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.

© All Rights Reserved

3 vues

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.

© All Rights Reserved

- home_assignment1_2015 (1)
- Structural Dynamics
- CAESAR II - Modal Analysis With Caesar II
- 2010-TPC-286 Vorpahl-isope_tcm402-58125
- 1-s2.0-S0267726100000245-main
- Coupled Oscillations
- 2005-Gabbai_Benaroya_JSVpaper
- Me Scope
- Effective Mo Dalmas Sd
- Commentry on Standing Waves in Tires
- A Hybrid Finite Element Formulation for a Beam-plate System
- Fluid loaded structure
- Metro Train-Induced Vibrations on Historical Building
- VibeMeasLab.pdf
- 1-s2.0-S1877705811014950-main
- CD Paper Pag 189
- 0505swan a Practical Review of Rotating Machinery Critical Speeds and Modes
- proj1.6report (1)
- lecture14-15_2014
- Forced Vibrations of a Beam

Vous êtes sur la page 1sur 8

Multiple Tuned Mass Dampers

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.

Vibrations of bridges under moving loads all the vibration due to the VBI, since the excitation

are vital in engineering and have been studied over a frequency of the moving load is not constant. For a

century. Early studies of the moving load problem constant velocity of the load [7], for vibration

have been carried out by structural engineers who absorbers [8] , for Timoshenko beams [9], for

accepted the moving load as a moving point force. optimized damped-absorbers [10] are the other

Later, with the implementation of the increased valuable studies in this field. Plate structures under

transport speed, the subject has also been examined moving loads are also research interests and some

by the automotive and railway engineers. Now the FEM of such system can be found in [11]. Resonant

subject, as vehicle-bridge-interaction (VBI), has response of a beam plate of a high-speed a railway

been studied in terms of both vehicle and bridge bridge has been optimized by [12] using passive

dynamics with the new direction such as vibration viscous dampers. Vibration suppression of a plate

suppression of the both systems. In this field, some structure under random excitation using PTMD and

of analytical studies[1,2] are valuable for the its H∞ and H2 optimizations have been given in [13]

dynamics of the bridge beams under different and it is the early study of PTMD. It has reported

loading cases and end support conditions. When that the most effective use of PTMD is to place it at

higher transportation speeds are implemented, the a point where the mode shape is maximum at an

dynamic amplification factor (DAF) is considered as anti-node. One of the other implementation field of

important due to the inertial effects of the moving the PTDM is defence science applications such as

loads in rail and other transportation systems. projectile barrel interaction in various type of heavy

Vibration suppression and control of the bridge and light gun systems. For example, studies [14,15]

beams have been studied by [3–6]. It has been have reported that the muzzle vibrations of barrels

reported that using Passive Tuned Mass Dampers can be decreased at 50 percent using proper

(PTMD), the vibration of a high-speed train bridge optimized PTMD.

at 300 km/h had been reduced by 21 percent. One of the biggest challenges in PTDM

Another application of PTMD has been reported by use, the influence frequency of the moving vehicle is

[4] for a thin bridge under successive moving loads. not constant and when the vehicle velocity is altered,

Under a periodic excitation [10] has been studied it is changed. Secondly, there can be more than one

vibration reduction of a thin beam by PTMD. It has vehicle on the bridge system with different

International Journal of Modern Research in Engineering and Technology (IJMRET)

www.ijmret.org Volume 2 Issue 7 ǁ November 2017

taking into account the effects of mass inertia, the

natural frequencies of the bridge beam are changed In order to reduce vibrations of the vehicle

depending on the position of the moving load. and bridge due to vehicle-bridge interaction, a

Further, a VBI system is coupled and its special system shown in Fig. 1 has been studied.

linearization is difficult. The system consists of a single degree of freedom

In order to suppress vibrations of the vehicle, a simply supported Euler- Bernoulli beam

vehicle and bridge beam, in this study, the idea of on which the vehicle moves with constant velocity v,

the usage of the anti-nodes for the location of the and pasive vibration absorbers that are placed at

PTDM in [13] has been extended, and developed 0.25, 0.5 and 0.75 of the length of the beam. Where

such that at least the anti-nodes of the first and m is the mass of the vehicle, k and c spring constant

second mode shapes may help more effectively. and the damping coefficient of the suspension

Since a general vibration, response of a vibrating system, while y is the vertical displacement of the

system can be approximated by superimposing of vehicle body; and parameters ki and mi (i = 1, 2, 3),

the effect of each vibration mode. Using this idea, in respectively, are the stiffness and mass of the

this study the vibration response of the beam has absorbers at the given locations i=1, 2, and 3, as

been approximated including the effect of the first shown in Fig. 1. Symbol ycis the displacement of

four modes. Then tuned mass dampers are the wheel at the contact point of the beam and wb(x,

considered for the anti-node of the first mode at the t) is the displacement of the beam at point x and time

mid-point of the bridge beam, and the anti-nodes of t. The displacements of the absorbers are

the second mode that are the 0.25 and 0.75 of the represented by y1, y2, y3from left to rigth.

bridge length L. The tuning of the absorber at the In the formulation for the vehicle-bridge-

mid-point is carried out using the fundamental absorbers (VBA) analysis following assumptions

frequency while the tunings of the absorbers at the will be adopted:

0.25 and 0.75 locations, the second mode frequency The bridge is modelled as a simple

is used. Except this, the effects of one undamped supported beam based on Euler-Bernoulli

absorber and damped absorber are also studied as a theory.

comparison. Moreover, the effect of the other The vehicle is modelled as a single DOF

position of the PTDM on beam has been analysed lumped parameter system.

widely. From this perspective, this study can help Only one vehicle is accepted moving on the

both structural and automotive engineers in order to bridge with constant velocity v.

extend the service life of the bridges and predict the The wheel is always in contact with the

dynamic forces applied to the vehicle from VBI, and bridge.

to achieve desired ride-safety and passenger The effect of road roughness upon vehicle

comfort. and bridge dynamic is not considered

during analysis in this study.

International Journal of Modern Research in Engineering and Technology (IJMRET)

www.ijmret.org Volume 2 Issue 7 ǁ November 2017

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

w b ( x, t ) i ( x)bi (t ),

1 the kinetic and potential energy are expressed as i 1

(2)

follows, respectively: n

wb( x, t ) i( x)bi (t ),

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:

International Journal of Modern Research in Engineering and Technology (IJMRET)

www.ijmret.org Volume 2 Issue 7 ǁ November 2017

0 , k 1, (5a)

dt p k (t ) pk (t ) p k (t ) the vehicle, bridge and absorbers. The first four

equations are for vehicle and the absorbers and

they are transferred into first order equations by

d L L D [16]. In addition, the bridge dynamic is expressed

Qi , i 1,2,3,4, (5b)

dt i (t ) i (t ) i (t ) by using the second order differential equations in

With the state variables that are:

Eq. (9). In this study, the bridge dynamic is

calculated by considering the first four-vibration

mode and it is represented with four differential

p(t ) y(t ) , (t) 1 (t) 2 (t) 3 (t) 4 (t) ,

T T

(6)

equations of second order. These four differential

equations are transferred to eight equations by [16].

And the corresponding generalized forces In order to solve this equation system, comprising

are: of sixteen equations, a fourth order Runge-Kutta

L method has been used[16].

Qi i ( x) f c ( x, t )dx, i 1, 2,3, 4, (7)

0

III. NUMERICAL ANALYSIS

Using the orthogonality conditions and

Galerkin approach for displacements of the beam, In this section, using four different VBA

(Eq. (2)) the equation of motion is obtained for models (Model A, B, C, D) the effects of the

VBA interaction model given in Fig. 1. In this absorbers on the vehicle and bridge dynamics have

case, the equation for the acceleration of the been studied extensively. System equations of

vehicle body and absorbers are written as follows, motion Eq. (8a-d) for the VBA is solved by using

respectively: Runge-Kutta algorithm of the fourth order, with a

special m.file prepared MATLAB © environment.

1 The integration time step size for numerical

y -c[ y (t ) - w b ( x, t )] - k[ y(t ) - wb ( x, t )]

, (8a) (

m analysis during the study Δt = 0.01 s, the solution

1 final time is taken to be t = L / v. In addition, the

y1 -k1[ y (t ) - wb ( L 4, t )]

, (8b) (

m1 parameters used in this study for the systems VBA

1 are presented in Table 1.

y2 -k2 [ y (t ) - wb ( L 2, t )]

, (8c) (

m2 When the vehicle moves over the bridge,

1 it forces the bridge to vibrate. At certain vehicle

y3 -k3[ y (t ) - wb (3L 4, t )]

, (8d)

m3 speeds, the bridge enters into resonance and the

Dynamic equations of the bridge as the n amount of oscillation increases significantly. The

second order ordinary differential equations can be velocity of the vehicle that causes resonance is

expressed as follows: called the critical velocity vcr and it is calculated

using the circular natural frequencies of the beam.

N ii (t ) ceqi2 ( x)i (t ) ii (t ) For a simply supported beam the natural

frequencies of jth vibration mode is expressed

f c c w b (t ), t 1 - y (t )

i 1 (t ) (

as[17]:

k w (t ), t - y (t )

(9)

k1 wb ( L 4, t ) - y1 (t ) k2 wb ( L 2, t ) - y2 (t ) j 4p 4 EI

w2j = (rad / s) (11)

k3 wb (3L 4, t ) - y3 (t ) 0 i 1, 2,3, 4. mL4

whereΛ is: When Eq. (11) and the excitation

frequency of a moving vehicle on the bridge are

ïì 1, for 0 £ t < t1 rearranged, the following is obtained[16]:

L = ïí (10)

ïïî 0 elsewhere,

1/ 2

w w vL æ m ö v

a= = = 2 çç ÷ ÷ =

÷ , (12)

Where t1is the time when the vehicle wj 2p f j j p çè EI ø vcr

leaves the bridge. The coefficient Λis time

dependent and is used with Eigen function Using Eq. (12), Fig. 2 shows the first three

φi (ξ(t))in order to determine motion equation. modes of vibration of the bridge beam. Frequency

In Eqs. (8a), (8b-c) and (9), shows the values of the first three modes of vibration of the

International Journal of Modern Research in Engineering and Technology (IJMRET)

www.ijmret.org Volume 2 Issue 7 ǁ November 2017

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

m m

EI,ceq ,

c EI,ceq , c

k k

x=vt x=vt

x x

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

of the bridge; (b) A damped absorber at middle of the bridge; (c) three undamped absorbers at 0.25L, 0.5L, and

0.75L of bridge length; (d) without absorber.

The Models A and B can reduce oscillations originating from the first mode of the

International Journal of Modern Research in Engineering and Technology (IJMRET)

www.ijmret.org Volume 2 Issue 7 ǁ November 2017

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.

International Journal of Modern Research in Engineering and Technology (IJMRET)

www.ijmret.org Volume 2 Issue 7 ǁ November 2017

considered. DAF means the ratio of the maximum

dynamic displacement to the static displacement In this study, in order to reduce the

when the load is located at the midpoint of the vibration of the vehicle that is caused by vehicle –

bridge; and can be expressed as given below: bridge- interaction (VBI), the effects of various

dynamic vibration absorbers on the bridge

dynamics have been investigated. Due to the

L L

DAF Rd Rs (13) complexity of the loading in moving load problem,

2 2 that the interaction is a non-linear coupled system

of the two multiple degree of freedom subsystems.

The DAF of any bridge system can be In the vibration of any beam system one can

affected by many parameters such as vehicle consider the general forced vibration response of

velocity, mass of the vehicle, natural frequency of the beam can be calculated by super positioning the

the bridge, and road roughness, etc. considering the mode shapes of consecutive modes at least

Models A, B, C and D, the DAFs of the different including the first-four modes. However, in this

velocities of the vhecile are presented in Figure 5. assumption the effect of the first fundamental mode

As shown in Figure 5, for the Model D, that is no and the second mode is compromises the 80

absorber on the bridge the maximum value of the percent of the response even in very flexible

systems. In such a case, the anti-node points of the

DAF is 1.65 for the vehicle speed v = 26 m/s, while

two first nodes can be used as the location of the

for the Model B, the maximum value of the DAF is

absorbers. The anti-node is the midpoint in the

1.47 for the vehicle speed v = 18.5 m / s; and for first mode, and they are at 0.25L and 0.75 L in the

the Model C the maximum value of the DAF is second mode shape. From the results of the

1.45 for the vehicle speed v = 13.5 m / s; and for analysis, the Model C in this study, represents this

the model A the DAF=1.37 at v=12.35 m/s. Up to situation where three absorbers have been placed

a speed of 31 m/s, the Model A showed the best on the beam at the location of the anti-nodes of the

performance, but after this speed, the Model C was first and second modes, is the best design for the

the best in reducing the vibrations. Considering reduction of the vibrations of the bridge.

this situation it can genarally be accepted that

velocity of the vehicle determine the behaviour of REFERENCES

the absorbers. This is because; the forcing

frequency of the VBI system is determined by the

[1] L. Fryba, Vibration solids and structures under

velocity of the vehicle. moving loads, Thomas Telford House, 1999.

p

1=2: K a2 =M a2 = 0:2108H z: [2] C.I. Bajer, B. Dyniewicz, Numerical Analysis of

Model A Vibrations of Structures under Moving Inertial

max DAF max. DAF

value 1.47 value 1.65 Model B Load, Springer, New York, 2012. doi:10.1007/

1.6

Model C 978-3-642-29548-5.

Model D

1.4 [3] H.C. Kwon, M.C. Kim, I.W. Lee, Vibration

Vehicle velocity 12.35

m/s, max DAF 1.37 control of bridges under moving loads, Comput.

1.2 Struct. 66 (1998) 473–480. doi:10.1016/S0045-

7949(97)00087-4.

DAF

1

[4] J.F. Wang, C.C. Lin, B.L. Chen, Vibration

Vehicle velocity

0.8

31 suppression for high-speed railway bridges

m/s,DAF value

1.25 using tuned mass dampers, Int. J. Solids Struct.

0.6

40 (2003) 465–491. doi:10.1016/S0020-

Vehicle velocity 13.5

m/s, max DAF 1.45 7683(02)00589-9.

Vehicle

0.4 velocity

18.5 Vehicle velocity 26

[5] R.G. Jacquot, Optimal dynamic vibration

m/s, m/s, absorbers for general beam systems, J. Sound

0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 Vib. 60 (1978) 535–542. doi:10.1016/S0022-

Vehicle velocity (m/s) 460X(78)80090-X.

Figure 5. DAF response of the bridge mid-point for

four different vehicle-bridge-absorber interaction [6] Y. Kajikawa, M. Okino, Y. Matsuura, Control

system. of traffic vibration on urban viaduct with tuned

mass dampers, J. Struct. Eng. (1989).

International Journal of Modern Research in Engineering and Technology (IJMRET)

www.ijmret.org Volume 2 Issue 7 ǁ November 2017

[7] J.S. Issa, Vibration absorbers for simply plates under high-speed moving loads, J. Sound

supported beams subjected to constant moving Vib. 330 (2011) 1328–1351.

loads, 226 (2012) 398–404. doi:10.1016/j.jsv.2010.10.017.

doi:10.1177/1464419312450652.

[13] Y.L. Cheung, W.O. Wong, H∞ and H2

[8] L. Öztürk, Vibration Absorbers as Controllers, optimizations of a dynamic vibration absorber

Bogazici University, 1997. for suppressing vibrations in plates, J. Sound

Vib. 320 (2009) 29–42.

[9] M. Moghaddas, E. Esmailzadeh, R. Sedaghati, doi:10.1016/j.jsv.2008.07.024.

P. Khosravi, Vibration control of Timoshenko

beam traversed by moving vehicle using [14] İ. Esen, M.A. Koç, Optimization of a passive

optimized tuned mass damper, J. Vib. Control. vibration absorber for a barrel using the genetic

18 (2012) 757–773. algorithm, Expert Syst. Appl. 42 (2015) 894–

doi:10.1177/1077546311404267. 905. doi:10.1016/j.eswa.2014.08.038.

Damped-Vibration Absorbers for Suppressing Gun barrel vibration absorber to increase

Vibrations in Beams With Constrained accuracy, New York, 2002.

Minimization, J. Vib. Acoust. 136 (2014) 1–14.

doi:10.1115/1.4026246. [16] M.A. Koç, İ. Esen, Modelling and analysis of

vehicle-structure-road coupled interaction

[11] İ. Esen, A new FEM procedure for transverse considering structural flexibility , vehicle

and longitudinal vibration analysis of thin parameters and road roughness †, J. Mech. Sci.

rectangular plates subjected to a variable Technol. 31 (2017) 1–18. doi:10.1007/s12206-

velocity moving load along an arbitrary 017-0913-y.

trajectory, Lat. Am. J. Solids Struct. 12 (2015)

808–830. [17] İ. Esen, Hareketli Yükler Altındaki Köprülü

Kren Kirişlerinin Dinamik (Mukavemet)

[12] M.D. Martínez-Rodrigo, P. Museros, Optimal Analizi, Istanbul Technical University, 2009.

design of passive viscous dampers for

controlling the resonant response of orthotropic

- home_assignment1_2015 (1)Transféré parvenkat
- Structural DynamicsTransféré parUtb Bjp
- CAESAR II - Modal Analysis With Caesar IITransféré paryundtech974
- 2010-TPC-286 Vorpahl-isope_tcm402-58125Transféré parmohanrao1976
- 1-s2.0-S0267726100000245-mainTransféré parHiTuX
- Coupled OscillationsTransféré parLeo Kuts
- 2005-Gabbai_Benaroya_JSVpaperTransféré parShuai Meng
- Me ScopeTransféré parEverson BoyDayz Peters
- Effective Mo Dalmas SdTransféré parelgheryb_choukri
- Commentry on Standing Waves in TiresTransféré parMuhammad Adnan
- A Hybrid Finite Element Formulation for a Beam-plate SystemTransféré parLaith Egab
- Fluid loaded structureTransféré parSunghoon Kim
- Metro Train-Induced Vibrations on Historical BuildingTransféré parAsif Hameed
- VibeMeasLab.pdfTransféré parChintan Raval
- 1-s2.0-S1877705811014950-mainTransféré parVulebg Vukoic
- CD Paper Pag 189Transféré parAnonymous lEBdswQXmx
- 0505swan a Practical Review of Rotating Machinery Critical Speeds and ModesTransféré partrebeard
- proj1.6report (1)Transféré partushar
- lecture14-15_2014Transféré parNumkang Kang
- Forced Vibrations of a BeamTransféré parMuhammad Daud Abu Bakar
- 0596.pdfTransféré parYash
- Bp Vibration Trainingpart1Transféré parVirgilio
- Discussion 3Transféré parMuhamad Arif
- Structural DynamicsTransféré parraj
- Principal Static Wind Loads on a Large Roof StructureTransféré parIng Struc-ture
- Vortex SheddingTransféré parvamsi
- Influencia de Amortiguadores de Masa SintonizadosTransféré parBaeza Jesus
- PF2001-10 Griffin Final ReportTransféré parVarun Verma
- Leyton Hurtado OlivarTransféré parjorge hurtado
- Validation-Natural-frequency-of-a-simply-supported-beam-2016.pdfTransféré parMridul Chitranshi

- Kinematics Modeling and Simulation of SCARA Robot ArmTransféré parIjmret Journal
- Numerical Simulations of the Bond Stress-Slip Effect of Reinforced Concrete on the Pushover Behavior of WallTransféré parIjmret Journal
- There is Always A Better Way: The Argument for Industrial EngineeringTransféré parIjmret Journal
- Cytotoxicity Studies of TiO2/ZnO Nanocomposites on Cervical Cancer CellsTransféré parIjmret Journal
- Profit Optimization VIA Process Enhancement through A.I. ControllersTransféré parIjmret Journal
- Comparative Analysis between Five Level Conventional and Modified Cascaded H-Bridge Five Level Inverter Using Multicarrier Pulse width Modulation TechniquesTransféré parIjmret Journal
- Production and Analysis of Bioresin From Mango (Mangifera Indica) Kernel OilTransféré parIjmret Journal
- 03113945.pdfTransféré parIjmret Journal
- Antimicrobial Activity of Capsicum Essential Oil of PeppersTransféré parIjmret Journal
- Study on the LandCover Classification using UAV ImageryTransféré parIjmret Journal
- Investigation of Performance Properties of Graphene Coated FabricsTransféré parIjmret Journal
- Applicability Study on the Optical Remote Sensing Techniques in a RiverTransféré parIjmret Journal
- Computed Tomography Image Reconstruction in 3D VoxelSpaceTransféré parIjmret Journal
- Building an integrated vertical chain - a factor for sustainable constructionTransféré parIjmret Journal
- Particle Swarm Optimization Algorithm Based Window Function DesignTransféré parIjmret Journal
- Design of Window Function in LABVIEW EnvironmentTransféré parIjmret Journal
- Effects of bagasse ash additive on the physiochemical and biological parameters of filter cake and bagasse co-composting processTransféré parIjmret Journal
- Evaluation of Naturally Occurring Radionuclide in Soil Samples from Ajiwei Mining Sites in Niger State, NigeriaTransféré parIjmret Journal
- Determination of Linear Absorption Coefficient for Different MaterialsTransféré parIjmret Journal
- A study of the temporal flow of passenger and cargo transport in a Brazilian region: use of different statistical models for better forecasts and discovery of important factors that affect the efficiency of the Brazilian air transport systemTransféré parIjmret Journal
- Classification with Random Forest Based on Local Tangent Space Alignment and Neighborhood Preserving Embedding for MSER features: MSER_DFT_LTSA-NPE_RFTransféré parIjmret Journal
- Exact Perturbed Unsteady Boundary LayersTransféré parIjmret Journal
- The Future of Wind Power in the Gulf of MexicoTransféré parIjmret Journal
- Analysis of Cancerous Tissue Temperature in the Breast During HyperthermiaTransféré parIjmret Journal
- Toward A New Scientific Discovery of the Unique Gold and Diamond-Bearing Agit Khangay and Khuree Mandal Astropipes of MongoliaTransféré parIjmret Journal
- How to Decide the Best Fuzzy Model in ANFISTransféré parIjmret Journal
- Optimal combination of operators in Genetic Algorithmsfor VRP problemsTransféré parIjmret Journal
- Text Classification in the Field of Search EnginesTransféré parIjmret Journal
- Intersect oral Balance of Construction Complex as a Factor of Territory DevelopmentTransféré parIjmret Journal
- Proposed Improvement of Service Quality in Television Subscribe With Six Sigma ApproachTransféré parIjmret Journal

- Wind and Tall BuildingsTransféré parsuheilbugs
- Simulation of a Spring Mass Damper System Using MatlabTransféré parshika-san
- 1437808274_Volume 2 Issue 7 erhejtTransféré parmtech structures
- Section-02 Testing RequirementTransféré parChaitanya Shakya
- Reduced Effect of Vibration by Using Different Liquids in Tuned Liquid Column DamperTransféré parInternational Journal for Scientific Research and Development - IJSRD
- Retrofitting of Heritage StructuresTransféré parsahilkaushik
- Recent Applications of Damping Systems for Wind ResponseTransféré paraktc
- seismic evaluation for viscous damper.pdfTransféré parIseng Doang
- Future of Present Highrises in IndiaTransféré parAdvanced Research Publications
- CICIND - Model code for steel chimneys_1999.pdfTransféré parmarinamovia
- NOnLinearTransféré parMac Rodge
- 3208 MARINE 75V1-UP 01Z1-UPTransféré parCristobal Campos
- A LInkedIn Discussion on Design of Outrigger for Super Tall BuilingsTransféré parLuisito Sta. Ines
- Tarek Edrees Saaed - Structural Control SystemsTransféré parRafael Ruiz
- Concepts in designing earthquake resistant buildingsTransféré parKatherine Shayne Yee
- L23-30H GenSet TierIITransféré parPranab
- Tuned Mass Damper - Wikipedia, The Free EncyclopediaTransféré parrjkjunkmail2851
- Damper OilTransféré parsuhas110
- Christianto 2019 IOP Conf. Ser. Mater. Sci. Eng. 508 012007 (1)Transféré pardaniel christianto
- Taipei 101Transféré parShikha Verma
- Resistencia Sismica de Las PagodasTransféré parJosh Vargas
- Pas Vib2 PDFTransféré parGiurcanas Andrei
- A Method for Bidirectional Active Control of StructuresTransféré paroscar201140
- Earthquake Resistant BuildingsTransféré parSanjeevKumar
- Yearly Updated Structural Application ChartTransféré parMuhammad Irfan
- tal702Transféré parRonald De Guzman
- Pasive & Semiactive Disipation Systems 2Transféré parLissete Vergara
- Tuned Mass DamperTransféré pardeva
- vol2-issue6Transféré parEdsalagandi Lovekya
- Dampers in Bridges 2010Transféré parTran Hoai Nam