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Mehmet Akif KOÇ1, İsmail ESEN2, Yusuf ÇAY3, Ömer ÇERLEK3, Muhammed Asım
KESERCİOĞLU3, RecepKILIÇ3, Hüseyin DAL3, Mustafa EROĞLU3
1
(Mechatronics Engineering, Sakarya University, Turkey)
2
(Mechanical Engineering, Karabuk University, Turkey)
3
(Mechanical Engineering, Sakarya University, Turkey)
ABSTRACT :In this study, vibration suppression of vehicle-bridge interaction system has been studied in
terms of bridge dynamics. In vibration suppression, some configurations of tuned passive mass dampers have
been considered. Motion equations of vehicle and absorbers are coupled with the motion equation of the bridge
beam using first four mode of beam and Lagrange equations. Then the coupled equation of vehicle-bridge-
absorbers (VBA) has been solved using the fourth order Raunge-Kutta algorithm. It is proved that the
configuration of the absorbers that are placed on the anti-nodes of first and second mode shapes of the bridge
beam is the most effective one of all others.
m y(t)
v=const.
k c
F EI,ceq ,
t vt
F
x
w( t t)
k1 b
k2 k3
y1 (t) y2 (t) y3 (t)
m1 m2 m3
0.25L
0.5L
0.75L
L
Figure 1. Model of Euler-Bernoulli Bridge beam with attached PTMDs and subjected to moving vehicle.
n
wb ( x, t ) i ( x)bi (t ),
With all these assumptions, for the system i 1
L
2 i x
1 w
b 2 ( x, t ) dx my 2 (t ) i ( x ) sin , i 1, 2,..., n.
Ek 0 , (1a) L L (1a)
2
m1 y1 (t ) m2 y2 (t ) m3 y3 (t )
2 2 2
whereηbi is the i-th time dependent
L generalized nodal coordinate,φi is i-th mode shape
EI wb ( x, t ) dx k y(t ) wb ( (t ), t ) +
2 2
0 function. The applied static axle load of the
1 2
E p k1 y1 (t ) wb ( L / 4, t ) k2 y2 (t ) wb ( L / 2, t ) H ( x, (t )), vehicle at the contact point of the wheel can be
2
2 (1b)
k3 y3 (t ) wb (3L / 4, t ) determined as:
2
fc ( x, t ) (mgH ( x (t ))), (3)
whereμ and EI, refer to the mass of the
unit length and flexural rigitidy of the bridge whereH(x-ξ(t))is the Heaviside function.
girder, respectively. For the vehicle- bridge system the Rayleigh’s
dissipation function can be expressed as below:
For the system shown in Fig.1, in order to
obtain the equations of motion one can use the
virtual work principle, Hamilton's principle and
D
1
2
ceq w b2 ( x, t ) c[ y (t ) w b ((t ), t )]2 H ( x (t )) , (4)
D'Alembert's principle. In this study, motion
equation of the VBA integrated system is optained In Eq. (4) ceq is the equivalent damping
using Langrange’s equations and mode expansion coefficient of bridge girder. In addition, for the
method. For any point x on the beam at time tthe given system, the Lagrangian (L = Ek- Ep) is equal
deflection function wb (x, t) can be aproximated to the difference of the kinetic and potential
using the Galerkin’s method: energies. In such a case, for the five independent
coordinates, the Lagrange equations can be as
follows:
bridge beam are, respectively, f1=0.2108 Hz, first natural frequency of the bridge is f1 = 0.2108
f2=0.8432 Hz, and f3=1.8972 Hz. Using these Hz. Therefore, the absorber is tuned to resonate at
values and Eq. (22), the critical speeds for vehicles the first natural frequency
moving on the bridge are calculated, respectively, f1 = (2p )- 1 k1 m1 = 0.2108 . Thus, it is expected
as vcr1=42.15 m/s, vcr2=168.62 m/s, and vcr3=252.82
that this absorber can reduce the vibration energy
m/s.
-3
of the beam caused from the first vibration mode of
x 10
1 the bridge. In the second model, model B, a
viscous damper added to the spring mass system.
0.5
The damping coefficient of the absorber was
chosen as c2=10000 Nsm-1, not on purpose but to
0
show the effect of any damping in the absorber.
The critical damping value
-0.5 Mode 1 ( 0.2108 Hz. )
Mode 2 ( 0.8432 Hz. ) ccr 2 = 2m2 wn = 2 k2 m2 = 26476.46 Nsm-1, and
Mode 3 (1.8972 Hz. )
-1
0 20 40 60 80 100
the damping ratio of the damper is
Length of the bridge (m)
z = c2 ccr 2 = c2 (2m2 wn ) = c2 (2 k2 m2 ) = 0.377
Figure2.Mode shapes of the bridge.
obtained using the parameters listed in Table 1.
In order to analyze the effects of the When this damper is added, the natural frequency
absorbers on the dynamics of vehicles and bridges of the absorber has reduced from 0.2108 Hz to
four different models of the VBA shown in Fig. 3. 0.195 Hz that is the damped natural frequency,
In the model A as shown in Fig. 3a, an undamped where wd = wn 1- z 2 = 1.226 rad / s = 0.195 Hz.
mass spring system is suspended from the bridge at it is expected that adding damping may not be
the mid-point. The main vibration displacement of useful in order to reduce the vibration energy of the
the bridge system is affected mostly from the first mode. However, it should be known that in
fundemantal mode of the beam, for such reason the some case the damping could be considered in
absorber is placed at the mid point where the terms of design criteria. These issues are examined
maximum deflection occurs at the midpoint when in detail in the following sections.
the beam vibrates with only the first mode. The
k2 k2 c2
m2 mode 1 mode 1
m2
L/2 L/2
L L
y v=const. y
v=const.
c-) Model C m mode 2 d-) Model D m
EI,ceq , EI,ceq ,
k c k c
x=vt x=vt
x x
k1 k2 k3
m1 m2 m3 mode 1
mode 1
L/4
L/2 L
3L/4
L
bridge during vibration. Because these absorbers speed is chosen so that it is applicable in
prepared at a middle point of maximum amplitude transportation.
of the first mode of the bridge and their resonance For Model D model that there is no
frequency is set to the first oscillation frequency of absorber, the maximum midpoint displacement is
the bridge. However, structures are not only 20.34 mm when the vehicle is at about 0.75 L,
affected from the first mode of vibration the while for Model A, the maximum displacement is
contribution of the higher modes are also involved. observed as 15.8 mm, which means a decrease of
Therefore, in addition to the first vibration mode 22.32 percent when compared with no absorber
for the second vibration mode of the bridge a case. After a damped absorber in Model B is used,
second and a third absorber are placed at the the maximum midpoint displacement is 17.6 mm
locations 0.25 L and 0.75 L of the bridge; and they when the vehicle has reached to 81.2 percent of the
are tuned to the second natural frequency of the bridge length. When a damping added to the
bridge beam. As seen from Figure 3 the peaks of absorber, the occurrence time of the maximum
the second mode shape of the beam are at these bridge midpoint displacement shifted to forward,
locations. In order to compare with the effects of because of the added phase difference from
the three previous models, the Model D has no damping. Damping in the passive absorbers could
absorber. The parameters of the bridge and the not reduce the displacements much when compared
vehicle used in the study are presented in Table 1. to the undamped absorbers. For Model C, a special
case when three absorbers are used, the maximum
Table 1.Prpoperties of the vehicle and bridge. displacement of the midpoint of the bridge is 15
Bridge Vehicle parameters mm and; that means the displacement has been
L (m) 100 m (kg) 2172 c2 ( Ns/m) 10000 reduced by 26.25%. All the results are presented in
E 207 k (kg) 85439.6 m1( Ns/m) 10000
(Gpa) 0.174 c (kg) 2219.6 m2( Ns/m) 10000 Table 2.
I (m4) 20000 k1 ( N/m 280401. m3( Ns/m) 10000
μ 1750 ) 59 k3 ( N/m ) 280401. Table 2.Comparation of the four different models according to
(kg/m) k2 ( N/m 17525.0 59 bridge midpoint maximum displacement (m).
ceq ) 8 Model Max. Mid-point Location of According to
(Ns/m) disp.(mm) the vehicle the Model D,
(%) the reduction
Based on the four different VBA models rate (%)
A 15.8 73 22.32
in Figure 3, Figure 4, displays the midpoint
B 17.6 81.2 13.47
displacements wb (x=L/2, t) of the bridge beam for
C 15 87.5 26.25
a vehicle speed of v=90 km/h = 25 m/s that this D 20.34 75 ----
-3
x 10
0.005
Midpoint displacement of the bridge (m)
0 0
-0.005
-5
-0.01
-10
-0.015
Model A
Model B
model A -0.02
-15 Model C 0.25L
model B Model C 0.5L
model C -0.025
Model C 0.75L
-20 model D
-0.03
0 20 40 60 80 100 0 20 40 60 80 100
Position of the vehicle on the bridge ( m ) Position of the vehicle on the bridge ( m )
Figure 4. The effect of the absorber upon bridge midpoint dynamic response for vehicle constant velocity v=25
m/s and time step size ∆t=0.01 s (a) Bridge midpoint displacement; (b) Absorber displacement.
1
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