Updating Time-Variant Dimension for Complex Traffic

Flows in Analysis of Vehicle–Bridge Dynamic Interaction

Yan Li 1; Xiaolong Ma 2; Wei Zhang, M.ASCE 3; and Zhiwen Wu 4

Abstract: A rational simulation of the interactions between random traffic and bridges is significant for evaluating existing bridges’ per-
formance. In this paper, an innovative time-variant dimension updating method (TVDUM) for random traffic and bridges is proposed for
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coupled vehicle and bridge dynamic interactions. A detailed procedure for the TVDUM is provided based on the traditional fully coupled
vehicle–bridge dynamic system. Starting from introducing the random traffic flow simulation and establishing a typical vehicle dynamic
model database, the implementation process of the TVDUM and important treatment strategies of the integrated coupled dynamic system are
described in detail. The numerical case study on an existing bridge indicates that the new method has better calculation efficiency and can
avoid the iterative calculation in a time step and uncertainty of computing time compared with the classic iterative method, especially for
short-span and medium-span bridges. DOI: 10.1061/(ASCE)AS.1943-5525.0000859. © 2018 American Society of Civil Engineers.
Author keywords: Bridges; Time-varying dimension; Random traffic flow; Vehicle and bridge coupled vibration; Dynamic analysis.

Introduction have significant impact on vehicle–bridge dynamics. Multiple

With significant development of vehicle and bridge coupled
dynamic interactions in the last several decades, researchers have
established a vehicle–bridge coupled dynamic analysis method,
evolving from moving mass and moving loads to quarter and full
vehicle dynamic models (Timoshenko et al. 1974; Blejwas et al.
1979; Guo and Xu 2001; Cai and Chen 2004). For the current state
of the art vehicle–bridge coupled vibration (VBCV), many re-
searchers focused on establishing the simulation framework by
consideration of single vehicle–bridge interactions. In order to
solve the coupled dynamic system, iterative and coupled algorithms
were widely used. For the iterative method, the motion equations
for the vehicle and the bridge are established separately and solved
by iterative computing techniques under the coupling relationship
at the wheel and bridge deck contact point, which usually needs a
high computation cost to achieve numerical convergence (Broquet
et al. 2004; Dubbs and Moon 2016). In comparison, for the coupled
method, vehicle and bridge coupled motion equations are assembled
and solved by direct integration methods such as the Newmark-β
and Runge-Kutta methods (Cai and Chen 2004; Deng and Cai
2010; Zhang and Cai 2013; Li et al. 2015; Zou et al. 2016).
Different from many simulations focusing on the interactions of
a single vehicle and bridge, complex traffic flows on bridges could
1 based on the fully coupled method. The equivalent dynamic wheel
Associate Professor, School of Transportation Science and Engineering,
Harbin Institute of Technology, Harbin 150090, China (corresponding
author). Email: liyan2011@hit.edu.cn
2
Graduate Student, Dept. of Civil and Environmental Engineering,
Univ. of Connecticut, Storrs, CT 06269-3037. Email: xiaolong.ma@
uconn.edu
3
Assistant Professor, Dept. of Civil and Environmental Engineering,
Univ. of Connecticut, Storrs, CT 06269-3037. Email: wzhang@uconn.edu
4
Structural Engineer, Dept. of Engineering Detection, Shenzhen
Expressway Engineering Consultants Co., Ltd., Meiaoba St., Shenzhen
518094, China. Email: 253282390@qq.com
Note. This manuscript was submitted on August 15, 2017; approved on
December 27, 2017; published online on April 27, 2018. Discussion period
open until September 27, 2018; separate discussions must be submitted
for individual papers. This paper is part of the Journal of Aerospace
Engineering, © ASCE, ISSN 0893-1321.
vehicles could move along the bridge at different lateral positions
at different vehicle speeds. Traffic loads have been traditionally
evaluated with data from weight-in-motion (WIM) or traffic spec-
trum collected from the site (Oh et al. 2007; Mullard and Stewart
2009). However, neither of these approaches provides instantane-
ous information on individual vehicles such as velocity and posi-
tion at any time, which could be essential to the assessment of
dynamic loads for bridges. Some researchers assumed the traffic
flow followed simple random processes such as white-noise fields
(Ditlevsen 1994) and a Poisson distribution (Chen and Feng 2006).
However, detailed information for each individual vehicle, such as
velocity and location, was not available. Based on the iterative
method, Han et al. (2013) and Wang et al. (2009) proposed an
analysis framework for the random traffic–bridge coupling vibra-
tion that could include the road surface condtion and type and
weight of the vehicle, as well as the vehicle speed and lateral pos-
istion on the bridge deck. To redue the calculation cost, a single
girder and simplified grillage model for bridges were used. The
numerical case study demonstrated that the calculation cost was
mainly spent on the iterations within each time-step to meet con-
vergence criteria (Han et al. 2013; Wang et al. 2009).
To improve the calculation efficiency, Chen and Wu (2010,
2011) proposed an equivalent dynamic wheel-load approach to per-
form dynamic interaction analysis for traffic and long-span bridges
load acting on the bridge can be obtained by the full interaction
analysis of a single vehicle and bridge system. Further research in-
dicated that the error caused by the simplified equivalent wheel-
load method is acceptable for long-span bridges (Yin and Deng
2015). Different from these long-span bridges, the dynamic effects
are much more significant and the dynamic behavior of the bridge
under moving vehicles’ impact become more sensitive to vehicular
dynamic characteristics for short-span or medium-span bridges
(Huang and Wang 1992; Obrien et al. 2010). The proposed sim-
plified equivalent wheel-load method, therefore, could cause larger
computing error for these small-span or medium-span bridges.
Therefore, it is necessary to find a new random traffic and
short/medium-span bridge dynamic analysis method with good
computing efficiency and accuracy.

© ASCE 04018041-1 J. Aerosp. Eng.

J. Aerosp. Eng., 2018, 31(4): 04018041

 When solving the coupled dynamic equations, the modal super-
position technique can be used to save the calculation cost by reduc-
ing the size of the matrices for the motion equation in the VBCV
analysis (Calcada et al. 2005; Xu et al. 2010; Yin et al. 2010;
Deng et al. 2015; Wang et al. 2016; Yu et al. 2016). However,
for the separation iterative VBCV analysis method, the dynamic re-
sponse in the time domain for bridge and vehicle is needed to per-
form the iteration calculation at each time step during the computing
process; as a result, the modal superposition technique is difficult to
implement. Meanwhile, for fully coupled methods, many existing
studies only considered one or several vehicles running on the bridge
by establishing and solving time-varying dynamic equilibrium equa-
tions with a determinate dimension. With possible changes to num-
bers of the vehicles on the bridge at each time step, the dimension for
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The RSC is usually assumed to be a zero-mean stationary Gaussian
random process and can be generated by an inverse Fourier trans-
formation based on a power spectral density (PSD) function (Dodds
and Robson 1973; Huang and Wang 1992). The International
Organization for Standardization (ISO 1995) has proposed a road
roughness classification index from A (very good) to H (very poor),
and their classification system is used in this paper.
Assembling the Vehicle and Bridge Coupled System
Based on the displacement and interaction force relationship at
the contact points, the motion equations of vehicle and bridge
coupled system can be assembled with the aforementioned re-
spective equations. The motion equations of vehicles and bridge

the dynamic equilibrium equations could be time-dependent. The coupled system usually are expressed as follows (Li et al. 2016):
framework of the fully coupled method for the random traffic and

 
 
bridge dynamic interaction has not been established. Mv 0 Ẍ v Cv Cvb Ẋ v
In this paper, a new time-variant dimension updating method þ
0 Mb Ẍ b Cbv Cb þ Cvb Ẋ b
(TVDUM) for random traffic flows and bridge dynamic interaction
   r 
simulation is proposed. The dynamic equilibrium equations of mo- Kv K vb Xv Fv
þ v
¼ ð3Þ
tions with time-varying dimensions for the VBCV system using the K bv Kb þ Kb Xb FrGb
proposed method can be solved directly in the time domain and no
iterations are needed in each time-step. Therefore, the proposed where Cbv , Cvb , Cvb , K bv , K vb , K vb , Frv , and FrG
b are due to the
method has an improved calculation efficiency. The method is suit- wheel–road contact forces. When vehicles move along the bridge,
able for the coupled dynamic analysis of random traffic and a the positions of the contact points as well as values of the contact
bridge with a short or medium span (span shorter than 150 m). forces change, indicating that all these aforementioned terms are
The paper is organized into the following main sections. First, time-dependent terms and will change as the vehicles move along
the TVDUM for random traffic flows and bridge dynamic interac- the bridge.
tion simulation is set up and the process details are given after an To reduce the computation cost, the modal superposition tech-
introduction of the traditional coupled VBCV system. Second, an nique is used to describe structural dynamic behavior based on the
integrated coupled dynamic system of random traffic and bridge is obtained mode shapes and natural frequencies of the bridge. The
established based on the TVDUM. After the random traffic flow bridge dynamic response fX b g in Eq. (3) can be expressed
simulation and typical vehicle dynamic model database establish-
ment process are introduced briefly, the implementation process fX b g ¼ ½ fΦ1 g fΦ2 g ; : : : ; fΦN b g f q1 q2 ; : : : ; qN b gT
and important treatment strategies of the integrated coupled dy-
¼ ½ΦB fqB g ð4Þ
namic system are described step by step. Finally, a numerical case
compares the proposed method with the traditional separation iter-
where N b = total number of modes for the bridge under con-
ative method considering several key factors. The results indicate
sideration; and fΦi g and qi ¼ ith mode shape and its gener-
that the new method can reduce the calculation cost significantly
alized coordinates. Each mode shape is normalized such that
and has a satisfactory accuracy.
fΦi gT ½M b fΦi g ¼ 1 and fΦi gT ½K b fΦi g ¼ ω2i .
Assuming ½Cb  in Eq. (3) to be equal to 2ωi ξ i ½M b , where ξ i is
the percentage of the critical damping for the ith mode of the
Vehicle–Bridge Coupled Vibration System bridge, Eq. (3) can then be simplified into the following

 
 
Dynamic Equilibrium Equations Mv 0 Ẍ v Cv CvB Ẋ v
þ
To form the coupled dynamic system for VBCV, the equations of 0 MB q̈B CBv CB þ CvB q̇B

   r 
motion for vehicle and bridge can be expressed as follows: Kv K vB Xv Fv
þ v
¼ ð5Þ
½Mv fẌ v g þ ½Cv fẊ v g þ ½K v fX v g ¼ fFv g ð1Þ K Bv KB þ KB qB FrG
B

½M b fẌ b g þ ½Cb fẊ b g þ ½K b X b ¼ fFb g ð2Þ
where fFv g = vector of the wheel–road contact forces acting on the
vehicle; fFb g = force vector acting on the bridge through the
wheels of the vehicle; fX v g = displacement vectors of the vehicle;
fX b g = node displacement vector for all degree of freedoms
(DOFs) of the bridge; ½M v , ½K v , and ½Cv  = mass, stiffness, and
damping matrices, respectively; and ½M b , ½K b , and ½Cb  = mass,
stiffness, and damping matrices of the bridge, respectively.
Road Surface Condition
The road surface condition (RSC) is a very important factor that
affects the dynamic responses of both the bridge and vehicles.
where subscripts B and v = bridge and vehicle, respectively; super-
script v in the stiffness (K) and damping (C) terms = contributions
due to vehicles; subscripts Bv and vB = vehicle and bridge coupled
terms; and superscripts r and G = acting force due to road rough-
ness and gravity force of the vehicles, respectively.
The VBCV system in Eq. (5) contains only the modal properties
of the bridge and the physical parameters of the vehicles. As a
result, the calculation cost for solving the vehicle–bridge coupled
equations is greatly reduced. Based on the methodology discussed
previously, a MATLAB program was developed to automatically
assemble the coupled equations of motion of the VBCV system
and solve them in the time domain by the Newmark-β method.
More details on the VBCV system and solution process have been
given by Li et al. (2016).

© ASCE 04018041-2 J. Aerosp. Eng.

J. Aerosp. Eng., 2018, 31(4): 04018041

 2 3
Time-Variant Dimension Updating Method 2ξ 1 ω1 þ Cv11
B Cv12
B ··· Cv1N
B
b

6 7
6 Cv21 2ξ 2 ω2 þ C22 Cv2N b 7
Based on the literature of VBCV studies, the fully coupled method 6 B B ··· B 7
can avoid iterations at each time step and variations of the comput- ½CB þ CvB  ¼ 6
6 .. .. .. ..
7
7
6 . . . . 7
ing time compared with separate iterations. The combined applica- 4 5
tion of the fully coupled method and modal superposition technique CvN
B
b1
CBvN b 2 ··· 2ξ N b ωN b þ CvN
B
b Nb

will be a good approach to solve the complex VBCV problem.

However, for fully coupled methods, most existing studies can ð11Þ
only consider one or several vehicles running on the bridge by es-
where
tablishing and solving the determinate dimensional time-varying
motion equations. The framework of the fully coupled method N
X nzi 
v ðtÞ X

for the random traffic and bridge dynamic interaction has not K vnm
B ¼ kij n m ij n m
ylL ϕh ðxLij Þϕh ðxLij Þ þ kvlL ϕv ðxLij Þϕv ðxLij Þ
been set up. In this section, a TVDUM is proposed based on i¼1 j¼1
the fully coupled vehicle–bridge system and modal superposition þ kij n m ij n
ylR ϕh ðxRij Þϕh ðxRij Þ þ kvlR ϕv ðxRij Þϕv ðxRij Þ
m
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technique.

∂ϕnh ðxLij Þ ∂ϕnh ðxRij Þ
For the traditional fully coupled VBCV model [described in þ cij ϕ
ylL h
n
ðx Lij Þ þ c ij
ylR hϕ n
ðx Rij Þ
Eq. (5)], the dimension of vehicle–bridge system motion equa- ∂x ∂x
tions is constant during the whole analysis process when vehicles m m  
∂ϕ v ðx Lij Þ ∂ϕ v ðxRij Þ
pass along the bridge. Usually only the damping CvB and CvB and þ cij
vlL ϕ n
v ðx Lij Þ þ c ij
vlR ϕ n
v ðx Rij Þ V
∂x ∂x
stiffness K vB and K vB (vechile and bridge coupled items) need to
be updated at each time step. However, for the random traffic ð12Þ
flow and bridge coupled vibration analysis model, the numbers
N
X v ðtÞ X
nzi
and types of the vehicles on the bridge are always varying at
any time. A TVDUM is proposed to consider the interactions Cvnm
B ¼ ½cij n m ij n m
vlL ϕv ðxLij Þϕv ðxLij Þ þ cylL ϕh ðxLij Þϕh ðxLij Þ
i¼1 j¼1
of the random traffic and bridge as well as reduce the calculation
cost. þ cij n m ij n m
vlR ϕv ðxRij Þϕv ðxRij Þ þ cylR ϕh ðxRij Þϕh ðxRij Þ ð13Þ
In the TVDUM, the vehicle–bridge motion equations can still be
expressed using Eq. (5), but some matrices in the equation need to where nzi = number of axles of the ith vehicle; j ¼ jth axle of the
be updated with new forms. The vehicular displacement vector and ith vehicle; 1 ≤ n, m ≤ N b ; N b = mode number of the bridge in-
mass as well as stiffness and damping matrices in Eq. (5) are volved in analysis; ϕnh and ϕnv = horizontal and vertical components
updated as follows: of the nth mode shape, respectively; xLij and xRij = left and right
wheel position of the jth axle of the ith vehicle on the bridge; and
fX v gnDOFðtÞ×1 ¼ fX v1 ; : : : ; X vi ; : : : ; X vN v ðtÞ gT ð6Þ qn = generalized mode coordinates
½K vB  ¼ ½K Bv T ¼ ½ K 1vB K 2vB ; :::; K NvBb  ð14Þ

½M v nDOFðtÞ×nDOFðtÞ ¼ diag½M v1 ; : : : ; M vi ; : : : ; M vN v ðtÞ  ð7Þ ½CvB  ¼ ½CBv T ¼ ½ C1vB C2vB ; :::; CNvBb  ð15Þ

where
8
½K v nDOFðtÞ×nDOFðtÞ ¼ diag½K v1 ; K v2 ; : : : ; K vi ; : : : ; K vN v ðtÞ  ð8Þ >
> ij m ðx Þ − cij
∂ϕmv ðxLij Þ
> −k
> vlL ϕ v Lij vlL V
>
> ∂x
>
> m
>
> ij ∂ϕv ðxRij Þ
>
> −kij m
vlR ϕv ðxRij Þ − cvlR V
>
< ∂x
½Cv nDOFðtÞ×nDOFðtÞ ¼ diag½Cv1 ; : : : ; Cvi ; : : : ; CvN v ðtÞ  ð9Þ
Km
vB ðnDOFi ; 1Þ ¼
m
ij ∂ϕh ðxLij Þ ð16Þ
>
>
> −kij m
ylL ϕh ðxLij Þ − cylL V
>
> ∂x
where N v ðtÞ = number of vehicles moving on the bridge at time t; >
>
> ij m
> ∂ϕmh ðxRij Þ
nDOFðtÞ = number of DOFs for all vehicles on the bridge at time t; >
> −kylR ϕh ðxRij Þ − cij V
>
>
ylR
∂x
X vi , M vi , K vi , and Cvi = displacement vector, mass, stiffness, and :
0; others
damping submatrices of the ith vehicle on the bridge at time t, and 8 ij
can be determined according to the corresponding certain vehicular >
> −cvlL ϕm v ðxLij Þ
>
>
type and detailed parameters based on the established vehicular >
> ij m
>
> −cvlR ϕv ðxRij Þ
dynamic model database. The vehicular dynamic model database <
will be introduced subsequently. Cm vB ðnDOFi ; 1Þ ¼ −cij m
ylL ϕh ðxLij Þ
ð17Þ
>
>
The other dynamic matrices related with vehicles in Eq. (5) are >
> −cij ϕm ðx Þ
>
>
expressed >
> ylR h Rij
:
2 3 0; others
ω21 þ K v11 K v12 ··· K v1N b

6
B B B
7 For Eqs. (16) and (17), m ¼ 1, N b ; i ¼ 1, N v ðtÞ; j ¼ 1, nzi ;
6 K v21 ω22 þ K v22 K v2N b 7 nDOF = number of DOFs for all vehicles on the bridge at time
6 B B ··· B 7
½K B þ K vB  ¼ 6
6 ..
7
7 t; and nDOFi = number of DOFs of the ith vehicle.
6 . ... ..
.
..
. 7 The load items can be rewritten
4 5
(
K vN
B
b1
K BvN b 2 ··· ωN b 2 þ K vN
B
b Nb
0; others
Frv ðnDOFij ; 1Þ ¼ ð18Þ
ð10Þ kij ij 0
vlL rðxLij Þ þ cvlL r ðxLij ÞV

© ASCE 04018041-3 J. Aerosp. Eng.

J. Aerosp. Eng., 2018, 31(4): 04018041

 where V = vehicular velocity, and other symbols have the same
definitions as given previously.
The nth modal force acting on the bridge from the random
vehicles can be written
N
X v ðtÞ X
nzi
FrG
bn ¼ f½kij ij 0 Lij n
vlL rðxLij Þ þ cvlL r ðxLij ÞV þ F G ϕv ðxLij Þ
i¼1 j¼1
þ ½kij ij 0 Rij n
vlR rðxRij Þ þ cvlR r ðxRij ÞV þ F G ϕv ðxRij Þg
Based on the aforementioned method, the authors developed a
program in MATLAB to assemble and update the equations of
motion for the VBCV system. The coupled equations are solved
in the time domain using the Newmark-β method.
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Integrated Coupled Dynamic System with TVDUM
Based on the proposed TVDUM, an integrated coupled dynamic
system of random traffic and bridge was set up. Fig. 1 shows
the flowchart of the simulation. As shown in Fig. 1, the proposed
integrated coupled dynamic system mainly includes three parts:
one part that simulates the stochastic traffic load; the second part
is to build a dynamic analysis model database for the representative
Fig. 1. Flowchart of the integrated coupled dynamic system with TVDUM for random traffic and bridge dynamic interaction.
© ASCE
J. Aerosp. Eng., 2018, 31(4): 04018041
vehicular types; and in the third part, the random traffic and bridge
dynamic interaction numerical simulation is set up based the
TVDUM. The theoretical basis and detailed implementation pro-
cess of the three parts are illustrated in the following sections.
Monte Carlo Simulation of Random Traffic Load
The actual traffic load on the highway can be assumed as a random
ð19Þ process, and vehicular type, weight, velocity, and spacing distance
at any time could follow a certain random distribution (Chen and
Wu 2011). The vehicular type, weight, velocity, and spacing dis-
tance usually are chosen as characteristic parameters of random
traffic load based on related research results (Li et al. 1997;
Zhang 2014). For the specific bridge example, the simulation pro-
cedure for the random traffic load is described in Fig. 2. The stat-
istical information of the traffic load can be obtained by field traffic
survey and WIM data. The types of the distribution for the data can
be analyzed and checked with the Kolmogorov-Smirnov (K-S) test
method, and the descriptors for these distributions can be obtained
using the maximum likelihood estimation method. Then the Monte
Carlo simulation method can be used to generate the random traffic
flow sample for the coupled dynamic analysis. Meanwhile, typical
daily traffic or annual average daily traffic volume usually are taken
as the sample size. A simulation program of random traffic load is
04018041-4 J. Aerosp. Eng.
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Fig. 2. Flowchart of random traffic load simulation.

set up in MATLAB. The detailed step and process of random
traffic load simulation can be found in the literature (Zhang
2014; Wu 2016). The maximum velocity a vehicle can achieve
is defined based on the actual speed limit on the road. At each time
step, based on the predefined rules, a vehicle could possibly per-
form different moving conditions, such as accelerating, decelerat-
ing, or lane changing. The rules are typically established according
to the actual traffic rules with some reasonable assumptions of the
driver behavior (Nagel and Schreckenberg 1992). The random traf-
fic flow generated by numerical simulation can be used in the
VBCV analysis, and the accelerating, decelerating or lane changing
conditions will be also included in the simulation process. The de-
tails on all the predefined rules and traffic flow modeling process
can be found in the literature (Chen and Wu 2010, 2011).
As shown in Figs. 4 and 5, the vehicles are modeled as multi-
degree-of-freedom and mass-spring-damper systems. Each vehicle
body has four DOFs (vertical, pitch, lateral, and rolling), and each
wheel has two independent DOFs (vertical and lateral). The num-
ber of overall independent DOFs of a full vehicle model is 4nz þ 4,
where nz is the number of axles. Generally, a trailer truck includes
two vehicle bodies, and the number of overall independent DOFs of
the vehicle type is 4nz þ 7. The dynamic equilibrium equations for
the vehicles are obtained and established by using the Lagrange
method. The detailed process and model parameters can be found
in the literature (Liu 2014; Han et al. 2013; Zhang 2014). The dy-
namic analysis model database including all the common vehicular
types; therefore, can be set up.

Database for Vehicles

Table 1. Common vehicular types
The actual highway traffic flow includes various types of vehicles.
In addition to several types of vehicles that were involved in the Types of
current VBCV research community, many other vehicle types can Type Number dynamic
also be defined for different countries or different geographic Classification number Vehicle type of axles models
locations (Cai and Chen 2004; Chen and Wu 2011). Therefore, Category 1 V1 Sedan 2 M1
it is necessary to establish a model database including the common V2 Off-road vehicle 2
vehicle types for the random traffic and bridge dynamic interaction Category 2 V3 Microbus 2
analysis. Based on the data from a nationwide comprehensive high- V4 Medium truck 2
way traffic load survey in China, vehicles are classified into a total V5 Motor bus 2
of 13 types in four categories (Zhang 2014). The vehicle types and
characteristic parameters are listed in Table 1 and Fig. 3 (Wu 2016; Category 3 V6 Truck 3 M2
V7 Motor bus 3
Han et al. 2013). According to similar principle of vehicular char-
V8 Truck 3
acteristic parameters, the aforementioned vehicle types can be rep- V9 Truck 4 M3
resented with the seven categories of models given in Figs. 4 and 5
and Table 1. Among them, M1 and M2 represent two-axle vehicle Category 4 V10 Trailer truck 3 M4
types (V1–V5) and three-axle vehicle types (V6–V8), and M3 V11 Trailer truck 4 M5
represents four-axle trucks. The M4–M7 correspond to types V12 Trailer truck 5 M6
V13 Trailer truck 6 M7
V10–V13 with three-axle to six-axle trailer trucks.

© ASCE 04018041-5 J. Aerosp. Eng.

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 2500 2730
V1 850 910 V2 1020 920

3600 3750
V3 1700 2870 V4 1995 10000

5000 3750 3750

V5 6000 10000 V6 5500 1300 4100

1900 5259 4800 1350

V7 4305 4305 9000 V8 7000 9000 9000

1900 4500 1350 3600 9900

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V9 6490 6490 9000 9000 V10 6590 11400 9900

3750 8600 1300 3600 6800 1310 1310

V11 6500 11500 8970 8970 V12 6590 11400 7600 7600 7600

3300 1300 6800 1310 1310

V13 6590 6590 11400 7600 7600 7600

Fig. 3. Characteristic parameters of common vehicular types (axle distance in millimeters and axle weight in kilograms).

b2 b1

Z vr

vr Y vr

Z K1vuL
K1vlR C1vlR C1 C1vuL
yuR C1yuL

Z1vl
K1ylR K1ylL
K1yuL
K1yuR

1
C1ylR K vlR C1vlR K1vlL 1
C1vlL C ylL

Fig. 4. General dynamic model for various vehicles: cross-section view.

Random Traffic and Bridge Dynamic Interaction
Analysis System
With the input of the traffic flow data as well as the vehicle model,
the random traffic and bridge dynamic interaction system can be
established. The input data for the system can be summarized as
the following:
• Bridge: Basic geometric and material parameters, such as bridge
dimensions, Young’s modulus, density; modal shapes and fre-
quencies and critical modes obtained from finite element mod-
eling and analysis; and road surface roughness of the bridge
deck, which can be obtained from the actual measurements
or from numerical simulations.
• Traffic: Statistical data for the random traffic obtained from the
traffic survey or WIM monitoring; traffic density; vehicles clas-
sifications (i.e., percentage of each category of vehicles), vehicle
speeds, and vehicle weight.
The whole procedure and main steps for the proposed inte-
grated coupled dynamic system with TVDUM for random traffic
and bridge, as shown in the flowchart in Fig. 1, are summarized as
follows:

© ASCE 04018041-6 J. Aerosp. Eng.

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 1. With the deterministic values of the basic traffic input, the
Monte Carlo simulation program as established earlier is used
to generate stochastic traffic flow.
2. The modal mass, stiffness, and damping matrices, namely ½M B ,
½K B , and ½CB , of the bridge as shown in the Eq. (5) are obtained
based on the input data of the bridge.
3. The moving state for each vehicle in the random traffic flow on
the bridge is determined by using the following rules. The time-
varying position of the ith vehicle on the bridge can be deter-
mined by the variables xLij ðtÞ, xRij ðtÞ, yLij ðtÞ, and yRij ðtÞ,
where xLij ðtÞ, xRij ðtÞ, yLij ðtÞ, and yRij ðtÞ are the left and right
wheel position of the jth axle of the ith vehicle on the bridge,
respectively; x and y are the longitudinal and lateral coordinates
related to the bridge (one end of bridge is defined as zero point
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step. The coordinates of vehicles at each time step will be
updated during the computing process based on their speeds
and possible lane changes. In addition, whether the axles are
on the bridge or not will be evaluated.
4. The vehicular mass, stiffness, and damping matrices
½M v nDOFðtÞ×nDOFðtÞ , ½K v nDOFðtÞ×nDOFðtÞ , and ½Cv nDOFðtÞ×nDOFðtÞ
are formed with Eqs. (7)–(9) considering the vehicles on bridge,
where nDOFðtÞ is the number of DOFs of all the vehicles
on bridge at time t. The established vehicular dynamic model
database includes the mass, stiffness, and damping matrix ½Mvi ,
½K vi , and ½Cvi  for all the common vehicle types. These values
will be used in the VBCV analysis based on the specific types of
vehicles that get involved in the analysis at this moment.
5. The vehicle–bridge coupling terms and load terms are estab-

for the x axle, and the direction from this end to the other end is lished as the follows. The roughness and modal vectors of
defined as positive). If the longitudinal coordinates for any axle the bridge are obtained based on the wheels position for
of the ith vehicle satisfies Lb > xij ðtÞ > 0 (Lb is the length of all the vehicles on the bridge at this moment, and then the
the bridge), the vehicle will be involved in the VBCV at this time vehicle–bridge coupling dynamic matrices K Bv , CBv , K vB ,

l3
l2 l1 l1
l2
Z vr
Z vr

vr
vr
Z
Z
K 2vuL C 2vuL K 1vuL C1vuL K 3vuL C 3vuL K 2vuL C 2vuL K 1vuL C1vuL

2
Z vl Z 1vl Z 2vl Z 1vl
Z 3vl
2
K vlL C 2vlL K 1vlL C1vlL K 3vlL C 2vlL K 1vlL C1vlL
C 3vlL K vlL
2

X
X
(a) (b)

l4 l2
l6 l5
l3 l1
2
Zvr Z1vr
Z vr
2 1
vr vr
vr

Z
Z
2
K 3vuL C3vuL K 2vuL CvuL K1vuL C1vuL
K 4vuL C4vuL K 3vuL C3vuL 2
K vuL C 2vuL K1vuL C1vuL

Z3vl Z 2vl Z1vl

Z 4vl Z 3vl Z vl2 Z1vl
2 K1
K 3vlL C3vlL K 2vlL CvlL vlL C1vlL
K 4vlL C4vlL K 3vlL C 3vlL C 2vlL K1vlL C1vlL
K 2vlL

l4 l3 l2 l1 X

X
(c) (d)

Fig. 5. General dynamic analysis models for various vehicles (elevation view): (a) M1, a two-axle vehicle model; (b) M2, a three-axle vehicle model;
(c) M3, a four-axle vehicle model; (d) M4, a three-axle trailer truck model; (e) M5, a four-axle trailer truck model; (f) M6, a five-axle trailer truck
model; and (g) M7, a six-axle trailer truck model.

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 l7 l6 l8 l7

Z 2vr Z1vr
Z 2vr Z1vr

2 1
vr vr
2 1
vr vr

Z Z K 4vuL K3vuL K 2vuL K1vuL

K 5vuL C1vuL
K 4vuL K3 C3vuL 2
K vuL K1vuL C1vuL C5vuL C4vuL C3vuL C2vuL
C4vuL vuL C2vuL
Z 5vl Z 4vl Z3vl Z 2vl Z1vl
Z4vl Z3vl Z1vl
Z 2vl 2
K 4vlL K3vlL K vlL K1vlL
K 5vlL
K 4vlL K1vlL C1vlL
2
CvlL C1vlL
K 3vlL C3vlL K 2vlL C5vlL C4vlL C3vlL
C4vlL C2vlL

l5 l4 l6 l5 l4 l3 l2 l1
l2
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l3 l1
X
X
(e) (f)

l9 l8

Z 2vr Z1vr

2 1
vr vr

Z
K6vuL K 4vuL K 4vuL K 3vuL
2
K vuL K1vuL C1vuL
C5vuL C5vuL C4vuL C3vuL 2
CvuL
Z6vl Z 4vl Z 3vl Z 2vl Z1vl
Z 4vl

K6vlL K 4vlL K 3vlL

2
K vlL K1vlL
K 4vlL C1vlL
C5vlL C4vlL C3vlL C2vlL
C5vlL

l7 l6 l5 l4 l3 l2 l1

X
(g)
Fig. 5. (Continued.)

and CvB , and load terms Frv and FrG B can be obtained using Numerical Example
Eqs. (10)–(19).
6. During the random traffic and bridge dynamic interaction General Information on the Case
analysis, the acceleration, deceleration and lane changing of the
vehicles are performed by the following rules: In this section, a numerical case study for random traffic and bridge
a. Acceleration: if the velocity of vehicle v is smaller than vmax dynamic interaction is performed with the proposed method and
(maximum speed limit) and if the distance to the next vehicle traditional separate iteration method. The main influential factors,
ahead is larger than v þ 1, v is increased by 1; such as random traffic density, road surface condition, and conver-
b. Deceleration: if a vehicle at site i finds the next vehicle at site gence criteria for iteration, are considered and discussed in the
i þ j with j < v, it reduces its velocity to j − 1; numerical example. A simply supported-continuous prestressed
c. Vehicle motion: each vehicle can move forward by v sites in a concrete girder bridge is adopted as the prototype bridge. The
time step; and bridge has a total length of 3 × 40 m and width of 2 × 11.25 m
d. Lane changing: for any vehicle i, lane changing will happen and is located on G307 highway in Hebei Province, China. In
if the following conditions are all met (Rickert et al. 1996; the present study, the lateral half part of the two-way separated type
Li et al. 2006). More details about the aforementioned bridge is analyzed, and the typical bridge section is shown in Fig. 6.
rules can be found in the literature (Chen and Wu 2010, The three-dimensional (3D) finite-element model for the bridge
2011). is set up in the commercial software platform ANSYS 14.0 as
With the defined rules, the moving states of the vehicles can shown in Fig. 7. The girders and lateral connection members
be determined at each time step by updating the position of each are modeled using solid elements (Solid 65). The reinforcing
vehicle on the bridge under their velocity and lane-changing and prestressing steel are simulated with link element Link8.
status during the VBCV simulation. The bridge deck pavement is modeled using shell element
7. The equations of motion for the random vehicles and bridge (Shell63). For the boundary conditions, the displacement and ro-
system can be assembled following Steps 1–6 and solved by tation constraints are applied according to the bearing types.
using the Newmark-β method. Repeat the aforementioned steps A 2-week traffic survey and WIM data of the bridge indicated
until all vehicles have passed over the bridge. that the average daily traffic volume is 6,943 with a 3∶7 ratio of

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J. Aerosp. Eng., 2018, 31(4): 04018041

 Half section in mid of span Half section in end of span
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Fig. 6. Typical section in middle and end of the bridge (units are in millimeters).

Fig. 7. Finite-element model of the bridge.

passenger vehicles to trucks. As indicated in Table 1 and Fig. 3,
the traffic survey sample can be classified into seven types with
M1–M7. To evaluate the effects of random traffic density on the
calculation costs for the VBCV, two common traffic flow operation
status (general and busy) are defined with distance of vehicles
and included in the subsequent analysis. The distribution descriptors
and the types for the traffic flow are listed in Table 2 (Wu 2016).
Additionally, the road surface condition and thresholds value of con-
vergence criteria also are studied in the case. For bridges with short
span length, it takes very short period of time for the vehicle to go
across the bridge. As a result, the probability of velocity change and
lane change could be very small. Therefore, in this example, the
traffic flow is assumed to move along the bridge with a constant
speed. Samples generated from the random traffic flow could be
generated from the MATLAB scripts under general and busy oper-
ation status. Some typical samples are shown in Fig. 8.
Calculation Efficiency and Analysis Results
To evaluate the applicability and calculation efficiency of the pro-
posed random VBCV algorithm, a series of cases for the bridge
under random traffic are performed using the proposed method
and the traditional separated iterative method. A total of 50 modes
of the bridge are included in the analysis. All the calculations are
carried out on a computer with a 4 GHz quad-core Intel Core
i7-6700 processor with 8 GB of RAM.
First, the influence of convergence criteria value (CCV) on
calculation cost and accuracy for the iteration method are studied.
A random traffic flow sample composed of 100 vehicles under busy
operation status moving through the bridge at the speed of 40 km=h
is considered in the numerical analysis. The time-step length is
0.01 s. The road surface condition is good. The comparison of
analysis results under the separated iteration method with different
convergence criteria values and the proposed method are presented
in Figs. 9 and 10, and Table 3.
As demonstrated in Figs. 9 and 10, and Table 3, compared with
the proposed method, the relative calculation errors of the iteration
method are 2.5, 9.4, and 14.5%, corresponding to CCV values of
0.05, 0.15, and 0.30 mm, respectively. The proposed method re-
duces the calculation costs by 78.2, 69.9, and 47.5% compared with
the iterative method under 0.05-, 0.15-, and 0.30-mm CCVs,

Table 2. Types and parameters of probability distributions for random traffic load
Characteristic parameter of random traffic load Probability distribution type Parameters of the probability distribution
Vehicle type Uniform distribution —
Total weight of vehicle Lognormal distribution μ ¼ 1.667 and σ ¼ 0.816
Space distance of vehicles Gamma distribution (for busy traffic status) α ¼ 12.907 and λ ¼ 7.235
Lognormal distribution (for general traffic status) μ ¼ 4.827 and σ ¼ 0.111

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 M1 M1
M2 M2
600 600
M3 M3
M4 M4
M5 M5
500 500
M6 M6

Vehicle weight (kN)

Vehicle weight (m)

M7 M7

400 400

300 300

200 200
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100 100
0 1000 2000 3000 0 500 1000 1500
(a) Vehicle location in traffic flow (m) (b) Vehicle location in traffic flow (m)

Fig. 8. Typical random traffic flow samples generated by simulation: (a) general operation status; and (b) busy operation status.

0
Vertical displacement/mm

-1

-2

-3

-4
Proposed method
Iterative method with CCV 0.05
-5 Iterative method with CCV 0.15
Iterative method with CCV 0.30

-6
0 10 20 30 40 50 60 70 80 90 100
Time/s

Fig. 9. Comparison of dynamic response in the bridge midspan under different methods and conditions.

respectively. In addition, 0.05 mm also is taken as the CCV in the number on the bridge at the same time is a main controlling factor.
subsequent analysis for the iterative method. Compared with the iteration method, the proposed method can re-
Additionally, to further assess the calculation efficiency of the duce the computation cost range from 52.6 to 80.2% based on the
proposed VBCV method under various random traffic flow den- GAT results. The calculation cost reduction ratio linearly increases
sities, a series of VBCV analyses were performed considering with the traffic flow density growth when the average space distan-
the random traffic flow samples with average space distances from ces of vehicles are longer than 15 m, but an opposite trend could be
5 to 30 m and including 100 vehicles, respectively. A good level observed when the average space distances of vehicles are less than
road surface condition and vehicular speed 60 km=h were consid- 15 m. The results indicate that the calculation efficiency advantage
ered in the numerical analysis. For each aforementioned density of of the proposed method may recede when number of vehicles on
traffic flow, 10 random samples were involved in the VBCV analy- the bridge exceeds a certain limit, which explains why the method
sis to reveal influence of sampling randomness on the study result. is more suitable to the short-span and medium-span bridges.
The calculation cost is represented with the global average time In addition, the coefficient of variation for average calculation
(GAT) for the average of 10 simulations in one time-step for the time for the proposed method remains stable under 0.10, and
samples. The influence of sampling randomness on the calculation the corresponding value for the iteration method changes from
cost is described by the coefficient of variation (CV) of average 0.08 to 0.42 with the growth of traffic flow density. These results
simulation time for 10 samples under each density of traffic flow. demonstrate that the calculation time can be treated as a determi-
The results given in Table 4 indicate that the GAT obviously grows nate value for the proposed method for some case scenarios. How-
with the increase of traffic density for the both methods. Vehicle ever, for the iteration method, the uncertainty and variability of the

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 18

Proposed method
Iterative method with CCV 0.05
Iterative method with CCV 0.15
Iterative method with CCV 0.30

Calculation time per time-step/s

12

6
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0
0 200 400 600 800 1000 1200 1400 1600 1800 2000
Number of time steps

Fig. 10. Comparison of calculation time for each time-step for traffic moving along the bridge.

Table 3. Comparison of calculation costs for the iterative and proposed method under various convergence criteria
Convergence Number of iterations in one time step Calculation time for one time step (s)
criteria value
Analytical method (mm) Maximum Minimum Average Maximum Minimum Average
Proposed method — 1 1 1 3.89 0.21 1.88
Separated Iteration method 0.05 20 5 12 14.59 0.89 8.64
0.15 9 3 7 12.27 0.59 6.25
0.30 5 2 4 6.38 0.28 3.58

Table 4. Comparison of calculation costs under various traffic densities for the two methods
Average space distances of vehicles (m)
Analytical method Index for calculation cost 30 25 20 15 10 5
Proposed method GAT1 (s) 0.18 0.31 0.86 1.16 2.02 3.94
CV 0.05 0.06 0.05 0.07 0.10 0.08
Separated iteration method GAT2 (s) 0.38 1.08 3.57 5.86 7.39 10.68
CV 0.08 0.12 0.14 0.23 0.34 0.42
ðGAT2 − GAT1Þ
Calculation cost reduction ratio of proposed method × 100 52.6 71.3 75.9 80.2 72.7 63.1
compared with separated iteration method (%) GAT2

calculation time become more significant as the number of An integrated dynamic analysis framework combining TVDUM
vehicles on the bridge at the same time increases. and modal superposition technique was established. A numerical
Based on the numerical example, it can be found that the pro- case study indicated that the proposed method offered signifi-
posed method has improved calculation efficiency. Compared cant improvements to calculation efficiency compared with the
with the iterative method, the calculation cost could decrease by traditional separated iteration method. The major findings are as
52.6–80.2%. Meanwhile, the proposed method also reduces the follows:
uncertainty of computing time. • The proposed method has an improved calculation efficiency.
For the cases shown in the present study, the computation cost
can be reduced by 52.6–80.2% compared with the iterative
Summary and Concluding Remarks method.
• Usually, the calculation cost-reduction ratio of the proposed
To consider the effects of random traffic on bridge vibrations, method compared with the iterative method increases with
an innovative time-variant dimension updating method was pro- the growth of traffic flow density. However, the calculation ef-
posed. The method adopted Monte Carlo methods and a vehicu- ficiency advantage of the proposed method may drop when the
lar dynamic model database to consider random traffic flows. vehicle numbers on the bridge exceed a certain limit.

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 • Compared with the iterative method, the uncertainty and varia-
bility of the calculation time is much smaller, and the calculation
time can be treated as a deterministic value.
Acknowledgments
The authors greatly appreciate the financial support provided by the
National Science Foundation of China (Grant No. 51108132). The
contents of the paper reflect only the views of the authors.
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