Quantification de l'amortissement visqueux élastique des piles en béton armé des ponts routiers québécois

Le dimensionnement des ponts et viaducs au Canada se base sur la norme CAN/CSA S6-14. Pour le calcul de ces structures sous des charges extrêmes, des cartes d'aléa sismique sont produites par la Commission géologique du Canada selon un taux d'amortissement de 5 %. La norme propose des taux d'amortissement visqueux élastique de 2 % pour le béton et de 1 % pour l'acier. Un nouveau facteur de correction selon l'amortissement est mentionné dans cette norme pour modifier les spectres de réponse provenant des cartes sismiques. Plusieurs études sur des ouvrages d'art quantifient les taux d'amortissement visqueux élastique entre 1 % et 2 %, confirmant ainsi qu'il est nécessaire d'utiliser un facteur de correction des spectres pour éviter une sous-évaluation des déplacements au niveau du tablier. Le projet de recherche consiste à quantifier le taux d'amortissement visqueux élastique des ponts routiers grâce à des essais in situ sur des ouvrages du Québec. Les essais débutent avec l'acquisition de données à l'aide d'accéléromètres alors que le pont est sous vibrations ambiantes. Une fois les propriétés modales extraites, un essai sous vibrations forcées par balayage des fréquences est effectué, en ciblant les fréquences propres. L'interprétation de la réponse de la structure à ce dernier essai permet de trouver précisément l'amortissement. Une étude paramétrique sur le logiciel OpenSees est aussi effectuée pour évaluer l'impact de la variation du taux d'amortissement utilisé sur les déplacements du tablier lors d'un séisme. Les résultats démontrent que le taux d'amortissement visqueux élastique peut être aussi bas que 1 %, ce qui peut doubler la réponse en déplacements aux joints d'un pont par rapport à une analyse avec 5 % d'amortissement. Le mémoire cherche à clarifier l'utilisation de la norme S6-14, à démontrer l'importance d'utiliser un bon taux d'amortissement et à encourager l'utilisation d'un facteur de correction des spectres adéquat pour calculer la réponse sismique des ponts routiers québécois et canadiens. Des recommandations sont proposées dans ce sens.

Experimental verification of the modified spring-mass theory of fiber Bragg grating accelerometers using transverse forces

A fiber Bragg grating (FBG) accelerometer using transverse forces is more sensitive than one using axial forces with the same mass of the inertial object, because a barely stretched FBG fixed at its two ends is much more sensitive to transverse forces than axial ones. The spring-mass theory, with the assumption that the axial force changes little during the vibration, cannot accurately predict its sensitivity and resonant frequency in the gravitational direction because the assumption does not hold due to the fact that the FBG is barely prestretched. It was modified but still required experimental verification due to the limitations in the original experiments, such as the (1) friction between the inertial object and shell; (2) errors involved in estimating the time-domain records; (3) limited data; and (4) large interval ∼5 Hz between the tested frequencies in the frequency-response experiments. The experiments presented here have verified the modified theory by overcoming those limitations. On the frequency responses, it is observed that the optimal condition for simultaneously achieving high sensitivity and resonant frequency is at the infinitesimal prestretch. On the sensitivity at the same frequency, the experimental sensitivities of the FBG accelerometer with a 5.71 gram inertial object at 6 Hz (1.29, 1.19, 0.88, 0.64, and 0.31 nm/g at the 0.03, 0.69, 1.41, 1.93, and 3.16 nm prestretches, respectively) agree with the static sensitivities predicted (1.25, 1.14, 0.83, 0.61, and 0.29 nm/g, correspondingly). On the resonant frequency, (1) its assumption that the resonant frequencies in the forced and free vibrations are similar is experimentally verified; (2) its dependence on the distance between the FBG’s fixed ends is examined, showing it to be independent; (3) the predictions of the spring-mass theory and modified theory are compared with the experimental results, showing that the modified theory predicts more accurately. The modified theory can be used more confidently in guiding its design by predicting its static sensitivity and resonant frequency, and may have applications in other fields for the scenario where the spring-mass theory fails.

Vibrations of a periodic rail-sleeper system excited by an oscillating stationary transverse force

The rail-sleeper system is idealized as an infinite, periodic beam-mass system. Use is made of the periodicity principle for the semi-infinite halves on either side of the forcing point for evaluation of the wave propagation constants and the corresponding modal vectors. It is shown that the spread of acceleration away from the forcing point depends primarily upon one of the wave propagation constants. However, all the four modal vectors (two for the left-hand side and two for the right-hand side) determine the driving point impedance of the rail-sleeper system, which in combination with the driving point impedance of the wheel (which is adopted from the preceding companion paper) determines the forces generated by combined surface roughness and the resultant accelerations. The compound one-third octave acceleration levels generated by typical roughness spectra are generally of the same order as the observed levels.

Nonlinear Fluid Damping In Structure-Wake Oscillators In Modeling Vortex-Induced Vibrations

A Nonlinear Fluid Damping (NFD) in the form of the square-velocity is applied in the response analysis of Vortex-induced Vibrations (VIV). Its nonlinear hydrodynamic effects oil the coupled wake and structure oscillators are investigated. A comparison between the coupled systems with the linear and nonlinear fluid dampings and experiments shows that the NFD model can well describe response characteristics, such as the amplification of body displacement at lock-in and frequency lock-ill, both at high and low mass ratios. Particularly, the predicted peak amplitude of the body in the Griffin plot is ill good agreement with experimental data and empirical equation, indicating the significant effect of the NFD on the structure motion.

Two-dimensional Vortex-induced Vibrations of Submerged Floating Tunnel Tethers

A vortex-induced vibration (VIV) model is presented for predicting the nonlinear dynamic response of submerged floating tunnel (SFT) tethers which are subjected to wave, current and tunnel oscillatory displacements at their upper end in horizontal and vertical directions. A nonlinear fluid force formula is introduced in this model, and the effect of the nonlinearity of tether is investigated. First, the tunnel is stationary and the tether vibrates due to the vortices shedding. The calculated results show that the cross-flow amplitude of VIV decreases compared with the linear model. However the in-line amplitude of VIV increases. Next, the periodical oscillation of tunnel is considered. The oscillation caused by wave forces plays the roles of parametric exciter and forcing exciter to the VIV of tether. The time history of displacement of the tether mid-span is obtained by the proposed model. It is shown that the in-line amplitude increases obviously and the corresponding frequency is changed. The cross-flow amplitude exhibits a periodic behavior.

Experimental Study Of Vortex-Induced Vibrations Of A Cylinder Near A Rigid Plane Boundary In Steady Flow

In this study, the vortex-induced vibrations of a cylinder near a rigid plane boundary in a steady flow are studied experimentally. The phenomenon of vortex-induced vibrations of the cylinder near the rigid plane boundary is reproduced in the flume. The vortex shedding frequency and mode are also measured by the methods of hot film velocimeter and hydrogen bubbles. A parametric study is carried out to investigate the influences of reduced velocity, gap-to-diameter ratio, stability parameter and mass ratio on the amplitude and frequency responses of the cylinder. Experimental results indicate: (1) the Strouhal number (St) is around 0.2 for the stationary cylinder near a plane boundary in the sub-critical flow regime; (2) with increasing gap-to-diameter ratio (e (0)/D), the amplitude ratio (A/D) gets larger but frequency ratio (f/f (n) ) has a slight variation for the case of larger values of e (0)/D (e (0)/D > 0.66 in this study); (3) there is a clear difference of amplitude and frequency responses of the cylinder between the larger gap-to-diameter ratios (e (0)/D > 0.66) and the smaller ones (e (0)/D < 0.3); (4) the vibration of the cylinder is easier to occur and the range of vibration in terms of V (r) number becomes more extensive with decrease of the stability parameter, but the frequency response is affected slightly by the stability parameter; (5) with decreasing mass ratio, the width of the lock-in ranges in terms of V (r) and the frequency ratio (f/f (n) ) become larger.

Numerical Simulation of Tanpura String Vibrations

A numerical model of a tanpura string is presented, based on a recently developed, stability-preserving way of incorporating the non-smooth forces involved in the impactive distributed contact between the string and the bridge. By defining and modelling the string-bridge contact over the full length of the bridge, the simulated vibrations can be monitored through the force signals at both the bridge and the nut. As such it offers a reference model for both measurements and sound synthesis. Simulations starting from different types of initial conditions demonstrate that the model reproduces the main characteristic feature of the tanpura, namely the sustained appearance of a precursor in the force waveforms, carrying a band of overtones which decrease in frequency as the string vibrations decay. Results obtained with the numerical model are used to examine, through comparison, the effect of the bridge and of the thread on the vibrations.

Discrete fractional order system vibrations

A theory of free vibrations of discrete fractional order (FO) systems with a finite number of degrees of freedom (dof) is developed. A FO system with a finite number of dof is defined by means of three matrices: mass inertia, system rigidity and FO elements. By adopting a matrix formulation, a mathematical description of FO discrete system free vibrations is determined in the form of coupled fractional order differential equations (FODE). The corresponding solutions in analytical form, for the special case of the matrix of FO properties elements, are determined and expressed as a polynomial series along time. For the eigen characteristic numbers, the system eigen main coordinates and the independent eigen FO modes are determined. A generalized function of visoelastic creep FO dissipation of energy and generalized forces of system with no ideal visoelastic creep FO dissipation of energy for generalized coordinates are formulated. Extended Lagrange FODE of second kind, for FO system dynamics, are also introduced. Two examples of FO chain systems are analyzed and the corresponding eigen characteristic numbers determined. It is shown that the oscillatory phenomena of a FO mechanical chain have analogies to electrical FO circuits. A FO electrical resistor is introduced and its constitutive voltage–current is formulated. Also a function of thermal energy FO dissipation of a FO electrical relation is discussed.

Stochastic field processes in the mathematical modelling of damped transmission line vibrations

Wind-excited vibrations in the frequency range of 10 to 50 Hz due to vortex shedding often cause fatigue failures in the cables of overhead transmission lines. Damping devices, such as the Stockbridge dampers, have been in use for a long time for supressing these vibrations. The dampers are conveniently modelled by means of their driving point impedance, measured in the lab over the frequency range under consideration. The cables can be modelled as strings with additional small bending stiffness. The main problem in modelling the vibrations does however lay in the aerodynamic forces, which usually are approximated by the forces acting on a rigid cylinder in planar flow. In the present paper, the wind forces are represented by stochastic processes with arbitrary crosscorrelation in space; the case of a Kármán vortex street on a rigid cylinder in planar flow is contained as a limit case in this approach. The authors believe that this new view of the problem may yield useful results, particularly also concerning the reliability of the lines and the probability of fatigue damages. © 1987.

Vocal folds vibrations with a three-dimensional deformable model

In this work a computational method is presented to simulate the movements of vocal folds in three dimensions. The proposed model consists of a mesh free structure where each vertex is connected its neighbor through a group spring-damper. Forced oscillations were studied by time varying surface forces. The preliminary results using this model are similar with the literature and with the experimental stroboscopic observations of larynx. © 2006 IEEE.

On the control of vibrations using synchrophasing

This paper describes the application of a technique, known as synchrophasing, to the control of machinery vibration. It is applicable to machinery installations, in which several synchronous machines, such as those driven by electrical motors, are fitted to an isolated common structure known as a machinery raft. To reduce the vibration transmitted to the host structure to which the machinery raft is attached, the phase of the electrical supply to the motors is adjusted so that the net transmitted force to the host structure is minimised. It is shown that while this is relatively simple for an installation consisting of two machines, it is more complicated for installations in which there are more than two machines, because of the interaction between the forces generated by each machine. The development of a synchrophasing scheme, which has been applied to propeller aircraft, and is known as Propeller Signature Theory (PST) is discussed. It is shown both theoretically and experimentally, that this is an efficient way of controlling the phase of multiple machines. It is also shown that synchrophasing is a worthwhile vibration control technique, which has the potential to suppress vibration transmitted to the host structure by up to 20 dB at certain frequencies. Although the principle of synchronisation has been demonstrated on a one-dimensional structure, it is believed that this captures the key features of the approach. However, it should be realised that the mode-shapes of a machinery raft may be more complex than that of a one-dimensional structure and this may need to be taken into account in a real application. © 2013 Elsevier Ltd.

Wheel-Rail Contact Forces in High-Speed Simply Supported Bridges at Resonance

The response of high-speed bridges at resonance, particularly under flexural vibrations, constitutes a subject of research for many scientists and engineers at the moment. The topic is of great interest because, as a matter of fact, such kind of behaviour is not unlikely to happen due to the elevated operating speeds of modern rains, which in many cases are equal to or even exceed 300 km/h ( [1,2]). The present paper addresses the subject of the evolution of the wheel-rail contact forces during resonance situations in simply supported bridges. Based on a dimensionless formulation of the equations of motion presented in [4], very similar to the one introduced by Klasztorny and Langer in [3], a parametric study is conducted and the contact forces in realistic situations analysed in detail. The effects of rail and wheel irregularities are not included in the model. The bridge is idealised as an Euler-Bernoulli beam, while the train is simulated by a system consisting of rigid bodies, springs and dampers. The situations such that a severe reduction of the contact force could take place are identified and compared with typical situations in actual bridges. To this end, the simply supported bridge is excited at resonace by means of a theoretical train consisting of 15 equidistant axles. The mechanical characteristics of all axles (unsprung mass, semi-sprung mass, and primary suspension system) are identical. This theoretical train permits the identification of the key parameters having an influence on the wheel-rail contact forces. In addition, a real case of a 17.5 m bridges traversed by the Eurostar train is analysed and checked against the theoretical results. The influence of three fundamental parameters is investigated in great detail: a) the ratio of the fundamental frequency of the bridge and natural frequency of the primary suspension of the vehicle; b) the ratio of the total mass of the bridge and the semi-sprung mass of the vehicle and c) the ratio between the length of the bridge and the characteristic distance between consecutive axles. The main conclusions derived from the investigation are: The wheel-rail contact forces undergo oscillations during the passage of the axles over the bridge. During resonance, these oscillations are more severe for the rear wheels than for the front ones. If denotes the span of a simply supported bridge, and the characteristic distance between consecutive groups of loads, the lower the value of , the greater the oscillations of the contact forces at resonance. For or greater, no likelihood of loss of wheel-rail contact has been detected. The ratio between the frequency of the primary suspension of the vehicle and the fundamental frequency of the bridge is denoted by (frequency ratio), and the ratio of the semi-sprung mass of the vehicle (mass of the bogie) and the total mass of the bridge is denoted by (mass ratio). For any given frequency ratio, the greater the mass ratio, the greater the oscillations of the contact forces at resonance. The oscillations of the contact forces at resonance, and therefore the likelihood of loss of wheel-rail contact, present a minimum for approximately between 0.5 and 1. For lower or higher values of the frequency ratio the oscillations of the contact forces increase. Neglecting the possible effects of torsional vibrations, the metal or composite bridges with a low linear mass have been found to be the ones where the contact forces may suffer the most severe oscillations. If single-track, simply supported, composite or metal bridges were used in high-speed lines, and damping ratios below 1% were expected, the minimum contact forces at resonance could drop to dangerous values. Nevertheless, this kind of structures is very unusual in modern high-speed railway lines.

Extracting energy from Vortex-Induced Vibrations: A parametric study

Here, Vortex-Induced Vibrations (VIVs) of a circular cylinder are analyzed as a potential source for energy harvesting. To this end, VIV is described by a one-degree-of-freedom model where fluid forces are introduced from experimental data from forced vibration tests. The influence of some influencing parameters, like the mass ratio m∗ or the mechanical damping ζ in the energy conversion factor is investigated. The analysis reveals that: (i) the maximum efficiency ηM is principally influenced by the mass-damping parameter m∗ζ and there is an optimum value of m∗ζ where ηM presents a maximum; (ii) the range of reduced velocities with significant efficiency is mainly governed by m∗, and (iii) it seems that encouraging high efficiency values can be achieved for high Reynolds numbers.