State of Art (SOTA) for Ph.D.

Research Work
On
Vibration behaviour of beam and plate under moving load
By
Subhash Kumar
Ph.D., 4th Sem.
Department of Civil Engineering
IIT (BHU), Varanasi - 221005

Under the guidance of Under the guidance of

Dr. P R Maiti Prof. S Mandal
Supervisor Co-supervisor
Department of Civil Engineering Department of Civil Engineering
IIT (BHU), Varanasi - 221005 IIT (BHU), Varanasi - 221005
Presentation outline

1. Introduction

2. Literature Review

3. Objectives

4. Methodology

5. Conclusion

6. References
Introduction
• Dynamic response of structures under moving loads is an important problem in
engineering and studied by many researchers.
• The dynamic response of railway bridges under train loads is one of the fundamental
problems to be solved in railway bridge design and maintenance.
• The interest in dynamic behaviour has increased in recent years, due to the
introduction of high speed trains.
• Under the loads of high speed, the bridges are subjected to high impacts. Higher
speeds of the trains resulting in lager and more complicated loads than earlier, and
produces much higher dynamic effects.
• when the heavy-load cargo trains cross the bridge, the dynamic response could be
significant for both subsystems, vehicle and bridge. Thus it is important to establish a
vehicle–bridge interaction model to adequately predict the dynamic responses of these
subsystems.
Introduction
• In modern society, it is important to develop national economy and improve
people’s living standard by establishing transportation networks.
• The speed of the train has been constantly improved and the heavy-haul
transportation has been developed in more and more countries in recent years.
• When taking action on the structure (mass of the heavy object cannot be
neglected), these heavy moving objects and the structure make up an interactional
time-varying vibration system.
• Therefore, it is of important significance for guarantying the train’s safety and
stability to consider the effect of moving object mass on structural vibration 
Literature Review
S.NO. AUTHORS YEAR FEATURE
Presented a summarization of the dynamics effects of
railway bridges. Special attention was paid to traffic
loads and their railway bridge response. The purpose
1 Frýba 1996 was to present a well founded survey of the dynamic
behaviour of railway bridges, present abundant
experimental data, and describe successfully methods
applied to dynamic problems.
Derived approaches for solving the moving load
problem of cable-stayed and suspension bridges. This
research does not interest railway bridges, but an
efficient finite element program was developed, to
2 Karoumi 1998 carry out dynamic analyses of bridges. It was
concluded that road surface roughness has great
influence on the dynamic response and should always
be considered if possible.
S.NO. AUTHORS YEAR FEATURE
Describe alternative track structures for high speed
trains. Most of the railway tracks used now a days
belongs to traditional ballasted track structures.
3 Markine et al. 1998 High speed tracks cause increasing maintenance
cost, which require high positioning accuracy of the
rails.
Presented a paper considering the new Eurocode
requirements for the design of high speed railway
bridges. Recent advances of the dynamic behaviour
of high speed railway bridges have been captured in
4 Bucknall 2003
the forthcoming Eurocodes. . Analysis shows that
there is some correlation between damping and
span length, generally higher damping factors when
short spans are considered.
S.NO. AUTHORS YEAR FEATURE
Presented a paper considering experimental analysis
of a high speed railway bridge. The bridge was
composed of multi-span simply supported girders
5 Xia et al. 2003 and the running trains have articulated vehicles.

Studied the vehicle-bridge dynamic interaction

under articulated high speed trains. A dynamic
interaction model system was established, composed
of articulated vehicle element model and finite
6 Xia et al. 2003 element bridge model. The vehicle model was
created according to the structure and suspending
properties of the articulated vehicles.
S.NO. AUTHORS YEAR FEATURE
Describe in a paper the dynamic behaviour of deck slabs
of concrete road bridge. This research does not
considering railway bridges, but may be interesting in
7 Broquet et al. 2004
dynamic analyses of bridges. The finite element method
was used to study the local dynamic effects of traffic
actions on the deck slabs.
Showed that the ballast start to loose its stability at
around 0.7– 0.8 g. They explain this phenomenon by
reduced interlocking at high acceleration levels. One
8 Baeßler 2008 should, however, be aware of that there exist no distinct
value for ballast instability. Instead, it rather seems that
the displacement gradually increase with the acceleration
amplitude.
S.NO. AUTHORS YEAR FEATURE
Investigated the effect of the train–bridge interaction
on simply supported bridges. The cited paper
considered four train models with varying
9 Liu et al. 2009 complexity. However, track irregularities were not
considered in the analysis. To summarize, the results
showed that the moving load model is conservative.
Performed a dynamic analysis of the maglev train–
guideway/foundation–soil system. From their
simulations, they found that the maximum
acceleration in the guideway is dependent on the
10 Yang and Yau 2011 ratio of the traveling speed of the maglev train and
the Rayleigh wave velocity. For harder soils, with
Rayleigh velocities above the train speed, the soil–
bridge interaction is less important.
S.NO. AUTHORS YEAR FEATURE
Introducing frequency dependent springs and
dashpots at the supports. By doing so, the problem
Ülker- becomes much more difficult to solve because both
11 Kaustell et 2012 the eigenvalue problem and the equation of motion
al. become non-linear. However, a satisfactory solution
for this problem was obtained by applying a Fourier
transform to the equation of motion.

Reviews the analysis of problems of highway and rail

bridge dynamic response to moving traffic loads.
During the two last centuries, these problems have
been studied by theoretical, numerical and
12 Kohár et al. 2018 experimental way by many investigators. Therefore,
the present chapter contains only the basic approaches
for solving the complex problem of bridges subjected
to dynamic loading.
S.NO. AUTHORS YEAR FEATURE
This paper presents the finite element algorithm
and results of dynamical analysis of cracked plate
subjected to moving oscillator with a constant
13 Chung et al. 2019 velocity and any motion orbit. The results of this
article can be used as a reference for calculating
and designing traffic structures such as road
surface and bridge surface panels.
The results of this study show that the chances of
dynamic responses larger than design limits do
exist as the stiffness of substructures departs from
14 Pugasap 2020
being rigid, where resonance effects on
substructures are the main contributor to response
amplification.
Objectives
• Analysis of simple beam under moving load
• Variation of different strength parameter with geometry as well as material
properties of beam
• Analysis of girder under vehicle load or train load considering vehicle structure
interaction model
• Analysis of bridge/deck under vehicle load or train load
• Retrofitting aspect of cracked grader ,deck under moving load (vehicle load or
train load)
Methodology
Analytical solution of simply supported beam under moving mass
Moving mass acting on the simply supported beam can be simplified into the model
shown in Fig. 1. Assuming simply supported beam is a uniform section (Bending
moment of inertia is a constant) and wheel mass M moves along beam length but
not out of beam body.

Fig. 1. Moving mass at a constant speed acting on simply supported beam

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Case study
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Location of moving load for maximum S.F and B.M
A common beam loading is a truck moving
across a simply support bridge structure. The
difficulty is the truck, or other vehicle loading,
can be at any location on the beam. Thus, a
method needs to be developed to determine the
largest shear and moment for any location of
the truck.

The shear diagram is fairly simple for point

loads on a simply supported beam. The shear
diagram equals the reaction at the two ends, and
then the shear reduces in steps at each of the
point loads as shown in the diagram on the left.
Location of moving load for maximum S.F and B.M

Thus, the maximum shear force will happen when the

truck is at one end of the beam or the other as shown in
the diagram. Both cases need to be checked to find the
absolute maximum shear load.

Finding the maximum bending moment for a series of

point loads on a simply support beam is not an easy
process, especially since the loads can be located
anywhere along the beam. To help with the analysis, it is
assumed that distance between the point loads do not
vary, which is the case for truck loading on a beam.
Location of moving load for maximum S.F and B.M
   ΣMB = 0 = -LRA + R(L - d - x)
     RA = R (L - d - x)/L
Next, summing moment at the cut at P2 (remember, the
maximum is under the load), gives
     M2 = x RA - a P1
          = x R (L - d - x)/L - a P1
The maximum location will occur when
     dM2/dx = 0 = R (L - d - 2x)/L
Therefore, the maximum is when
x = L/2 - d/2

In summary, the maximum bending moment under a

particular load will occur when the centre of the beam is
midway between that load and the resultant of all loads
acting on the span.
MOVING LOAD ANALYSIS AND RESULT
Analysis of simply supported beam under moving load
Consider three point load each of magnitude 10 KN space between load is 0.5m
Rectangular section of dimension 500 mm × 500 mm
Length of beam 10 m
MOVING LOAD ANALYSIS AND RESULT
MOVING LOAD ANALYSIS AND RESULT
MOVING LOAD ANALYSIS AND RESULT
MOVING LOAD ANALYSIS AND RESULT
MOVING LOAD ANALYSIS AND RESULT
• DISPLACEMENT DIGRAM
MOVING LOAD ANALYSIS AND RESULT
• SHEAR FORCE DIADAM
MOVING LOAD ANALYSIS AND RESULT
• BENDING MOMENT DIAGRAM
MOVING LOAD ANALYSIS ON BRIDGE
Consider a bridge of 50 m span and 6 m width
Consider three beam spaced at 3 m apart
Span of bridge is 50 m which divided into 5 equal part by providing beam.
Consider 450 mm and 450 mm rectangular beam
Thickness of slab is 200 mm
Consider fixed support
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REFERENCE
• BANVERKET, (2002), BV BRO – Banverkets ändringar och tillägg till Vägverkets
Bro 2002, Utgåva 6, BVS 583.10.
• BANVERKET, (2004), Om Banverket och Banverkets mål, www.banverket.se,040801
• BATTINI, J.-M., (2004), Lecture notes in Structural Dynamics, Royal Institute of
Technology, Stockholm.
• BROQUET, C., BAILEY, S.F., FAFARD, M. AND BRÜHWILER, E., (2004),
Dynamic Behaviour of Deck Slabs of Concrete Road Bridges, Journal of Bridge
Engineering, Vol. 9, No. 2, ISSN 10084-0702/2004/2-137.
• BRUCKNALL, I., (2003), New Eurocode Requirements for Design in HighSpeed
Railway Bridges, Structures for High-Speed Railway Transportation, IABSE
Symposium, Antwerp, August 2003, Volume 87.
REFERENCE
• CEN, (2002), Eurocode 1: Actions on structures – Part 2: Traffic loads on bridges,
prEN 1991-2:2002 (E).
• CLOUGH, R.W., AND PENZIEN, J., (1993), Dynamics of Structures, 2nd
ed.,Singapore: McGraw-Hill Book Co., ISBN 0-07-113241-4.
• COOK, R.D., MALKUS, D.S., PLESHA, M.E., AND WITT, R.J., (2002),
Concepts and Applications of Finite Element Analysis, 4th ed., New York: John
Wiley & Sons, ISBN 0-471-35605-0.
• ERIKSSON, A., (2003), Lecture notes in Finite Element Methods, Royal Institute
of Technology, Stockholm.
• EUROPEAN RAIL RESEARCH INSTITUTE, (2000), Rail Bridges for Speeds >
200 km/h – Final Report, D214FM997691ERPA.DOC/01.
Thank You