ANSYS Customization for Bridges and Prestressed

Concrete Structures Analysis and Design

Javier Aparicio
Ingeciber, S.A.
Isabella Maia
Ingeciber, S.A.
Eduardo Salete
Ingeciber, S.A.
Abstract
This paper shows most of the new features for the analysis and design of bridges using ANSYS and
CivilFEM, its customization for civil engineering. A special consideration is done for prestressed concrete
structures analysis requirements.

Advanced features such as the definition of bridges layout (in both plan and elevation views), automatic
generation of a 3D geometric and finite element model, surface loads and moving loads generator, and
utilities for introducing the prestressed cable forces into the model are explained and illustrated in this
paper.

In addition, some advanced prestressing features are also detailed such as the tendon editor that allows
defining and modifying prestressing tendons layout by an interactive graphical way. At the same time, the
tendon prestressing losses and the consequent stress distribution through it are calculated.

The transference of the resultant prestressing forces to the finite element model, either for beams or for
solid elements, checking and design according to the most international codes, taking into account the
prestressing actions, are also discussed here in.

Introduction
Nowadays a civil engineer can choose between two different ways of calculating a bridge. The first one is
to build a model made out of beam elements. This model can be bi-dimensional or three-dimensional
(grid). The second way is to use a three dimensional model, made out of solid elements. It is a common
practice to start using the beam model, to adjust the prestressing tendons geometry, and end up with the
more complex solid model, to obtain more accurate results.

In both methods the engineer will find a series of difficulties through out the process: model creation,
moving loads, load combination selection, prestressing loads, code verification, etc.
The aim of CivilFEM is to give the engineer a series of utilities to handle all these problems, from the
definition of the bridges’ sections to the result post processing.

Procedure
In order to perform the calculation of a bridge, the customization presented in this paper is divided into a
series of steps:
• Layout definition in both plan and elevation views.
• Cross section definition.
• Solid modeling and finite element model automatic generation.
• Loads generation: mobile, surface loads and user defined loads.
• Prestressed loads generation and calculation of prestressing losses.
• Solution of individual load steps (prior to the combinations definition).
 • Solution of load combinations.
• Ultimate limit states check and structure reinforcement design by code.
• Limit state of cracking check by code.

Layout definition
It is defined by means of engineering parameters such as mileage points and curvature radius. The
procedure used for the bridge layout definition is to locate the mileage points that represent the structure
axis (trajectory). To completely describe the structure’s axis in the space, it is necessary to set the bridge
stretches that connect these points in plan and elevation views.

Plan view
In plan view, the mileage points line is a sequence of curves that can be straight segments, circular arcs or
clothoid arcs. Each one is defined by the initial and final mileage points, the initial an final curvature radius
and the angle with respect to the previous curve, in case there is no continuity in tangency (figure 1).

Figure 1. Definition of plan view segments

Elevation view
In elevation view, the curves that will make up the layout can be straight segments or parabolic fillets.
These curves are traced by the initial and final mileage points, the slope at each end and the angle with
respect to the previous segment (figure 2).
 Figure 2. Definition of elevation view segments

Once the mileage points, and therefore the layout, are defined, the trajectory line can be plotted. A keypoint
is automatically created between every 2 lines generated. The maximum size of the lines can also be
defined allowing for a finer discretization of the trajectory.

Lines and keypoints are stored into an assembly, which can be later used to describe the movement and
location of the mobile loads and surface loads.

Cross sections definition

A library with bridge sections has been created. This section catalogue contemplates the multiple geometric
possibilities for the slab concrete cross sections and for the box cross sections.

Figure 3. Library of bridge cross sections (box and slab cross sections)

Any generic box or slab cross section can be easily defined (by only specifying some key dimensions),
either by menus or by the corresponding commands, allowing to perform parametric design of cross
sections or create APDL macros.
As shown in figure 3, the sections can be either symmetric or asymmetric. The slab cross sections can have
any generic geometry, from a rectangular shape to a polygonal asymmetric shape. Furthermore, circular
holes can be introduced at any location inside the section.

The box cross sections can also be made of any complex shape by easily editing any of its dimensions. It is
also possible to define them by applying a symmetry condition to simplify its creation.

The sections and the hole diameters (for box sections) can differ along the bridge but the number of holes
should be the same to allow for an automatic hexahedral meshing of the bridge.

Once a cross section is created, an internal mesh pattern will automatically be defined, from which the
finite element will be extruded (figure 4). The mesh pattern can be easily modified or controlled, by using
graphical menus or commands.

Figure 4. Cross section mesh pattern

Assigning attributes to the cross sections

For the automatic generation of the complete geometrical and finite element model of the bridge, the
previously defined cross sections should be assigned to the bridge layout by defining the following
attributes:
- Cross section number. To specify, from all the cross sections defined, the one that must be used at
this certain point.
- Location in the layout (mileage point). It can be located at any point in the layout, and its real
position will be automatically calculated.
- Offset. The location of the section refers to the section axis, but it is possible to move the cross
section, perpendicular to the layout, by defining an offset.
- Bank
- Skew angle
- Solid or hollow behavior. It allows considering hollow sections as solid sections, by filling the
section holes, at particular points of the structure (at supports, for example).
- Transition law between cross sections. The section’s transition between MP’s can be done by
using straight segments or splines. This feature enables the modelization of a variable depth bridge
in a very easy and intuitive way by just locating some cross sections in some key positions.
 Figure 5. Cross sections attributes

Model Generation
After defining the attributes as described in the previous section, the bridge solid modeling and finite
element generation is carried out automatically. Just by specifying the element type to be used, a solid finite
element model or a beam element model will be generated. Four modeling options are available:

Only the solid model is created

The bridge solid model (lines, areas and volumes) is automatically generated taking into account the layout
and cross section attributes previously defined. The corresponding ANSYS commands should be used to
mesh the model.

Create the solid modeling and mesh only the first section
In this case, apart from the solid model generation, the first section is meshed using MESH200 elements.
The finite element mesh should be completed using ANSYS standard commands.

Create the solid modeling and the finite element model

When this option is chosen, both the solid and finite element models are generated. The cross section mesh
pattern (see figure 4) is used to sweep the mesh along the defined path. The longitudinal mesh density can
be controlled by specifying a maximum element size in this direction. Elements SURF154 are
automatically generated over the bridge deck when this option is chosen, in order to be used to place loads
on the model.

Furthermore, it also generates components with areas, volumes, deck nodes and deck elements and an
assembly containing deck’s nodes and elements. They can be later used to the automatic mobile load and
overload generation.

Additionally, the program creates a local coordinate system at each section that is placed along the bridge
layout. This local coordinate system, and the elements and nodes components that have been created allow
an easy capture of the sections. This capture, called solid section, is a plane representation of a slice of the
solid finite element model, that will obtain the results (stresses and strains) from the model, and can be later
checked and designed by the program according to codes (see reference 1), or postprocessed in a similar
way as a beam’s cross section.
 Figure 6. Capture of a solid section

Create the solid modeling and the finite element model with BEAM44
elements
A beam element model will be created and automatically all the different cross sections will be created, for
its later check and design. Furthermore, it also defines an assembly with the bridge’s nodes and elements.

Figure 7. Beam and Solid finite element model

Moving loads and surface loads

One of the loads that should be considered when analyzing a bridge is the typified vehicle that moves along
the deck. This vehicle varies from one code to another, it may be different depending on the importance of
the road (traffic density), or may have different natures (people walking, trucks, trains, etc.) so it is
important to create a flexible way of defining any kind of vehicle.

To accomplish this, a series of commands have been created with which the engineer will be able to
describe its vehicle and the way it moves. The vehicle may have any number of wheels (or load positions),
with virtually any distribution.
The vehicle behavior is also taken into account by selecting how it will adapt to the movement path. It can
remain tangent to the path in one point, so the vehicle geometry does not change (typical movement of a
truck), or it can be adapted to the path, bending the vehicle in order to locate all the wheels inside the path
(typical movement of a train).

To improve the flexibility of this load generator, the vehicle can follow any kind of path. By creating a
group of connected lines the trajectory will be defined, and will be automatically interpreted by the
program.

Once the vehicle and its movement is defined, it can be applied to the model. It is necessary to define a
component of SURF154 elements, which will provide the connection between the loads and the model.
This component will be automatically generated when the finite element mesh is created, but a different
one can be used if a different part of the bridge needs to be loaded, or if the model was not created using
the automatic generation option.

The loads from the moving vehicle will have a vertical component, and may optionally have an horizontal
component to simulate acceleration or braking actions.

Surface loads, such as non-structural components’ weight or generalized traffic loads, can also be easily
created with the loads generator. A loading grid, independent from the finite element mesh, or from the
SURF154 component, is defined using lines and keypoints. The SURF154 elements will be automatically
loaded following this grid. Vertical and horizontal loads can be created, in the same way as with mobile
loads.

Both types of loads, mobile loads and surface loads, can generate a big number of load states (one load
state for each load position). Each load state can be handled independently, but for an effortless utilization,
the loads will be grouped into families. This way, all the loads generated by a moving vehicle, for example,
will be inserted into a cluster of loads. The loads inside this cluster, or family, will be combined latter on
following the combination rules specified, which can be chosen from a list of typical combination rules, or
can be created using the generic combination rule.

After the loads have been applied and inserted into the proper families, the model can be solved for all the
loads. The different load steps generated can then be combined using the families’ combination rules. The
families can also be combined together, in order to obtain the desired load combination, as it will be
described further on in this paper.

Prestressed Concrete
There are two possible ways of taking into account prestress actions in finite element models. The first one
is to model the prestressing tendons, using beam or link elements with an initial strain, inside the model we
have already created. To do this you must adapt the original finite element mesh, to locate the nodes where
the tendons will be, to be able to connect the beam elements to the solid elements. If the mesh cannot be
changed, then coupling equations can be used to blend the tendons’ movements to those of the solid
elements.

Putting together in the same model elements with such a different nature (solids and beams), with different
degrees of freedom, etc. can easily lead to errors in the results, meshing problems, peaks of stresses on
certain nodes, etc. and therefore results should be checked very carefully.

The second way of considering prestress actions is to create a group of loads equivalent to the action the
prestressing tendon will create on the model. This loads will be put directly in the model’s nodes, without
having to change its geometry or mesh.

This method, which is the one implemented by CivilFEM, has the advantage that it can be used on any kind
of model, or mesh. It can also be applied on a model made up of beam elements.
But before prestressing actions are inserted in the model, they have to be calculated. With the aim of doing
this, a virtual entity is created, called support beam. The support beam represents the geometry of the
original model, but with certain simplifications, so it will consider only those aspects needed to design and
calculate the prestressing tendons. Along the support beam a series of cuts will be inserted, as shown in
figure 8. This cuts will carry the geometrical data of the model, material properties and code properties (in
order to design prestressing tendons). The support beam can be described as the backbone of the model,
and the cuts as its ribs.

CUT

SEGMENT SUPPORT BEAM

Figure 8. Support beam schema

The support beam will automatically be calculated from the model, by selecting the desired cuts. In a model
made out of beams, these cuts will directly be the nodes between elements. In a model made out of solid
elements, the cuts will be plane sections which will be created using the solid section import utility, as
explained before.

Once the support beam is defined, the tendons can be placed in its desired location by using the tendon
editor (figure 9).

Each tendon has two independent geometries for plan and elevation views, which will automatically be put
together to define its three-dimensional geometry. These geometries are created using second-order Bezier
curves, which allow to easily adapt the arcs to all the common tendons layout.

The tendons will follow the control points located at the cuts, where the position and slope are defined.
 Figure 9. Tendon editor

The tendons have a series of properties or options that can be modified, as for example the casing diameter
(in order to discount the concrete area for the section mechanical properties), the prestressing order (to
establish the sequence of prestress) or the way it is prestressed.

After creating the tendons, and assigning the prestressing force, the prestress losses are calculated. The
following types of losses will be considered:
• Immediate losses:
o Losses due to friction through the prestressing duct.
o Losses due to the slippage of strands in the anchorages.
o Losses due to elastic shortening of concrete member.
• Long term losses:
o Losses due to concrete shrinkage.
o Losses due to concrete creep.
o Losses due to steel relaxation.

Long term losses are not independent one from the others. They take place together and interact between
them. It is possible to choose two kinds of calculations for long term losses, the first one will consider them
independent, and the second one will create a simplified coupling between them, based on codes
formulations (References 2 and 3) and the Dischinger-Birkenmaier solution (Reference 4).

As a secondary tool, the tendons defined in the tendon editor can be plotted inside the finite element model
as a series of lines and keypoints, in order to see how the three-dimensional tendon will be placed (figure
11).

Checking and postprocessing

The solved model can be postprocessed using any ANSYS or CivilFEM tool (figure 10).
The skilled combination module has a great utility when analyzing a bridge. It will allow to obtain the load
combination needed for a certain target, or the loads envelope. The load families previously created (see
moving loads and surface loads) will be handled here, and can be combined in groups in order to obtain the
desired global combinations (Reference 1).

Checking by code will be performed by CivilFEM in order to know if the structure is code compliant or
should be modified:
• For Ultimate Limit States prestressing tendons will be taken into account as an active part inside
the cross section. To do so, the isostatic part of the results, due to prestressing actions, will be
substracted from the complete results (Reference 1). Bending, shear and torsion reinforcement
defined in the section will be analized.
• Limit States of Cracking in concrete sections are also calculated, and compared to the code’s
limits.

Figure 10. Section results

Conclusion
An important improvement in bridge design has been achieved with this development. From the beginning
of the model creation, to the results postprocessing, the engineer will have an important package of utilities
that will lead him to spend less time creating the model and loads, and to better understand the obtained
results.

An achievement of this customization is the availability to create any kind of model, not only a bridge, and
use the mobile loads and surface loads generator, the skilled combinations utility or the checking and
design tools. Even more, the prestressing tendons can be defined in any finite element model, and can be
used to apply these loads into it (figure 11).
Even though this paper was focused on linear static analysis, the moving loads (vehicles) can be used, with
a small knowledge of ANSYS, to perform a dynamic analysis of the model. All non-linear features in
ANSYS (contacts, material non linearities, large strains, etc.) are also compatible with the model created,
and with the generated loads.

Tendon

'Prestressed tank'

Y
Z
X

Figure 11. Tendon plot on a prestressed water tank

References
1) CivilFEM Theory Manual, version 8.0
2) Eurocode 2. Design of concrete structures. CEN 1991.
3) Instrucción de Hormigón Estructural. EHE . Comisión Permanente del hormigón.Ministerio de
Fomento. 1999, Madrid.
4) Dischinger, F.: Entwicklungen und Fortschritte im Eisenbeton. In: Neues Bauen im Eisenbeton.
Deutscher Beton-Verein E.V. 1937.