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DOI 10.1007/s40091-016-0124-y
ORIGINAL PAPER
Received: 3 April 2015 / Accepted: 9 May 2016 / Published online: 23 May 2016
Ó The Author(s) 2016. This article is published with open access at Springerlink.com
Abstract The effectiveness of tuned mass friction damper provided that TMFD units of MTMFD system are dis-
(TMFD) in reducing undesirable resonant response of the tributed within certain limiting interval and the frequency
bridge subjected to multi-axle vehicular load is investi- of TMFD units is appropriately distributed.
gated. A Taiwan high-speed railway (THSR) bridge sub-
jected to Japanese SKS (Salkesa) train load is considered. Keywords Bridge Multi-axle vehicle Critical velocity
The bridge is idealized as a simply supported Euler–Ber- Resonant response TMFD Concentrated MTMFD
noulli beam with uniform properties throughout the length Distributed MTMFD
of the bridge, and the train’s vehicular load is modeled as a
series of moving forces. Simplified model of vehicle,
bridge and TMFD system has been considered to derive Introduction
coupled differential equations of motion which is solved
numerically using the Newmark’s linear acceleration Transportation infrastructure is one of the significant factor
method. The critical train velocities at which the bridge which reflects the development of a nation’s economy. Due
undergoes resonant vibration are investigated. Response of to the paucity of land and increased traffic in urban areas, the
the bridge is studied for three different arrangements of bridges have become inevitable part of the transportation
TMFD systems, namely, TMFD attached at mid-span of facilities, such as highways and railways. In recent years,
the bridge, multiple tuned mass friction dampers with the rapid advances in the area of high-performance
(MTMFD) system concentrated at mid-span of the bridge materials, design technologies and construction techniques,
and MTMFD system with distributed TMFD units along the architecture of bridges has reached unexpected limits. At
the length of the bridge. The optimum parameters of each the same course of time, day by day, the bridges are
TMFD system are found out. It has been demonstrated that becoming more slender and lighter and hence more prone to
an optimized MTMFD system concentrated at mid-span of vibrations due to heavy vehicles and high-speed trains
the bridge is more effective than an optimized TMFD at the passing over it. Thus, the vibration of a bridge due to the
same place with the same total mass and an optimized passage of vehicles is an important aspect in bridge design. A
MTMFD system having TMFD units distributed along the multi-axle vehicle moving over the bridge can be modeled as
length of the bridge. However, the distributed MTMFD planar moving forces, inducing periodic excitations to the
system is more effective than an optimized TMFD system, bridge. Vibrations induced by moving vehicles become
excessive when the vehicle velocities reach resonant or
critical values. This may seriously affect the long-term
& Alka Y. Pisal safety, serviceability of the bridges and comfort of the pas-
alka.y.pisal@gmail.com
sengers. In addition, it may endanger the safety of supporting
1
Department of Civil Engineering, D. Y. Patil College of structure. Hence, it is very necessary to control these unde-
Engineering, Akurdi, Pune 411044, India sirable excessive vibrations of bridge under train loads.
2
Department of Civil Engineering, Indian Institute of Literature review shows that the dynamic behavior of
Technology Bombay, Powai, Mumbai 400076, India the bridges has been significantly impacted due to periodic
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214 Int J Adv Struct Eng (2016) 8:213–227
moving loads from trains; the same has been investigated and VED. However, TMD and MTMD are having disad-
by many researchers in the past few years. vantages of being sensitive to the fluctuation in frequency
Kwon et al. (1998) investigated the control efficiency of spacing and tuning frequency with respect to the control-
single-tuned mass damper (STMD) system attached with ling (fundamental) frequency of the bridge. This may
the bridges. He idealized the bridge as a simply supported deteriorate the performance of TMD and MTMD. Until the
Euler–Bernoulli beam traversed by vehicles which were date, the resonant response control of bridge is studied
modeled as moving masses and shown that TMD can using TMD, MTMD and VED, but the use of friction
effectively reduce response of the bridge. Yang et al. (1997) dampers (FD) and tuned mass friction damper (TMFD) has
investigated the vibration of simple beam excited under not been explored for controlling the response of the
high-speed moving trains and proposed a span to car length bridges. Pisal and Jangid (2015) demonstrated that
ratio so that no resonance occurs in beam. Chen and Lin MTMFD can effectively reduce the seismic response of
(2000) investigated the dynamic response of elevated high- multi-storey structures.
speed railway. Cheng et al. (2001) proposed a bridge-track- In the present study, the performance of tuned mass
vehicle element for investigating interactions between friction damper (TMFD) in controlling undesirable reso-
moving train, railway track and bridge. Ju and Lin (2003) nant response of the bridge is investigated. To suppress the
investigated the resonant characteristics of three-dimen- undesirable excessive responses of the bridge, different
sional (3D) multi-span bridges subjected to high-speed TMFD systems are employed. The specific objectives of
trains. Wang et al. (2003) carried out the optimization of the study are summarized as:
STMD attached at the mid-span of Taiwan high-speed
1. To formulate the equation of motion for the response
railway (THSR) bridges subjected to French train à grande
of the bridge with different TMFD systems under
vitesse (TGV), German intercity express (ICE) and Japa-
periodic train loads and develop its solution procedure.
nese SKS trains. Nasiff and Liu (2004) presented a 3D
2. To investigate the influence of important parameters,
dynamic model for the bridge-road-vehicle interaction
such as mass ratio, tuning frequency ratio, frequency
system. Jianzhong et al. (2005) has performed a parametric
spacing, damper slip force and number of TMFD units
study on the optimization of multiple tuned mass dampers
in MTMFD on the performance of the MTMFD.
(MTMD) and demonstrated its efficiency in reducing dis-
3. To obtain the optimum values of influencing param-
placement and acceleration responses of simply supported
eters for TMFD and MTMFD systems, which may find
bridge subjected to high-speed trains. Lin et al. (2005)
application in the effective design of MTMFD for the
proved that MTMD is more effective and reliable than
bridges.
STMD in reducing train-induced dynamic responses of
4. To investigate the performance of different TMFD
simply supported bridges during resonant speeds. Shi and
systems, i.e., TMFD attached at the mid-span of the
Cai (2008) performed numerical analysis to study the
THSR bridge, MTMFD attached at the mid-span
vehicle-induced bridge vibration response using a TMD,
(concentrated) of the THSR bridge, and MTMFD
considering the road surface conditions. Li et al. (2010)
distributed along the length of the THSR bridge
developed a numerical method to analyze coupled railway
subjected to Japanese SKS trains.
vehicle-bridge systems of non-linear features. Moghaddas
et al. (2012) studied the dynamic behavior of bridge-vehicle
system attached with TMD, using the finite-element
method. It was shown that by attaching an optimized TMD Modeling of vehicle, bridge and MTMFD
to a bridge, a significantly faster response reduction can be
achieved. Antolin et al. (2013) considered non-linear A train or any other vehicle which has multi-axle system
wheel-rail contact forces model to analyze the dynamic excites a bridge when it passes over it. In contrast to wind or
interaction between high-speed trains and the bridges. earthquake load, the position of vehicular load over the
Wang et al. (2013) investigated the effectiveness of visco- bridge changes at each and every second. Furthermore, due
elastic damper (VED) to mitigate the multiple resonant to the interaction between the vehicle and the bridge, the
responses of a moving train running on two-span continuous magnitude of vehicular load depends on the response of the
bridges. It is found that with the installation of VED at mid- bridge. Thus, it is difficult to establish the correlation
point of each span, the maximum acceleration response of the between governing parameters and response of the bridge.
bridge can be suppressed noticeably at resonant speeds. Furthermore, time variant properties of the configured
It is evident from above studies that dynamic forces in vehicle loading, bridge and TMFD system can make the
the form of periodic moving loads from train may result in modeling complex. To get an efficient and effective control
undesirable resonant responses of the bridge. These unde- performance of the TMFD system, it is necessary to select
sirable responses can be controlled using the TMD, MTMD governing parameters appropriately. In the current study,
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Int J Adv Struct Eng (2016) 8:213–227 215
simplified modeling of the vehicle and the bridge is con- study, the real-life multi-axle vehicle is modeled as a set of
sidered to determine governing parameters. Once governing moving forces having equal axle spacing, moving along the
parameters are identified, model needs to be refined for doing centre line of the bridge. The axle spacing is an important
further research. Finally, based on the simplified model of parameter in the determination of critical resonating
the vehicle, bridge and TMFD, coupled differential equa- velocities of the vehicle which causes excessive vibrations
tions of motion is derived, the same has been solved in the bridge.
numerically using the Newmark’s linear acceleration Arrangement considered for the present study consists
method. of the bridge as primary system which is attached with
The bridge is idealized as a simply supported Euler– TMFD and MTMFD with different dynamic characteris-
Bernoulli beam with uniform properties throughout the tics. Here, the bridge is modeled as a simply supported
length of the bridge. Track irregularity is neglected in the Euler–Bernoulli beam.
conceptualization of the model. The vibration of bridge is Since, the maximum response of a simply supported
considered only in the vertical translational direction. The bridge occurs at its mid-span, a TMFD system is installed
bridge is a continuous system which has infinite degrees- at the mid-span of the bridge. In the case of MTMFD
of-freedom (DOF), but only the first few modes of the system, all the TMFD units can be concentrated at the mid-
bridge contribute significantly to the total dynamic span or can be distributed along the length of the bridge.
response. Among all modes, the fundamental mode is Figure 2 shows the simplified model of the bridge with
dominating mode, especially for the displacement response MTMFD attached at equal intervals under the bridge and
of a simply supported bridge. Thus, for the present study, subjected to a train-induced excitation. The multi-axle train
fundamental mode has been considered while finding out load is modeled as moving force with equal axle spacing.
peak mid-span response of the bridge. Assumptions/considerations are proposed for the present
There are three basic modeling procedures of vehicles, study in the following sub points:
namely, moving force, moving mass and moving suspen-
1. Stiffness of each TMFD unit is the same.
sion mass, as shown in Fig. 1 (Wang et al. 2003). In this
2. Normalized slip force value of each TMFD unit is the
same.
mvg mvg mvg
3. The mass of each TMFD unit is varying. Thus, the
natural frequency of each TMFD unit is adjusted to the
d d v required value by varying the mass.
4. The natural frequencies of the TMFD units in an
MTMFD system are uniformly distributed around their
average natural frequency. It is to be noted that the
TMFD units of a MTMFD system with identical
(a) Moving force
dynamic characteristics are equivalent to a TMFD, in
which the natural frequency of the individual TMFD
d d
v units in a MTMFD is the same as that of the
equivalent TMFD.
mv mv mv 5. For a simply supported bridge, dominating mode is the
fundamental mode; hence, both TMFD as well as
MTMFD systems are tuned to the fundamental natural
(b) Moving mass frequency of the bridge.
Let xT be the average frequency of all MTMFD and it
mv mv mv can be expressed as:
Xr
xdj
kv cv kv cv kv cv xT ¼ ; ð1Þ
j¼1
r
v
d d
where r is the total number of TMFD units in MTMFD, and
mw mw mw
xdj is the natural frequency of the jth TMFD and it can be
expressed as:
(c) Moving suspension mass rþ1 b
xdj ¼ xT 1 þ j ; ð2Þ
2 r1
Fig. 1 Schematic modeling of vehicles (Wang et al. 2003)
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216 Int J Adv Struct Eng (2016) 8:213–227
P
nw lw xv rw 1
v
KTdi
f si
j
1 r
mTdi
xTLS xTRS
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Int J Adv Struct Eng (2016) 8:213–227 217
between the TMFD and the bridge and Zb(x, t) is vertical where Mn, Kn and Cn are representing the modal mass,
displacement of the bridge at a distance x and at time t. modal stiffness and modal damping of the nth mode,
respectively; qn ðtÞ, q_ n ðtÞ and qn ðtÞ represent the modal
X
lw
displacement, modal velocity and modal acceleration of the
PV ðx; tÞ ¼ Pd x ðvt ði 1ÞxV Þ ; ð8Þ
i¼rw
bridge in the nth mode of vibration, respectively. The
modal interacting forces for the nth mode become:
2 3 ZL X
lw
Kdj Zdj Zb ððxTLS þ ðj 1ÞxT Þ; tÞ
Xr
6 7 PnV ðx; tÞ ¼ Pun ðxÞ d ðx ðv t ði 1Þ xV ÞÞ
PT ðx; tÞ ¼ 4 dZb Zdj Zb ððxTLS þ ðj 1ÞxT Þ; tÞ 5 i¼rw
j¼1 þ fsj sgn Z_dj 0
ot
X
lw
d ðx ðxTLS þ ðj 1ÞxT ÞÞ; ¼ Pun ðv t ði 1Þ xV Þ; ð14Þ
ð9Þ i¼ rw
2 ! 3
X
n
where P is the vehicular load, d() is the Dirac delta func- 6 Kdj Zdj ui ðxTLS þ ðj 1ÞxT Þ qi ðtÞ 7
tion, v is the velocity of the vehicle, xv is the axle spacing Xr 6 7
6 i¼1 7
PnT ðx; tÞ ¼ 6 !7
of vehicle, sgn denotes the signum function, Zdj is the 6
j¼1 4 X n 7
5
vertical displacement of the jth TMFD and Z_ dj is the þ fsj sgn Z_dj ui ðxTLS þ ðj 1ÞxT Þ q_ i ðtÞ
i¼1
velocity of the jth TMFD.
un ðxTLS þ ðj 1ÞxT Þ:
The equation of motion of the jth TMFD can be
expressed as: ð15Þ
mdj Z dj þ Kdj Zdj Zb ððxTLS þ ðj 1ÞxT Þ; tÞ The natural frequencies and the mode shape functions
¼ fsj sgn Z_ dj Z_ b ððxTLS þ ðj 1ÞxT Þ; tÞ ; ð10Þ for the nth mode of a simply supported bridge are given as:
rffiffiffiffiffiffiffiffiffiffiffi
where Z_ b is the vertical velocity of the bridge, and Z dj is the n2 p2 Em Im
xn ¼ 2 ; ð16Þ
vertical acceleration of the jth TMFD. L m
np x
Modal analysis has been carried out to separate gov- un ðxÞ ¼ sin : ð17Þ
erning parameters and solve Eqs. (7) and (10) analytically. L
The vertical displacement of the bridge can be expressed as The modal mass is the same for all the modes and is
the product of mode shape function, un(x) and modal equal to half total mass of the bridge. Modify Eq. (13) by
response function, qn(t) involving only the spatial and substituting Mn = mL/2 and replacing suffix n by 1 to
temporal co-ordinates obtain the equation of motion for the fundamental mode of
X
n vibration.
Zb ðx; tÞ ¼ un ðxÞqn ðtÞ; ð11Þ Xlw
mL mL mL 2
i¼1 q1 þ 2 n1 x1 q_ 1 þ x1 q1 ¼ Pu1 ðv t ði 1Þ xV Þ
2 2 2 i¼rw
where n is the number of modes to be considered for " #
Xr Kdj Zdj u1 ðxTLS þ ðj 1ÞxT Þ q1
bridge. Substituting Eq. (11) in Eq. (7) results in Eq. (12) þ
j¼1 þ fsj sgn Z_dj u1 ðxTLS þ ðj 1ÞxT Þ q_ 1 ðtÞ
X
n X
n
m un ðxÞ qn ðtÞ þ c un ðxÞ q_ n ðtÞ u1 ðxTLS þ ðj 1ÞxT Þ:
i¼1 i¼1
ð12Þ ð18Þ
X
n 00
þ Em Im u00n ðxÞ qn ðtÞ ¼ PV ðtÞ þ PT ðtÞ: Similarly, the equation of motion for TMFD can be
i¼1 written as Eq. (19) by modifying Eq. (10)
Multiplying each term of Eq. (12) by the mode shape mdj Z dj þ Kdj Zdj u1 ðxTLS þ ðj 1ÞxT Þ q1
function and integrating over the length of the bridge, we ¼ fsj sgn Z_ dj u1 ðxTLS þ ðj 1ÞxT Þ q_ 1 : ð19Þ
can obtain the following equation, after applying orthog-
onality principle of mode shape function for the nth mode Equation (20) represents the coupled equation of motion
of vibration of the bridge in matrix form for the bridge equipped with TMFD. This
equation is obtained by combining Eqs. (18) and (19)
Mn qn ðtÞ þ Cn q_ n ðtÞ þ Kn qn ðtÞ ¼ PnV ðx; tÞ þ PnT ðx; tÞ; ð13Þ
½M1 fy1 g þ ½C1 fy_1 g þ ½K1 fy1 g ¼ ½EfP1V g þ ½BfFs g;
ð20Þ
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218 Int J Adv Struct Eng (2016) 8:213–227
8 9
>
> q1 >> Fsj ¼ fsj Z; ð27Þ
>
> >
>
< Zd1 >
> = where fsj is the limiting friction force or slip force of the jth
fy1 g ¼ Zd2 ; ð21Þ TMFD, and Z is the non-dimensional hysteretic compo-
> .. >
> >
>
> . >>
>
: >
; nent, which satisfies the following first-order non-linear
Zdr differential equation:
where q1 is the first modal displacement vector of the dZ
q ¼ A ðZ_ dj q_ 1 Þ
bridge, and Zdj (j = 1 to r) is the displacement vector of dt
TMFD units of MTMFD; [M1], [C1] and [K1] denote the b
Z_ dj q_ 1
Z jZ jn1 s Z_ dj q_ 1 jZ jn ;
mass, damping and stiffness matrix of the configured sys- ð28Þ
tem of order (r ? 1) 9 (r ? 1), respectively, considered
for the study for the fundamental mode of vibration of where q represents the yield displacement of frictional
bridge; [E] and [B] are placement matrices for the train- force loop, and A, b, s and n are non-dimensional param-
induced excitation force and friction force, respectively; y, eters of the hysteretic loop which controls the shape of the
y_ and y are the vertical displacement, velocity and accel- loop. These parameters are selected in such a way that it
eration vector of configured system, respectively; P1V is provides typical Coulomb-friction damping. The recom-
the interacting force vector between the vehicle and the mended values of these parameters are taken as
bridge in fundamental mode and Fs denotes the vector of q = 0.0001 m, A = 1, b = 0.5, s = 0.05, and n = 2
friction force provided by the TMFD. These matrices can (Bhaskararao and Jangid 2006). The hysteretic displace-
be shown as: ment component, Z, is bounded by peak values of ±1 to
account for the conditions of sliding and non-sliding pha-
mL ses. The limiting friction force or slip force of the jth
½M1 ¼ diag m1 m2 mr ; ð22Þ
2 friction damper is expressed in the normalized form by Rfj ,
2 3 which can be expressed as:
mLn1 x1 0 0 0
6 0 0 0 07 fsj
6 7 Rfj ¼ ; ð29Þ
½C1 ¼ 6
6
0 0 0 0 7; ð23Þ mdj g
4 .. .. .. . . .. 7
5
. . . . .
0 0 0 0
2 3
mL 2 X n
x
6 2 1 þ Kdj u21 ðxTLS þ ðj 1ÞxT Þ Kd1 u1 ðxTLS Þ Kd2 u1 ðxTLS þ xT Þ Kdr u1 ðxTLS þ ðr 1ÞxT Þ 7
6 j¼1 7
6 7
6 Kd1 u1 ðxTLS Þ Kd1 u1 ðxTLS Þ 0 0 7
½K1 ¼ 6
6
7;
7
6 K d2 u 1 ðx TLS þ x T Þ 0 K d2 u 1 ðx TLS þ xT Þ 0 7
6 .. .. .. 7
4 . . . 0 5
Kdr u1 ðxTLS þ ðr 1ÞxT Þ 0 0 0 Kdr u1 ðxTLS þ ðr 1ÞxT Þ
ð24Þ
" #
X
r
Fs ¼ Fsj Fs1 Fs2 Fsr ; ð25Þ where g represents acceleration due to gravity.
j¼1
The coupled differential equations are solved using the
where the friction force of the jth damper is given as: Newmark’s linear acceleration method (Chopra 2003).
Fsj ¼ fsj sgn Z_ dj u1 ðxTLS þ ðj 1ÞxT Þ q_ 1 ; ð26Þ
where Z_ dj shows the velocity of the jth TMFD, and q_ 1 Critical velocities of train
shows the first modal velocity of the bridge. Furthermore,
the damper forces are calculated using the hysteretic model Dynamic response of the bridge becomes excessive under
proposed by Constantinou et al. (1990), using the Wen’s resonating conditions, i.e., when the vehicle velocities are
equation (Wen 1976), which is expressed as: critical. The critical velocities of the vehicle depends on the
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Int J Adv Struct Eng (2016) 8:213–227 219
fundamental frequency of the bridge and axle spacing of span; hence for the proposed TMFD system, the damper is
the vehicle which can be expressed as (Wang et al. 2003): placed at the mid-span of the bridge. In the case of
MTMFD systems, all the TMFD units can be concentrated
x 1 xv at the mid-span or can be distributed at an equal interval
vc ¼ ; ð30Þ along the length of the bridge. Furthermore, for distributed
2l p
MTMFD system, the TMFD units are distributed at an
where x1 is the fundamental frequency of the bridge, xv is interval of 2 and 5 m, respectively. Time interval,
the vehicle’s axle spacing and l ¼ 1; 2; 3; . . . etc. At these Dt = 0.001 has been considered for numerical solution.
critical velocities of the vehicle, the dynamic response of The performance of the bridge installed with TMFD sys-
the bridge becomes excessive, generally when l = 1. Thus, tem has been compared with the uncontrolled response of
the resonant responses occurring due to the first critical the bridge.
velocity vc for i = 1 are of major concern.
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220 Int J Adv Struct Eng (2016) 8:213–227
6 6
displacement (mm)
displacement (mm)
Peak mid-span
Peak mid-span
2
-3
0 -6
40 60 80 100 120 140 0 2 4 6 8 10
4 4
acceleration (m/s 2 )
3
acceleration (m/s 2 )
Peak mid-span
Peak mid-span
0
2
-2
1
-4
0 0 2 4 6 8 10
40 60 80 100 120 140
Time (sec)
v (m/s)
Fig. 4 Time history responses at the mid-span of bridge for the first
Fig. 3 Peak mid-span responses of bridge against vehicle velocities resonant vehicle velocities
Controlled response of bridge and optimization selection of the number of TMFD units in MTMFD sys-
of parameters tems and the mass ratio of TMFD system, the maximum
responses of the bridge subjected to multi-axle vehicles are
To control response of the bridge, different TMFD systems studied.
are concentrated at the mid-span of the bridge or dis-
tributed at an equal interval along the length of the bridge. Optimization of parameters for concentrated TMFD
These systems perform effectively only when the appro-
priate value of controlling parameters, namely, frequency The variation of the optimum parameters, bopt, fopt, and Ropt
f
spacing, tuning frequency ratio, damper slip force Rf and against the number of TMFD units in an MTMFD system
number of TMFD units in an MTMFD, is selected. In the concentrated at the mid-span of the bridge is shown in
case of inaccurate selection of these parameters, the system Fig. 5. It is observed that the optimum frequency spacing,
may under-perform and the responses may not reduce bopt, increases sharply with the increase in the number of
effectively up to a desirable value. Hence, the optimization the TMFD units and beyond certain numbers of TMFD
of the parameters of TMFD systems is a very important units, it increases gradually. Similarly, the optimum fre-
criterion for its effective functioning. In this study, the quency ratio, fopt, increases with the increase in the number
parameters are optimized to reduce the peak mid-span of TMFD units and remains constant after a certain number
displacement response of the bridge to its minimum value. of TMFD units. The optimum value of normalized slip
The mass ratio of all the TMFD units of MTMFD sys- force, Ropt
f , of MTMFD system is much lower than single
tems is kept the same as that of TMFD system. However, TMFD system. It is visible from the plot that the optimum
the criteria of optimization of parameters of all the TMFD values of Ropt f reduce sharply with the increase in the
systems (TMFD, concentrated MTMFD and distributed number of TMFD units, up to a certain number of TMFD
MTMFD) are the same, i.e., the minimization of peak mid- units, and beyond this number, the response curve becomes
span displacement response of the bridge. After the flatter. It is also observed from the response plot that with
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Int J Adv Struct Eng (2016) 8:213–227 221
0.10 1.01
1.00
0.06
0.04
0.99
0.02
0.00 0.98
2 4 6 8 10 12 14 2 4 6 8 10 12 14
r r
0.082 6
Peak mid-span
Optimum Rf
0.078 4
0.076 3
0.074 2
0.072 1
2 4 6 8 10 12 14 2 4 6 8 10 12 14
r r
Fig. 5 Variation of optimum parameters and peak mid-span response of bridge against the number of TMFD units concentrated at the mid-span
of bridge
the increasing number of TMFD units, the peak response the TMFD systems, keeping the optimum value of tuning
reduces monotonically up to a certain number of TMFD frequency ratio and frequency spacing constant. It is
units and after that the reduction becomes insignificant. In observed from Fig. 6 that the MTMFD system is sensitive
the present case, the increase in the number of TMFD units to the frequency spacing. In addition, peak mid-span dis-
beyond 5 will make the reduction of dynamic displacement placement response of the bridge reduces to its minimum
response of THSR bridge practically insignificant. Hence, value at a particular value of tuning frequency ratio, fre-
in this present context, the MTMFD system is selected with quency spacing and Rf for each TMFD unit. The optimum
five TMFD units. Thus, an optimum value of controlling parameters of concentrated MTMFD system are summa-
parameters, such as, bopt, fopt, and Ropt
f varies with respect rized in Table 3. Thus, MTMFD system is sensitive to the
to the number of TMFD units at which system can perform frequency spacing. At the optimum value of controlling
effectively. parameters, namely frequency spacing, tuning frequency
The peak mid-span displacement response of the bridge ratio and Rf and optimum number of TMFD units, the
is plotted against various controlling parameters of TMFD response of the bridge reduces to its minimum value.
systems in Fig. 6 for the mass ratio of 2 % for TMFD and
concentrated MTMFD system (containing five numbers of Optimization of parameters for distributed
TMFD units). In Fig. 6a, the response of system is plotted MTMFD
against the varying values of frequency spacing, keeping
the optimum value of tuning frequency ration and Rf To optimize the parameters of distributed MTMFD, the
constant. Similarly, in Fig. 6b, the optimum value of fre- TMFD units of MTMFD are distributed at an equal interval
quency spacing and Rf is kept constant for each TMFD of 2 and 5 m, respectively, along the length of the bridge.
system and the response of the system is plotted against For a fixed number of TMFD units distributed at fixed
tuning frequency ratio. In addition, Fig. 6c shows the interval, the parameters can be optimized in a similar way
response of system against varying the values of Rf for both as optimized for concentrated MTMFD system with the
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222 Int J Adv Struct Eng (2016) 8:213–227
(a)
ratio increase with the increasing number of TMFD units.
4.0 The optimum normalized slip force, Ropt f , of MTMFD
3.5 system is lower than TMFD system, as it reduces with the
increase in the number of TMFD units up to a certain
3.0
number of TMFD units and after that the response curve
2.5 becomes flatter. Similar to the case of concentrated
2.0 MTMFD system, the peak mid-span displacement response
of the bridge reduces monotonically with the increase in
1.5
0.96 0.98 1.00 1.02 1.04 the number of TMFD units of distributed TMFD system up
(b) Tuning frequency ratio ( f ) to a certain number of TMFD units and beyond this
number, and the rate of response reduction becomes
5 practically insignificant.
TMFD Like concentrated MTMFD, the optimum parameters of
4 5-TMFD at mid-span
distributed MTMFD system are summarized in Table 3.
3
The responses shown in Fig. 7d are the minimized peak
mid-span displacement responses of the bridge, consider-
2 ing optimum values of controlling parameters corre-
sponding to each number of TMFD units. Thus, the
1 optimum frequency spacing of MTMFD system increases
0.00 0.03 0.06 0.09 0.12 0.15
Rf with the number of TMFD units of MTMFD system. The
(c)
optimum tuning frequency ratio increases with the number
Fig. 6 Peak mid-span displacement responses of bridge against of TMFD units. The optimum Rf reduces with the increase
different TMFD parameters in the number of TMFD units. The optimum Rf of TMFD is
much higher than that of MTMFD system. The response of
same governing criteria of minimization of peak mid-span the bridge decreases with the increase in the number of
displacement response of the bridge. In this study, the TMFD units of a distributed MTMFD system up to a cer-
distributed MTMFD system is always placed symmetri- tain number of TMFD units and after that the reduction of
cally with respect to the mid-span of the bridge with the response becomes practically insignificant which shows an
heaviest TMFD unit always at the mid-span and the mass optimum number of TMFD units in distributed MTMFD
of TMFD unit decreasing with its distance from the mid- exists. For the present study, the optimum number of
span on either side, hence, only odd number (minimum TMFD units is selected as 5 to compose distributed TMFD
three) of TMFD units are considered to comprise the system.
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Int J Adv Struct Eng (2016) 8:213–227 223
0.08 1.04
1.02
0.04
1.01
0.02
1.00
0.00 0.99
4 6 8 10 12 4 6 8 10 12
r r
0.080 6
Peak mid-span
0.075
Optimum Rf
3
0.070
0.065 1
4 6 8 10 12 0 2 4 6 8 10 12
r r
Fig. 7 Variation of optimum TMFD parameters and peak mid-span response of bridge against the number of TMFD units distributed at a fixed
interval of 2 m along the length of the bridge
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224 Int J Adv Struct Eng (2016) 8:213–227
2.15 5
displacement (mm)
4
displacement (mm)
Peak mid-span
Peak mid-span
3
2.10
1
0.01 0.02 0.03 0.04
2.05
0 1 2 3 4 5 5
1.6 TMFD
4
acceleration (m/sec2)
5 - TMFD concentrated at mid-span
5 - TMFD distributed at 2m interval
Peak mid-span
3
acceleration (m/s2 )
Peak mid-span
1.2
2
1
0.8
0
0.01 0.02 0.03 0.04
Mass ratio ( )
Fig. 8 Peak mid-span displacement and acceleration response of Table 4 Mass distribution of TMFD units of different TMFD
bridge for varying interval of TMFD units of MTMFD system having systems
five-TMFD units distributed along the length of the bridge at an equal
interval Mass ratio Distribution of mass of TMFD units (kg)
TMFD Concentrated and distributed MTMFD systems
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Int J Adv Struct Eng (2016) 8:213–227 225
6 6
Without TMFD Without TMFD
TMFD TMFD
5-TMFD at mid-span 5-TMFD at
4 4 mid-span
Peak mid-span displacement (mm)
2 2
6 6
Without TMFD Without TMFD
5-TMFD at 2m interval 5-TMFD at 2m
5-TMFD at 5m interval interval
4 4 5-TMFD at
5m interval
2 2
0 0
70 80 90 100 110 120 0 5 10 15 20 25 30
v (m /s) Distance of section of bridge from support (m)
Fig. 10 Peak mid-span displacement response of the bridge against Fig. 12 Peak displacement responses at different sections of bridge
the varying vehicle velocities with different TMFD systems along its length with different TMFD systems
4
Without TMFD well as acceleration responses of the bridge at or very near
TMFD to the vicinity of resonant zone and a very part from this
5-TMFD at mid-span
zone, they are not so effective. An optimized concentrated
MTMFD system is the most effective system in reducing
2 the resonant displacement and acceleration response of the
bridge. When the number of TMFD units of an MTMFD
Peak mid-span acceleration (m/sec2)
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226 Int J Adv Struct Eng (2016) 8:213–227
4 Conclusions
Without TMFD
TMFD
3 5-TMFD at mid-span The performance of MTMFD in controlling the undesirable
response of the bridge is investigated. Simplified model of
THSR bridge and Japanese SKS train is prepared, and the
2 velocities of train causing undesirable resonant responses
in the bridges are considered. To suppress excessive reso-
nant responses of the bridge, different TMFD systems are
Peak acceleration (m/sec2)
1
employed under the bridge. The optimum parameters of
different TMFD systems are found out with the criteria of
0
0 5 10 15 20 25 30 minimization of peak mid-span displacement response of
the bridge. The effect of distribution of TMFD units along
4 the length of the bridge for MTMFD system is also
Without TMFD
5-TMFD at 2m interval investigated. On the basis of trends of results obtained, the
3 5-TMFD at 5m interval following conclusions are drawn:
1. The dynamic responses of the bridge become excessive
2 when the vehicle moving over it runs at critical
velocities, leading to the resonant conditions. The
critical velocity depends on the fundamental frequency
1
of the bridge and the axle spacing of the vehicles.
2. An optimum value of controlling parameters, such as,
0
0 5 10 15 20 25 30
bopt, fopt, and Ropt
f varies with respect to the number of
Distance of section of bridge from support (m) TMFD units at which system can perform effectively.
3. MTMFD system is sensitive to the frequency spacing.
Fig. 13 Peak acceleration responses at different sections of bridge At the optimum value of controlling parameters,
along its length with different TMFD systems namely, frequency spacing, tuning frequency ratio
and Rf and optimum number of TMFD units, the
optimized MTMFD (consisting of five TMFD units) sys- response of the bridge reduces to its minimum value.
tem distributed at 2 and 5 m interval. Thus, all the opti- 4. The MTMFD is most effective if all the TMFD units
mized TMFD systems are effective in reducing the are concentrated at the mid-span.
resonant displacement and acceleration responses at all the 5. An optimum value of mass ratio exists for all the
sections of the bridge, with the maximum reduction at the TMFD systems, at which the response reduction of the
mid-span of the bridge. bridge is maximum.
The mid-span displacement and acceleration responses 6. All the optimized TMFD systems are very effective in
of the bridge with installation of different TMFD systems reducing the resonant displacement as well as accel-
are listed in Table 5. It shows that all the TMFD systems eration responses of the bridge at or very near to the
appreciably reduces the mid-span displacement and vicinity of resonant zone and very apart from this zone,
acceleration response of the bridge. MTMFD system which they are not so effective. An optimized concentrated
is concentrated at the mid-span of the bridge can reduce MTMFD system is the most effective system in
displacement response up to 60.28 % and acceleration reducing the resonant displacement and acceleration
response up to 77.87 %, respectively. response of the bridge.
Table 5 Peak mid-span displacement and acceleration responses of bridge with different TMFD systems
TMFD condition Displacement Acceleration Displacement Acceleration
(mm) (m/s2) reduction (%) reduction (%)
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Int J Adv Struct Eng (2016) 8:213–227 227
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tivecommons.org/licenses/by/4.0/), which permits unrestricted use, dynamic interaction system. J Vib Control 10(2):215–241
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