UNIVERSIDAD POLITÉCNICA DE MADRID
ESCUELA TÉCNICA SUPERIOR DE INGENIEROS DE CAMINOS, CANALES Y
PUERTOS (MADRID)
Bridge Dynamics
VEHICLE-INDUCED VIBRATIONS IN A ROAD BRIDGE
Work done by : William DEBOUTO
Course 2023-24
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Index
Description of the Work .............................................................................................. 3
Implementation and Results ........................................................................................ 5
Comments .............................................................................................................. 12
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Description of the Work
In this study, employing the finite element method, we will examine the behavior of a highway
bridge concerning vehicle-induced vibrations. For this purpose, various analytical approaches
exist to characterize the bridge, vehicles, and their interaction. In a previous study, we
conducted the analysis using the "moving point loads" approach. Here, we will investigate the
bridge's behavior using the "Single Degree of Freedom (DOF)" approach. In this approach, the
vehicle is represented by a sprung mass capable of capturing the vertical motion of the vehicle
body as it crosses the bridge, along with the vertical flexibility and damping of the
suspension/tyre system.
The vehicle under consideration is a truck, with a weight of W = 188.5 kN (where W = 182.5 +
DoB kN with DoB = 06), traversing the bridge at a constant speed V.
The structure of the bridge deck and the coordinate system are represented in the image
below.
Figure 1 : Simply supported bridge model
The deck has a width of 13.2m, a vertical flexural stiffness of EI = 69.78GNm², and a distributed
mass of µ = 18455kg/m. A finite element model of this bridge was constructed in ABAQUS
using 100 beam elements of equal length. The bridge's response was obtained through modal
superposition using a simplified version of MDyn (Camara, 2021), a rapid modal superposition
dynamic analysis technique.
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The truck has an eccentricity of 1.75 m relative to the midplane of the bridge and is
represented by a Single Degree of Freedom (SDOF) model, as illustrated below.
Figure 2 : SDOF model of the truck
The characteristics of the SDOF model of the truck are outlined in the table provided below.
Sprung mass (mv) 19.22 x 10^3 kg
Vertical flexibility (kv) 730 kN/m
Damping (cv) 10kNs/m
Also, we introduced a bump in the road, as shown in the figure below (DoB = 06).
1,8
0,006
Figure 3 : Dimensions of the bump in the road
Then, utilizing the provided script files, we conducted simulations in Abaqus (Learning Edition),
considering various speeds (V) of the truck.
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Implementation and Results
The main objective of this work is to compare the two analysis models we have used to conduct
the numerical analysis of truck-induced vibrations in the bridge (both in the previous work and
in this one).
Considering the Single Degree of Freedom system, an excerpt from the main code used to
conduct the simulation is provided below.
Figure 4 : MDyn Modal superposition Dynamic analysis, code extract
Taking into account the case of a "perfect road" on one side and a "road with a bump" on the
other side, we calculate the acceleration at the sidewalks, considering a speed of 100 km/h.
The results obtained are shown below.
Figure 5 : Extract of the bridge acceleration at the right edge of the deck at midspan_Perfect
road_Vehicle speed = 100KM/H
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Figure 6 : Bridge acceleration at the right edge of the deck at midspan_Perfect road_Vehicle
speed = 100KM/H
The maximum recorded acceleration is 𝑎𝑚𝑎𝑥 = 1633.49182 mm/s²
Figure 7 : Extract of the bridge acceleration at the right edge of the deck at midspan_Road
with a bump_Vehicle speed = 100KM/H
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Figure 8 : Bridge acceleration at the right edge of the deck at midspan_Road with a bump
_Vehicle speed = 100KM/H
The maximum recorded acceleration is 𝑎𝑚𝑎𝑥 = 1628.342 mm/s²
Furthermore, for each road condition scenario, we can depict the interaction force exerted by
the truck's wheel (SDOF Model) on the bridge, alongside the vertical displacement of the
bridge and the displacement of the vehicle, as illustrated below.
Figure 9 : Vertical wheel-deck force_Road with a bump
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Figure 10 : Vertical wheel-deck force_Perfect road
Figure 11 : Bridge and Vehicle displacement_Road with a bump
Figure 12 : Bridge and Vehicle displacement_ Perfect road
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In the images below, the results obtained in the previous work (utilizing the "moving point
loads" approach) are shown. (DoB = 06)
Figure 13 : Extract of the bridge acceleration at the right edge of the deck at midspan_Moving
point loads_Vehicle speed = 100KM/H
Figure 14 : Bridge acceleration at the right edge of the deck at midspan_Moving point
loads_Vehicle speed = 100KM/H
The maximum recorded acceleration is 𝑎𝑚𝑎𝑥 = 514.5927 mm/s²
Let's also note that the maximum allowed acceleration according to the BS5400 limit can be
calculated (in m/s²) using the formula: 𝑎𝑙𝑖𝑚 = 0.5√𝑓 where f is the first vertical frequency of
the bridge (in Hz). The value of f can also be derived from the files obtained after the analysis
execution. In our case, 𝑎𝑙𝑖𝑚= 0.69m/s² = 690mm/s².
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In the subsequent part of the work, we will proceed considering the "bump" on the bridge.
Using the files resulting from the analysis, displacements in the truck can be extracted, and
then, through a program like Excel, we obtain the accelerations in the truck. In the table below,
an excerpt of the results obtained (time varying from 0s to 0.0216s) is shown.
Figure 15 : Extract of the truck acceleration
Considering all the accelerations obtained in the truck, we observe a maximum acceleration
of 𝑎𝑚𝑎𝑥 = 2209.9759 mm/s²
To observe how the truck speed influences the magnitude of dynamic deflections on the bridge
deck for various speeds, the dynamic impact factor can be calculated, whose value is obtained
𝑃𝑒𝑎𝑘 𝑑𝑦𝑛𝑎𝑚𝑖𝑐 𝑑𝑒𝑓𝑙𝑒𝑐𝑡𝑖𝑜𝑛
using the following formula : 𝑅 = 𝑆𝑡𝑎𝑡𝑖𝑐 𝑑𝑒𝑓𝑙𝑒𝑐𝑡𝑖𝑜𝑛
𝐹𝐿3
The static deflection (in absolute value) is calculated using the formula 𝑌 = (48𝐸𝐼 ) where "F"
is the force applied at the center of the structure, "Y" represents the static deflection , "L"
represents the distance between the supports of the bridge, and "EI" represents the vertical
flexural stiffness (Units in the International System).
We obtain 3.6017 mm. (DoB = 06)
The speeds (in km/h) considered for the analysis are as follows : 5, 25, 50, 55, 60, 65, 70, 75,
80, 85, 90, 95, 100, 105, 110,115 and 120.
The following results are obtained.
Figure 16 : Calculation of the dynamic impact factor for various speeds_SDOF model
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Figure 17 : Dynamic impact factor's variation with truck speed_SDOF model
Below, the results obtained in the previous work are also presented. (DoB = 06)
Figure 18 : Calculation of the dynamic impact factor for various speeds_ Moving point loads
Comparing the two models in terms of Dynamic Impact Factor, we obtain the graph below.
Figure 19 : Difference in the dynamic impact factor between the Moving Load Model and the
SDOF Model for various speeds - Moving Point Loads
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Comments
Observing image 10, considering a perfect road, the interaction between the truck and
the deck can be noticed as the force between the vehicle's wheel and the bridge deck
oscillates around what would be equivalent to the bridge's mass (black line in the image).
In image 9, it can also be seen that the contact force between the car's wheel and the
deck is not constant, as it would be in the case of the Moving Point Loads model.
Additionally, here, we can observe 2 peaks (approximately between instants 0.06s and
0.09s) that represent the moments when the truck enters and exits the bump we
introduced on the road; the first peak materializes the wheel decompression (force
decreasing), reaching the bump entrance; then, this same force now increases when the
truck's wheel is on the bump; exiting the bump, the second peak indicates the wheel
compression (force increasing), and then the force oscillates around what would be the
bridge's mass. These observations, once again, would not be perceptible with the Moving
Point Loads model because it does not take into account the interaction between the
bridge and the vehicle. In figures 11 and 12, we can see the displacements of the truck
and the bridge, and in general, it is evident that the truck is more flexible than the bridge
(it moves more than the bridge). Indeed, the flexibility of a vehicle on a bridge is generally
higher than that of the bridge itself. Vehicles are designed to be relatively flexible to
provide a comfortable ride and to adapt to road irregularities. Their suspensions, tires,
and other components are designed to flex and deform in response to external forces,
such as road bumps and turns. In contrast, bridges are designed to be rigid and strong,
capable of supporting vehicle loads and maintaining the stability of the structure.
Although bridges can flex under loads, their flexibility is significantly lower than that of
vehicles. Thus, when a vehicle crosses a bridge, it may flex and absorb some of the
vibrations and deformations of the bridge structure, while the bridge itself remains
relatively rigid to ensure its stability and safety. In terms of acceleration, observing images
6, 8, and 14, it can be seen that the bridge accelerations are higher when using the SDOF
model and, of course, reflect reality more because they take into account the
irregularities of the bridge. In fact, we can see that now, we reach accelerations of up to
1633.49 mm/s², which exceeds the limit acceleration (according to the BS5400 limit)
which in our case is 690mm/s²; therefore, passenger comfort is not guaranteed and
preventive measures must be taken during bridge design, such as the use of dampers and
vibration isolators, for example. As for the acceleration produced in the truck, a maximum
acceleration of 2209.97 mm/s² was recorded. Such an acceleration can be considered as
very high in terms of comfort for the passengers of a vehicle crossing a bridge, as it would
likely cause jerks and abrupt movements in the vehicle. In general, to ensure passenger
comfort when crossing a bridge, smooth road and bridge profiles can be designed, speed
limits can be imposed, and damping devices can be used to attenuate vibrations and
jerks. Finally, particular attention can be paid to the Dynamic Impact Factor obtained with
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this model. Let us remember that the Dynamic Impact Factor in a bridge is a measure that
allows evaluating the effect of mobile loads, such as vehicles crossing the bridge, on the
vibrations and deformations of the structure. In other words, its value provides an
indication of the amplification of vibrations or deformations in the bridge structure due to
the presence of mobile loads. Here, observing image 19, it can be seen without a doubt
that the Dynamic Impact Factor obtained with the SDOF model is, in most cases (for the
majority of the considered study speeds), higher than what we obtained with the Moving
Points Loads model. This is firstly due to the fact that the SDOF takes into account the
vertical displacements (vertical movements) of the car but also the road irregularities,
which was not the case with the Moving Point Loads model. Thus, using the SDOF model,
it can be deduced that a more intense dynamic response is obtained, resulting in
significant vibrations, oscillations, or deformations. This can compromise passenger
comfort and structural safety and even accelerate material fatigue. It is therefore
important to carry out a very detailed analysis to ensure that the structure can adequately
withstand these dynamic loads.
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