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Abstract
The deformation of bridge subjected to vehicles with different velocities is very complicated, and
some attention has been paid to it in engineering community. On the basis of typical theory on
vibration analysis between bridge and vehicles, finite element model of bridge is established by ANSYS
software. Through the numerical simulation analysis dynamic response characteristics of the bridge
body are acquired when the vehicle passes through the bridge at different speeds and different
frequents, and inner force of bridge is gotten. By comparison the maximum displacement is 1.64 times
than the static displacement, thus it is clear that the dynamic response of the bridge under the moving
load must be considered. These will provide reference for improving the vibration control measures of
bridge under moving loads.
Keywords: Moving Load, Simple Supported Beam, Dynamic Response, ANSYS, Harmonic load
1. Introduction
In general the forced vibration discussed in structural mechanics refers to the vibration problem of
the structure under cyclical disturbing force at fixed location [1-5]. The resonance will occur when the
disturbance frequency is equal to the natural frequency of the system. If forced vibration of bridge
under the load of moving vehicles is studied, resonance condition need also be analyzed. The
difference is that the dynamic characteristics of the bridge-vehicle coupling system change constantly
with the movement of the load location because the load can move and the vehicle is also a vibration
system with the quality. The bridge will vibrate under moving loads, and deformation and stress which
the bridge produces are bigger than those of the bridge under the static load, this kind of dynamic effect
of the moving load can not be ignored. If the resonance conditions are met at the position of the most
disadvantageous static load, a greater dynamic response will happen, and lead to the destruction of
bridge.
When steam locomotives pass through the railway bridge, the hammering force produced by the
imbalance weight of the drive wheels is a moving harmonic force. Vehicles pass through the bridge
with natural vibration frequency after Cars suffer the incentive of the road surface roughness at the
bridge, the inertia force of the vehicles is also a harmonic force [1]. So it is very meaningful for
discussing the forced vibration caused by the moving harmonic force for bridge. On the basis of typical
theory on vibration analysis of bridges and vehicles, by using the ANSYS software, the character of
dynamic response of bridge is analyzed when constant loads and harmonic Loads with different
frequents pass through the bridge, the characteristics of the dynamic response of the bridge body are
acquired through numerical simulation when vehicles pass through the bridge with different speeds,
these research can provide reference for the improvement of vibration control measures of the bridge
under moving load.
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Analysis and Comparison on Dynamic Characteristics of the Bridge Subjected to Moving Load Based on ANSYS
Jing Ji, Wenfu Zhang, Wenyan Zhao, Chaoqing Yuan, Yang Yu
place, according to the vibration analysis, the expression of vibration equation of the bridge is as
follows:
v
vt
F
m, EI
Y
Figure 1. The constant force through the simple supported bridge with constant speed
4 y
2 y
m 2 F ( x, t )
4
x
x
Where EI stands for the bending stiffness of the bridge and m is the quality of unit length. Assume
that the dynamic displacement of the forced vibrations y(x, t) can be expressed as series form of
vibration mode:
EI
y ( x, t ) An (t ) n ( x)
N 1
The forced vibration equation can be gotten by putting the formula (2) into the formula (1) and the
orthogonality of vibration mode. Using the standardization of vibration mode, the simplified vibration
equation of bridge under the moving constant force with a constant speed is:
2 A 2 F sin n vt ( n 1, 2,...N )
A
n
n n
ml
l
Vibration mode of the simple supported beam bridge is expressed for equation (4), so the expression
of the dynamic response is shown as equation (5).
n x
n ( x) sin(
)
l
2F N
1
n x
y ( x, t )
(sin nt n sin nt )sin
ml N 1 n2 n2
l
n
Where n is each order natural frequency of the simple supported beam and n=mv/l is the
generalized flexible dynamic frequency of the moving constant force.
F N
1
y ( x, t ) 1 2
sin nt
sin( n p )t
n
ml N 1 n ( p n ) 2
p n
n x
sin nt sin
sin( p n )t
l
n
Where n is each order natural frequency of the simple beam, n is each order generalized
frequency related with the moving speed, and p is disturbance frequency of the harmonic load.
When only the resonance of fundamental vibration mode is considered, resonance will occur at p=
1 , and the maximum dynamic response will appear in the time that harmonic force leaves bridge
spans , that is t=l/v, at this time dynamic response is expressed as follows:
1
( p n ) 2
2
n
2 F1
x
l
sin
sin 1
l
v
1m v
Maximum mid-span deflection will occur in sin(l / v) 1 . At this point the dynamic magnification
y ( x, t )
factor is
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Analysis and Comparison on Dynamic Characteristics of the Bridge Subjected to Moving Load Based on ANSYS
Jing Ji, Wenfu Zhang, Wenyan Zhao, Chaoqing Yuan, Yang Yu
1
1
Tc
T1
Where Tc is the required time of the harmonic force through the whole beam. From equation 2 we
can see, for moving harmonic force, resonance occurs in p= 1 , the dynamic magnification factor
will depend on the speed, the slower the speed is, the more time is through the beam and the greater the
vibration response is.
Beam length
(m)
Area of section
(m2)
Height
(m)
Wheel spacing
(m)
2.061011
32
0.1
0.1
2.56
The constant force is 2000N and the speed of moving load is selected for 120 km/h, 80 km/h and 40
km/h. The type of element is defined for two-dimension BEAM3 beam element [6].Through meshing
the bridge is divided into 100 elements and 101 nodes. Transient analysis of finite element model is
carried out, and FULL method is selected to solve it.
Displacement(m)
0.04
midspan
0
-0.04
-0.08
-0.12
-0.16
0.0
0.3
0.6
0.9
1.2
Time(s)
Figure2. The displacement-time curves for 120km/h Figure3. The deformation of beam for 120 km/h
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Analysis and Comparison on Dynamic Characteristics of the Bridge Subjected to Moving Load Based on ANSYS
Jing Ji, Wenfu Zhang, Wenyan Zhao, Chaoqing Yuan, Yang Yu
0.05
Midspan
Displacement(m)
0
-0.05
-0.1
-0.15
-0.2
-0.25
-0.3
0.0
0.3
0.6
0.9 1.2
Time(s)
1.5
1.8
0.1
Displacement(m)
Midspan
0
-0.1
-0.2
-0.3
-0.4
0.0 0.5
3.0 3.5
Figure 6. The displacement-time curves for 40km/h Figure 7. The deformation of beam for 40 km/h
Nodal DOF result [7] is chosen when time-history post processing is used for analyzing the results.
Displacement of the 51st node in the midspan is chosen as Y axis, and time is chosen as horizontal axis,
thus displacement-time relationship curves of the node in the midspan can be drawn as shown in Figure
2- Figure 7 when the car passes through the bridge with a speed of 120km/h, 80km/h and 40km/h. The
deformation of simple supported beam is also shown in Figure 2- Figure 7 when the displacement of
the mid-span node reaches the maximum value.
We can be seen from the figures, when the constant force moves at a uniform speed of 120km/h
80km/h and 40km/h, the maximum dynamic deflection at the midspan of simple supported beam is 0.147m, -0.257m and -0.320m respectively. It shows that the maximum dynamic deflection at the
midspan of beam gradually reduces with the increasing of the speed, and the maximum deflection in
the midspan gradually moves towards the back [2, 8]. When moving speed is larger, the maximum
dynamic deflection at the midspan of beam will happen in the moment which the moving load leaves
from the beam.
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Analysis and Comparison on Dynamic Characteristics of the Bridge Subjected to Moving Load Based on ANSYS
Jing Ji, Wenfu Zhang, Wenyan Zhao, Chaoqing Yuan, Yang Yu
0.1
0.1
M idspan
Midspan
0
Speed(m/s)
Speed(m/s)
0
-0.1
-0.2
-0.3
-0.1
-0.2
-0.3
-0.4
-0.4
-0.5
0.0
0.3
0.6
0.9
-0.5
0.0 0.3 0.6 0.9 1.2 1.5 1.8
1.2
Time(s)
Time(s)
(a)120km/h
(b) 80km/h
0.8
M idspan
Speed(m/s)
0.6
0.4
0.2
0
-0.2
-0.4
0.0
0.5
1.0
1.5 2.0
Time(s)
2.5
3.0
3.5
(c) 40km/h
Figure8. The speed-time relationship curves for 120km/h, 80km/h and 40km/h
M idspan
Acceleration(m/s 2)
4
3
2
1
0
-1
-2
-3
-4
0.0
0.3
0.6
0.9
1.2
4
3
2
1
0
-1
-2
-3
-4
0.0
M idspan
0.3
0.6
0.9
1.2
1.5
1.8
Time(s)
Time(s)
(a) 120km/h
(b) 80km/h
2
Acceleration(m/s 2)
Acceleration(m/s 2)
Under the moving load the peak on the speed response of the mid-span node of simple supported
beam occurs in the front moment of the displacement peak, that is the displacement peak at the
midspan node has a lagging effect in comparison with the speed peak. The acceleration-time
relationship curves for 120km/h, 80km/h and 40 km/h are shown in Figure 9.We can see from Figure 9
the acceleration of the bridge becomes smaller in negative direction with the increasing of speed and
there is on regulation in positive direction. Overall acceleration curves show sinusoidal variation.
Midspan
1.5
1
0.5
0
-0.5
-1
0.0
0.7
1.4
2.1
2.8
3.5
Time(s)
(c) 40km/h
Figure9.The acceleration -time relationship curves for 120km/h, 80km/h and 40km/h
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Analysis and Comparison on Dynamic Characteristics of the Bridge Subjected to Moving Load Based on ANSYS
Jing Ji, Wenfu Zhang, Wenyan Zhao, Chaoqing Yuan, Yang Yu
Fcost
v
m, EI
Y
Figure10. Simplified model of vehicle and bridge
Displacement m
0.1
0.08
0.06
W=5
W=10
W=20
0.04
0.02
0
-0.02
0.0
0.3
0.6
Times
0.9
1.2
Nodal DOF result [3] is chosen when time-history post processing is used for analyzing the results.
Displacement of 51 node in the midspan is chosen as Y axis, and time is chosen as horizontal axis, thus
displacement-time relationship curves of the node in the midspan can be drawn under different
excitation frequencies when the car passes through the bridge with a speed of 120km/h , as shown in
Figure 11.
As can be seen from Figure 11, under harmonic force with constant speed, with the increasing of the
excitation frequency of harmonic force, the maximum dynamic deflection in the midspan of beam
gradually decreases .when the excitation frequency of harmonic force is lower, the maximum dynamic
deflection in the midspan of beam happens in the moment that harmonic force is about to leave the
beam. Thus it is clear that when the excitation frequency reduces gradually and closes to the natural
frequency of the beam, the resonance will occur and the displacement response in the moment that the
load leaves beam is the largest.
164
Analysis and Comparison on Dynamic Characteristics of the Bridge Subjected to Moving Load Based on ANSYS
Jing Ji, Wenfu Zhang, Wenyan Zhao, Chaoqing Yuan, Yang Yu
0.03
120
Displacement m
Displacement m
0.15
0.1
0.05
0
120
80
40
-0.05
-0.1
0.0
1.0
2.0
3.0
80
40
0.02
0.01
0
-0.01
-0.02
0.0
4.0
1.0
Times
2.0
Times
3.0
4.0
We can see from figure 12, when the excitation frequency is unchanged, with the increasing of the
vehicle speed, it is not obvious for the variable ruler of displacement in the midspan. But the maximum
dynamic deflection in the midspan of beam gradually decreases with excitation frequency of the
harmonic force increases.
0.015
Displacement m
0.01
0.005
0
-0.005
120
80
40
-0.01
-0.015
0.0
1.0
2.0
Times
3.0
4.0
speed m/s
0.3
0.2
0.1
W=5
W=10
W=20
-0.1
-0.2
0.0
0.3
0.6
Times
0.9
1.2
When a car pass through the bridge with a speed of , the speed-time relationship curves of the midspan node under different excitation frequency are got as shown in Figure 13. With the increasing of
the excitation frequency of harmonic force, the peak speed of the mid-span node of the simple
supported beam gradually decreases, and the first peak of velocity response will appear earlier. By
contrasting, it is known that the maximum speed which the harmonic force results in is smaller than
constant force in the mid-span of beam under constant speed.
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Analysis and Comparison on Dynamic Characteristics of the Bridge Subjected to Moving Load Based on ANSYS
Jing Ji, Wenfu Zhang, Wenyan Zhao, Chaoqing Yuan, Yang Yu
As can be seen from figures, with increasing of the speed, the maximum positive shear value
maintains at rearward position. But the largest negative shear values transfers gradually from the end to
the middle part, which shows that the shear value is an increasing process, and can reach maximum
value when the load leaves the beam. We can see that the greatest negative moment value can reach the
maximum value when the load leaves the beam. The maximum positive bending moment value is the
process that gradually moving from the mid-span part to the end, at the same timethe maximum
positive bending moment value of the beam increases with the increasing of speed.
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Analysis and Comparison on Dynamic Characteristics of the Bridge Subjected to Moving Load Based on ANSYS
Jing Ji, Wenfu Zhang, Wenyan Zhao, Chaoqing Yuan, Yang Yu
Speed
(km/h)
Vmin
Shear (N)
3484
-2950
3058
-1778
2850
-1602
Moment (N. m)
10286
-13979
9585
-14680
8674
-19071
7. Conclusions
The modern theory by means of computer analysis and the finite element method can be more
realistic to simulate the state of the vehicle and the bridge, the speed and interaction between load and
the vehicle - bridge system. The maximum displacement is 1.64 times than the static displacement,
thus it is clear that the dynamic response of the bridge under the moving load must be considered. The
slower the speed of the vehicle is, the greater the vibration displacement response of the bridge is. For
this reason, the vehicle need be controlled at speed aspect when it reaches the bridge. The driver not
only make it quickly pass through the bridge, but also maintain a certain distance between vehicles.
When the excitation frequency reduces and gradually closes to the natural frequency of the beam, the
resonance will occur and the displacement response happened in the moments that the load leaves
beams is the largest. the frequency generated by a moving vehicle should be largely different from the
natural frequency of the bridgeso resonance can be avoided. When vehicles move on the bridge
under the same speed, the maximum displacement and speed of harmonic force is smaller than those of
a constant force.
8. Acknowledgements
The study described in this paper was supported by the Heilongjiang Provincial Department of
Education Science and technology research project (project number: 12511022) and The National
Natural Science Foundation of China (project number: 51178087).These supports are gratefully
acknowledged.
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Analysis and Comparison on Dynamic Characteristics of the Bridge Subjected to Moving Load Based on ANSYS
Jing Ji, Wenfu Zhang, Wenyan Zhao, Chaoqing Yuan, Yang Yu
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