Professional Documents
Culture Documents
Downloaded from ascelibrary.org by UFRJ - Universidade Federal Do Rio De Janeiro on 10/22/16. Copyright ASCE. For personal use only; all rights reserved.
INTRODUCTION
ceed to solve the bridge equations for improved values of displacements for the contact points. The advantage of such an
approach is that the reponse of vehicles and bridges at any
time step is made available. However, the convergence rate of
iteration is likely to be low, when dealing with the more realistic case of a bridge carrying a large number of vehicles in
motion, for there exists twice the number of contact points if
each vehicle is modeled as two sprung mass systems.
Other approaches for solving the VBl problems include
those based on the condensation method. Garg and Dukkipati
(1984) used the Guyan reduction scheme to condense the vehicle degrees of freedom (DOF) to the associated bridge DOF.
Recently, Yang and Lin (1995) used the dynamic condensation
method to eliminate all the vehicle DOF on the element level.
However, if the behavior of the vehicle is concerned, which
serves as an indicator of the riding comfort, these two approaches cannot be considered acceptable, because of the approximations made in relating the vehicle to bridge DOF. Such
a drawback will be overcome in this paper.
To resolve the dependency of system matrices on the wheel
load positions, the condensation technique that eliminates the
vehicle DOF on the element level will be adopted in this paper.
First, two sets of equations of motion are written, one for the
bridge and the other for each of the sprung masses that make
up the train. The sprung mass equation is then discretized,
using Newmark's finite difference formulas, and condensed to
those of the bridge element in contact. The result is a VBI
element that possesses the same number of DOF as the parent
element. The applicability of the present VBI element will be
illustrated in the numerical studies.
VBI ELEMENT
Downloaded from ascelibrary.org by UFRJ - Universidade Federal Do Rio De Janeiro on 10/22/16. Copyright ASCE. For personal use only; all rights reserved.
(b)
FIG. 1. Train-Bridge System: (a) General Model; (b) Sprung
Mass Model
v
z,
..
(4)
From (3) and (4), it is obvious that the dynamic response of
the beam is affected not only by the moving loads, but also
by the suspension systems.
The system equations as given in (1)-(3) are nonlinear in
nature, which can only be solved by incremental methods, with
iterations for removing the unbalanced forces. Consider a typical incremental step from time t to t + At. To this end, the
system equations in (1)-(3) should be interpreted as those established for the deformed position at time t + At. Let
{z}t+~t = {z}t + {Az} = vehicle displacement increments occurring during the step considered. By the use of (2), the
sprung mass equation in (1) can be written in an incremental
form using the strategy presented by Yang et al. (1990) as
follows:
Xc
FIG. 2.
[~v
-Cv]
Cv
={p
CV
{~I}
Z2 t+~t
+ [kv _+ kB - k v] {IlZI}
+ kBN~{Ub} + rc>}
kv
,+~t
kv
Ilz2
_ {qsl}
qs2 t
(5)
(I)
[Cb]{Ub}
={Pb}t+<1t
+ kB{Nc}(Nc)]{Ub},
(7)
(3)
(8a)
[kb]{Ub}
= mass,
rc -
ZI) ~ 0
(2)
where the condition of fc ~ 0 is imposed to exclude the separation of the vehicle from the bridge; k B = ballast stiffness;
{Ub} = nodal displacements of the beam; and rc = rail irregularity at the contact point Xc, which is given for any instant.
The equations of motion for the bridge element can be written
as
[mb]{Ub}
(6)
= {Pb}
- {Nc}fc
{Z},+.11
= {Z},
(8b)
r
[Kb]
= [kb] +
kB
ao
D [(Mv +
from which
(16a)
{Z},+.11
= {Z}, +
{Z'},+.11
{~z}
(9a)
adz}' - a3{Z'}r
6
a7{Z'},+.1,
(9c)
{f,.},
Downloaded from ascelibrary.org by UFRJ - Universidade Federal Do Rio De Janeiro on 10/22/16. Copyright ASCE. For personal use only; all rights reserved.
'1. -
1;
13
(10)
kv + kB + aofnw + atCv
-k v - atCv
={p
-kv - atCv
kv
+ aoMv + alC v
+ kBrc +0 kB(Nc){Ub}}
_
IHI
{~Zt}
~Z2
({q'l} {q.t})
+
q,2 I
q.2
(11)
where
q.2,r
= -Mv(a2Z2 + a 3Z'2)
- c v[a4(Z2 - Zt)
a3(Z'2 - Z't)]
1{
where
}
(q'I.1 + q.l.r>aoMv + (qs,r + q.,)(kv + alc v)
(q,I.1 + q.t.,)(aofnw + k B) + (qs,r + q.,r)(kv + atcv)
q., = (q.t +
D
= Ik v +
q.2)"
q,., = (q'l +
k B + aofnw + alC v
-k v - atCv
q'2)'
kv
= kBz t."
(13)
and
-kv - alC v
aoMv + atCv
= kB
[h
{(q'I,r
+ q.I,r)aoMv
ZI.,J
{Nc}
(l6c)
(12b)
(16b)
{z'},
(9b)
(14)
(17)
where the term p{Nc } = action of the moving load, as is expected. On the other hand, by setting the damping coefficient
C v and the mass mw of the wheel set assembly equal to zero
and assigning a very large number to the stiffnesses k v and k B ,
one can arrive at the moving mass model.
Because the VBI element has exactly the same number of
DOF as the parent beam element and because it possesses the
property of symmetry in element matrices, conventional element assembly processes can be applied to constructing the
equations of motion for the entire vehicle-bridge system based
on the element equations in (15), that is
[Mbl{ V b},+.11
The equation as given in (13) is exactly the master-slave relation for condensing the sprung mass DOF to the bridge DOF,
of which the order of error is not greater than that implied by
the finite difference formulas in (8). Compared with the approximate master-slave relation used by Yang and Lin (1995),
the present relation in (13) has the advantage of being simple,
accurate, and explicit. Because of this, the element to be derived in this paper can be used effectively in computation of
both the vehicle and the bridge responses.
By the fact that Zt.I+.1t = ZI.t + ~t and using the first line
of (13) for ~I' one can derive from (7) the condensed equations of the beam at time t + ~t with the interaction effect of
the sprung mass taken into account, that is
[Cbl{ Ub},HI
[Kb]{~Ub}
= {Pb},+.11 -
{Fb},
(18)
2:
[{Pb},+.11
+ {PS},+"']
(20a)
elm-t
{Fb},
= 2:
[{is},
+ [kb]{Ub},]
(20b)
tlm .. t
(15)
where
[k b ]
= ao{~Ub}
{Ub},+.11 = {Ub}, +
{Vb},+.1r
- a2{Ub}, - a3{Vb},
(21a)
(21b)
Downloaded from ascelibrary.org by UFRJ - Universidade Federal Do Rio De Janeiro on 10/22/16. Copyright ASCE. For personal use only; all rights reserved.
encountered in the study of a great number of nonlinear problems. To solve problems of this sort, the (modified) NewtonRaphson method that performs iterations at constant loads can
be employed (Yang and Kuo 1994). The initial conditions to
the system equations in (25) are
(27)
= {Pb}'+~ -
{Pb},
(22)
:+4,
(3Ia)
(23)
(3Ib)
+ a3{ Db},) -
= {Pb},+4' -
{Fb}:~l,
(25)
= {Fb}:~l, -
[Mb](a2{Ob}:~l,
a3{Db}:~l,)
(26)
(3Ic)
6.
Downloaded from ascelibrary.org by UFRJ - Universidade Federal Do Rio De Janeiro on 10/22/16. Copyright ASCE. For personal use only; all rights reserved.
7.
8.
9.
= RAx)
- R.(x)
R.(x)
(32)
={
2M" . 2 7Tvt
2wv - sm mL
L
[
-W v
M" .
WI
7Tvt
Ms i n
7Tvt]
-2w 2 mL
L
v
{}
v
w;
mL sm!:
::
Mvg
7Tvt}
-2- s.m
mL
L
(33)
qv
__--l-k=r--l~- _f_
b
FIG. 3.
__
~
,
NUMERICAL EXAMPLES
-2.0 ~""""'~"""","="!""'~!'1!"',","~TTTT"",,!,!",,,~!'1!"'''''''-=TT"n'",!,!:!"",""~,,=
0.0
0.1
0.2
0.3
0.4
0.0
0.11
0.7
0.11
0.1
Time (8)
FIG. 4.
0.1
"t
+"'
Downloaded from ascelibrary.org by UFRJ - Universidade Federal Do Rio De Janeiro on 10/22/16. Copyright ASCE. For personal use only; all rights reserved.
-0.4 .-lrn~'"T'~TT'O'!"t!""'
........:!'1!TTTTT~ ........""":!t!""'~:!'1J"TTTT":'.::;"""''"'';!''Z'"''''''';~
0.0
0.1
0.1
0.1
0.4
0.1
0.1
0.7
0.1
Time (8)
FIG. 5.
..\....... - Analytic.
.......
Preaent Sprun. Man,
\.\\
:III
*_1.0
........./
~'"
~
/J;
................
Time (8)
FIG. 6.
00000
-
.....
"" 1.0
Movln.
Movin.
Movln.
Movin.
Load Ipre.ent)
Load Yan. et al.)
Ma.. Preeent)
Mea. Yan. et al.)
.s
CJ
III
roo.
...
1.0
CJ
III
--
"",
_ 1.0
II
:J 0.1
:!
0.0
.!l
-1-~~~=:::::CTTTTTTTTT'rT":O"l7'",,"""'T!1:"""""""'':'''':''''''~
0.1
0.1
0.1
0.4
0.0
0..
0.7
0
0.0
Speed Parameter S
"
CI
FIG. 8.
'"
:-0.1
-.....-~~'- -----1"
v = 2,000 in./s
::Il
~...
CIl
Time (8)
FIG. 7.
M= 15 Ibm
L= 300 in,
indicates that the sprung mass is more sensitive than the beam
to the omission of higher-order terms. It should be noted that
the vertical acceleration of the sprung mass serves as a measure of the comfort level for passengers riding on the vehicle.
FIG. 9.
IO+'-'-
'I
~"-'-'-
lIovin,
1I0vin,
- - - 1I09ln,
00000 1109101
...... Sprunc
"-'-'-~
Lo.d
Lo.d
II...
II...
II...
"t
.P..
(pre.ent)
Akin" lIorld)
Preeent)
Akin " lIorld)
Pr.-ent)
...................................
........
... 0
.00.
o.:j.,o,~.......H'rl-;;-;.;:-;.;:"O-;;.;-:.,.,-.....-..-T'l(fT'-,.,..-.......,.......,,.,....
0.00
0.01
FIG. 10.
0.01
O.Of
Time (8)
~.-m-.
\"TT'I.,.,..,..............
0.11
O. 0
Downloaded from ascelibrary.org by UFRJ - Universidade Federal Do Rio De Janeiro on 10/22/16. Copyright ASCE. For personal use only; all rights reserved.
APPENDIX.
REFERENCES