is about 3 % greater than those of sagging bending moments in continuous beam. Consequently, all values were larger than those of simply supported case.502