Professional Documents
Culture Documents
Amit H. Varma
May 2, 2003
Michigan Department of Transportation
Conference Room
INTRODUCTION
Some examples of fatigue prone details
Component / Detail
Initial Defect or
Fatigue Category
Condition
Cover-plated beams
Weld toe
Flange gussets
Weld toe
E or E
Eyebars
Initial crack
laps
Longitudinal stiffener
Transverse weld
Large-initial crack
Coped Members
Flame-cut notch
Initial defect
Pin Plates
Frozen pins
Out-of-plane
Transverse stiffeners
Out-of-plane
Diaphragm connection
Web gaps
Out-of-plane
Lateral bracing
Out-of-plane
plates
Gusset plates
ENDURANCE LIMIT S
notches / discontinuities
Alternating cyclic plastic strains cause fatigue crack initiation.
Fundamental constant amplitude strain range () versus number of
reversals (Nf) to crack initiation for a metal experimentally
Not of much use for bridge structural components and details, which
have inherent flaws or defect serving as initial cracks.
N behavior of metal.
When plastic strains dominate, the slope of the Nf curve
changes becomes more steep indicating reduced fatigue life
Usually occurs for 1 < Nf < 1000 called low cycle fatigue
Consider the stress state in the vicinity of the crack tip in a structure
subjected to tensile stresses normal to the plane of the crack
accounts for the effects of stress, crack size and geometry, and structure
Ic
experimentally
da
m
A K I
dN
Martensitic steels
0.66 x10-8
3.25
Ferrite-Perlite steels
3.6 x 10-10
3.0
Austenitic steels
3.0 x 10-10
3.25
The total fatigue life of a component is equal to the sum of the crack initiation
life and the crack propagation to fracture life
N=N +N
i
For bridge components and details, initial crack or defects are present in the
form of flaws or defects
If the initial flaw size is a i and the final flaw size at fracture is af
da
dN
Therefore
A C a
And
af
da
ai
A ( C a )m
Let A1 =
af
Therefore
ai
da
A( C a )
A1 N
m
A1
1
m
Nf
dN
Ni
FATIGUE LIFE
A1
1
m
FATIGUE LOADING
Fatigue loading for design consists of two parts, namely, the applied
cyclic stress range (f) and the frequency of occurrence or the number of
fatigue cycles.
The live-load stress range is used as the relevant force effect for
designing bridge details for fatigue.
Research has shown that the total stress is not relevant for welded details
Residual stresses are not considered explicitly for fatigue design
Using the stress range as the design parameter implicitly includes the effects
of residual stresses on welded details
Fatigue design load = vehicular live load (LL) due to fatigue design truck
and thecorresponding
impact factor (IM) and centrifugal force (CE)
i i Qi
Q=
The load factor of 0.75 reflects a load level representative of the truck
population with large number of repetitive cycles and fatigue effects.
Steel bridges are designed for the live-load (LL) stress range caused by the
fatigue design truck, which has a set distance of 30 ft. between the 32 kip loads,
and is slightly different than the design truck
30-0
The live load stress due to the passage of the fatigue load is approx. one-half of
the heaviest truck expected to cross the bridge in 75 years.
Only one fatigue truck is considered for design irrespective of the number of
design lanes.
Dynamic load allowance (IM). The live load stress caused by the fatigue design
truck is to be increased by the dynamic load allowance factor of 15%
FATIGUE LOADING
SL
can be estimated as
(ADTT)SL = p x ADTT
ADTT = number of trucks per day in one direction averaged over the
design life
Number of Lanes
available to Trucks
1.00
0.85
3 or more
0.80
value ofofaverage
ADTT can be estimated
Highway as the limitingFraction
trucks daily traffic
multiplied by the fraction of trucks in the traffic
Rural Interstate
0.20
0.15
Other urban
0.10
FATIGUE LOADING
SL
1.0
2.0
1.5
2.0
1.0
2.0
Trusses
1.0
1.0
Transverse members
(F)
1
2(F)
TH
TH
TH
FATIGUE RESISTANCE
Detail Category
A
B
B
C
C
D
E
E
M164 (A 325) bolts in
axial tension
M253 (A 490) bolts in
axial tension
Constant A x
108
250.0
120.0
61.0
44.0
44.0
22.0
11.0
3.9
17.1
(F)TH
(ksi)
24.0
16.0
12.0
10.0
12.0
7.0
4.5
2.6
31.0
31.5
38.0
FATIGUE RESISTANCE
to account for the possibility of the heaviest truck in 75 years being double
the weight of the fatigue truck used in calculating stress range
Logically, this effect should be present on the load side (f) instead of the
resistance side (F)n
or
(F)TH 2 (f)
BUILT-UP MEMBERS
PLAIN MEMBERS
A
Rolled surface
Painted weath.
Eyebars
E
Splice connection
Cover plates
Fastened connections
Unequal sections
Same sections
Cont. welded
Width transition
2 ft. radius
Transitions in width
or thick 1:2.5
B
B
Bolted
Riveted
E
E
B
C
D
E
End welds
ground smooth
D
E
E
D
Larger radius better
Longer is worse
End welds
ground smooth
Transition radius
Detail length
Longer is worse
Transition radius
Detail length
Fillet welded
D
E
C
D
E
C
D
E
Larger rad.better
D
E
C at base metal
E in the weld
FATIGUE CRACKING
This will reduce out-of-plane distortions of the web-gap between the lateral
connection plate and the flange-web interface to a tolerable value
It will also move the connection plate closer to the neutral axis, thus
reducing the impact of weld termination on fatigue strength
irrespective of whether the plate and stiffener are the same side of web
If the lateral connection plate and the stiffeners are on the same side
FATIGUE DETAILS
Michigan is zone 2
Minimum service
temperature
Temperature
zone
18 C and above
19 C to 34 C
34 C to 51 C
FCM values for absorbed energy are approximately 50% greater than for nonFCM values at the same temperature
The number of shear connectors should satisfy the strength and the
fatigue limit states
The c-to-c pitch of shear connectors shall not exceed 24.0 in. and
shall not be less than six stud diameters
= d2 > 2.75 d2
where = 34.5 2.28 Log N
d = diameter of stud and N = number of cycles
The clear distance between the edge of the top flange and the edge of
the nearest shear connector shall not be less than 1.0 in.
The clear depth of concrete cover over the tops of the shear
connectors should not be less than 2.0 in.
Shear connectors should penetrate at least 2.0 in. into the deck
FATIGUE DESIGN
30-0
We have already designed a composite steel bridge. The span length of the bridge
is 34 ft. The roadway width is 44 ft.
The selected beam is W24 x 68 with a in. thick cover plate narrower than the
flange
Clearly the bending moment is smaller at the ends and we can curtail the coverplate to save some money. Lets see?
The cover plate can be curtailed to the point where the moment is small enough
for the steel beam alone to carry it
But, the fatigue stress range at the end of the cover plate must be OK!
FATIGUE DESIGN
Step I Estimate number of fatigue cycles
(ADTT)SL = p x ADTT
N = 186.15 x 10
xn
Therefore, N = 372.3 x 10
cycles
FATIGUE DESIGN
Step II. Estimate the fatigue strength (F)n
(F)
= A
1
3
1 (F)TH
2
TH
1/3
The cover-plate can be curtailed to the point where the stress range in the
steel beam alone is less than 2.25 ksi !!!!!!