Improved Finite Element Model Updating of a Highway Viaduct Using Acceleration and Strain Data

Most finite element model updating (FEMU) studies on bridges are acceleration-based due to their lower cost and ease of use compared to strain- or displacement-based methods, which entail costly experiments and traffic disruptions. This leads to a scarcity of comprehensive studies incorporating strain measurements. This study employed the strain- and acceleration-based FEMU analyses performed on a more than 50-year-old multi-span concrete highway viaduct. Mid-span strains under heavy vehicles were considered for the strain-based FEMU, and frequencies and mode shapes for the acceleration-based FEMU. The analyses were performed separately for up to three variables, representing Young's modulus adjustment factors for different groups of structural elements. FEMU studies considered residual minimisation and the error-domain model falsification (EDMF) methodology. The residual minimisation utilised four different single-objective optimisations focusing on strains, frequencies, and mode shapes. Strain- and frequency-based FEMU analyses resulted in an approximately 20% increase in the overall superstructure's design stiffness. This study shows the benefits of the intuitive EDMF over residual minimisation for FEMU, where information gained from the strain data, in addition to the acceleration data, manifests more sensible updated variables. EDMF finally resulted in a 25-50% overestimated design stiffness of internal main girders.

Vehicle-Bridge Interaction Modelling Using Precise 3D Road Surface Analysis

Uneven road surfaces are the primary source of excitation in the dynamic interaction between a bridge and a vehicle and can lead to errors in bridge weigh-in-motion (B-WIM) systems. In order to correctly reproduce this interaction in a numerical model of a bridge, it is essential to know the magnitude and location of the various roadway irregularities. This paper presents a methodology for measuring the 3D road surface using static terrestrial laser scanning and a numerical model for simulating vehicle passage over a bridge with a measured road surface. This model allows the evaluation of strain responses in the time domain at any bridge location considering different parameters such as vehicle type, lateral position and speed, road surface unevenness, bridge type, etc. Since the time domain strains are crucial for B-WIM algorithms, the proposed approach facilitates the analysis of the different factors affecting the B-WIM results. The first validation of the proposed methodology was carried out on a real bridge, where extensive measurements were performed using different sensors, including measurements of the road surface, the response of the bridge when crossed by a test vehicle and the dynamic properties of the bridge and vehicle. The comparison between the simulated and measured bridge response marks a promising step towards investigating the influence of unevenness on the results of B-WIM.

Model Updating Concept Using Bridge Weigh-in-Motion Data

Finite element (FE) model updating of bridges is based on the measured modal parameters and less frequently on the measured structural response under a known load. Until recently, the FE model updating did not consider strain measurements from sensors installed for weighing vehicles with bridge weigh-in-motion (B-WIM) systems. A 50-year-old multi-span concrete highway viaduct, renovated between 2017 and 2019, was equipped with continuous monitoring system with over 200 sensors, and a B-WIM system. In the most heavily instrumented span, the maximum measured longitudinal strains induced by the full-speed calibration vehicle passages were compared with the modelled strains. Based on the sensitivity study results, three variables that affected its overall stiffness were updated: Young's modulus adjustment factor of all structural elements, and two anchorage reduction factors that considered the interaction between the superstructure and non-structural elements. The analysis confirmed the importance of the initial manual FE model updating to correctly reflect the non-structural elements during the automatic nonlinear optimisation. It also demonstrated a successful use of pseudo-static B-WIM loading data during the model updating process and the potential to extend the proposed approach to using random B-WIM-weighed vehicles for FE model updating and long-term monitoring of structural parameters and load-dependent phenomena.