### Refine

#### Document Type

- Conference Proceeding (146) (remove)

#### Institute

- In Zusammenarbeit mit der Bauhaus-Universität Weimar (82)
- Graduiertenkolleg 1462 (31)
- Institut für Strukturmechanik (12)
- Professur Angewandte Mathematik (12)
- Institut für Konstruktiven Ingenieurbau (4)
- Professur Informatik im Bauwesen (4)
- Juniorprofessur Stochastik und Optimierung (3)
- Institut für Mathematik-Bauphysik (2)
- Professur Computer Vision in Engineering (2)
- Professur Stahlbau (2)

#### Keywords

- Angewandte Informatik (146) (remove)

Long-span cable supported bridges are prone to aerodynamic instabilities caused by wind and this phenomenon is usually a major design criterion. If the wind speed exceeds the critical flutter speed of the bridge, this constitutes an Ultimate Limit State. The prediction of the flutter boundary therefore requires accurate and robust models. This paper aims at studying various combinations of models to predict the flutter phenomenon.
Since flutter is a coupling of aerodynamic forcing with a structural dynamics problem, different types and classes of models can be combined to study the interaction. Here, both numerical approaches and analytical models are utilised and coupled in different ways to assess the prediction quality of the hybrid model. Models for aerodynamic forces employed are the analytical Theodorsen expressions for the motion-enduced aerodynamic forces of a flat plate and Scanlan derivatives as a Meta model. Further, Computational Fluid Dynamics (CFD) simulations using the Vortex Particle Method (VPM) were used to cover numerical models.
The structural representations were dimensionally reduced to two degree of freedom section models calibrated from global models as well as a fully three-dimensional Finite Element (FE) model. A two degree of freedom system was analysed analytically as well as numerically.
Generally, all models were able to predict the flutter phenomenon and relatively close agreement was found for the particular bridge. In conclusion, the model choice for a given practical analysis scenario will be discussed in the context of the analysis findings.

Fuzzy functions are suitable to deal with uncertainties and fuzziness in a closed form maintaining the informational content. This paper tries to understand, elaborate, and explain the problem of interpolating crisp and fuzzy data using continuous fuzzy valued functions. Two main issues are addressed here. The first covers how the fuzziness, induced by the reduction and deficit of information i.e. the discontinuity of the interpolated points, can be evaluated considering the used interpolation method and the density of the data. The second issue deals with the need to differentiate between impreciseness and hence fuzziness only in the interpolated quantity, impreciseness only in the location of the interpolated points and impreciseness in both the quantity and the location. In this paper, a brief background of the concept of fuzzy numbers and of fuzzy functions is presented. The numerical side of computing with fuzzy numbers is concisely demonstrated. The problem of fuzzy polynomial interpolation, the interpolation on meshes and mesh free fuzzy interpolation is investigated. The integration of the previously noted uncertainty into a coherent fuzzy valued function is discussed. Several sets of artificial and original measured data are used to examine the mentioned fuzzy interpolations.

In this paper, wavelet energy damage indicator is used in response surface methodology to identify the damage in simulated filler beam railway bridge. The approximate model is addressed to include the operational and surrounding condition in the assessment. The procedure is split into two stages, the training and detecting phase. During training phase, a so-called response surface is built from training data using polynomial regression and radial basis function approximation approaches. The response surface is used to detect the damage in structure during detection phase. The results show that the response surface model is able to detect moderate damage in one of bridge supports while the temperatures and train velocities are varied.

We give a sufficient and a necessary condition for an analytic function "f" on the unit disk "D" with Hadamard gap to belong to a class of weighted logarithmic Bloch space as well as to the corresponding little weighted logarithmic Bloch space under some conditions posed on the defined weight function. Also, we study the relations between the class of weighted logarithmic Bloch functions and some other classes of analytic functions by the help of analytic functions in the Hadamard gap class.

The p-Laplace equation is a nonlinear generalization of the Laplace equation. This generalization is often used as a model problem for special types of nonlinearities. The p-Laplace equation can be seen as a bridge between very general nonlinear equations and the linear Laplace equation. The aim of this paper is to solve the p-Laplace equation for 2 < p < 3 and to find strong solutions. The idea is to apply a hypercomplex integral operator and spatial function theoretic methods to transform the p-Laplace equation into the p-Dirac equation. This equation will be solved iteratively by using a fixed point theorem.

In order to minimize the probability of foundation failure resulting from cyclic action on structures, researchers have developed various constitutive models to simulate the foundation response and soil interaction as a result of these complex cyclic loads. The efficiency and effectiveness of these model is majorly influenced by the cyclic constitutive parameters. Although a lot of research is being carried out on these relatively new models, little or no details exist in literature about the model based identification of the cyclic constitutive parameters. This could be attributed to the difficulties and complexities of the inverse modeling of such complex phenomena. A variety of optimization strategies are available for the solution of the sum of least-squares problems as usually done in the field of model calibration. However for the back analysis (calibration) of the soil response to oscillatory load functions, this paper gives insight into the model calibration challenges and also puts forward a method for the inverse modeling of cyclic loaded foundation response such that high quality solutions are obtained with minimum computational effort. Therefore model responses are produced which adequately describes what would otherwise be experienced in the laboratory or field.

Over the last decade, the technology of constructing buildings has been dramatically developed especially with the huge growth of CAD tools that help in modeling buildings, bridges, roads and other construction objects. Often quality control and size accuracy in the factory or on construction site are based on manual measurements of discrete points. These measured points of the realized object or a part of it will be compared with the points of the corresponding CAD model to see whether and where the construction element fits into the respective CAD model. This process is very complicated and difficult even when using modern measuring technology. This is due to the complicated shape of the components, the large amount of manually detected measured data and the high cost of manual processing of measured values. However, by using a modern 3D scanner one gets information of the whole constructed object and one can make a complete comparison against the CAD model. It gives an idea about quality of objects on the whole. In this paper, we present a case study of controlling the quality of measurement during the constructing phase of a steel bridge by using 3D point cloud technology. Preliminary results show that an early detection of mismatching between real element and CAD model could save a lot of time, efforts and obviously expenses.

The paper introduces a systematic construction management approach, supporting expansion of a specified construction process, both automatically and semi-automatically. Throughout the whole design process, many requirements must be taken into account in order to fulfil demands defined by clients. In implementing those demands into a design concept up to the execution plan, constraints such as site conditions, building code, and legal framework are to be considered. However, complete information, which is needed to make a sound decision, is not yet acquired in the early phase. Decisions are traditionally taken based on experience and assumptions. Due to a vast number of appropriate available solutions, particularly in building projects, it is necessary to make those decisions traceable. This is important in order to be able to reconstruct considerations and assumptions taken, should there be any changes in the future project’s objectives. The research will be carried out by means of building information modelling, where rules deriving from standard logics of construction management knowledge will be applied. The knowledge comprises a comprehensive interaction amongst bidding process, cost-estimation, construction site preparation as well as specific project logistics – which are usually still separately considered. By means of these rules, favourable decision taking regarding prefabrication and in-situ implementation can be justified. Modifications depending on the available information within current design stage will consistently be traceable.

We investigate aspects of tram-network section reliability, which operates as a part of the model of whole city tram-network reliability. Here, one of the main points of interest is the character of the chronological development of the disturbances (namely the differences between time of departure provided in schedule and real time of departure) on subsequent sections during tram line operation. These developments were observed in comprehensive measurements done in Krakow, during one of the main transportation nodes (Rondo Mogilskie) rebuilding. All taken building activities cause big disturbances in tram lines operation with effects extended to neighboring sections. In a second part, the stochastic character of section running time will be analyzed more detailed. There will be taken into consideration sections with only one beginning stop and also with two or three beginning stops located at different streets at an intersection. Possibility of adding results from sections with two beginning stops to one set will be checked with suitable statistical tests which are used to compare the means of the two samples. Section running time may depend on the value of gap between two following trams and from the value of deviation from schedule. This dependence will be described by a multi regression formula. The main measurements were done in the city center of Krakow in two stages: before and after big changes in tramway infrastructure.

From passenger’s perspective, punctuality is one of the most important features of tram route operation. We present a stochastic simulation model with special focus on determining important factors of influence. The statistical analysis bases on large samples (sample size is nearly 2000) accumulated from comprehensive measurements on eight tram routes in Cracow. For the simulation, we are not only interested in average values but also in stochastic characteristics like the variance and other properties of the distribution. A realization of trams operations is assumed to be a sequence of running times between successive stops and times spent by tram at the stops divided in passengers alighting and boarding times and times waiting for possibility of departure . The running time depends on the kind of track separation including the priorities in traffic lights, the length of the section and the number of intersections. For every type of section, a linear mixed regression model describes the average running time and its variance as functions of the length of the section and the number of intersections. The regression coefficients are estimated by the iterative re-weighted least square method. Alighting and boarding time mainly depends on type of vehicle, number of passengers alighting and boarding and occupancy of vehicle. For the distribution of the time waiting for possibility of departure suitable distributions like Gamma distribution and Lognormal distribution are fitted.