Advances in Engineering Research, volume 120

International Forum on Energy, Environment Science and Materials (IFEESM 2017)

The dynamic response analysis of curved bridge

under the moving load
Li, Xiaodong a, Ren, Jianying b, Liu, Xing c
Shijiazhuang Tiedao University, China
a
1056405074@qq.com, b284491227@qq.com, c1336158087@qq.com

Keywords: moving load; curved bridge; the dynamic response; finite element;
Abstract. This paper takes a four span continuous curved box girder bridge as an example. The
bridge calculation model was established by finite element software ABAQUS. The calculated data
is compared with the field test data to verify the model. Then the dynamic response of the bridge
under different moving loads is studied. And the influence of the lateral position of the truck, axle
load and centrifugal force on dynamic response of the curved bridge are analyzed. The results show
that torsional effects of bridge due to eccentric loading has great influence on the curved bridge
dynamic responses, and the centrifugal force obviously increases the section torque. In the elastic
range, the midspan deflection and the support reaction all increase linearly with the increase of the
load.

Introduction
Due to the diversity of bridge structure and the complexity and uncertainty of automobile load, the
vibration analysis of highway bridge caused by vehicles becomes more complicated. Over the past
few decades, the design of highway bridge mostly only for static analysis, dynamic analysis only
involves the structure vibration characteristics and seismic response, the wind effect, rarely involves
the analysis and study of the coupling vibration of highway curve bridge [1]. Therefore, it is
necessary to study dynamic response of curved bridge under vehicle load.
The research on dynamic interaction between vehicles and bridges has been studied for a long time.
A large number of scholars both at home and abroad have studied and analyzed it, and many
beneficial results have been obtained [2-4]. J. Senthilvasan etc. [5] corrected the numerical model with
field test data, and analyzed the strain and deflection response of the single box double chambers
curved bridge under different vehicle speed. They pointed out that the dynamic magnification factor
is related to both the longitudinal position and lateral position. The results also showed that the
dynamic magnification factor of strain is greater than that of deflection under the same conditions.
He Xia, Yingjun Chen [6] established the dynamic analysis model of the system. Took a system
composed of four high piers, the multi-span simply supported girder bridge, and the test train as an
example, the whole process of train crossing was simulated by computer, the dynamic response of
the straight bridge and curved bridge under the train load is calculated. Yuan-Feng Wang and J.F.
Wilson [7] obtained analytical solutions of dynamic responses of continuous curved beams with
equal spans and unequal spans for the first time by combined means of analytical solutions and
finite element methods. Yumin Song etc[8] took a small radius curve bridge on the reverse curve of a
railway freight line as an example, obtained the vibration law of the curved bridge through the
numerical analysis, and gave the rational driving speed of the freight train and other suggestions.
Wenhui Li etc. [9] adopted the space vibration analysis model of the vehicle-bridge system,
simulated the whole process of a train passing through a simply supported bridge is by computer.
They calculated the dynamic response of the curved bridge under the train load, the derailment
coefficient of the train, the wheel load reduction rate and the train running stability index, and
compared the results with the straight bridge. Most of these studies are related to Railways, and
there is still less research on vehicle-bridge coupling vibration of highway bridges. The complexity
and uncertainty of automobile load and the phenomenon of "bending-torsion coupling" of curve
bridges make the study of highway curved bridges is very difficult. This article is based on general
finite element analysis software ABAQUS, taking a four-span continuous curved bridge as an
example, analyzes the dynamic response of the bridge under moving load. And compared the
Copyright © 2018, the Authors. Published by Atlantis Press.
This is an open access article under the CC BY-NC license (http://creativecommons.org/licenses/by-nc/4.0/). 324
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calculated data with the field test data to verify the model. Then analyzed the influence of the load
lateral position, centrifugal force and vehicle load on the dynamic response of the bridge.

The brief introduction to the finite element model

Project introduction. Fig.1 is the bridge layout of a single box double-chamber reinforced concrete
curved bridge in Jiangxi province. Figures 1 (a) and 1 (b) represent the elevation and plane of the
bridge respectively. The longitudinal slope of the bridge is 7%, and the span is
15m+15m+15m+17m. The average curve radius is 50 meters. The curved bridge is used for heavy
truck transport, the five piers are anti-twist supports and the middle pier is fixed support. These
spans from left to right are the first span, second span, third span, fourth span.

(a) Elevation of curved bridge (unit: cm) (b) Plan of curved bridge

Fig.1 Lay-out drawing of curved bridge

Fig. 2 shows the cross section diagram of the curved bridge. The roof width of the box girder is
12m and the average thickness is 0.28m; the width of bottom is 8m, thickness 0.25m; the thickness
of the web varies along the length of the girder, and the average thickness is 0.65m; Flange length is
2m.

Fig.2 The cross section of the curve box bridge

Establishment of finite element model In this paper, ABAQUS is used to establish the model of
curved bridge girder. It adopts C3D8 non-decreasing integral element. And the whole model
consists of 16620 solid units and 24206 nodes. The boundary constraint is applied to the node at the
support according to the arrangement of the actual support. In order to simulate the actual state of
the bridge, the model includes the diaphragm of the curved bridge. The beam model is shown in Fig
4.
Dong Feng Hercules heavy truck was used in the test, vehicle’ model number is DFL3311AXA.
Front wheel distance is 1.85m, rear wheel distance is 1.85m. The total quality is 31t. In this model,
the vehicle gravity is reduced to a pair of concentrated forces with a distance of 2m, centrifugal
force according to formula Fc=mv2/r was regarded as a horizontal force along the radial direction.
Simplified load diagrams are shown in Fig 3. In ABAQUS/Explicit, explicit dynamic analysis is
used to calculate multiple Steps in order to simulate the whole process of the vehicle passing
through the whole bridge. The dynamic response of the curved bridge in the whole process is
analyzed.

Fig.3 Simplified schema of loads Fig.4 The finite element model of the curved bridge
Correction of modulus of elasticity The reinforced concrete curved bridge adopts C50 concrete
(density  c=2500kg/m3), Vc =500m3. The quality of concrete and steel bars are Mc=1250t and

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Ms=184.44t respectively. The quality of reinforcement accounts for a large proportion of the whole
bridge mass, and has great influence on the rigidity of the bridge. Therefore, the influence of steel
bars must be taken into account when modeling. The model is established by using the equivalent
density and the equivalent stiffness.
Equivalent density calculation:

Ms+Mc 184440.6 + 1250000

ρ′ = = = 2740kg / m 3 (1)
V s+ V c 23.5 + 500
Where: Ms and Mc are the total mass of reinforcement and concrete; Vs and Vc are the total volume
of reinforcement and concrete, respectively.
Equivalent elastic modulus calculation:

AsEs+AcEc AsEsL+AcEcL VsEs+VcEc

E′ = = =
As+Ac ( As+Ac ) L Vs+Vc
12 × 20 + 500 × 3.45 1965
= = = 3.838 × 1010 Pa (2)
12 + 500 512
Where: As and Ac are the area of cross sectional reinforcement and concrete respectively; Vs is the
total volume of longitudinal reinforcement; Vc is the total volume of concrete; and L is the length of
the beam.
Note: The materials in this model are isotropic materials.

Model validation
Fig. 5 is a field test of the bridge. The natural frequencies of the bridge, the strain distribution and
the vertical deflection at the typical section of the bridge are measured. The model of the bridge is
established, and the field test condition are simulated, and the results of model calculation are
obtained. The calculated data is compared with the field test data to verify the model. Table 1 is the
comparison between the measured values and calculated values on first and second vertical
vibration frequencies of this bridge. Table 2 is comparison of the measured values and the
calculated values on the third mid-span’s deflections when the truck go through the curved bridge at
the speed of 5Km/h, 10Km/h and 15Km/h. Table 3 shows the contrast between measured strain
distribution and calculated values under static loading conditions for the tested cross section
(mid-span of the third span).

Fig.5. Field test

Tab.1 The frequency of measured values and calculated values of the curved bridge

Order number Measured value (Hz) Calculated value (Hz) Percentage of error (%)

first order 10.00 9.84 1.63

second order 12.36 11.50 9.83

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Tab.2 Comparison of measured values and finite element values of deflections at different speeds

Speed (km/h) Measured value (mm) Calculated value (mm) Percentage of error (%)

5 0.1800 0.1916 6.44

10 0.1800 0.1914 6.33

15 0.1700 0.1916 12.7

Tab.3 Comparison of measured and finite element values of strain at dead load of the tested section

Test location Measured mean strain (  ) Calculated mean strain (  ) Percentage of error (%)

Under the medial flange -8.50 -7.10 16.47

Box girder floor 29.33 27.89 4.90

Under the lateral flange -8.00 -6.93 13.37

It can be seen from table 1 that the filed test frequency of the model is very close to that of the
bridge model, and the maximum error is 9.83%. It shows that the stiffness and the constraint
conditions of the calculation model tend to be close to the actual situation. As can be seen from
table 2, when the heavy load vehicle passes through the curved bridge at different speed, the
deflection error is basically controlled below 15%, and the absolute error is only 0.0216 mm. It can
be seen from table 3 that strain deviation of flange is relatively large, because the model flange plate
mesh is not precise enough, but the strain error on behalf of the floor part of the overall response of
box girder is very small for 4.9%. Therefore, the finite element model built in this paper can
simulate the actual bridge well.

The influence of each parameter on the dynamic response of curved bridge

Influence of lateral position of vehicle on dynamic response of curved bridge The vehicle load
is 30t, goes through the bridge respectively along the inner (e=-3.5m), middle(e=0) and outer
(e=3.5m) sides of the curved bridge with the speed of 10m/s. Support forces of 2# pier on both sides,
deflection on the web surface of box girder bottom of third span and the vertical deflection’s
distribution of third cross section when the vehicle runs to the mid-span of third span are shown in
Fig 6.

(a) Deflection of the cross section (b) Reaction of inner support

(c) Deflection at the web of the bottom of the box girder (d) Lateral support reaction

Fig.6 Influence of vehicle lateral position on dynamic response of curved bridge

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(1) It can be seen from Fig 6 (a) that the deflection and stress distribution of the curved bridge are
not symmetrical under the condition of internal eccentric load and external eccentric load. Because
of the effect of bending-torsion coupling, the maximum deflection and the maximum stress of the
cross section under external bias load are obviously larger than those under the internal bias load; (2)
From Fig 6 (b) and (d) can be seen in partial loading, lateral support is greater than the inner support
force; (3) From the Fig 6 (c) can be drawn: when the vehicle running along the outside, the bottom
surface has a far greater dynamic response than those in the case of the vehicle running along the
inside. It shows that the torsional effect of the structure caused by eccentric load has a great
influence on the dynamic response of the bridge, which agree well with the conclusion of the
literature [10]. In a word, when the vehicle travels along the outside, it will cause greater dynamic
response of the bridge, which is the most unfavorable condition for the vehicle running.
Effect of centrifugal force on dynamic response of curved bridge The centrifugal force of a
bridge is a kind of inertia force accompanying with the moving of a vehicle in a curve, acting on the
bridge in the form of horizontal forces, which is the main factor considered in the design and
calculation of torsional lateral force of curved bridge [11]. General code for design of highway
bridges and culverts (JTG D60-2015) clearly defined: In the design of curved bridges, the
centrifugal force caused by automobile load should be calculated. The vehicle passes along the
middle of the bridge at speed of 10m/s, with the load is 30t. The centrifugal force is
Fc=mv2/r=30000×102/50=60000N. The vertical deflection, lateral displacement, section torque and
lateral displacement of 2# pier on the third span is shown in Fig 7.

(a) Vertical deflection in midspan of the third span (b) Lateral displacement of 2# lateral support

(c) Mid-span torque of third span (d) Transverse displacement in midspan of third span

Fig.7 The effect of centrifugal force on dynamic response of curved bridge

(1) It can be seen from Fig 7 (a) that the centrifugal force has little effect on the vertical deflection
in midspan; (2) It can be seen From Fig 7 (b), when considering the centrifugal force, the lateral
displacement of the outside support of 2 # pier is obviously increased, which shows that the
centrifugal force makes the outer support causes a large lateral displacement to the outside of the
curve; (3) It can be seen from Fig 7 (c) that the existence of the centrifugal force obviously
increases the torque of the cross section, and will inevitably increase the torsion angle of the cross
section; (4) It can be seen from Fig 7 (d) that the existence of the centrifugal force causes a larger
lateral displacement of the mid-span of the third span, and makes a smaller lateral displacement to
the inside of the curved bridge. To sum up, the centrifugal force has little influence on the vertical
dynamic response of the bridge, but it makes the dynamic response of the section torque increase,
which is consistent with the conclusions of the literature [12].

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Influence of vehicle load on dynamic response of curved bridge The vehicle passes through the
curved bridge with the load of 10t, 20t, 30t and 40t. The vertical deflection, lateral displacement and
the torque of the mid-span section of third span and the supporting force and the maximum value of
the outside support of 2# pier are shown in Fig 8.

(a) Vertical deflection (b) Lateral displacement (c) Counterforce of outside support (2#pier)

(d) Sectional torque (E) Trend of deflection change (f) Tendency of counterforce
Fig.8 The effect of vehicle weighing on dynamic response of curved bridge
Fig 8 shows that: (1) with the increase of the vehicle load, the mid-span deflection, the support
reaction force and the torque on cross section of the curved bridge increase linearly. (2) The
centrifugal force is proportional to the vehicle load. Under the combined influence of vehicle load
and centrifugal force, the lateral displacement and the overall dynamic response of the curved
bridge increase significantly.

Conclusion
A four span continuous curved box girder bridge calculation model is established by ABAQUS, and
the calculation results agree well with the field test date. And the influence of the lateral position of
the truck, axle load and centrifugal force on dynamic response of curved bridge are analyzed.
Conclusions are as follows:
(1) The dynamic response of the bridge can be simulated better by modifying the elastic modulus of
the space bridge model;
(2) The lateral driving position of the vehicle has a great influence on the dynamic response of the
curved bridge. When the vehicle traveling along the lateral, lateral support is much higher than
that of medial support force, and even the inside of the bearing negative reaction force. Due to
the existence of bending and torsion coupling, the maximum deflection and stress of the section
occur under the eccentric load condition;
(3) The centrifugal force has little influence on the vertical deflection, but it can obviously increase
the section torque;
(4) In the elastic range, the mid-span deflection, the support reaction and the cross section torque
increase linearly with the increase of the load.

Acknowledgements
This work was financially supported by the National Natural Science Foundation of China
(11602153，11472180).

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