Accepted Manuscript

Influence of fillet end geometry on fatigue behaviour of welded joints

António L.L. da Silva, José A.F.O. Correia, Abílio M.P. de Jesus, Grzegorz
Lesiuk, António A. Fernandes, Rui Calçada, Filippo Berto

PII: S0142-1123(19)30049-0
DOI: https://doi.org/10.1016/j.ijfatigue.2019.02.025
Reference: JIJF 4990

To appear in: International Journal of Fatigue

Received Date: 1 June 2018

Revised Date: 29 January 2019
Accepted Date: 18 February 2019

Please cite this article as: da Silva, A.L.L., Correia, J.A.F., de Jesus, A.M.P., Lesiuk, G., Fernandes, A.A., Calçada,
R., Berto, F., Influence of fillet end geometry on fatigue behaviour of welded joints, International Journal of
Fatigue (2019), doi: https://doi.org/10.1016/j.ijfatigue.2019.02.025

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 Influence of fillet end geometry on fatigue behaviour of
welded joints

António L.L. da Silvaa,b, José A.F.O. Correia a,b,*, Abílio M.P. de Jesusa,b,, Grzegorz Lesiukc,
António A. Fernandesa,b, Rui Calçadab, Filippo Berto d
a
INEGI, University of Porto, Rua Dr. Roberto Frias, 4200-465 Porto, Portugal
b
Faculty of Engineering, University of Porto, Rua Dr. Roberto Frias, 4200-465 Porto, Portugal
c
Faculty of Mechanical Engineering, Department of Mechanics, Material Science and Engineering, Wrocław University of
Science and Technology, Smoluchowskiego 25, 50-370 Wrocław, Poland
d
NTNU, Department of Engineering Design and Materials, Richard Birkelands vei 2b, 7491 Trondheim, Norway

* Corresponding author: jacorreia@inegi.up.pt

ABSTRACT

This paper presents a fatigue analysis of a type of fillet welded joint representative of one

main joint of the steel box girder of the Alcácer do Sal railway bridge. From previous studies,

it was found that the welded joint between the box girder diagonal and the central hanger

gusset is one of the most stressed details of the bridge. This welded joint was not fully

manufactured according to current construction procedures, as regards the fillet weld end

configuration. In order to assess the fatigue behaviour of such welded joint, the present study

combines an experimental campaign and numerical analysis. A total of four welded joint

series were produced in order to allow the comparison of the fatigue performance of similar

type of welded joint of the Alcácer do Sal bridge with welded joints produced according to

existing recommendations, such as EC3. Since scale-down specimens were considered, two

different thicknesses were included in this study for each joint configuration, to allow the

verification of any thickness effect. Concerning the numerical analyses, two main numerical

tools were used: the standard Finite Element Method (FEM) with ANSYS and the eXtended

Finite Element Method (XFEM) with ABAQUS. Fatigue life predictions were performed

including both fatigue crack initiation and fatigue crack propagation phases. The number of

cycles to initiate a fatigue crack was computed using local notch strain-life approaches, and

the number of cycles for fatigue crack propagation was computed by integrating the Paris
fatigue crack growth law with stress intensity factors computed with ANSYS (virtual crack

closure technique) and ABAQUS (contour integral method, 3D XFEM model). Experimental

tests demonstrated little influence of fillet weld end geometry on fatigue behaviour of welded

joints and plate thickness effects were also reduced as also confirmed by the similar fatigue

crack propagation rates. Both numerical simulations provided very accurate predictions of the

experimental S-N curves, however the XFEM modelling opens new possibilities for mix-

mode fatigue crack propagation simulations.

KEYWORDS: Fillet welded joints; Fatigue Assessment; Local Strain-Life Approach; Crack

Propagation; Finite Element Method; Extended Finite Element Method.

1. INTRODUCTION

Several investigations exist aiming at evaluating the fatigue damage and life prediction of

bridge structures using the traditional - methods [1] or the Fracture Mechanics approach

[2,3]. Some standard specifications [1,4-5] adopt traditional nominal S-N approaches for the

fatigue design of bridge welded joints. However, the use of nominal stresses generally

requires a significant number of S-N curves and can be inappropriate when complex details

are investigated. Local methods, as proposed by Radaj [6], considering the weld geometric

features on the local variations of the stress ranges, tend to the use of a unique S-N curve of

the base material. The inclusion of local methods in design codes (e.g. EC3) is usually

inexistent. A recent trend consists on using structural stresses or strains also known as

geometric or hot spot stresses or strains, [7-8] allowing reducing the number of detail classes

and also allows to overcome the difficulties related to the variability of the local geometry of

welds. The structural stress is determined based on the extrapolation of the surface stresses or

linearization of the stresses along the thickness.

Currently, several fatigue studies are being undertaken to characterize structural components

of steel bridges [9]. Although numerous studies are being published in the literature assuming

fatigue cracks in welded joints [9-11], studies are not as abundant as regards bridges welded

connections.

The stresses computation considering both local and structural approaches can be performed

using the finite element method [12-15]. However, solving three-dimensional fracture/fatigue

engineering problems by standard finite element methods can be quite a challenge, since the

need to generate a suitable mesh which conforms to both the propagating crack surfaces and

the surfaces of the component constitutes a cumbersome task. If the crack surface is not

aligned with the element boundaries, the displacement discontinuity and the traction

conditions on the crack surface cannot be assessed as usual in a standard finite element

analysis. Furthermore, for standard finite elements, the mesh must be built substantially more

refined around the crack than in the remainder of the model [16]. The difficulty increases

when crack growth modelling is intended, because in this analysis, the finite element mesh

must be remeshed in the vicinity of the crack. The eXtended Finite Element Method (XFEM)

[17] presents several improvements regarding the numerical crack growth modelling, because

no remeshing procedures are required. The concept of the XFEM approach uses a

displacement field approximation, able to model an arbitrary discontinuity and the near-tip

asymptotic crack fields [16]. The methodology was first presented by Belytschko [17] and

Moës [18]. Finite element, with additional enriched functions, combined with the partition of

unity concept, introduced by Babuška and Melenk [19], is used. The resulting approximation

can be used to model cracks that are arbitrarily aligned in the finite element mesh with great

accuracy. Despite several works may be found in literature, concerning crack growth

modelling using XFEM procedure [20, 21], a lack of experimental validation still exists in

order to consolidate this numerical approach regarding to fatigue analysis on complex

geometries [22].
This paper presents an experimental and numerical investigation concerning the fatigue

characterization of fillet welded joints inspired on an existing welded detail of Alcácer do Sal

railway composite (steel box girder-concrete deck) bridge. An experimental campaign

consisting of fatigue tests on small-scale welded specimens is performed. The effect of fillet

weld end geometry is investigated as well as the connecting plate thickness, where fatigue

cracks are expected to propagate. Fillet weld end geometry according the actual bridge detail

apparently does not comply with design recommendations. Therefore this geometric feature is

compared with the recommended by design codes. Numerical models are used to assess the

stress intensity factor ranges for assumed propagating cracks and focused on critical flaw size

and position. Contour integral method using a 3D XFEM model (ABAQUS code), as well as

the virtual crack closure technique (VCCT), as described by Krueger [2], with standard FEM

(ANSYS code) are considered. The fatigue crack growth is modelled using Linear Elastic

Fracture Mechanics (LEFM) and the Paris Law. Crack initiation is also accounted by means

of a local notch approach. Fatigue lives are compared to generated test data.

2. ALCÁCER DO SAL BRIDGE AND WELDED DETAILS

The Alcácer do Sal Bridge (Figure 1) is a composite bowstring railway bridge, located in the

Portuguese railway line that links Lisbon to Algarve. Its construction occurred from 2007 to

2010. The bridge has 3 spans of 160 m each, a total length of 480 m and is part of a longer

structure composed by the North access viaduct (with a length of 1115 m), and the South

access viaduct (with a length of 1140 m). The bridge’s deck is suspended axially by 18

vertical hangers per arch, with the hangers being placed 8 m apart from each other.

The cross section of the deck is a composite box-girder, with 15.85 m width and about 3 m

height. The steel box has a total height of 2.6 m and the concrete slab has a total thickness of

0.40 m to 0.20 m. An internal reinforcing diaphragm is present at each deck to hanger

connection section, resulting 18 diaphragms per span. Transversal stiffeners are placed at the
bottom flange, half-way between diaphragms (see Figure 1a)). The connection between the

diagonal and central gusset is established by a filled welded joint. A slot was cut in the

diagonal and a filled weld was produced till the end of the gusset plate and continuing thru the

diagonal thickness (see Figure 2 b) and c)), which is not according to the existing

recommendations such the EC3 (see Figure 2d)). This geometric feature of the bridge detail

leads to an increase of the stress concentration and consequently a reduction in the fatigue

strength of the joint. It is therefore important to understand the impact of such design

variation in the fatigue strength of the welded joint.

The material used to build the bridge box girder was the S355 structural steel. In this paper

the besides the experimental characterization of welded joints, the base material was also

characterized under cyclic loading and fatigue behaviour was evaluated. This data was

required to be used in the fatigue modelling of the welded joints.

3. BASIC MATERIAL CHARACTERIZATION

3.1. Elastoplastic characterization of the S355 structural steel

This section presents the elastoplastic characterization of the S355 steel grade. Low-cycle

fatigue (LCF) tests were performed, according to the ASTM E606-92 [23], in order to assess

the cyclic elastoplastic behaviour of the material. All specimens were tested under strain

controlled conditions, with null strain R-ratio (R=0.0), on a servo-hydraulic machine rated to

100kN. Test frequencies ranged between 0.4 and 1.6Hz, depending on the strain levels

applied to the specimens, in order to assure an average strain rate of 0.8 %/s. The strain

control was assured through a clip gauge with a maximum displacement of ±2.5mm. A total

of 13 smooth plane specimens were manufactured according to the dimensions of Figure 3a)

shows the dimensions of the flat dog-bone specimens and Figure 3b) exhibits a photo of such

specimens. All smooth plane specimens were manufactured from the same material of the
base material used in this research to produce the welded specimens. Table 1 summarizes the

experimental program performed on smooth plane specimens of S355 steel grade. The actual

dimensions of the central gauge section of the specimens is presented (cross section,

St=L1xL2) as well as the tested strain ratio, R, imposed strain range, , average strain rate,

d/dt, and frequency, f.

3.1.1. Cyclic elastoplastic behaviour of the S355 steel grade

Figure 4 presents the stabilized cyclic stress–strain hysteresis loops obtained for the S355

steel. Some scatter can be observed in the Figure 4, mainly when the amount of cyclic

plasticity decreases. The hysteresis loops allows the assessment of the Masing behaviour of

the material [24]. The Masing behaviour is verified if the upper branches of the hysteresis

loops are all coincident. For a material obeying the Masing behaviour, the relationship

between the cyclic stress and elastoplastic strain ranges and the shape of the hysteresis loops

may be both described by the cyclic curve of the material. However some degree of deviation

from the Masing behaviour is observed, therefore the material may be assumed a non-Masing

material. The hysteresis loops presented in Figure 4 was determined using a half-life criterion.

This criterion may coincide with a cyclic stabilized behaviour criterion, for those tests that

showed stabilization. However, some tests did not show stabilization and, in those cases, the

half-life criterion corresponds to a pseudo-stabilized behaviour.

The cyclic curve relates the plastic strain amplitude with the stress amplitude of the stabilized

hysteresis loops. Figure 5 presents the cyclic curve of the S355 steel. A mathematic relation

widely used to represent the cyclic curve is the Ramberg and Osgood relationship [25], which

assumed a linear relation between the plastic strain amplitude and the stress amplitude, when

both data are plotted with bi-logarithmic axes:

n´ 0.089
   P    P 
 K´   590.881  (1)
2  2   2 
where K’ and n’ are the cyclic strain hardening coefficient and exponent respectively.

However, a relative low determination coefficient can be observed when fitting performing

the linear regression analysis.

Figure 6 shows the evolution of the stress amplitudes with the number of cycles for several

applied strain ranges. It is clear that for some applied strain ranges, no stabilization of the

cyclic behaviour is observed.

3.1.2. Strain-life behaviour of the S355 steel

The following section presents the strain-life analysis regarding to the S355 material. The

Figure 7 presents the evolution of the total strain amplitude with the number of reversals to

failure. The fatigue characterization was performed considering the experimental fatigue tests

presented above. The Basquin [26] and Coffin-Manson [27,28] relations were considered to

fit the elastic and plastic strain amplitudes respectively with the number of reversals to failure.

Combining the Basquin relation with the Coffin-Manson relation results into the Morrow

relation [29]:

  E  P  f ´
 2 N f    f ´ 2 N f 
b c
   (2)
2 2 2 E

Where  f ´ and b are, respectively, the fatigue strength coefficient and exponent;  f ´ and c

are, respectively, the fatigue ductility coefficient and exponent; 2Nf is the number of reversals

to failure;  ,  E and  P are, respectively, the total, elastic and plastic strain ranges and

E is the Young's modulus. In Table 2, the cyclic elastoplastic Ramberg-Osgood and Coffin-

Manson strain-life parameters are summarized for the S355 steel.

3.2 Fatigue crack growth rate of the S355 structural steel

The fatigue crack growth rate characterization was performed according to the ASTME647

[30] standard. A total of 8 CT specimens were manufactured using the same base material of

the welded joints, according to the dimensions of Figure 8. Table 3 describes the

nomenclature and dimensions for each tested CT specimen and all considered stress R-ratios,

R. Thicknesses of 4 and 8 mm were taking into account. An initial stress intensity factor of

475.34 Nmm1.5 was applied to all tested CT specimens. All fatigue tests were carried out in

load control. Load ratios of 0.01 and 0.5 were considered. All tests were also performed in air

condition, at room temperature, under sinusoidal waveform with a maximum frequency of 20

Hz.

The experimental crack propagation data was correlated using the power relation between the

fatigue crack propagation rate and the stress intensity factor range, as proposed Paris and

Erdogan [31]:

da
 C K m (3)
dN

Equation (3) do not accounts for the stress ratio effect on fatigue crack growth rates. In order

to be able to appropriately model fatigue crack growths rates with distinct stress ratios, the

Walker model [32] was considered:

m
 K 
da
 
m
 C K C  (4)
dN  1  R 1 
 

where C and m are the same constants as presented in the Paris law and  is an additional
material constant.
The crack size measurement was made considering the average value of the two

measurements performed on both faces of the CT specimens with an optical observation

device.

Figure 9 plots the experimental crack propagation rates measured for the S355 steel grade

with thicknesses of 4 and 8mm. The crack growth rates, da/dN, are plotted as a function of the

stress intensity factor range, ΔK. Figure 9a) compares the fatigue crack propagation rates

resulting from CT specimens with 4 and 8mm. Figure 9a) also plots the crack propagation line

from Albuquerque et al. [33] which considers the fatigue crack propagation rates measured on

CT specimens with a thickness of 30mm. Figure 9a) demonstrates that fatigue crack growth

rates do not change significantly with the thickness. Figure 9b) plots together all experimental

data and shows their correlation using the Paris law. A determination coefficient of 0.951 is

observed. A more appropriate way to combine fatigue crack propagation data from distinct

stress ratios is using the Walker approach, with an equivalent stress intensity factor range, as

plotted in Figure 9c). A slight increase of the determination coefficient is observed proving

the benefit of such Walker correction parameter.

4. FATIGUE BEHAVIOUR OF WELDED JOINTS

In order to investigate the actual fatigue strength of the welded connection between the

diagonal and the gusset of the Alcácer do Sal bridge (see Figure 10), down scale welded

specimens with the same weld design were performed. In addition, alternative welded

specimens following the specifications of the Eurocode 3 were prepared. Table 4 presents

EC3 recommendations for a fillet weld lap joints. Figure 10 and 11 represent both welded

specimens that were produced for fatigue testing in laboratory. According to the EC3

procedures, the fillet welds should stop before the end of the plates (Figure 10b), respecting a

minimum distance of 10 mm. However, in the bridge, the fillet welds were made until the end

of the plates and turned along the plate thickness (Figure 10a). Taking into account load
capacity available in laboratory, the thickness of the plate, representing the diagonal and

where fatigue cracks are expected to initiate and propagate, was reduced. The thickness of the

plate representing the gusset was kept as it is in the bridge. Since the thickness of one plate of

the specimens was reduced, it was decided to investigate the thickness effect of that plate on

the fatigue strength of both welded configurations. Two distinct thicknesses were fatigue

tested, both lower than the actual thickness of the diagonal of the bridge. A total of 32 welded

specimens were tested in laboratory: eight welded specimens with the same weld

configuration of the bridge detail and a thickness of 5 (five) millimetres (W1 series) (Figure

11a)); eight welded specimens with a weld configuration according to EC3 and a thickness of

5 (five) millimetres (W2 series) (Figure 11b)); eight welded specimens with the same weld

configuration of the bridge detail and a thickness of 12 (twelve) millimetres (W3 series)

(Figure 11c)); eight welded specimens with a weld configuration according to EC3 and a

thickness of 12 (twelve) millimetres (W4 series) (Figure 11d)). Tables 5 to 8 present,

respectively, a summary of the testing fatigue data relative to W1, W2, W3 and W4 welded

series. In the referred tables, the remote and net stresses were presented. The remote stresses

were computed dividing the load by the remote cross section of the thinner plate; the net

stresses were obtained dividing the load by the cross section of the thinner plate containing

the weld roots from which the fatigue cracks initiate and propagate. The specimens’

geometries, according to the solution adopted for the bridge detail and the recommended

solution in the EC3 with thicknesses of 5 and 12 mm, are used in order to make comparisons

between the fatigue experimental results and the design S-N curves recommended by EC3 as

well, in order to allow the evaluation of detail thickness on fatigue strength. Testing the real

bridge thicknesses was not feasible for the existing laboratory load capacities.

Figure 12 compares the experimental S-N curves of the welded series, W1 and W2, allowing

to evaluate the fillet end geometry effects on the fatigue strength of the welded joints.

Analysing the Figure 12, one can conclude that the fillet end geometry has a small influence
on the S-N curves; however it can be pointed out that the welded specimens with the filled

end according to the EC3 standard resulted in higher fatigue strength (about 9.12% higher) at

2 million cycles. Figure 13 compares the experimental S-N curves of the welded specimens

W3 and W4 for 12 mm plate thickness. In this case, approximately the same fatigue strength

was obtained. Comparing both Figures 12 and 13, it is observed that the weld configuration

effect almost vanish when the thickness increase.

Figure 14 presents the mean S-N experimental curves of the set of welded specimens with the

weld configuration made as the actual Alcácer do Sal detail (W1 and W3) and two thickness

values. A high determination coefficient (R2=0.9838) is observed. Figure 15 presents the

mean S-N experimental curves resulting from the combination of the W2 and W4 welded

specimens. Also a low scatter is verified in the results. Figure 16 presents the mean S-N curve

obtained combining all welded specimens with a thinner plate thickness of 5mm (W1 and

W2) using the nominal/net stress definition. The class 45 EC3 S-N curve is also plotted in

Figure 16. The EC3 fatigue class 45 S-N curve is more conservative than the mean S-N curve

minus two standard deviations. Also to complete the analysis between all specimens with a

thinner plate thickness of 12mm (W3 and W4), Figure 13 presents the mean S-N curve

obtained for both W3 and W4 welded specimens together. The EC3 fatigue class 45 S-N

curve is also plotted in Figure 17. Again, the class 45 S-N curve is conservative. Finally,

Figure 18 plots an experimental mean S-N curve obtained combining all welded specimens

fatigue tests in the current experimental campaign. The experimental mean S-N curve was

assessed using the nominal/net stress definition. The EC3 fatigue class 45 S-N curve is also

plotted in Figure 18. The EC3 detail 45 S-N curve is conservative when using the nominal/net

stress definition. The nominal stress at 2×106 cycles, for the experimental mean S-N curve, is

76.5 MPa, which compares with the 45 MPa fatigue strength from EC3, representing 1.7

higher fatigue strength.

Microstructures of a welded joint were observed using an optical microscope. It was intended

to observe three distinct zones, which is usual to detect near the weld toe, namely the base

material (BM) the heat affected zone (HAZ) and the welded metal zone (WM). Figure 19 a)

shows the BM zone. It is illustrated a typical hipoeutectoide carbon steel microstructure - an

equilibrium microstructure of ferrite (white zone) and perlite (dark zone). The steel plates

were made by a rolling process that explains the microstructure orientation illustrated in the

Figure 19a). Figure 19b) shows the micrograph at the weld toe with a magnification factor of

10. It can be observed the WM and BM zones. Dark spots in the WM are observed, which

correspond to weld slag. Figure 19c) illustrates the same material, but with a magnification of

20 times. In this figure, is possible to distinguish all three referred materials. Figure 19d)

presents the weld toe with 50 times magnification. It is shown two zones, namely the WM

zone and the HAZ. The current figure highlights the weld slag located at the WM.

Fracture surfaces were observed and fatigue crack striations were identified as illustrated in

Figure 20 for the W3 welded specimen. Large striations spacing of approximately of 0.9 m

is visible in Figure 21a) which corresponds to the late crack propagation regime of

approximately 1×10-3 mm/cycle.

A new strategy to accurately identify and simulate fatigue crack propagation using a unified

Digital Image Correlation (DIC)/eXtended Finite Element Method (XFEM) framework based

on the Williams’ series was proposed by Roux-Langlois et al. [34,35]. This methodology can

be used to estimate material parameters of the Paris’ Law, and to evaluate the a vs. N and ΔK

vs. a curves for structural details. In this research work, the DIC analysis for two load cycles

was used just to identify the critical location on the welded specimens by thee computation of

the surface stress distribution along the loading direction (x).

The ARAMIS® 2D DIC system by GOM was used to store a sequence of two images at

maximum and minimum cycle loads. The size of the correlation windows was defined as
15×15 pixels (with a step size of 15×15 pixels). Telecentric lens TC 23 36 from Opto-

Engineering, with a field of view of 26.3×22.1 mm2 was used.

Figures 21 and 22 illustrate some results from Digital Image Correlation (DIC) analysis

performed in the welded specimens at the vicinity of the weld fillet end, for W1 specimens

series (Figure 21) as well as for W2 specimens series (Figure 22). The surface stress

distribution in the loading direction (x) was computed from DIC. Figures 21a) and 22a)

present the speckle patterns with a rectangle where average strains were computed for

comparison with a strain gauge measurement placed in the opposite specimens surfaces.

Figures 21b) and 22b) show the stress fields assessed using DIC results. In order to observe

the critical location on the welded specimen, Figures 21c) and 22c) results from overlapping

previous a) and b) figures. Figures 21d) and 22d) compare the strain evolution resulting from

both glued strain gauges and DIC data for two load cycles. A good match between both

procedures has been achieved which validates the DIC analysis.

The analysis of the figures reveals for the W1 series a stress concentration pattern not only at

the weld toe but in the vicinity region, along the border of the thinner plate cut slot. Regarding

the W2 series the peak stress is more visible at the fillet end. The intensity of the computed x

stresses from DIC is indicative that local confined plasticity is occurring. Also, the stress

concentration for the W2 series is higher than for W1 series, which is an expected result, since

for W1 series a double stress concentration would be expected from the weld toe and hole

resulting from the cut plate slot effects. Nevertheless, that double stress concentration is

expected to be more important at the mid thickness of the thinner plate rather than at plate

surface. This stress analysis do not corroborate with a lower stress concentration for W2

welded series, therefore the fatigue strength of W2 welded series was not significantly

different from W1 series and more important the fatigue strength was not smaller.
5. FATIGUE MODELLING

In this second part of the paper, two alternative numerical simulation strategies are proposed

to model the fatigue strength of the welded joints. Figures 23 and 24 illustrate the numerical

models built for each welded joint using two alternative numerical procedures: standard FEM

(Figure 23, ANSYS) and XFEM (Figure 24, ABAQUS). The two numerical approaches were

distinct as regards the crack propagation simulation, in particular the crack discretization and

the stress intensity factors computation. Existing specimen symmetries were accounted in the

numerical models, and it was assumed that crack propagation did not disturb that symmetry.

Fatigue life predictions were performed computing both fatigue crack initiation and fatigue

crack propagation phases. The number of cycles to initiate a fatigue crack was computed

using local notch strain approaches. The required elastoplastic strains were computed using

the Neuber [36] and Ramberg-Osgood [25] relations:

  k  2  2 1
  loc  n '
 t nom
 loc
 2 LOC  
 E E  2K ' 
 1
(5)
  loc   loc  n '
 loc   2 
 E  2K ' 

where kt is the elastic stress concentration factor, K´ and n´ are, respectively, the cyclic strain

hardening coefficient and exponent (refer to Equation (1)); nom is the nominal stress range

computed at the net area near the hot spot. The stress concentration factor was computed

using the finite element models of the investigated welded joints, without cracks and

assuming elastic behaviour. The number of cycles for crack initiation was computed thru the

Morrow relationship, Equation (2) [29]. The crack initiation was postulated as the

development of a crack with 0.5 mm size.

The number of cycles corresponding to the crack propagation was computed using both

standard FEM and XFEM methods. The crack propagation simulation using standard FEM
can be cumbersome. The propagating crack surfaces and the surfaces of the component need a

suitable mesh to be able to compute stress intensity factors, which can be problematic to be

performed in 3D problems. XFEM approach allows the definition of the crack, independently

of the finite element mesh.

Linear Elastic Fracture Mechanics (LEFM) was considered was considered to simulate the

fatigue crack propagation. A key parameter to compute the number of cycle required for crack

propagation is the stress intensity factor (K). Depending on the discretization technique used

to represent the fatigue crack, different approaches were used to compute the stress intensity

factors, namely the contour integral method for the XFEM and the Virtual Crack Closure

Technique (VCCT) for the FEM.

Literature proposed many of approaches in order to establish a relationship between the crack

growth rate and the stress intensity factor. This work adopted the well-known Paris law [31]

which parameters were proposed in previous Section 3.2.

Despite present crack propagation is mode I dominant, the possibility for mix-mode fatigue

crack propagation was considered and then both KI and KII were computed for the XFEM

approach. For the FEM approach, only mode I fatigue crack propagation was considered with

assumed fatigue crack propagation path perpendicular to loading direction. Therefore for

XFEM analysis, a crack branching procedure was considered [37] with new crack increment

angle being computed using the maximum hoop stress criteria:

 3K 2  K 4  8 K 2 K 2 
  cos 1  II I I II
 (6)
 K I2  9 K II2 
 

An equivalent stress intensity stress was computed using the relation proposed by Tanaka

[38]:
Keq  4 K I4  8K II4 (7)

Finally, the number of cycles corresponding to the crack propagation was computed

integrating the Paris’ law [31] in both methods.

5.1 Some notes about eXtended finite element method

Several studies have been developed aiming at using extended finite element methods

(XFEM) to solve problems in linear elastic fracture mechanics [39-48]. Bordas et al. [39]

suggested a simple error estimator for enriched (extended) finite elements (XFEM) on a 1D

example with a singular solution and a 2D fracture mechanics example. The enhanced strain

field against which the XFEM strains are compared, was computed through extended moving

least-squares smoothing constructed using the diffraction method to preserve the

discontinuity. Additionally, Duflot and Bordas [40] proposed an extended global derivative

recovery for enriched finite element methods (FEMs) and numerical examples suggest a novel

adaptive strategy for enriched approximations in which the dimensions of the enrichment

zone are first increased. González-Estrada et al. [41] developed a methodology for the

enrichment and statically admissibility of recovered fields in a posteriori error estimation for

enriched extended finite element method (XFEM). Arimi et al. [42] have suggested a method

based on local maximum entropy shape functions together with enrichment functions used in

partition of unity methods to discretize problems in linear elastic fracture mechanics. An

extended finite element method (XFEM) for 3D non-planar linear elastic fracture was

introduced providing optimal convergence through the use of enrichment in a fixed area

around the crack front have been proposed by Agathos et al. [43]. The same authors [44]

suggested a study of a well-conditioned and optimally convergent XFEM for 3D linear elastic

fracture. Jin et al. [45] presented a simple error estimation and mesh adaptation approach for

3D linear elastic crack propagation simulations using the eXtended Finite Element Method

(X-FEM) based on in previous research works developed by Duflot and Bordas [39,40]. Peng
et al. [46] have proposed a method for simulating linear elastic crack growth through an

isogeometric boundary element method directly from a CAD model and without any mesh

generation. Additionally, the M integral and J integral methods were used for the extraction of

stress intensity factors (SIFs). A novel isogeometric boundary element method (IGABEM) to

simulate crack growth in 3D, based on non-uniform rational B-splines (NURBS) have also

been proposed by Peng et al. [47]. The stress intensity factors (SIFs) are also determined by

M integral and J integral methods. Recently, Agathos et al. [48] investigated a new

enrichment approach for eXtended Finite Element Method adopting discontinuous linear

enrichment functions in place of the asymptotic near‐ tip functions through the 3D vector sets

for non-planar 3D crack propagation. XFEM became a mature numerical technique with

advantages for soling fracture problems, being already available in commercial finite element

codes. In this research, XFEM available in Abaqus will be applied.

The eXtended Finite Element Method (XFEM) [17] presents several improvements regarding

the numerical crack growth modelling, because no remeshing procedures are required. The

concept of the XFEM approach uses a displacement field approximation, able to model an

arbitrary discontinuity and the near-tip asymptotic crack fields [16]. Finite element, with

additional enriched functions, coupled to the partition of unity concept, introduced by

Babuška and Melenk [19], are used. The resulting approximation can be used to represent

cracks that are arbitrarily aligned in the finite element mesh with great accuracy. Enrichment

functions linked to additional degrees of freedom are added to the standard finite element

approximation in the region where the crack is located in the mesh to include the

discontinuities and singularities. These enrichment functions involve the asymptotic crack tip

functions [49] that capture the singularity at the crack tip and a discontinuous function that

represent the gap between the crack surfaces and the Heaviside function, H(x), that is

employed to enrich those elements that are completely cut by the crack.
Based on the two types of enrichment functions referred above, the Equation (8) can be used

for the XFEM approximation might be formulated:

u h ( x)  uFEM ( x)  uENRICHED ( x) 
(8)
  Ni ( x)ui   N J  H ( x) a j   N k ( x)   bkl1 Fl1 ( x)    N k ( x)   bkl2 Fl 2 ( x) 
4 4

iI jJ kK1 l 1  kK 2 l 1 

where, Ni(x), Nj(x) and Nk(x) are the standard FE shape functions, J indicates the set of nodes

belonging to the domain which is completely cut by the crack and enriched with the Heaviside

function H(x), K1 and K2 are the sets of nodes associated to the crack tips 1 and 2, and

respectively enriched with the functions Fl1 ( x) and Fl 2 ( x) . Moreover, ui are the standard

degrees of freedom, while aj, bkl1 , k and bkl2 indicate the additional nodal degrees of freedom

for modelling crack faces and the two crack tips, respectively.

5.2 Numerical fatigue modelling for welded joints

Concerning the standard FE models, performed in ANSYS, only ¼ of the specimen

geometries were modelled, taking into account existing symmetries. Figure 23 presents the

finite element mesh proposed for W1 and W2 series but similar meshes were proposed for the

other two welded specimens. Materials were considered linear elastic and isotropic (E=210

GPa; =0.27). Hexahedral 20-noded finite elements were used. The crack path was defined

during the finite element mesh generation. Both the initial crack length and the crack

increments were defined as 0.5mm. Stress intensity factor ranges were computed using the

Virtual Crack Closure Technique, as proposed by Krugger [2]. The loading conditions results

in dominant pure mode I, which means that only stress intensities for mode I were computed

at the crack tip.

Similarly as performed for FEM analysis, only ¼ of specimen geometries were modelled for

XFEM analysis with ABAQUS (Figure 24). Linear hexahedral 8 node finite elements were

used. Finite elements formulation with reduce integration method was considered.

Figure 24a) presents the finite element model of the W1 welded specimen. Figure 24b) shows

a refined mesh region where finite elements were enriched with additional degrees of

freedom. Stress intensity factors were computed using the contour integral method available.

In order to evaluate accurately stress intensity factors, several contours were used, as

illustrated in Figure 25. As a first approach, five contours around the crack tip element were

used to compute the stress intensity factors. The second approach to assess the stress intensity

factors did not consider contour 1, and the third approach only used contours 3, 4 and 5 to

compute stress intensity factors, representing the most stable solution. In order to accurately

compute stress intensity factors, the initial crack was considered long enough to assure that

the contour box was enough distant from the plate edge. Although dominant mode I crack

propagation, for the proposed crack growth analysis, both KI and KII were computed.

Therefore, a crack branching procedure was considered [32].

Stress intensity factors range computed using FEM with VCCT and XFEM with Contour

Integral, for W1, W2, W3 and W4 welded specimens, are plotted in Figure 26. Figure 26a)

presents the stress intensity factors computed for W1 welded specimens loaded at 50kN.

Figure 26b) exhibits the stress intensity factors computed for a crack propagating in W2

welded specimens, loaded at 25kN. Figure 26c) shows the stress intensity factors resulting

from a crack propagating at the W3 welded specimens, loaded by 50kN load, and the Figure

26d) illustrates the stress intensity factor history computed for a crack growing for W4 welded

specimens, loaded by a 75kN load. The grey curve corresponds to the numerical SIF results

computed using the ANSYS code combined to the VCCT algorithm, and the black curve

corresponds to the K evolution obtained from XFEM method and the contour integral method

with 3 contours, the smoother solution of the above referred combination of contours. XFEM
results were in general higher than the VCCT results with lower slope for near border cracks

which is a difficulty of the contour integral for near surface cracks. Also some instability was

observed for the XFEM model as illustrated in the K results in Figure 26c).

The maximum crack size propagated was defined by the maximum stress intensity factor

observed in the da/dN compact tension tests, for the same stress ratio.

Figure 27 compares the experimental S-N data with numerical S-N curves resulting from

crack initiation and propagation modelling, supported by FEM/VCCT and XFEM analysis.

The analysis of the Figure 27 reveals a very good agreement between the numerical S-N

curves and the experimental fatigue data for all welded specimens. Also, it is visible a very

good agreement between the two proposed numerical S-N curves. The discrepancy in the

observed stress intensity factors did not result in significant discrepancies in the predicted S-N

curves. The slopes of the simulated S-N curves were very similar to the slope of the mean

experimental S-N curve, which is justified by the fact that the crack propagation curves were

correlated with a Paris relation with an exponent that is in very close agreement with the slope

of the experimental S-N curve.

The crack was propagated according constant increments of 0.5 mm for both FEM/VCCT and

XFEM/J Integral approaches. For the first case, an initial crack of 0.5 mm was simulated. For

the second case, if a similar initial crack size was simulated and taking into account the higher

stress intensity factors that were simulated, lower fatigue lives would result from the XFEM

approach. The similar values presented in the Figure 27 where obtained with an initial crack

size of 0.8 mm for the XFEM simulations. Both values of possible initial crack sizes of 0.5

and 0.8 mm are within the usual range adopted in welded joints simulation (0.1-1.0mm).
6. CONCLUDING REMARKS

This paper presented a fatigue characterization of representative welded joints of the Alcácer

do Sal Railway Bridge. This welded detail was not fully constructed according to the current

design procedures, available in the EC3, and has inspired an experimental and a numerical

study in order to characterize the fatigue performance of such welded joints.

Fatigue characterization of the S355 steel grade was performed. The cyclic elastoplastic

behaviour analysis indicates that the material exhibits non-Masing behaviour. Fatigue crack

propagation rates were also measured using CT specimens manufactured with distinct

thicknesses. This analysis allowed observing that the crack propagation rates are not

influenced by thickness changes in the range of 4 to 30 mm.

The experimental campaign with welded specimens showed that the fatigue strength of the

welded specimens according to the Alcácer do Sal bridge construction is approximately 10%

lower than the welded details, according the EC3 recommendations, at 2×106 cycles.

However, the welded joints have very similar fatigue behaviours when considering the

comparison of global S-N curves. Also, the thickness had negligible influence in the fatigue

performance of the welded joints, similarly to what was verified in the fatigue crack

propagation tests.

Numerical models of the welded joints were constructed using both standard and eXtended

finite element method. The eXtended finite element method allowed modelling fatigue crack

propagation independently of the main geometry. Besides crack initiation, fatigue crack

propagation was simulated, resulting very precise global predictions of the experimental S-N

curves. Despite the XFEM approach not requiring FE mesh and crack modelling

compatibility, the XFEM methodology requires mesh refinement sensibility analysis in order

to better combine the results accuracy and computational costs.

7. ACKNOWLEDGEMENTS

This work was financially supported by: Project POCI-01-0145-FEDER-007457 -

CONSTRUCT - Institute of R&D In Structures and Construction funded by FEDER funds

through COMPETE2020 - Programa Operacional Competitividade e Internacionalização

(POCI) – and by national funds through FCT - Fundação para a Ciência e a Tecnologia;

RFCS Project called FADLESS - Fatigue Damage Control and Assessment for Railway

Bridges (RFSR-CT-2009-00027); Ph.D. Scholarship (SFRH/BD/72434/2010) provided by

FCT to the first author; and post-doctoral grant SFRH/BPD/107825/2015 provided by FCT to

the second author. The support of the Portuguese railway agency REFER (currently,

Infrastructures of Portugal - IP), is also acknowledged.

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Figure 1 - Alcácer do Sal railway bridge.
 a) b) c)

d)

Figure 2 – Alcácer do Sal bridge box girder: a) inside view with reinforcing diaphragms; b)

local view of the connection between the diagonal and the central hanger gusset; c) welded

connection investigated between the gusset and the diagonal; d) fillet weld end according to

the EC3.
 a)

b)

Figure 3 – Smooth plane fatigue specimen made of S355 steel: a) geometry with dimensions

in mm; b) photo of a smooth plane specimen.

 1000
S355_200_01
900
S355_200_02

800 S355_100_01

700 S355_100_02
Stress,  [MPa]

S355_05_01
600
S355_05_02
500
S355_04_01
400
S355_04_02

300 S355_03_01

200 S355_075_01

S355_075_02
100
S355_025_01
0
0 0.5 1 1.5 2 2.5
Strain,  [%]

Figure 4 – Stabilized stress–strain hysteresis loops.

 1.E+03
/2=590.881(p/2)0.089
R2=0.6493
Stress amplitude, /2 [MPa]

1.E+02
1.E-05 1.E-04 1.E-03 1.E-02
Plastic strain amplitude, P/2 [-]

Figure 5 – Cyclic curve of the experimental S355 steel grade.

 1000

900

800
Stress amplitude, /2 [MPa]

700

600

500

400

300 S355-200-01 S355-200-02

S355-100-01 S355-100-02
200 S355-05-01 S355-05-02
S355-04-01 S355-04-02
100 S355-03-01 S355-03-02
S355-075-01 S355-075-02
S355-025-01
0
1.E+00 1.E+01 1.E+02 1.E+03 1.E+04 1.E+05 1.E+06
Number of cycles, N

Figure 6 – Stress range evolution with the number of cycles.

 5.E-02
strain amplitude,  /2[-]  /2 =0.608x(2Nf)-0.616 +0.00408x(2Nf)-0.090

5.E-03

5.E-04
1.E+02 1.E+03 1.E+04 1.E+05 1.E+06 1.E+07
Number of reversals to failure, 2Nf

Figure 7 – Strain-life data for the S355 steel grade.

 a) b)
Figure 8 – CT specimens made of S355 steel: a) thickness of 4mm; a) thickness of 8mm.
 1.E-02
da/dN=6.83E-15xK3.48
t=4 mm R2=0.990
t=8 mm

Crack growth rate, da/dN [mm/cycle]

1.E-03 [29]
t=30 mm [26]

da/dN=7.26E-14xK3.13
1.E-04 R2=0.955

1.E-05

da/dN=3.76E-14xK3.22
R2=0.961
1.E-06
100 1000
Stress intensity factor range, K [N.mm-1.5]

a)

1.E-02

da/dN=6.00E-14xK3.1647
Crack growth rate, da/dN [mm/cycle]

R2=0.951
1.E-03

1.E-04
S355_T4_01_01
S355_T4_01_02
S355_T4_05_01
S355_T4_05_02
1.E-05
S355_T8_01_01
S355_T8_01_02
S355_T8_05_01
S355_T8_05_02
1.E-06
100 1000
Stress intensity factor range, K [N.mm-1.5]

b)

1.E-02

da/dN=1.80E-14x[K/(1-R)1-0.856]3.3062
R2=0.970
Crack growth rate, da/dN [mm/cycle]

1.E-03

1.E-04
S355_T4_01_01
S355_T4_01_02
S355_T4_05_01
S355_T4_05_02
1.E-05
S355_T8_01_01
S355_T8_01_02
S355_T8_05_01
S355_T8_05_02
1.E-06
100 1000
Equivalent stress intensity factor range, Keq [N.mm-1.5]

c)
Figure 9 – Experimental crack propagation rates of the S355 steel grade.
 a)

b)

Figure 10 - Welded joint details: a) fillet weld according to bridge detail; b) fillet weld
according to the EC3 recommendations.
 a) b)

c) d)
Figure 11 - Welded specimens geometry: a) welded specimens with the same weld
configuration of the bridge detail and a thickness of 5 mm (W1 series); b) welded specimens
with a weld configuration according to EC3 and a thickness of 5 mm (W2 series); c) welded
specimens with the same weld configuration of the bridge detail and a thickness of 12 mm
(W3 series); d) welded specimens with a weld configuration according to EC3 and a thickness
of 12 mm (W4 series).
 1.E+03

Net stress range, Δσnet [\MPa]

128.16 @ 2E6 cycles (W2)

9.12%
1.E+02
116.47 @ 2E6 cycles (W1)

W1
W1 Experimental mean S-N curve
W2
W2 Experimental mean S-N curve
1.E+01
1.E+04 1.E+05 1.E+06 1.E+07
Number of cycles to failure, Nf [cycles]

Figure 12 – Comparison of filled weld end configuration on SN curves for welded specimens,
W1 and W2 (thickness of 5 mm).
 1.E+03

Net stress range, Δσnet [\MPa]

106.91 @ 2E6 cycles (W3)

1.E+02 0.90%
105.96 @ 2E6 cycles (W4)

W3
W3 Experimental mean S-N curve
W4
W4 Experimental mean S-N curve
1.E+01
1.E+04 1.E+05 1.E+06 1.E+07
Number of cycles to failure, Nf [cycles]

Figure 13 - Comparison of filled weld end configuration on SN curves for welded specimens,
W3 and W4 (thickness of 12 mm).
 1.E+03

Net stress range, Δσnet [\MPa]

1.E+02

W1 & W3 data
Mean S-N curve (R2=0.9838)
mean S-N curve ± 2 Standard deviation
mean S-N curve ± 3 Standard deviation
EC3-9 - Fatigue class 45
1.E+01
1.E+04 1.E+05 1.E+06 1.E+07
Number of cycles to failure, Nf [cycles]

Figure 14 – Mean S-N curves of the welded specimens with the filled end configuration
according to the actual Alcácer do Sal welded bridge detail.
 1.E+03
Net stress range, Δσnet [\MPa]

1.E+02

W2 & W4 data
(R2=0.9708)
Mean S-N curve
mean S-N curve ± 2 Standard deviation
mean S-N curve ± 3 Standard deviation
EC3-9 - Fatigue class 45
1.E+01
1.E+04 1.E+05 1.E+06 1.E+07
Number of cycles to failure, Nf [cycles]

Figure 15 - Mean S-N curves of the welded specimens with the filled end configuration
according to the standard.
 1.E+03
Net stress range, Δσnet [\MPa]

1.E+02

Welded specimens with t=5mm

Mean S-N curve (R2=0.9457)
mean S-N curve ± 2 Standard deviation
mean S-N curve ± 3 Standard deviation
EC3-9 - Fatigue class 45
1.E+01
1.E+04 1.E+05 1.E+06 1.E+07
Number of cycles to failure, Nf [cycles]

Figure 16 - Mean S-N curves obtained for all welded specimens with a plate thickness of
5mm (W1 and W2).
 1.E+03
Net stress range, Δσnet [\MPa]

1.E+02

Welded specimens with t=12mm

Mean S-N curve (R2=0.9520)
mean S-N curve ± 2 Standard deviation
mean S-N curve ± 3 Standard deviation
EC3-9 - Fatigue class 45
1.E+01
1.E+04 1.E+05 1.E+06 1.E+07
Number of cycles to failure, Nf [cycles]

Figure 17 - Mean S-N curves obtained for all welded specimens with a plate thickness of
12mm (W3 and W4 series).
 1.E+03
All welded joints
R2=0.95
Mean S-N curve
Net stress range, Δσnet [\MPa] mean S-N curve ± 2 Standard deviation
mean S-N curve ± 3 Standard deviation
EC3-9 - Fatigue class 45

1.E+02

76.50MPa @ 2.0E+6

45.0MPa @ 2.0E+6

=3.21E+12Nf3.30

1.E+01
1.E+04 1.E+05 1.E+06 1.E+07
Number of cycles to failure, Nf [cycles]

Figure 18 - Comparison of experimental S-N data of all welded specimens with EC3 class 45
S-N curve, using the net/nominal stress definition.
 W1 – 200x magnification 250 m W1 – 200x magnification 250 m

a) b)

W1 – 500x magnification 100 m W1 – 1000x magnification 50 m

c) d)

Figure 19 – Microstructures of the welded steel: a) microstructure of the BM zone; b)

microstructure of the weld toe (10x); c) microstructure of the weld toe (20x); d)

microstructure of the weld toe (50x).

 0.9 m

0.9 m

0.8 m

Figure 20 – Fatigue crack striations observed with a Scan Electron Microscopy (SEM) on

fracture surface of W3-01 welded specimen.

 y

x
15.21 mm Fx=50 kN

a) b)
0,09

0,08

0,07

0,06
Strain, x [%]

0,05

0,04

0,03

0,02
Strain Gauges
0,01
DIC
0,00
0 50 100 150 200
Times [s]

c) d)
Figure 21 – Experimental stress measurement computed using DIC for welded specimen W1-

07: a) speckle; b) x stress field map, c) overlapping of images (a) and (b), d) comparison

between strain measurements obtained with a strain gauge and DIC along the loading

direction (W1-07 welded specimen).

 y

x
Fx=85 kN

15.17 mm

a) b)

0,18
y 0,16

0,14
x
0,12
Strain, x [%] 0,10

0,08

0,06

0,04
Strain Gauges
0,02
DIC
0,00
0 100 200 300
Times [s]

c) d)

Figure 22 – Experimental strain measurement computed using DIC for welded specimen W2-

02: a) Original image; b) Stress x field map, c) Overlap of images (a) and (b), d) comparison

between strain measurements obtained with a strain gauge and DIC along the loading

direction (W2-02 welded specimen).

 a) b)

Figure 23 – FE models of welded series obtained with ANSYS and illustrative stress

distributions for a propagating crack: a) W1 series; b) W2 series.

 a) b)

Figure 24 - W1 welded specimen modelled using 3D XFEM: a) global view of the welded
specimen finite element mesh; b) detail of the enriched finite elements.
 Contour 1 Contour 2
XFEM crack

Contour 3

Contour 4

Crack tip FE
Contour 5

Figure 25 – Several contours used to evaluate the stress intensity factors range computed
using FEM and XFEM.
Equivalente stress intensity factor range 1500

Kmax
Keq [Nmm 3/2]

1000

500

FEM and VCCT

X-FEM and Contour Integral Method (contour 3, 4 and 5)

0
0 5 10 15 20 25 30
Crack length, a [mm]

a)

1500
Equivalente stress intensity factor range

Kmax

1000
Keq [Nmm 3/2]

500

FEM and VCCT

X-FEM and Contour Integral Method (Contour 3, 4 and 5)

0
0 5 10 15 20 25 30
Crack length, a [mm]

b)
 1500
Equivalente stress intensity factor range

Kmax
1000
Keq [Nmm 3/2]

500

FEM and VCCT

X-FEM and Contour Integral Method (Contour 3, 4 and 5)

0
0 5 10 15 20 25 30
Crack length, a [mm]
c)

1500
Equivalente stress intensity factor range

Kmax
1000
Keq [Nmm 3/2]

500

FEM and VCCT

X-FEM and Contour Integral Method (Contour 3, 4 and 5)

0
0 5 10 15 20 25
Crack length, a [mm]
d)

Figure 26 – Stress intensity factors range computed using FEM and XFEM: a) W1 welded

specimens loaded at 50kN; b) W2 welded specimens loaded at 25kN; c) W3 welded

specimens loaded at 50kN; d) W4 welded specimens loaded at 75kN.

 1.E+03
Welded specimens, W1 (R2=0.9834)

Mean S-N curve

Remote stress range, Δσrem [MPa]

FEM and VCCT

XFEM and Contour Integral Method

1.E+02

1.E+01
1.E+04 1.E+05 1.E+06 1.E+07
Number of cycles to failure, Nf [cycles]

a)

1.E+03
Welded specimens, W2 (R2=0.9659)

Mean S-N curve

Remote stress range, Δσrem [MPa]

FEM and VCCT

XFEM and Contour Integral Method

1.E+02

1.E+01
1.E+04 1.E+05 1.E+06 1.E+07
Number of cycles to failure, Nf [cycles]

b)
 1.E+03
Welded specimens, W3 (R2=0.9930)

Mean S-N curve

Remote stress range, Δσrem [MPa]

FEM and VCCT

XFEM and Contour Integral Method

1.E+02

1.E+01
1.E+04 1.E+05 1.E+06 1.E+07
Number of cycles to failure, Nf [cycles]

c)

1.E+03
Welded specimens, W4 (R2=0.9929)

Mean S-N curve

Remote stress range, Δσrem [MPa]

FEM and VCCT

XFEM and Contour Integral Method

1.E+02

1.E+01
1.E+04 1.E+05 1.E+06 1.E+07
Number of cycles to failure, Nf [cycles]

d)

Figure 17 – Comparison between experimental S-N data and numerical S-N curves computed

using FEM and XFEM analysis: a) W1 series; b) W2 series; c) W3 series; d) W4 series.

Table 1 – Fatigue experimental program of low cycle fatigue tests of smooth plane specimens
made of S355 material.
Specimens L1 L2 St R  d/dt f

[mm] [mm] [mm2] [-] [%] [%/s] [Hz]

S355-200-01 6.19 5.03 31.14 0.01 1.00 0.80 0.40

S355-100-01 6.18 5.04 31.15 0.01 1.00 0.80 0.40

S355-200-02 6.13 5.03 30.83 0.01 2.00 0.80 0.20

S355-100-02 6.12 5.04 30.84 0.01 2.00 0.80 0.20

S355-0.50-01 6.15 5.04 31.00 0.01 0.50 0.80 0.80

S355-0.50-02 6.12 5.04 30.84 -0.01 0.50 0.80 0.80

S355-0.40-01 6.08 5.04 30.64 0.01 0.40 0.80 1.00

S355-0.40-02 6.07 5.04 30.59 0.01 0.40 0.80 1.00

S355-0.30-01 6.07 5.10 30.96 0.01 0.30 0.80 1.33

S355-0.30-02 6.21 5.04 31.30 0.01 0.40 0.80 1.00

S355-0.25-01 6.18 5.04 31.15 0.01 0.30 0.80 1.33

S355-0.75-01 6.10 5.04 30.74 0.01 0.25 0.80 1.60

S355-0.75-02 6.19 5.04 31.20 0.01 0.25 0.80 1.60

Table 2 – Cyclic elastoplastic Ramberg-Osgood and Coffin-Manson strain-life parameters of
the S355 steel.
Material K’ [MPa] n’ [-]  f ´ [MPa] b [-]  f ´ [-] c [-]

S355 steel 590.881 0.089 856.80 -0.090 0.608 -0.616

 Table 3 – Summary of the fatigue crack growth test.
Width, W Thickness R=min/max
Specimens
[mm] [mm] [-]

S355_T4_01_01 4 0.01

S355_T4_01_02 4 0.01
40
S355_T4_05_01 4 0.50

S355_T4_05_02 4 0.50

S355_T8_01_01 8 0.01

S355_T8_01_02 8 0.01
50
S355_T8_05_01 8 0.50

S355_T8_05_02 8 0.50
Table 4 – Detail configuration and respective strength for fillet welded lap joints according to
the EC3.
Fatigue Detail Description and examples remarks
strength

 c=45MPa Fillet welded lap joint to be calculated in the

overlapping plates.
m=3
- Weld terminations more
than 10 mm from plate edge.
 Table 5 – Experimental data of the fatigue tests of W1 welded specimens.

aremot anet F Fmax Fmin rem net

Specimen R Nf
[mm2] [mm2] [kN] [kN] [kN] [MPa] [MPa]

W1-01 498.75 300.00 45.00 50.00 5.00 0.10 90.2 150.0 92016

W1-02 506.58 306.03 76.50 85.00 8.50 0.10 151.0 250.0 24674

W1-03 500.00 301.00 22.50 25.00 2.50 0.10 45.0 74.8 1329750

W1-04 500.58 300.00 22.50 25.00 2.50 0.10 44.9 75.0 901107

W1-05 503.99 303.00 22.50 25.00 2.50 0.10 44.6 74.3 1120090

W1-06 499.83 302.00 18.00 20.00 2.00 0.10 36.0 59.6 4007718

W1-07 498.33 302.49 45.00 50.00 5.00 0.10 90.3 148.8 132095

W1-08 500.58 301.50 76.50 85.00 8.50 0.10 152.8 253.7 26812
 Table 6 – Experimental data of the fatigue tests of W2 welded specimens.

aremot anet F Fmax Fmin rem net

Specimen R Nf
[mm2] [mm2] [kN] [kN] [kN] [MPa] [MPa]

W2-01 501.67 301.00 54.00 60.00 6.00 0.10 107.6 179.4 81238

W2-02 499.17 300.00 76.50 85.00 8.50 0.10 153.3 255.0 50369

W2-03 499.08 300.00 54.00 60.00 6.00 0.10 108.2 180.0 77293

W2-04 509.93 306.00 22.50 25.00 2.50 0.10 44.1 73.5 2039538

W2-05 499.33 300.00 22.50 25.00 2.50 0.10 45.1 75.0 4041419

W2-06 500.00 300.00 76.50 85.00 8.50 0.10 153.0 255.0 30609

W2-07 499.33 300.00 22.50 25.00 2.50 0.10 45.1 75.0 4348390

W2-08 499.67 300.00 54.00 60.00 6.00 0.10 108.1 180.0 73109

W2-05* 499.67 300.00 76.50 85.00 8.50 0.10 153.1 255.0 38753
 Table 7 – Experimental data of the fatigue tests of W3 welded specimens.

aremot anet F Fmax Fmin rem net

Specimen R Nf
[mm2] [mm2] [kN] [kN] [kN] [MPa] [MPa]

W3-01 1233.91 734.45 90.00 100.00 10.00 0.10 72.9 122.5 177283

W3-02 1225.29 729.57 153.00 170.00 17.00 0.10 124.9 209.7 37104

W3-03 1241.90 748.17 45.00 50.00 5.00 0.10 36.2 60.1 1969046

W3-04 1232.47 748.50 90.00 100.00 10.00 0.10 73.0 120.2 163344

W3-05 1253.38 751.27 45.00 50.00 5.00 0.10 35.9 59.9 2247175

W3-06 1229.21 738.03 45.00 50.00 5.00 0.10 36.6 61.0 1888763

W3-07 1223.25 737.55 153.00 170.00 17.00 0.10 125.1 207.4 37218

W3-08 1231.67 740.00 90.00 100.00 10.00 0.10 73.1 121.6 253039
 Table 8 – Experimental data of the fatigue tests of W4 welded specimens.

aremot anet F Fmax Fmin rem net

Specimen R Nf
[mm2] [mm2] [kN] [kN] [kN] [MPa] [MPa]

W4-01 1238.83 733.61 153.00 170.00 17.00 0.10 123.5 208.6 63903

W4-02 1220.37 716.72 153.00 170.00 17.00 0.10 125.4 213.5 66411

W4-03 1233.70 739.47 45.00 50.00 5.00 0.10 36.5 60.9 4275055

W4-04 1227.55 738.03 45.00 50.00 5.00 0.10 36.7 61.0 4207489

W4-05 1215.65 726.18 90.00 100.00 10.00 0.10 74.0 123.9 327493

W4-06 1219.35 720.98 90.00 100.00 10.00 0.10 73.8 124.8 387780

W4-07 1229.82 730.28 67.50 75.00 7.50 0.10 54.9 92.4 882649

W4-08 1234.95 731.95 67.50 75.00 7.50 0.10 54.7 92.2 741613
 A fatigue analysis of a type of fillet welded joint representative of one main joint of the
steel box girder of the Alcácer do Sal railway bridge is presented.
 A total of four welded joint series were produced in order to allow the comparison of the
fatigue performance with welded joints produced according to existing
recommendations.
 The fatigue behaviour of the welded joint combines an experimental campaign and
numerical analysis.
 In this fatigue analysis two main numerical tools – the standard Finite Element Method
(FEM) and the eXtended Finite Element Method (XFEM) – were used.
 Fatigue life predictions including both fatigue crack initiation and fatigue crack
propagation phases were performed.