Dynamic Response of A Bridge

Journal of http://jvc.sagepub.
com/ Vibration and Control
Dynamic Response of a Bridge With Surface Deck Irregularities

G.T. Michaltsos and T.G. Konstantakopoulos Journal of Vibration and Control 2000 6: 667 DOI: 10.1177/107754630000600502 The online version of this article can be found at: http://jvc.sagepub.com/content/6/5/667
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Dynamic Response of a Bridge With Surface Deck Irregularities

G. T. MICHALTSOS T G. KONSTANTAKOPOULOS
National Technical
University of Athens,
42 Patisslon St., Athens 10682, Greece
(Received
16 October
1998; accepted 30 April 1999)
Abstract: This paper examines the effects of the surface deck irregularities on the dynamic response of a bridge, during the passage of a light or heavy vehicle. The authors especially try to find the effect of the shape, the size, and the position of an irregularity in connection with the length of the span of a bridge and the velocity of a vehicle. For this reason, two types of irregularity are considered. The first with an abnormal shape and the second with a normal shape. The authors also examine the effect on the dynamic response of a bridge of the position of an irregularity for different positions of a vehicle. Finally, they try to determine the effect of replacing the true vehicle by a model, consisting of one, two, or three moving loads connected with each other. The dynamic response of the bridge is calculated by modeling the bridge and the moving load separately and combining the models with an iterative procedure according to the known technique in use.
Key Words: Deck irregularities, bridge dynamic
1. INTRODUCTION
reported during the past 100 years, dealing with the dynamic response of railway bridges and later of highway bridges under the influence of moving loads. Extensive references to the literature on this subject can be found in Frbas book (1972). Two early interesting contributions in this area exist thanks to Stokes (1849) and Zimmerman (1896). In 1905, Krylov gave a complete solution to the problem of the dynamic behavior of a prismatic bar acted on by a load of constant magnitude, moving with a constant velocity. In 1922, Timoshenko solved the same problem, but for a harmonic pulsative moving force. Another pioneer work on this subject was presented in 1934, by Inglis, in which numerous parameters were taken into account. In 1951, Hillerborg gave an analytical solution to the previous problem, by means of Fouriers method. Despite the availability of high-speed computers, most of the methods used today for analyzing bridge vibration problems are essentially based on Ingliss or Hillerborgs early techniques. Relevant publications are Saller (1921); Jeffcott (1929); Steuding (1934, 1935); Honda, Kajikawa, and Kobori (1982); Gillespi et al. (1993); Green and Cebon (1994); Green, Cebon, and Cole (1995); Zibdeh and Reckwitz (1996); Lee (1996); Michaltsos,
A lot of work has been
667-
668
Sophianopoulos, and Kounadis (1996); Xu, Xu, and Genin (1997); and Foda and Abduljabbar
(1998).
On the other years,
hand, in practice, in spite of the great number of works, for more than 50
bridges (as also other constructions that are acted on by dynamic loads) have been designed to account for dynamic loads by increasing the design live loads by a semiempirical &dquo;impact factor&dquo; or &dquo;dynamic load allowance&dquo; (American Association of State, Highway and Transportation Officials, 1977). Recently, there have been many programs of research in different countries on the effect of the characteristics of a bridge, or a vehicle, on the dynamic response of a bridge. We can mention the programs in the United States (American Association of State, Highway and Transportation Officials, 1977), in the United Kingdom and Canada (Leonard, 1982; Ontario Ministry of Transport and Communications, 1983), in the Organization for Economic Cooperation and Development (OECD) (Council of European Communities, 1992), in Switzerland (Organization for Standardization, 1972), and so on. Although there are also important publications in this field, we must especially refer to the important experimental research by Cantieri (1991) on different models of moving loads. From the three factors (vehicle speed, matching of bridge and vehicle natural frequencies, and irregularities and roughness of bridge surface deck) that affect the vibration of a bridge, the third is the one that has been more researched in the past years, mainly by experimental
&dquo;
methods. The present paper examines primarily the effect of the surface deck irregularities on the dynamic response of a bridge and secondarily the effect of the use of a simple, one axis moving load (instead of the real vehicle of two or more axes) and the error from such a substitution. That is the reason for the use of a simpler model. There are very exact models like that of Drosner ( 1989), which even Cantieri considered too complicated for such studies (these exact models are used for the study of special parts of the cars). The common technique is that of the separate examination of the moving load, on one hand, and of the bridge, on the other, and the combined use of the models (Green, Cebon, and Cole, 1995). This method has the advantage of producing functions P(t) of wheel loads, independent of the bridge characteristics and number of axes of the vehicle. These functions are possible to be used for any bridge or to be adapted to any wheel (with the same characteristics of springs and dampers) of a vehicle because they depend only on the shape of the irregularity. We suppose that the examined irregularities have a shape that can be expressed in mathematical form. Two types of irregularity are examined:
1. The one,
shown in Figure 1 a, is where the vehicle enters and exits the irregularity abnormally because of the nonhorizontal tangents on points A and B. This irregularity, named Type I, has a form given by
as
2. The other, in Figure 1 b, is the one in which the tangents are on points A and B horizontal. This irregularity, named Type II, has a form given by
669
Figure
1.
Types of irregularities. (a) Type I. (b) Type II.
Figure 2. (a)
One-axis model.
(b) Two-axis
model.
670
Figure
3. One-axis model
moving
on an
irregularity.
The actual moving load is an idealized moving mass M, with constant speed v , on a spring with constant k and on a damper with constant c. The mass of the wheel is mT (Figure 2a). We assume also that the wheels are always in contact with the roadway of the bridge. The vehicle used is shown in Figure 2b.
2. MATHEMATICAL FORMULATION
~
2.1. Forces Caused by the 2.1.1.
Irregularities
Introductory Concepts
We consider the
irregularity of Figure 3 with the following equation:
The above described moving mass M (in which M includes the mass mT of the wheel) passes from the beginning of the irregularity in time t = 0. In time t < 0, the mass M moves on the horizontal level a-a, from which we will measure the deflections z. F mg where In time t = 0, all the system has a constant statical deflection, equal k k k g is the gravity acceleration. According to Newtons second law, we have
_
to k
671
The solution of (4) is
given by
Duhamels form:
2.1.2.
Irregularity of Type I
_~
irregularity of Type I has a form given by equation (1). Because moving mass on the irregularity, we have the following forces:
The
of the passage of the
a) b)
Forces caused by the change of the level a-a (Figure 3), on which mass M moves. Forces caused by the impact that takes place the instant of entrance and exit of the moving mass M from the irregularity.
2.1.2.1.
The deflection z(t) of the moving mass M is given by equation Change of the leveL initial conditions With (5). z(0) = z(0) 0, give Dl D2 0. Then because of (1), (5), we can write the and (4c), following:
= = =
The
corresponding forces, because of the change of the level, are
672
Figure 4. Impact while the
mass
enters and exits
an
irregularity of Type
1.
2.1.2.2.
is
The wheel, which has a mass MT and on which the moving mass M Impactforces. has a horizontal being carried, speed v (see Figure 4). In time t = 0, this mass mT strikes
against the irregularity, which has a mass equal to infinity and speed equal to zero. The mass mT , after the impact, bounces in the direction Kl w, with speed w. From the general theory of impact (Goldsmith, 1960), we can write (see also Figure 4)
phenomenon takes place during the exit from the irregularity in time t 2. v Now the only difference is that the speed v is parallel to the tangent of w(x) on point B (see Figure 4), whose angle is equal to cp. Therefore, we can write
~
The
2f
same
673
2.1.3.
Ir-regularity of Tj~pe 11
The
irregularity of Type II has a form given by equation (2). Because of the passage of the moving mass on the irregularity and also of its curve, we have forces caused by the change of the level a-a (Figure 3). Therefore, the deflection ~(t) of the moving mass Mis given by equation (5). With initial
conditions 2-(0)
=
z(0)
0, we obtain
Then, because of (2), (5), and (4c),
we can
write
and S; , Ci from equations (6). The corresponding forces, because of the
change of the level, are
2.2.
Dyranric Response of a Bridge
us consider the simply supported beam that is shown in Figure 5, with length L, mass unit length 112, and flexural rigidity EI, made from uniform, homogeneous, and isotropic per material. The beam is subjected to a load P, having mass M, moving with a constant velocity
Let
(see Figure 5).

At a distance a, from the point A, there is the irregularity C. Neglecting the effect of the M in the vibrating bridge (for this effect, see (12)), the following equations of motion be written:
,
mass
can
674
Figure 5. Single-span bridge with
an
irregularity at Xl
and
moving
mass
at ~2
d.
where the prime denotes differentiation with respect to x, while the dot denotes differentiation with respect to time t and 6 is the Dirac delta function. A usual solution of equation (12) can be shown through the following form:
where Xn
sin
n ~rx .
is the
shape
function of the
freely vibrating bridge,
illn is the circular
eigenfrequency, An , Bn constants, which are determined from the time conditions, and Tn (t) is the modal amplitude, given from
675
where:
P;,&dquo;p. , P;I,~
r
=
from
=
equations (8), (9), P; (t) from equations (7)
for i = 1
rm y
and for i
2 and
On
&horbar;r&horbar; -
Finally,
To reach the above
equations in dimensionless form, we put
676
previous equations can be written in dimensionless form, as follows: Equations (7) (Irregularity of Type I):
and the
Equations (8) and (9):
677
Equations ( 11 ) (Irregularity of Type II):
And
finally, equation (13) becomes
where Xn
sin(n~rx) the dimensionless shape function and

amplitude, given from
T&dquo; (T
the dimensionless modal
678
3. NUMERICAL RESULTS AND DISCUSSION

The purpose of this paper was to dynamic response of a bridge:
study
the influence of the
following parameters
on
the
a) b)
The shape, the length, and especially the position of an irregularity. The model used in the response of a bridge and the accuracy of the obtained results.
we have studied several types of bridges, irregularities, and described below Note should be taken of the following:
Therefore,
-
vehicles, which
are
The vehicles are supposed to move along the center line of the bridge. The displacements in the middle of the span of the bridge are studied. Only the first three flexural modes (no torsion) are taken into account.
3.1. Let
Bridges
us
consider two kinds of bridges. The first one is short (with a length of - 1.5 times the length of a big lorry) and the second one is long (with a length of about 7 times the length of a big lorry). That means about 10 m in length for the shorter bridge and about 40 m in length for the longer one.
679
3.2.
Types of Irregularities
Two types of irregularities, in relation to their shape, were taken into consideration. The first one of Type I (see Figure 1 a) and the second one of Type II (see Figure 1 b). In Type I, the vehicle enters with impact, whereas in Type II, the vehicle enters normally In the short bridges with both types of irregularities, we have studied first the small irregularities with characteristics ~ &dquo; 0.05, f = 0.004, and, second, the middle irregularities with characteristics e 0.2, f = 0.007. In the long bridges again with both types of irregularities, we studied the small one with characteristics P 0.0125, f 0.001, the middle one with characteristics e = 0.05, and the 0.00175, f = big one with characteristics fl 0.10, f = 0.0025. These in dimension quantities correspond to
= =
=
fl ~ ~
0.50 2.00 4.00
m, f = m, f = m, f =
0.04 m for the small irregularities; 0.07 m for the middle irregularities; 0.10 m for the big irregularities.
Considering their position on each eighth of the span of the bridge 8 studied their effect on the behavior of the bridge.
3.3. Vehicles
(~ nL ,
1, 2, ... , 8), we
The passage of two types of vehicle is studied (the constants of the springs k are taken from the Kraemer & Freund catalogues and those of the dampers c from the Sachs-Stabilus
catalogues): The light vehicle has the following characteristics:
The
big lorry has the following characteristics:
680
Table 1.
Explanatory table.
The above values
correspond to the following dimension quantities:
For both vehicles, the impact coefficient is E 0.95. two for the above vehicles are shown in Figure 2b), we have also studied (which Except the movement of the model (with one axis) of Figure 2a on the bridge with P = 20, OOON for the light and P 250, OOON for the heavy model. All the previous results are compared with the ones, which were taken from the movement of a single load (P = 20, OOON or P 60 km/h and 250, OOOI~ of the same speed (v v 50 km/h, respectively) without mass, spring, and damping, and which we usually use to have a first approximation of the dynamic response of a bridge.
= = = = =
3.4.
Dynamic Response of a Bridge

on
bridges, types of vehicles, and types of irregularities (in different the From all the above data, we got 180 solutions and 180 diagrams. bridge). positions above 180 of the Eight diagrams are presented in Figures 6 to 13 (see also explanatory Table 1). For all the 180 solutions (of which some have been shown in Figures 6 to 13), we get the following 20 diagrams, in which are compared the increments or decrements of the displacement of the middle of the span of the bridge. The displacement of the bridge
We consider two different
681
Figure 6.
Short
bridge,
abnormal short
irregularity, light vehicle.
Figure
7. Short
bridge,
normal short
682
Figure
8.
Long bridge, abnormal middle irregularity, light vehicle.
Figure 9. Long bridge,
normal middle
683
Figure
10. Short
bridge,
abnormal short
irregularity, big lorry.
Figure
11. Short
bridge, normal short irregularity, big lorry.
684
Figure
12.
Long bridge,
abnormal middle
Figure
13.
Long bridge,
normal middle
685
Table 2. Absolute maximum ratios.
acted on by the two-axis-vehicle is symbolized with woo. The one that is caused by the oneaxis moving load with spring and damper is symbolized with wo, and the one caused by a moving load without spring and damper and which moves on a bridge without irregularity, is
symbolized by w. The 20 diagrams are given in Table 2.

For the
use
of the above Table 2,
we
present the following example:

Woo - Wo
Line 6 of Table 2, for
example,
most
shows the absolute maximum ratios unfavorable
9lo,
wo
positions of the irregularity on the span of the bridge. The irregularity is of Type I, the bridge is long, the length of the irregularity is short, the vehicle is a heavy lorry, and the above ratios are, respectively, 1.5% when the irregularity is placed at 2L/8 of the bridge, and 0% and 3% when the irregularity is placed at 2L/8 of the bridge. These results are shown in diagrams 1 to 10 under number 6 with
w
w
Woo - w and ~ > 1t , >
for the
continuous line for the first ratio and with
dotted line for the second one, for different
positions of the irregularity on the span of the bridge. Study of the previous diagrams leads to the following results:
686
of the middle of the bridge: Diagrams 1 to 10. Comparison percentage of the change of the displacement W W % Biaxial model to one axis model. - - - - - Woo - W % Biaxial model to without w Wo mass moving force.
~
687
Diagrams
mass
11 to 20.
W ~ W % moving
wo
force.
Comparison percentage of the change of the displacement of the middle of the bridge: % Biaxial model to without Biaxial model to one axis model; - - - - w
W ~ ~~
688
1.
Regarding the models of vehicles:

of the exact biaxial model is necessary in the light vehicles, where the difference goes up to 44% in relation to the one-axis model, while this difference reaches 85% in relation to the simple moving load (without irregularity, spring, etc.). For short bridges, the deviation from the true values is about 25% and 62%, respectively. For big lorries, the exact model vehicle gives results less than 40% (for short bridges) to 2% to 5% (for long bridges). But if we take into account that a significant factor on the design of a long bridge is the economy, then it is necessary to use the exact biaxial model. The
use
2.
Regarding the type of irregularity:

The one of Type I gives an increment of the dynamic deflection of a bridge from 9% to 52% for the light vehicles, but from 0% to 5% for the big lorries. The irregularities of Type II give minor rates of the increment on the dynamic deflection of a bridge from 2% to 12% for the light vehicles, but from 0% to 2% for the big lorries.
3.
Regarding the position of the irregularity:

The existence of an irregularity at the beginning of a bridge gives more unfavorable results, with significant differences (it doubles the influence). While the existence of an irregularity at positions 2L/8 to 4L/8 is also quite insecure. Therefore, the construction (for the reduction of the speed of a vehicle) or the accidental existence of an irregularity on the bridge, and especially at its beginning, is the worst design (or case) of all.
Finally, we would like to point out that the short irregularities up to 1 m have the most unfavorable influence. Therefore, we propose that the whole length of the irregularity be from 2 to 4 m. A longer length has the effect of two irregularities instead of one, because the beginning and the end of the long irregularity act like two independent irregularities, especially for Type I (where we have the impact phenomenon). We note that the optimum length of an irregularity is connected with the particular characteristics of a bridge and, especially, with the specter of the eigenfrequencies.
4. CONCLUSIONS
From the above results, we come to the 1. Regarding the irregularities:
a.
following basic conclusions:

at the entrance
We must avoid
constructing irregularities
(and generally
on
the first
eighth)
c.
of a bridge.
b. We must avoid
irregularities with abnormal shapes because of the impact phenomenon. The length of an irregularity must be longer than I m and shorter than the vehicle wheel base for us to avoid forces because of a double impact.
~ ;
.
2. As for the vehicle model used:

a.
The model of the
simple moving load (without springs, etc.)

can
must be avoided in the
design of a bridge. b. The one axis model

model
(of two
or more
axes)
be used in the design of long-span bridges, while an exact must be used for the design of middle-span bridges.
689
REFERENCES
American Association of State, Highway and Transportation Officials (AASHTO), 1977, Standard Specifications for Highway Bridges, 12th ed., Author, Washington, DC. Cantieri, R.,1991, Beitrag zur dynamik von Strassenbrucken unter der uberfahrt schwerer Fahrzeuge, Diss. ETH Nr 9505, Technische hochschule, Zurich.
Council of European Communities, 1992, Council Directive, 92/7/EEC Amending Directive 85/3/EEC on the Weights, Dimensions and Certain Technical Characteristics of Certain Road Vehicles, Author, Brussels, Belgium.
Drosner, R. A., 1989, Beitrag zur Berechnung der dynamischen Beanspruchungen RWTH, Fakultat fur Bauingenieur und Vermeisungswesen, Aachen.
von
Brucken under Verkehrlast, Diss.
Foda, M. A. and Abduljabbar, Z., 1998, "A dynamic green function formulation for the response of a beam structure to a moving mass," Journal of Sound and Vibration 210 (3), 295-306. and Structures Under Vibrations 1972, of Solids Moving Loads, Nordhoff, Groningen. Frýba, L., M. M. T S. A., Hansen, W, Ehsan, N., and Cebon, D., 1993, Effect of W, Nasim, D., Karamihas, M., Sayers, Gillespi, Heavy Vehicle Characteristics on Pavement Response and Performance, NCHRP, Rep. 353, Trans Res. Board
(TRB), Washington,
DC.
Goldsmith, W, 1960, Impact, Edward Arnold, London. Green, M. F. and Cebon, D., 1994, "Dynamic response of highway bridges to heavy vehicle loads: Theory and mental validations," Journal of Sound and Vibration 170 (1), 181-194.
experi-
Green, M. E, Cebon, D., and Cole, D. J., 1995, "Effects of vehicle suspension design
Journal of
on
dynamics of highway bridges,"
Hillerborg, A.,
Structural Engineering 121(2), 211-220. 1951, Dynamic Influences of Smoothly Running Loads of Simply Supported Girders, Kungl. Tekhn. Högs
on
kolan, Stockholm. Honda, H., Kajikawa, Y., and Kobori, T, 1982, "Spectra of road surface roughness
bridges,"
Journal
of Structure
(9), Engineering ASCE 108

A Mathematical Inglis, C. E., 1934,
UK.
249-256. Treatise
on
Vibration in
Railway Bridges, Cambridge University Press, Cambridge,
International Organization for Standardization (ISO), 1972, Proposals for Generalized Road Inputs to Vehicles, ISO/TC 108/WG9 Draft No 3c, Geneva, Switzerland. Jeffcott, H. H., 1929, "On the vibration of beams under the action of moving loads," Philosophical Magazine Series (48), 66-67. 7,8 A. Krýlov, N., 1905a, Mathematical Collection of Papers of the Academy of Sciences, St. Petersburg 61.
Krýlov,
A.
N., 1905b, "Über die erzwungenen Schwingungen
von
gleichförmigen elastigchen Stäben,"
Mathematical
Annalen 61, 211.
(2), 289-296. Lee, H. P., 1996, "Dynamic response of a beam with a moving mass," Journal of Sound and Vibration 191 and Rd. Res. Lab. on Girder and Measurements Leonard, D., 1982, Damping Bridges, Transport Eigh Bog Frequency Growthome, TRRL, Lab. Re. 682, England.
Sophianopoulos, D., and Kounadis, A. N., 1996, "The effect of a moving mass and other parameters (3), 357-362. dynamic response of a simply supported beam," Journal of Sound and Vibration 191 Ontario Ministry of Transportation and Communications, 1983, Ontario Highway Bridge Design Code, Author, DownsMichaltsos, G. T,
on
the
view, Ontario. Saller, H., 1921, Einfluss bewegter Last auf Eisenbahnoberbau und Brücken, Kreidels Verlag, Berlin. (4), 275-305. Steuding, H., 1934, "Die Schwingungen von Trägern bei bewegten Lasten I," Ingenieur Archiv 5 Archiv bei Lasten von "Die II," (4), 265-270. 6 H., 1935, Ingenieur bewegten Schwingungen Trägern Steuding, Stokes, G. G., 1849, "Discussion of a differential equation relating to the breaking of railway bridges," Transactions of
the
Cambridge Philosophical Society,
707-735.
(43), 1018. Timoshenko, S. P., 1922, "On the forced vibration of bridges," Philosophical Magazine Series 6 Journal and Vibration 204(3), mass "A non linear and Genin, J., of Sound 1997, Xu, X., Xu, W, moving problem," 495-504. Zibdeh, H. S. and Reckwitz, R., 1996, "Moving loads on beams with general boundary conditions," Journal of Sound and Vibration 195 (1), 85-102. (23), Zimmermann, H., 1896, "Die Schwingungen eines Trägers mit bewegter Last," Centralblatt der Bauverwaltung 16 249-251; 23A, 257-260; 24, 264-266; 26, 288.

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Journal of http://jvc.sagepub.

com/ Vibration and Control

Dynamic Response of a Bridge With Surface Deck Irregularities

>> Version of Record - Jan 1, 2000 What is This?

Dynamic Response of a Bridge With Surface Deck Irregularities

42 Patisslon St., Athens 10682, Greece

1998; accepted 30 April 1999)

Key Words: Deck irregularities, bridge dynamic

Types of irregularities. (a) Type I. (b) Type II.

2.1. Forces Caused by the 2.1.1.

irregularity of Figure 3 with the following equation:

The solution of (4) is

of the passage of the

corresponding forces, because of the change of the level, are

Figure 4. Impact while the

enters and exits

Then, because of (2), (5), and (4c),

and S; , Ci from equations (6). The corresponding forces, because of the

change of the level, are

Dyranric Response of a Bridge

(see Figure 5).

Figure 5. Single-span bridge with

freely vibrating bridge,

illn is the circular

equations (8), (9), P; (t) from equations (7)

To reach the above

equations in dimensionless form, we put

Equations (8) and (9):

Equations ( 11 ) (Irregularity of Type II):

finally, equation (13) becomes

sin(n~rx) the dimensionless shape function and

the dimensionless modal

3. NUMERICAL RESULTS AND DISCUSSION

the influence of the

0.50 2.00 4.00

catalogues): The light vehicle has the following characteristics:

big lorry has the following characteristics:

The above values

correspond to the following dimension quantities:

Dynamic Response of a Bridge

irregularity, light vehicle.

irregularity, light vehicle.

Long bridge, abnormal middle irregularity, light vehicle.

Figure 9. Long bridge,

irregularity, light vehicle.

irregularity, big lorry.

bridge, normal short irregularity, big lorry.

irregularity, big lorry.

irregularity, big lorry.

Table 2. Absolute maximum ratios.

symbolized by w. The 20 diagrams are given in Table 2.

of the above Table 2,

present the following example:

Line 6 of Table 2, for

shows the absolute maximum ratios unfavorable

Woo - w and ~ > 1t , >

continuous line for the first ratio and with

dotted line for the second one, for different

Regarding the models of vehicles:

Regarding the type of irregularity:

Regarding the position of the irregularity:

following basic conclusions:

N., 1905b, "Über die erzwungenen Schwingungen

gleichförmigen elastigchen Stäben,"