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Received 5 September 2006; received in revised form 19 June 2007; accepted 2 July 2007
Available online 21 August 2007
Abstract
The aim of this paper is to investigate the dynamic response of long span cable-stayed bridges subjected to moving loads. The analysis is
based on a continuum model of the bridge, in which the stay spacing is assumed to be small in comparison with the whole bridge length. As
a consequence, the interaction forces between the girder, towers and cable system are described by means of continuous distributed functions.
A direct integration method to solve the governing equilibrium equations has been utilized and numerical results, in the dimensionless context,
have been proposed to quantify the dynamic impact factors for displacement and stress variables. Moreover, in order to evaluate, numerically, the
influence of coupling effects between bridge deformations and moving loads, the analysis focuses attention on the usually neglected non-standard
terms related to both centripetal and Coriolis forces. Finally, results are presented with respect to eccentric loads, which introduce both flexural
and torsional deformation modes. Sensitivity analyses have been proposed in terms of dynamic impact factors, emphasizing the effects produced
by the external mass of the moving system and the influence of both “A” and “H” shaped tower typologies on the dynamic behaviour of the bridge.
c 2007 Elsevier Ltd. All rights reserved.
Keywords: Moving loads; Dynamic impact factors; Cable-stayed bridges; “A” and “H” shaped towers
equal to 400 m [16]. The equations of motion for the vehicle- design rules [17,18]. In particular, the cross sectional stay areas
track-bridge element are derived by means of the Hamilton are designed so that the dead loads (g) produce constant stress
principle. Subsequently, the boundary value problem, due to over all the distributed elements, which are assumed equal to
the equilibrium equations, was solved, numerically, by means a fixed design value, namely σg . As a result, the geometric
of a finite difference scheme based on θ-family methods, area of the stays varies along the girder, but the safety factors
in which proper interpolation functions on both spatial and are practically constant for each element of the cable system.
time domains were adopted to obtain stable and accurate Moreover, for the anchor stays, the cross sectional geometric
results. A parametric study in a dimensionless context has been area, As0 , is designed in such a way that the allowable stress is
analysed by means of numerical results, in terms of typical obtained in the static case, for live loads applied to the central
kinematic and stress bridge variables for both in-plane and span only. Therefore, the geometric measurement for the cable
eccentric loading conditions. In particular, results are proposed system can be expressed by the following equations:
to investigate the effects of moving the system description
g∆
with reference to non-standard forces, usually neglected in As = ,
conventional dynamic analyses, i.e. Coriolis and centripetal σg sin α
accelerations. Finally, the influence on the dynamic bridge
" 2 #1/2 " 2 # (1)
gl l L
behaviour of pylon typology with reference to both “A” and As0 = 1+ −1 ,
2σg H 2l
“H” shapes has been analysed,and comparisons in terms of both
moving loads and tower characteristics have been proposed. where α is the slope of a generic stay element with respect
to the reference system, (L , l, H ) are representative geometric
2. Cable-stayed bridge model lengths of the bridge structure, and ∆ is the stay spacing step
(for more details see Fig. 1). The bridge analysis is based on the
To begin with, the bridge geometry is presented with following assumptions:
respect to a fan-shaped self-anchored scheme and both flexural
and torsional deformation modes are evaluated for an “H” (1) the stress increments in the stays are proportional to the live
shaped pylon typology. Subsequently, the formulation is loads, p;
adapted for “A” shaped pylons. This can be easily derived, (2) a long span fan shaped bridge is characterized by a
as explained in the following sections, starting from the “H” dominant truss behaviour.
ones and introducing slight modifications to the main governing In this framework, the tension σg and σg0 for distributed and
equations. In both formulations, the cable system is arranged anchor stays, respectively, can be expressed by the following
symmetrically with respect to both zx and yz planes. relations:
Long span bridges based on cable-stayed systems are g
frequently analysed by means of a continuum approach, in σg = σa ,
g+p
which the stays are assumed to be uniformly distributed along
2 #−1 −1
" (2)
the deck. In particular, the stay spacing is quite small in p 2L
σg0 = σa 1 + 1− .
comparison to the central bridge span (i.e. ∆/L 1). As g l
a result, the self-weight loads produce negligible bending
moments on the girder with respect to that raised by the moving It is worth noting that the allowable stay stress, σa ,
loads. The initial stress distribution, at the “zero configuration”, represents a known variable of the cable system in terms of
is supposed to be produced by a correct erection process which which the design tension under dead loading can be determined
yields tension in the stays and compression in both the girder by the use of Eq. (2). Since it is assumed that for dead loads only
and the pylons. Moreover, under dead loads only, the girder is the bridge structure remains in the undeformed configuration,
arranged with an initial straight profile, which is practically free the application of moving loads leads to additional stress and
from bending moments for reduced values of the stay spacing deformation increments with respect to the self-weight loading
step. In particular, the erection procedure is based on the free condition. In particular, as reported in Fig. 1 with respect to
cantilevered method, which is able to control the initial tension the reference system with the origin fixed at the midspan girder
distribution in the cable system to a value practically constant cross section, the bridge kinematic, for the “H” shaped tower
in each stay. This assumption has been verified for long span typology, is described by following displacement variables:
bridges, in view of the prevailing truss behaviour of the cable-
• horizontal and vertical girder displacements [u(x, t),
supported structures [15–18]. Therefore, the moving loads
v(x, t)],
modify the initial configuration and, consequently, produce
• left and right horizontal pylon top displacements [u L (t),
additional stress and deformation states. It is worth noting that
u R (t)],
for long span bridges, the initial stress state produced by the
• girder torsional rotation [ω(x, t)],
dead loading needs to be accounted mainly in the cable-stayed
• left and right pylon top torsional rotations [ψ L (t), ψ R (t)].
system, in which the initial tension strongly affects the stays’
behaviour due to Dischinger effects [17,18]. In particular, bridge deformations related to flexure and
The geometry and stiffness characteristics of the bridges are torsion for the girder and pylons and axial deformations for
selected with respect to typical ranges suggested by practical the girder and stays have been taken into account, whereas
D. Bruno et al. / Engineering Structures 30 (2008) 1160–1177 1163
Fig. 1. “H” shaped tower moving load problem: bridge kinematics and representative stiffness parameters.
pylon axial deformability has been neglected. Consistently that this influence is practically negligible (less than 3%),
with the bridge configuration reported in Fig. 1, the bridge whereas maximum relative percentage differences, less than
scheme is constrained with respect to both vertical and torsional 10%, are observed for speeds above 140 m/s. In addition, it has
displacements at boundary cross sections of the bridge and at been observed that the analysed maximum amplification factors
girder/pylon connections. occur when the moving system is basically applied on the
The stays are modelled as bar elements and the central bridge span. Therefore, the analysis has been developed
nonlinear behaviour is evaluated consistently with the by assuming the tangent modulus for the double layer of stays
Dischinger formulation [17], which takes into account acting on the lateral spans, whereas for the double layer of stays
geometric nonlinearities of the inclined stays introducing a acting on the central span and for the anchor stays the secant
fictitious elastic modulus for an equivalent straight member, in modulus has been employed.
this way: The axial deformation increments of a stay generic for the
left (L) and right (R) pylons produced by the moving system
E σ depend on both kinematic and geometric variables, as in the
E s∗ = , with β =
σ0
, (3)
γ 2 l02 E 1+β following relationships:
1+
12σ03 2β 2
1
∆ε L = [(v ± ωb) · sin2 α
where E s∗ is known as the secant Dischinger modulus, E is the H
Young’s modulus of the cable material, γ the specific weight, − (u L ± ψ L b − u) · sin α cos α], (4)
l0 the horizontal projection of the stay length and σ0 and σ are 1
the initial and actual tension values of the stay, respectively, ∆ε R = [(v ± ωb) · sin2 α
H
i.e. σ0 = σg for the double layer of stays and σ0 = σg0 for − (u R ± ψ R b + u) · sin α cos α], (5)
the anchor stays. Moreover, the tangent value of the Dischinger
modulus can be obtained from Eq. (3) by putting β = 1. As where (+/−) refers, in Eqs. (4) and (5) and in the following
far as the secant modulus is concerned, its value depends on ones, to the right (+) and left (−) distributed stays with
cable stress states under self-weight and live loading conditions. respect to the longitudinal girder geometric axis. Similarly, for
Sufficient accuracy in the actual stress state might even be the left and right pylon anchor stays, the incremental axial
achieved by assuming β as proportional to the ratio between deformations are described as
live and self-weight loads (dominant truss behaviour) [16–18], 1
i.e. β = σσag ≈ p+g ∆ε L0 = [(u L ± ψ L b − u) · sin α0 cos α0 ] , (6)
g for the double layer of distributed stays H
(L/2l) 2
and β = σσag ≈ p+g g (L/2l)2 −1 for the anchor stays. On the
1
∆ε R0 = [(u R ± ψ R b + u) · sin α0 cos α0 ] , (7)
other hand, numerical investigations have been developed to H
analyse the influence of adopting the secant or the tangent where α0 is the girder/anchor stay orientation angle (Fig. 1).
equivalent moduli on the dynamic impact factors prediction. The external loads evolve at constant speed from left to right
The results, not presented here for the sake of brevity, show along the bridge development. A perfect connection between
1164 D. Bruno et al. / Engineering Structures 30 (2008) 1160–1177
the girder and the moving system is assumed. Interaction Hamilton principle is utilized to derive the dynamic equilibrium
forces produced by girder profile roughness and friction are equations. In particular, it is assumed that the damping energy
supposed to generate negligible effects with respect to the is practically negligible. This hypotheses is quite verified in
global bridge vibration. This assumption has been verified the context of long span bridges, where it has been proved
in the context of long span cable-supported bridge, where that the bridge damping effects tend to decrease as span
roughness effects have been considered as negligible [19]. As a length increases [20,21]. Detailed results about the influence of
result, the moving system has the same vertical displacements damping effects on the dynamic amplification factors (DAFs)
as the girder. Nevertheless, non-standard contributions arising have been presented in [9], from which it transpires that the
from Coriolis and centripetal inertial forces, produced by the assumption of an undamped bridge system leads to greater
coupling behaviour between the moving system and bridge DAFs. It is well known that the Hamilton principle can be
deformations, have been taken into account. With respect to a expressed for a conservative system and a generic time interval
fixed reference system, the velocity and acceleration functions as
of the moving system are evaluated consistently with a Eulerian Z t2
description of the moving loads as δ (T − V ) dt = 0 (13)
t1
∂v ∂v ∂ 2v ∂ 2v ∂ 2v
v̇ = + c, v̈ = 2 + 2c + 2 c2 , where T and V are the kinetic and the potential energy
∂t ∂x ∂t ∂ x∂t ∂x
of the whole dynamic system, respectively, and t1 and t2
∂x
with c = . (8) define the observation period. Therefore, with respect to these
∂t kinematic fields, the kinetic energy functional of the combined
The moving loads are consistent with a train system bridge–moving-load system may now be formulated as
typology, modelled by a sequence of lumped and distributed
1 L 2 1 L
Z Z
masses, representative of both bogie components and vehicle
T = µ v̇ + u̇ 2 dx + µ0 ω̇2 dx
bodies. However, for long span bridges, the internal bogie 2 −L 2 −L
spacing for an elementary vehicle is, usually, small in 1 p 1
comparison with the whole bridge length. Moreover, within the + I0 ψ̇ L2 + ψ̇ D 2
+ M p u̇ 2L + u̇ 2D
2 2
same approximation level, the locomotive, even if it is much Z L
1 L
Z
1
heavier than the carriage, is distributed on a length, which is + ρ v̇ 2 + u̇ 2 dx + ρ0 ω̇2 dx,
assumed, in this context, to be smaller than the whole length 2 −L 2 −L
of the train. As a result, the moving system is supposed to be with L = l + L/2. (14)
described by equivalent uniformly distributed loads and masses
acting on the girder profile. However, improvements to the In particular, (µ, µ0 ) and (ρ, ρ0 ) are the mass functions and
moving load distribution can be easily provided just modifying polar inertial moments per unit length for both moving loads
Eqs. (9)–(12) and introducing a piecewise constant function to and girder, respectively. Moreover, M p is the equivalent lumped
describe carriages and locomotive loads. mass which refers to horizontal top pylon displacement, b is the
p
With respect to a moving reference system, x1 , from the bridge semi-width and I0 is the pylon polar mass moment for
p
left end of the bridge, the mass and loading functions during both left and right pylons, with I0 = b2 M p .
the external loading advance can be written by the following The total potential energy of the system, using a small
expressions, respectively: displacements formulation, can be written as
ρ = λH x1 + L p − ct H (ct − x1 ) , 1 L 1 L
Z Z
(9)
V = E I v 002 + E Au 02 dx + G Jt ω02 dx
f = p H x1 + L p − ct H (ct − x1 ) ,
(10) 2 −L 2 −L
1 0 E s∗ As H 1 L E s∗ As H
Z Z
where x1 = x + (L/2 + l), (λ, p) are the vehicle body + 2
∆ε L dx + ∆ε2R dx
mass and loading forces per unit length and H (·) is the 2 −L ∆ sin α 2 0 ∆ sin α
Heaviside function. Moreover, the moving system is assumed 1 ∗
+ E s0 As0 ∆ε 2L0 + ∆ε 2R0
to be eccentrically located with respect to the bridge half width, 2
and, consequently, distributed moment and rotatory inertial 1h p 2 i
+ K 0 ψL + ψ D 2
+ K p u 2L + u 2D
functions are introduced to properly describe the external loads 2
as Z L
− ( f · v + m · ω) dx
ρ0 = λ0 H x1 + L p − ct H (ct − x1 ) ,
(11) −L
L
m = p · eH x1 + L p − ct H (ct − x1 ) ,
Z
1 L L
(12) + λv δ x + +δ x − v 2 dx (15)
2 −L 2 2
where λ0 represents the torsional distributed polar mass
moment produced by the external loading and e is the where (E I, E A, G Jt ) are the flexural, axial and torsional girder
stiffness and E s∗ As , E s0
∗ A
eccentricity of the moving loads with respect to the cross s0 are the axial stiffnesses of a
p
generic stay or the anchor cables. Moreover, K 0 , K p are the
sectional geometric axes. An energy approach based on the
D. Bruno et al. / Engineering Structures 30 (2008) 1160–1177 1165
torsional and flexural top pylon stiffness and δ (·) is the Dirac L
Z
qu R δu R + m ψ R δψ R dx
+
delta function. In particular, the last term on the right-hand side 0
of Eq. (15) denotes a penalty functional, with λv representing + K0
p
(ψ L δψ L + ψ R δψ R )
the penalty parameter, introduced to penalize girder vertical
+ K (u L δu L + u R δu R )
p
displacements and, consequently, to reproduce the connection
between the girder and the pylons correctly. + SL0 δu − SL0 δu L + M L0 δψ L
x=−L
By integrating by parts the first variation of the kinetic
+ S R δu + S R δu R + M R δψ R
0 0 0
energy functional of the combined bridge/moving loads system x=L
and assuming that the virtual displacements vanish at both the Z L Z L
beginning and end of the actual varied path, the following − f · δvdx − m · δωdx
−L −L
expression is derived: )
Z L
Z t1 Z t2 Z L − [δ(x + L/2) + δ(x − L/2)]λv v · δvdx dt
δT dt = − [µ (v̈δv + üδu) + µ0 ω̈δω] dxdt −L
t1 t1 −L (17)
Z t2
p
ψ̈ L δψ L + ψ̈ R δψ R dt
− I0 where
t1
Z t2 E S∗ A S h i
v · sin3 α − u L(R) − (+)u · sin2 α cos α ,
− M (ü L δu L + ü R δu R ) dt
p qvL(R) =
H∆
t1
E ∗ AS h
Z t2 Z L qh L(R) = S (−)v · sin2 α cos α
− ρ̇0 (ω̇δω) dxdt H∆ i
− (−) u L(R) − u · cos2 α sin α ,
t1 −L
Z t2 Z L
− ρ0 ω̈δωdxdt E ∗ AS h i
t1 −L
qu L = S −v sin2 α cos α + (u L − u) · cos2 α sin α , (18)
H∆
t2 L E S∗ A S h
Z Z i
− ρ (v̈δv + üδu) dxdt qu R = −v sin2 α cos α + (u R + u) · cos2 α sin α ,
t1 −L H∆
E ∗ A S b2
t2 L m ω L(R) = S ω sin3 α − ψ L(R) cos α sin2 α ,
Z Z
− ρ̇ (v̇δv + u̇δu) dxdt. (16) H∆
t1 −L E S∗ A S b2
m ψ L(R) = −ω sin2 α cos α + ψ L(R) cos2 α sin α .
It is worth noting that in Eq. (16), the last two terms on H∆
the right-hand side denote the kinetic energy contributions
∗ A
E s0
produced by the external moving mass, in which the s0
0
u − (+)u L(R) cos2 α0 sin α0 ,
SL(R) =
time derivative for vertical displacement has been assumed H
∗ 2
(19)
consistently with Eq. (8)). As a consequence, non-standard E s0 As0 b
terms due to both Coriolis and centripetal forces are introduced
0
M L(R) = ψ L(R) cos α0 sin α0 .
2
H
in the kinetic functional, which are strictly connected with the
It is worth noting that Eqs. (18) and (19) correspond to
interaction behaviour between the bridge deformations and the
distributed internal forces due to cable system/girder interaction
moving system. Moreover, the time dependence of the moving
and concentrated forces and moments applied to the left
mass determines additional contributions to the inertial forces,
and right girder cross section ends due to the anchor stays,
which are, basically, produced by an unsteady distribution of
respectively (Fig. 2). Moreover, in Eq. (18), the angular
the train/bridge system mass. Taking into account the first
parameter α, as depicted in Fig. 1, depends on the longitudinal
variation of the total potential energy function, expressed by
coordinate x and the geometrical bridge lengths (l, H, L).
Eq. (15), the following expression is obtained:
Assuming the bridge scheme reported in Fig. 1, the boundary
Z t1 Z t1 (Z L h i conditions at the left and right girder cross section ends require
δV dt = E I v I V δv − E Au 00 δu − G Jt ω00 δω dx null values for vertical displacements, bending moments,
t1 t1 −L torsional rotations and specified horizontal axial forces, as in
+ T δv − Mδv 0 + N δu + Mt δω −L
L the following equations:
ω = 0, v = 0, v 00 = 0
Z 0 at x = ±L;
+ (qvL δv + qh L δu + m ωL δω) dx
0
0
E Au 0 L − S 0R = 0.
−L E Au −L + SL = 0, (20)
Z L
+ (qv R δv + qh R δu + m ω R δω) dx The dynamic equilibrium equations can be obtained in
0 explicit form by means of the variation statement of the
Z 0 Hamilton principles. In particular, by substituting Eqs. (16)
qu L δu L + m ψ L δψ L dx
+ and (17) into Eq. (13) and taking into account the boundary
−L
1166 D. Bruno et al. / Engineering Structures 30 (2008) 1160–1177
conditions, the following dynamic equilibrium equations are the equilibrium conditions for both internal and external forces.
derived: In order to develop a generalized formulation, the dynamic
Girder equilibrium equations have been proposed in dimensionless
form, introducing the following parameters, related to both
µv̈ + E I v I V + H (x) qv R + H (−x) qvL + ρ̇ v̇ bridge and moving load characteristics:
+ ρ v̈ + 2cv̇ 0 + c2 v 00 Girder
− f − δ (x + L/2) + δ (x − L/2) λv v = 0,
(21) 4I σg 1/4 Ct σg 1/2
εF = , εω = ,
µü − E Au + H (x) qh R + H (−x) qh L + ρ̇ u̇ + ρ ü = 0, (22)
00 H 3g Eb2 H g
(28)
λ µ0
µ0 ω̈ − G Jt ω00 + H (x) m ω R + H (−x) m ωL + ρ̇0 ω̇ Aσg
εA = , ζ= , ζ0 = .
+ ρ0 ω̇ − m = 0. (23) Hg µ µb2
Fig. 3. Moving load problem for “A” shaped tower typology: bridge kinematics and internal force distribution.
Table 1
Comparison of maximum normalized torsional rotation in terms of the relative torsional stiffness (εω ) and bridge size parameter (a) between simplified (S) and
general (G) formulations
Table 2
Comparisons of maximum normalized torsional rotation in terms of speed parameter (θ ) and relative torsional stiffness (εω ) between simplified (S) and general (G)
formulations
θ Model a = 0.1 a = 0.2
εω = 0.1 εω = 0.15 εω = 0.2 εω = 0.1 εω = 0.15 εω = 0.2
0.05 G 117.99 95.31 83.67 191.55 152.52 128.74
S 117.31 94.97 83.66 188.85 150.41 129.68
qwL(R) and m wL(R) represent distributed forces and moments behaviour. To this end, sensitivity analyses have been proposed
in the (xz) plane (Fig. 3), produced by the coupling behaviour in terms of maximum normalized torsional rotation during
by torsional and flexural deformations, arising from the inclined moving load application, i.e. (ω/ pe). In particular, results
stays of the “A” shaped tower typology. concerning the actual solution, namely the General Approach
The dynamic equilibrium equations, for “A” shaped bridge (GA), derived from Eqs. (21)–(26) and (47), and a simplified
typology, can be easily derived, starting from Eqs. (21)– one, namely the Simplified Approach (SA), obtained assuming,
(26) and making use of Eq. (45) to describe the interaction “a priori”, that the transverse displacements are negligible,
forces between the cable system and the girder. Moreover, an i.e. w(x, t) = 0, have been compared. The following bridge
additional equilibrium equation is required due to the presence and moving load parameters, typically utilized in practical
of the transverse displacement, w. In particular, as reported in applications, have been assumed constant during the analyses:
Fig. 3, the following expression regarding flexural deformation
in the xy plane is introduced: e/b = 0.5, p/g = 1, Jw /J = 100, L p = 750 m,
µẅ + E Is w I V + H (x) qs R + m 0s R ζ = 1, ζ0 = 0.5, η p = 0.085.
(48)
+ H (−x) qs L + m 0s L = 0.
(47) Variability with respect to dimensionless torsional girder
Finally, the dynamic equilibrium equations for the “A” stiffness, εω , bridge size parameter, a, and moving system
shaped tower typology can be summarized by Eqs. (21)–(26) speed, θ, have been investigated. The results reported in
and (47). However, in the typical range of both geometrical, Tables 1 and 2 denote that the dynamic bridge behaviour is
mechanical and moving load characteristics, investigations practically unaffected by the transverse flexural deformations
have been shown that for in-plane loading conditions (loads deriving from w displacements. The actual solution and the
applied in the x y plane), the transverse deformations are simplified ones make the same prediction, with an error of less
practically negligible and do not influence dynamic bridge than 2%.
1170 D. Bruno et al. / Engineering Structures 30 (2008) 1160–1177
The dynamic equilibrium equations for “A” shaped towers O(h ∧ 2) local truncation error of second order in h (where h
in the dimensionless context are not presented here for the sake is the mesh spacing for the spatial variable). Alternatively, the
of brevity, but they can be easily derived by introducing the time error estimate is obtained by comparing the solution to
dimensionless parameters previously defined in Eqs. (28)–(31) another computed with a larger time step, but the same spatial
in the governing equations. mesh. This gives an estimate of the O(k ∧ 2) local truncation
error of second order in k (where k is the time step). However,
3. Numerical procedure these estimates are local, so they do not account for situations
where a small perturbation in the solution at a time t = t1 can
The dynamic equilibrium equation system introduces a PDE lead to a large change in the solution at a later time.
system from which it is quite difficult to derive an analytical The numerical results are derived providing at first a
solution, because a large variable number and complexities are trial integration time step, which is subsequently reduced by
involved in the main equations. The governing equations are means of a proper adaptive procedure in order to satisfy the
converted to an equivalent differential system of the first order. convergence conditions. Contrarily, the spatial discretization
In particular, for any dependent variables involved with an remains fixed during the analysis, and consequently, in order
order higher than the first one, additional functions representing to minimize the integration errors, a proper mesh point number
all lower order time derivatives are introduced, by means of over the bridge structure has been adopted. In the following
supplementary equations, which are appended to the main results, the spatial domain is discretized utilizing more than
system. As a result, the reformulated boundary value problem 10 000 subdivisions over the whole bridge length. The initial
assumes the following form: integration time step, which is automatically reduced due to the
ai j (X, τ ) y 0j + bi j (X, τ ) ẏ j = f i (y1 , y2 , y3 , . . . , y14 , X ) , time adaptation procedure, is assumed as at least 1/1000 of the
observation period defined as the time necessary for the moving
with i, j = 1, 14, (49) train to cross the bridge. On a Pentium IV processor at 3000 Mz
where y = (V, V 0 , V 00 , V 000 , V̇ , U, U 0 , U̇ , U R , U R0 , U̇ R , U L , the CPU time required for performing the time history for each
U L0 , U̇ L ) is the vector case was approximately 3 min.
of unknown functions or primary
variables and ai j , bi j are constants depending on both the
moving loads and the bridge properties. Moreover, f i represent 4. Numerical results and parametric study
proper transformation operators, which define the relationship
The results define the relationship between the characteris-
between primary variables and known quantities, in accordance
tics of the bridge and applied moving loads, emphasizing the
with the PDE system given by Eqs. (32)–(34) and (39)–(42).
effects produced by the external mass on the dynamic bridge
In accordance with Eqs. (43) and (44), initial and boundary
vibrations. In particular, a parametric study is proposed, which
conditions with respect to both space and time are introduced
describes cable-stayed bridge behaviour in terms of dimension-
by means of the following equations:
less variables, strictly related to both the moving loads and the
B1 yi X , 0 = e yi , B2 yi (0, τ ) = y i ,
bridge characteristics. Numerical results are presented in terms
of dynamic impact factors, in order to quantify the amplification
with X = ±L/H, i = 1 . . . 14, (50)
effects produced by the moving loads over the static solution
where B1 , B2 are proper transformation matrices, which (i.e. st), by means of the following relationship:
guarantee the consistency of the boundary conditions with Eq.
max X t=0...T
yi , y i represent known quantities related to the
(49), and e ΦX = (51)
temporal and spatial variables, respectively. X st
A numerical integration scheme has been utilized by means where T is the observation period and X is the variable under
of a finite difference method, which uses a second-order centred investigation. The parametric study has been developed to
implicit scheme for both time and spatial derivatives [22]. investigate the following variables:
The method has a truncation error of O((∆t)2 (∆x)2 ) and is
• φV dynamic amplification factor of the midspan vertical
unconditionally stable for all time steps. In order to capture the
displacement,
rapid changes of the solution during the time integration, the
• φ M dynamic amplification factor of the midspan bending
whole domain has been discretized by means of an accurate
moment,
mesh point number. Moreover, requested values, those which
• φσ0 dynamic amplification factor of the axial force in the
do not lie on a mesh point, have been computed using a
anchor stay,
Lagrange interpolation that uses four space subdivisions and
• φσ dynamic amplification factor of the axial force in the
three time points. The solution process is obtained consistently
longest central span stay.
with an error control procedure, which is able to integrate
• φω dynamic amplification factor of the midspan girder
the nonlinear equations with respect to upper bounds’ error
torsional rotation.
tolerances related to both time and spatial variables. In
particular, the spatial error estimate is obtained by comparing The bridge and moving load dimensioning is selected in
the solution to another one computed on a coarser spatial mesh, accordance with the values utilized in practical applications
but assuming the same time step. This gives an estimate of the and due mainly to both structural and economical factors.
D. Bruno et al. / Engineering Structures 30 (2008) 1160–1177 1171
Table 3
Percentage errors of midspan vertical displacement and bending moment
dynamic amplification factors (ΦV , Φ M ) between the moving force model
(MFM), standard acceleration (SA) and proposed results for different
normalized speed parameters (θ )
θ ΦV ΦM
Error % SA Error MFM % Error SA % Error MFM %
0.02 0.37 0.51 0.87 0.21
0.04 1.16 3.54 1.58 21.93
0.05 5.11 6.40 2.59 33.64
0.07 9.24 10.60 11.15 33.87
0.09 2.42 11.25 18.23 39.69
0.11 4.65 20.74 38.32 52.41
0.13 19.17 31.34 37.58 42.87
Table 4
Dynamic amplification factors for midspan vertical displacement (ΦV ) vs geometric bridge ratios L/l and H/L
Table 5
Dynamic amplification factors for midspan bending moment (Φ M ) vs geometric bridge ratios L/l and H/L
Fig. 6. Anchor stay dynamic impact factor (Φσ0 ) vs normalized speed Fig. 7. Longest centre span stay dynamic impact factor (Φσ ) vs normalized
parameter (θ). speed parameter (θ).
Fig. 8. Midspan displacement dynamic impact factor (ΦV ) vs bridge size Fig. 10. Midspan displacement dynamic impact factor (ΦV ) vs relative girder
parameter (a). stiffness parameter (ε F ).
moving mass description on the dynamic behaviour of the ε F parameter, in which the bridge structure is basically more
bridge. As a matter of fact, the actual solution is compared flexible and, mainly, dominated by the cable-stayed system.
to the case in which the inertial effects of the train loads In contrast, for high values of ε F , corresponding to girder-
have not been accounted for. The dynamic bridge behaviour dominated bridge structures, the effects of the inertial forces
appears to be quite sensitive to the external mass description, of the moving system are notably reduced.
and underestimates of the dynamic impact factors are noted The dynamic bridge behaviour is analysed with respect to
if the travelling mass has not been properly evaluated. The eccentric loads, which involve both flexural and torsional de-
major amplification effects are noted for low ranges of the formations. In particular, in order to evaluate the amplification
1174 D. Bruno et al. / Engineering Structures 30 (2008) 1160–1177
Fig. 12. Midspan torsional rotation dynamic impact factors (Φω ) vs normalized
speed parameter (θ ) for HST. Fig. 14. Midspan torsional rotation dynamic impact factors (Φω ) vs relative
girder stiffness (εω ) parameter for AST-HST.
Fig. 13. Midspan torsional rotation dynamic impact factors (Φω ) vs normalized
speed parameter (θ) for AST.
effects produced by moving loads for bridge structures based Fig. 15. Maximum normalized displacement (ω) vs relative girder stiffness
(εω ) parameter for AST-HST.
on both “A” and “H” shaped towers (namely AST, HST), a sen-
sitivity analysis has been developed. The results are presented determine an intensification of the DAFs. In contrast, in Fig. 13,
in term of maximum normalized torsional rotation and rela- the AST denotes a smaller dependence on the loading strip
tive DAF produced by the moving load application, at midspan length and the moving mass schematization. This behaviour
girder cross section, i.e. X = 0. can be explained due to the fact that the AST typologies show,
In Figs. 12 and 13, the effects of mass distribution of the generally, greater stiffness with respect to the HST ones, which
moving system for both AST and HST is investigated in terms strongly reduce dynamic amplifications, and as a result the
of midspan torsional rotation for different values of the loading effects of the moving mass becomes negligible.
strip length L p . In particular, in Fig. 12, for the HST typology, In Figs. 14 and 15, sensitivity analyses of DAFs and
dynamic amplification displays a tendency to grow especially maximum normalized torsional rotation, i.e. Φω and ω = θ/ pe
for reduced ratios of loading application length and central respectively, with respect to girder torsional stiffness parameter,
bridge span. Moreover, the inertial forces of the moving system εω , are proposed. The comparisons reported in Fig. 14, denote
D. Bruno et al. / Engineering Structures 30 (2008) 1160–1177 1175
Fig. 16. Midspan torsional rotation dynamic impact factors (Φω ) vs bridge size 5. Conclusions
parameter (a) for AST-HST.
Long span bridges under moving loads have been analysed
for both flexural and torsional deformation modes, in terms
of dynamic impact factors for typical kinematic and stress
variables of the bridge. The effects of the inertial description
of the moving system on the dynamic bridge behaviour have
been investigated, by means of a parametric study developed
in terms of both moving loads and bridge characteristics.
The influence of the inertial forces are considerable, while
those corresponding to non-standard contributions arising from
Coriolis and centripetal accelerations determine the major
amplifications, mainly at high speeds of the moving system.
The inertial effects of the moving system have been discussed
with respect to typical geometrical and stiffness parameters of
the bridge, emphasizing the amplification effects produced by
the inertial forces of the moving system. For eccentric loads,
sensitivity analyses have been developed in terms of dynamic
impact factors and maximum normalized displacements with
respect to both “A” and “H” shaped tower typologies. In
the framework of the “A” shaped tower typologies, the
coupling behaviour between torsional and transversal flexural
deformations has been discussed. In particular, the influence of
Fig. 17. Maximum displacement (ω) vs bridge size parameter (a) for AST- the transverse displacements has been investigated, by means
HST. of sensitivity analyses. This establishes that, for an in-plane
loading condition, the effect of transverse deformability on
that DAFs for AST are generally greater than the corresponding the dynamic behaviour of the bridge is practically negligible.
ones obtained for bridges based on HST. This behaviour can Moreover, numerical results have shown that, in comparisons
be explained in view of the enhanced stiffness properties of with the “H” shaped tower topology, the “A” shaped ones,
AST, which although reducing bridge deformations means an even if having greater dynamic amplification factors, are
intensification of the dynamic impact factors. Moreover, for characterized by enhanced stiffness properties, which are able
increasing values of εω , which basically correspond to girder- to efficiently reduce torsional bridge deformation.
dominated bridge structures, the dynamic impact factors are The investigation is developed in terms of the main
practically unaffected by the shape of the towers. dimensionless parameters related to both geometric and
In Fig. 15, comparisons in terms of normalized torsional stiffness properties of the bridge. As a result, a parametric
rotations for both “A” and “H” shaped tower typologies have study may be useful in the design procedure since the dynamic
been reported. The results show a tendency to decrease for impact factors for typical deformation and stress variables can
increasing values of girder stiffness. The dynamic solution be determined in advance.
1176 D. Bruno et al. / Engineering Structures 30 (2008) 1160–1177
Appendix A E S∗ A S
qvL = v · sin3 α − (u L − u) · sin2 α cos α
H ∆
Eg
In order to simplify the presentation of the dynamic = (V · ϕ − (U L − U ) · ϕ1 ) (B.4)
equilibrium equations in dimensionless formulation, the σg
following relationships have been utilized: E ∗ AS
qv R = S v · sin3 α − (u R + u) · sin2 α cos α
Lp
H ∆
f 1 = H (τ θ − X 1 ) H X 1 + − τθ , (A.1) Eg
H = (V · ϕ − (U L + U ) · ϕ1 ) (B.5)
σg
Lp
ρ = λH x1 + L p − ct H (ct − x1 )
f 2 = δ (τ θ − X 1 ) H X 1 + − τθ
H
Lp
= λH X 1 + − τ ϑ H (τ ϑ − X 1 )
Lp (B.6)
− δ X1 + − τ θ H (τ θ − X 1 ) , (A.2) H
H
Eg 1/2 λ
ϕ (X ) ρ̇ = δ X1 +
Lp
− τ ϑ H (τ ϑ − X 1 )
1 1 L µHσg ϑ H
* − ≤ X ≤ 0, Lp
1 + aX 1 + X2
2 H − H X1 + − τ ϑ δ (τ ϑ − X 1 ) . (B.7)
= 1 1 L (A.3) H
, 0 ≤ X ≤ ,
L
1 + a 2H
2
− X 1+ L
−X
2 H By substituting Eqs. (B.4)–(B.7) in Eq. (21), and taking into
2H account Eqs. (B.1)–(B.3), the following equation is obtained:
ϕ1 (X )
∂2V σg I I V
1 X L − − V − H (X ) (V · ϕ − (U L + U ) · ϕ1 )
*
2 2
, − ≤ X ≤ 0, ∂τ 2 gH3
1 + aX 1 + X H
= L
L (A.4) − H (−X ) (V · ϕ − (U L − U ) · ϕ1 )
1 2H − X
2 2 , 0 ≤ X ≤ , λ
Lp
L
1 + a 2H − X 1 + 2H L
−X H − δ X1 + − τ ϑ H (τ ϑ − X 1 )
µϑ H
ϕ2 (X )
Lp
1 X2 L − H X1 + − τ ϑ δ (τ ϑ − X 1 ) V̇
* , − ≤ X ≤ 0, H
1 + aX 1 + X2
2
2 H λ
Lp
= L (A.5) − H X1 + − τ ϑ H (τ ϑ − X 1 )
1 2H − X L
µϑ
2 2 , 0 ≤ X ≤ , H
L
1 + a 2H − X 1 + 2HL
−X H
∂ V
2
× + 2ϑ 0
V̇ + ϑ 2 00
V + p f1
with X 1 = x1 /H . ∂τ 2
σg
+ δ (X + L/2H ) + δ (x − L/2H ) λv
· V = 0,
Appendix B Eg
(B.8)
Starting from Eqs. (28)–(31), the following expressions can and taking into account Eqs. (28)–(31) and Eqs. (A.1) and
be determined: (A.2), Eq. (32) is finally determined.
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