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Dynamics
and Control
of Advanced
Structures and
Machines
Dynamics and Control of Advanced Structures
and Machines
Hans Irschik • Alexander Belyaev •
Michael Krommer
Editors
123
Editors
Hans Irschik Alexander Belyaev
Institute of Technical Mechanics Institute of Problems in Mechanical
Johannes Kepler University Linz Engineering
Linz, Austria Russian Academy of Sciences
St. Petersburg, Russia
Michael Krommer
Institute of Mechanics and Mechatronics
Vienna University of Technology
Vienna, Austria
v
Acknowledgements
vii
Contents
ix
x Contents
Franz Ziegler
Abstract Stochastic free and forced vibrations of layered beams are analyzed that
result from a single bounded random stiffness parameter whose probability density
function is considered to be zero outside of a given interval, i.e., it is a member of
a fuzzy set with bounded uncertainty. The relevant properties of natural vibrations
of an ensemble of sandwich beams with three perfectly bonded layers under hard
hinged support conditions are worked out in detail when a bounded random shear
stiffness of the core material is assigned by employing interval mathematics. The
main structure of a compound single-span railway bridge, effectively modeled as
a two-layer beam, is subjected to a single moving load as well as to a series
of repetitive moving loads traveling with constant speed. It serves as a complex
example for the resulting forced random vibrations and resonances under the severe
condition of an elastic interface slip of bounded random stiffness. In both cases
exact homogenization yields a stochastic sixth-order partial differential equation of
motion of the layered beam. Light modal damping is considered. The analysis of
the illustrative problems is based on the interval representation with a triangular
membership function of the stiffness modulus assigned. A short comment provides
information on the limits of such triangular membership functions. Membership
functions in the form of envelopes of the random natural frequencies, the dynamic
magnification factors, and the phase angles in free vibrations are determined.
Both, fuzzy peak deflection and acceleration are derived for the forced single-
span compound railway bridge subjected to the moving loads. Approximating
superposition of modal maxima is considered by standard routines of reliability
analysis.
1 Introduction
In general, the application of the fuzzy finite element method, see, e.g., [3, 9], is
required when the matrix in composite structures exhibits fuzzy randomness of the
material parameters. However, when extending the work on two- and symmetric
three-layer beam-, plate-, and shell structures based on an exactly homogenized
model [1, 4, 5, 8] to include either fuzzy interface slip or fuzzy core stiffness,
we can avoid numerical analyses and analytically work out the effects on the
random dynamic properties of these fuzzy structures. Exemplarily, random free
vibrations of a symmetric three-layer single-span beam with hard hinged supports,
exhibiting fuzzy shear stiffness of the core material, are considered first, with
details documented in [6, 7]. The practically very important case of a single-span
compound bridge consisting in its main structure of two steel girders connected
(elastically) to the concrete deck, when exactly homogenized, refers to the model
of an asymmetric two-layer elastic beam exhibiting the practically most important
defect of elastic interlayer slip with the major uncertainty of its elastic modulus.
Life loads of a train are here simply modeled as the passage of concentrated forces,
which pass the bridge with constant speed. The presentation of the resulting forced
vibrations in the form of non-dimensional response quantities is adopted from a
recent comprehensive study on the dynamic effects of high-speed trains on such a
simple fuzzy bridge structure [2]. The fundamental parameters are taken from [12].
For a more sophisticated deterministic analysis, see [13]. A full stochastic analysis
of such a bridge with temperature effects on stiffness, etc., included is presented
in [10].
The analysis of both illustrative examples is based on the interval representation
(interval of confidence at a given level of presumption, i.e., ˛-cut) with a triangular
fuzzy membership function of the relevant random stiffness prescribed. Fuzzy
membership functions of the response are defined using fuzzy set theory [11, 14],
however, avoiding artificial uncertainties. Where possible, envelope functions are
defined representing the bounds of the random response. Consequently, such a ran-
dom stiffness modulus is considered to be an interval number or a member of a fuzzy
set which contains the sure design value. Such an interval representation transforms
the deterministic parameter to inclusive set values with bounded uncertainty, see
Fig. 1a. Another interpretation of such an interval number includes intervals of
confidence for ˛-cuts of fuzzy sets. Such a parametric extension as shown in Fig. 1b
may even include a worst-case scenario, i.e., min k2 .˛ D 0/ D 0.
Free and Forced Vibrations of Fuzzy Structures 3
Fig. 1 Single bounded random structural parameter, e.g., stiffness. (a) Defined interval contains
sure design value k0 . Outside of the interval, probability is zero. (b) Fuzzy set: interval of
confidence at a given level of presumption ˛-cut. Non-dimensional stiffness k2 .˛/ is referred to
its design value. Isosceles distribution assigned
For linear elastic, symmetrically arranged three-layer beams, Fig. 2, the following
assumptions are made: (1) the faces are rigid in shear with their individual flexural
stiffness B1 D B3 considered. (2) The shear stiffness of the elastic core is a bounded
random variable while its bending stiffness is neglected. Following [5], an exact
homogenization renders the homogeneous partial differential equation (PDE) of
sixth order in terms of the common deflection and for the case of free vibrations,
3
X
w;xxxxxx 2 w;xxxx C wR ;xx 2 wR D 0; D %i hi ; (1)
B1 B1 iD1
B0 D B1 C B3 ;
h i
B1 D B0 C .D1 C D3 /d2 ; B0 =B1 D 1= 1 C 3 .1 C h2 =h1 /2 1=4;
2b B1 2
2 D G2 0 k2 .˛/; k2 .˛/ D 22 G2 .˛/ = 22 G2 0 : (2)
h 2 D1 B 0 2
For the single-span beam, length l, under hard hinged support conditions, the
ortho-normalized mode shapes result with a stochastic normalization factor,
1=2
'n .x/ D sin ˇ1n x; ˇ1n D n=l; An D .l=2B1/ 2 C ˇ1n
2
B1 =B0 :
(3)
4 F. Ziegler
Fig. 2 Dimensions of the sandwich beam. Common cross-sectional rotation after homogenization
, as shown, is crucially eliminated. Fuzzy core shear stiffness in layer 2 is considered. Deflection
w is referred to the elastic centroid O
The random natural frequencies, referred to the sure values at rigid core shear
2 4
stiffness, !n1 D ˇ1n B1 =, are
Numerical results for bounds and even for envelope functions are thus straight-
forwardly derived, putting, e.g., the design values B0 =B1 D 0:1 < 1=4 and
2;n D 0:25 in Eqs. (4) and (5). Exemplarily, results are shown in Figs. 3, 4, and 5,
for light modal damping n D D 0:04. More details are presented in [6, 7].
Free and Forced Vibrations of Fuzzy Structures 5
Fig. 3 Bounds of the first five natural frequencies when referred to the sure fundamental
frequency: worst-case scenario. Note the increased fuzziness of the higher modes [7]
Fig. 4 Envelopes of the first three random DMFs [7]. ˛ D 0-cut; worst-case scenario ˛ D 0
Fig. 5 Envelopes of the first three random phase angles [7]. Conditions likewise to Fig. 4
6 F. Ziegler
In the core shear stiffness, Fig. 2, we introduce a non-symmetry factor > 1, such
that min k2 .˛/ D ˛ remains unchanged and max k2 .˛/ D 1 C .1 ˛/. When
considering the bounds of the natural frequencies just in the worst-case scenario,
the possibility of max !n D min !nC1 becomes true for n D 2 at the minimum
of D 12:16, i.e., overlapping natural frequency intervals occur in an ensemble
of fuzzy sandwich beams. Further, for the material parameters B0 =B1 D 1=16
and B0 =B1 D 0:198 < 1=4, the fundamental frequency and the next higher one,
respectively, exhibit singularities, i.e., the non-symmetric triangular distribution of
uncertainty becomes obsolete. However, no singularity is possible for higher modes,
n 3. For details of analysis, see again [7].
Fig. 6 Model of the main structure of the fuzzy compound bridge [2]: effective elastic two-layer
beam with fuzzy elastic interlayer slip. Layer one refers to the RC-concrete deck. Layer two
represents the rigidity of two steel girders. Bounded random shear flow T D k.˛/ u. Stiffness
center S
Free and Forced Vibrations of Fuzzy Structures 7
probability density function is not known but is non-zero only in the range of an
interval, i.e., it is considered to be an interval number or a member of a fuzzy set, see
again Fig. 1. Exact homogenization of the two-layer beam renders the PDE of sixth
order, analogously to Eq. (1), see again [1]. Consequently, in the design stage, the
simply supported bridge of length l may be simply traveled by a series of repetitive
single concentrated forces with equal distance ld and with constant speed v to model
the forcing in the inhomogeneous Eq. (6), where the random parameters are adapted
to the fuzzy elastic modulus of the interlayer slip k.˛/ with the sure design value
k0 D k.˛ D 1/. The parameters of the two elastic layers j D 1; 2, are: elastic
modulus Ej , effective cross-sectional area Aj , and flexural rigidity Bj D Dj rj2 with
Dj D E j A j ,
1
w;xxxxxx 2 w;xxxx C wR ;xx 2 p C p;xx ; 2 .˛/ D k.˛/20 =k0 ;
B0 B1 B0
2 1 1 d2
B0 D B1 C B2 ; B1 D B0 C d D1 D2 =.D1 C D2 /; 20 D k0 C C :
D1 D2 B0
(6)
si si C l
pi D Fi ı.x i / H.t ti0 / H.t tiE / ; i D vt si ; ti0 D ; tiE D :
v v
(7)
A properly truncated modal expansion, Eq. (3), with the definitions given in Eq. (6)
applies as well,
X
N
.n/
wi .x; t/ D Yi .t/'n .x/: (8)
iD1
.n/ .n/
By changing the ortho-normalized modal coordinates to Y y .tI ˛/ D An .˛/Yi .t/
the random load in Eq. (6) is “swallowed” and the modal equations result, crucially
.n/
simplified, with a deterministic load participation factor Li . Only the natural
frequencies are left as the remaining bounded random coefficients in Eq. (9), light
modal damping is also added here [2],
.n/ .n/
Bounds of the modal coordinate Y i and its rate YP i are determined by proper
.n/
time convolution and, subsequently, the corresponding modal acceleration YR i is
8 F. Ziegler
determined from a rearranged form of Eq. (9). The bounds of the natural frequencies
at ˛-cuts are inserted. Thus, for a number M of repetitive single concentrated forces,
e.g., lateral displacement results by summation
X
M
.n/
wn .x; tI ˛/ D Y n .tI ˛/ n .x/ ) Y n .tI ˛/ D Y i .tI ˛/: (10)
iD1
Resonances are observed at critical speeds due to the rhythmic repetition in the
.n/
load series [12]: for the deterministic bridge Vj D !n ld =2j, j D 1; 2; 3; : : : A
resonance of second order is due to a single traveling force, V n D !n l=n, it is of
minor importance here, see, e.g., [15, p. 626]. For a detailed analysis, see again [2].
The single span has the length l D 40:0 m and a mass density of D 15;000 kg m1.
The design value of the elastic interface slip modulus is k0 D 60:0 107 N/m2 .
We note the fundamental frequency f1 .˛ D 1/ D 2:81 Hz and, for the ideal rigid
bond, f1;1 D 3:04 Hz [2]. At first, the intervals of uncertainty of the first ten natural
frequencies are evaluated for the bounded random interface stiffness k.˛/ , rendering
qualitatively analogous results as depicted in Fig. 3,
(a)
(b)
Fig. 7 Uncertain peak lateral deflection induced by ten repetitive moving loads, distance ld D
20 m, speed parameter S, limiting cases for two fuzzy intervals of the random interface stiffness,
[2]. (a) at mid-span, (b) at the quarter-point
4 Conclusions
For fuzzy symmetric three-layer structures (sandwich beams) and for fuzzy two-
layer composites (compound railway bridge) the exact homogenization yields a
stochastic partial differential equation of sixth order. Intervals of confidence of the
dynamic response are determined either for fuzzy core shear stiffness or for fuzzy
elastic interlayer slip. Thus, intervals of confidence of the natural frequencies result.
Bounds of the dynamic magnification factor and the phase angles are presented
in the form of envelope functions. Effects on resonances in repetitive loadings of
the fuzzy railway bridge are studied within reliability measures of the maximum
response; say of flexural displacements, presenting bounds as function of the speed
parameter. Even the worst-case scenarios can be considered. Truncated modal
expansions are transformed such that the modal load participation factors become
deterministic leaving only the natural frequencies as the random parameters.
References
1. Adam C, Heuer R, Jeschko A (1997) Flexural vibrations of elastic composite beams with
interlayer slip. Acta Mech 125:17–30
2. Adam C, Heuer R, Ziegler F (2012) Reliable dynamic analysis of an uncertain compound
bridge under traffic loads. Acta Mech 223:1567–1581
3. Hanss M, Willner K (2000) A fuzzy arithmetical approach to the solution of finite element
problems with uncertain parameters. Mech Res Commun 27:257–272
4. Heuer R (2004) Equivalence of the analyses of sandwich beams with or without interlayer slip.
Mech Adv Mater Struct 11:425–432
5. Heuer R (2014) On equivalences in the dynamic analysis of layered structures. In: Belyaev AK,
Irschik H, Krommer M (eds) Mechanics and model-based control of advanced engineering
systems. Springer, Heidelberg, pp 155–162. ISBN:978-3-7091-1570-1
6. Heuer R, Ziegler F (2011) Vibrations of layered structures with fuzzy core stiffness/fuzzy
interlayer slip. In: Belyaev AK, Langley RS (eds) Proceedings of the IUTAM-symposium on
the vibration analysis of structures with uncertainties. Springer, Dordrecht, pp 29–42
7. Heuer R, Ziegler F (2011) Modal analysis of laminated beams with fuzzy core stiffness/fuzzy
interlayer slip. J Mech Mater Struct (JoMMS) 6(1–4):213–230
8. Irschik H, Heuer R, Ziegler F (2000) Statics and dynamics of simply supported polygonal
Reissner-Mindlin plates by analogy. Arch Appl Mech 70:231–244
9. Mueller B, Beer M (2004) Fuzzy randomness. Springer, Berlin
10. Salcher P, Pradlwarter H, Adam C (2016) Reliability assessment of railway bridges subjected to
high-speed trains considering the effects of seasonal temperature changes. Eng Struct (accepted
for publication). doi:10.1016/j.engstruct.2016.08.017
11. Viertl R, Hareter D (2006) Beschreibung und analyse unscharfer information - statistische
methoden für unscharfe daten (in German). Springer, Berlin
12. Yang YB, Yau JD, Wu YS (2004) Vehicle-bridge interaction dynamics: with applications to
high-speed railways. World Scientific, Singapore
13. Yau JD, Yang YB (2016) Resonance of a train car traveling over multi-unit simple beams. This
paper is part of this Springer book, where also this paper of Ziegler will be published
14. Zadeh LA (1965) Fuzzy sets. Inf Control 8:338–353
15. Ziegler F (1998) Mechanics of solids and fluids. Corr. repr. of the 2nd edn. Springer,
New York/Wien
Resonance of a Series of Train Cars Traveling
Over Multi-Span Continuous Beams
Abstract For a train car moving over a multi-span continuous beam of identical
span length L at constant speed v, it may encounter repetitive excitations transmitted
from the sustaining beam of frequency v=L excited by the previous passing cars.
If the exciting frequency v=L coincides with the vehicle frequency fc , namely
v=L D fc , resonance will be developed on the running car. In such a case, when
the train car travels over more and more spans of the beam, the response of the
car will be accumulated and becomes larger and larger, up to the limit imposed
by inherent damping. Using the rigid-vehicle/bridge interaction finite element
developed previously by the authors, each train car is modeled as a two-axle vehicle
and each span of the continuous beam is simulated as a number of beam elements.
Then the resonant response of the train cars running over the multi-span continuous
beam is analyzed. The numerical examples indicate that for a high speed train
composed of a series of cars traveling over a multi-span continuous beam, the
train-induced resonance on the bridge takes place at a rather high speed, but the
bridge-induced resonance on the train cars takes place at a much lower speed.
1 Introduction
To take the advantage of formwork preparation, the railway bridges for carrying high
speed trains are often designed as multi-span continuous beams. For a dynamical
system subjected to a periodic load, resonance takes place at the system when the
exciting frequency coincides with any of the natural frequencies of the system.
A similar resonant phenomenon can be observed from the train-bridge system of
high speed railways as well. Because of the regular arrangement of bogies in a
train, the bridge encounters repetitive excitations caused by a passing train. For
this, numerous researchers and scientists have conducted researches on the train-
induced resonance of a rail bridge, say, by simulating the train action as a sequence
of moving loads with equal intervals [5]. Since a high speed rail bridge must be
designed to provide sufficient structural strength for the traveling trains at high
speeds, the dynamic response of the train, especially with respect to resonance,
has become an issue that dominates the operational safety and riding quality of
the train-bridge system. For this reason, vehicle–bridge interaction (VBI) dynamics
has received the attention of researchers in the past two decades.
Concerning the VBI of high speed rail bridges, many interesting topics were
investigated, such as the train-induced resonance of a bridge, the wind effect on
moving trains, the behavior of moving trains under earthquakes, and train-induced
ground vibrations. However, there exists relatively little information on the resonant
phenomenon of train cars running over continuous beams with multi-spans of
identical length. In this paper, the train car is modeled as a two-axle system with
rigid car body and each span of the continuous beam is discretized as a number of
beam elements. Then the rigid-vehicle/bridge interaction (R-VBI, see Fig. 1) finite
element developed previously by the authors is employed to analyze the dynamic
response of the train cars running over a multi-span continuous beam. The numerical
results indicated that for a high speed train composed of a series of cars traveling
over multi-span continuous beams, the train-induced resonance of the bridge takes
place at a rather high speed, but the resonance of the train cars takes place at a much
lower speed.
2 VBI Problem
As was schematically shown in Fig. 1, during the passage of the train over a bridge,
some elements of the bridge will be directly acted upon by the two-axle train car,
while the others are not. In this study, the most commonly used beam element
with 12 degrees of freedom (DOFs) will be adopted to simulate the continuous
beam, of which the axial displacement is interpolated by linear functions and the
transverse displacements by cubic (Hermitian) functions. The number of train cars
directly acting on each beam element changes as the train keeps moving, and so do
Resonance of a Series of Train Cars Traveling Over Multi-Span Continuous Beams 13
the contact points between each bridge element and the train cars. As the contact
points between the running cars and the bridge move from time to time, the system
matrices must be updated and factorized at each time step in the incremental time-
history analysis [1]. To overcome the time-varying nature of the problem, Yang et al.
proposed a method for condensing the DOF of the two-axle car system with rigid
car body into those of the element in contact, after the two-axle car system equations
are discretized by Newmark’s finite difference formulas [4]. The result is an R-VBI
element that possesses the same number of DOFs as the parent element, while the
properties of symmetry and bandedness are preserved. In the following section, a
brief description of the condensation technique for the VBI system considering the
pitching effect of the train car will be briefed.
As shown in Fig. 2, the contact forces acting on the two elements i and j are
composed of four components: (1) the static weights associated with the car body
and wheel assemblies, represented by Mv g and Mw g; (2) the damping forces
resulting from the relative velocity of the rigid car body to the bridge elements,
as indicated by the terms containing cv ; (3) the elastic forces resulting from the
relative displacement of the car body to the bridge elements, as indicated by the
terms involving kv ; and (4) the inertial forces due to the vertical acceleration of the
bridge elements, as indicated by the terms mw uR .
In analyzing the VBI problem, two sets of equations of motion are written, one
for the supporting bridge and the other for each of the moving vehicles. Consider
a typical increment from time t to t C t in time domain. The equations of motion
for the car body can be written for the current time step, with Nt D t C t clearly
inserted as the subscript as:
" #
Mv 0 yR v 2cv 0 yP v
C 2
0 Iv Rv Nt 0 cv d2 Pv Nt
" #
2kv 0 yv fver
C 2 D ; (1)
0 kv d2 v Nt
frot Nt
Fig. 2 VBI system considering the pitching effect: (a) R-VBI element; (b) Free body diagrams
The equations of motion for the bridge elements, i and j, are expressed for the current
time step t C t as
Œmi fRui gtC t C Œci fPui gtC t C Œki fui gtC t D pi;tC t fNci g ; (3)
˚ ˚ ˚ ˚
mj uR j tC t C cj uP j tC t C kj uj tC t
D pj;tC t Ncj ;
the shape function vector fNci g at x D xc of the i-the beam element is given as
D xc 2 xc 3 xc x2 E T
fNci g D 1 3 xlc 2 C 2 xlc 3 xc 1 xc 2
l
3 l
2 l l
1 lc ; (5)
˚
and the shape function vector Ncj is given in a similar way.
Following the condensation procedure developed for a rigid-VBI system [4], one
can discretize the two-axle car system in advance using Newmark’s finite difference
formulas and then condensing the corresponding DOFs hyv v i of the two-axle car
system into the beam element in contact. Since the R-VBI elements possess the
same number of DOFs as the parent element, while the properties of symmetry
and bandedness are preserved, this element is particularly suitable for analyzing the
dynamic responses of the VBI problems concerning both the bridge and vehicle
responses. Readers who are interested in derivation of the R-VBI element should
refer to the paper by Yang et al. [4] for further details.
Figure 3 shows the response analysis procedure of the train-bridge system using
the condensation technique. Because the VBI element and its parent element are
fully compatible, the conventional element assembly process can be adopted with
no difficulty to form the equations of motion for the entire vehicle–bridge system,
that is
where ŒM, ŒCVBI , ŒKVBI , respectively, denote the mass, damping, and stiffness
matrices of the entire condensed vehicle–bridge system, fUb g the bridge displace-
ments, fPb g the external loads acting on the bridge, and fFVBI g the condensed
effective vehicular loads acting on the bridge. The preceding equations are typical
second-order differential equations, which can be solved by a number of time-
marching schemes. In this study, the Newmark ˇ method with constant average
acceleration, i.e., with ˇ D 1=4 and D 1=2 [5], is employed to render the
preceding equations into a set of equivalent stiffness equations, from which the
bridge displacements fUb g can be solved for each time step. Once the bridge
displacements fUb g are made available, the bridge accelerations and velocities can
be computed accordingly. By a backward procedure, the response of the two-axle
car system can be computed as well on the element level, which serves as an
indicator of the riding comfort.
16 J.D. Yau and Y.B. Yang
3 Resonant Speeds
Resonance takes place when the exciting frequency of the external forces coincides
with any of the natural frequencies of a mechanical system. For a train composed
of cars with bogies of equal interval D, when it travels at speed v over a bridge,
an exciting frequency v=D will be generated. When the exciting frequency v=D
matches one of the bridge frequencies fb , resonant response will be developed on
the bridge, for which the resonant speed is vbr D fb D [3]. Such a phenomenon will
be referred to as the train-induced resonance on the bridge.
On the other hand, for a train car moving over a multi-span continuous beam with
identical span length L at speed v, the train car will encounter repetitive excitation
transmitted from the beam with frequency v=L. Once the exciting frequency v=L
coincides with one of the vehicle’s frequencies fc , resonance will be developed
on the car in running, that is, when v=L D fc . In this case, the corresponding
resonant speed is denoted as vvr D fc L [2]. Such a phenomenon is referred to
as the bridge-induced resonance on the train cars. For most high speed railways,
the bridge-induced resonant speed for the train cars takes place at a lower speed
compared with the train-induced resonant speed for the rail bridge.
Resonance of a Series of Train Cars Traveling Over Multi-Span Continuous Beams 17
Figure 4 shows a schematic plot of the planar two-axle car with rigid car body
moving over a continuous beam, assumed to be of 5 spans. The properties of the
5-span continuous beam and planar two-axle system are listed in Tables 1 and 2,
respectively. By letting f1 denote the first frequency of the beam, the resonant speed
induced by the train car is vres D f1 D [1]. In the following examples, each span
of the continuous beam shown in Fig. 4 is modeled by 6 beam elements. Based
on Newmark’s method of direct integration, numerical solutions for the dynamic
response of the bridge due to the moving two-axle car system have been computed
for a time step of 0:0025 s. To focus on the resonance of the continuous beam of
identical spans induced by the train car, the track irregularities will be neglected
in performing the VBI analysis with the condensation technique in the following
examples. Since the vertical acceleration of the moving vehicle has been regarded
as an indicator of the riding comfort or running safety of high speed trains, the
acceleration response of the VBI system is of key concern in this study.
In Table 2, the resonant speeds vr;v and vr;p represent the speeds for the resonance
to occur on the vehicle due to coincidence of the vertical and pitching frequencies,
respectively, of the two-axle car system with the implied frequency v=L of the
continuous beam. For the present purposes, let us consider the cases when the two-
axle car system moves over the continuous beam at each of the two resonant speeds
(vr;v and vr;p ) as listed in Table 2. Figures 5 and 6 show the vertical and pitching
accelerations, respectively, of the midpoint of the two-axle car system computed
by the R-VBI element simulation. Evidently, when the vehicle moves at either the
Fig. 4 Two-axle car system moving over a continuous beam with identical spans
ks /kN m1 fv /Hz fp /Hz vr;v /km h1 vr;p /km h1
650 0.91 1.27 115 160
Fig. 5 Resonant response of the vertical acceleration of midpoint of the two-axle car system
moving over the continuous beam
Fig. 6 Resonant response of pitching acceleration of the two-axle car system moving over the
continuous beam
vertical or pitching resonant speed, the acceleration response of the vehicle grows
monotonically as the vehicle passes through more and more spans.
Resonance of a Series of Train Cars Traveling Over Multi-Span Continuous Beams 19
The maximum acceleration response av;max of the two-axle system versus the train
speed v was plotted in Fig. 8, which will be referred to as the av;max v plot for the
train cars.
From Fig. 8, one observes that there exist three resonant peaks at the speeds of
115, 160, and 387 km/h, corresponding to the bridge-induced vertical and pitching
resonant speeds, and the vehicle-induced VBI resonant speed, respectively. The
Fig. 8 av;max v plot for the two-axle car system moving over the continuous beam
20 J.D. Yau and Y.B. Yang
Fig. 9 Maximum midpoint acceleration at the central span of the continuous beam vs. train speed
pitching resonant speed at vr;p D fp L (= 160 km/h) deserves a special note, since
it creates a peak much higher than that of the vertical resonance at a speed that can
be encountered in practice. Under such a condition, the vertical component ˙Rv D=2
induced by the pitching acceleration Rv dominates the peak acceleration response of
the vehicle, which is a long coach (D D 25 m). Furthermore, larger response is
induced on the train cars as there are more cars passing the series of spans of the
continuous beam, due to the accumulation effect, although it is not shown here.
The speed 230 km/h represents another peak for the vehicle, which is caused by the
beating phenomenon associated with the pitching rotation. The beating phenomenon
is due to the fact that the subresonant excitation of the second frequency of the
bridge, i.e., f2 =2 D 4:78=2 D 2:39 Hz, couples with the pitching frequency of the
vehicles, 1:27 Hz. Their average frequency is fav D .2:39 C 1:27/=2 D 1:83 Hz,
which corresponds to the beating speed of vb D fav L D 1:83 Hz35 m = 64 m/s =
230 km/h. Further investigation is needed for this phenomenon.
In contrast, the vehicle-induced resonance at vres D f1 D D 387 km/h, where f1 is
the frequency of the beam, is caused by the first resonance of the 5-span continuous
beam under the action of a series of train cars with car length D. For reference, the
maximum vertical acceleration of the midpoint of the central-span of the continuous
beam subjected to the same series of train cars constituting the train has been plotted
in Fig. 9.
5 Concluding Remarks
Using the VBI finite element developed previously by Yang et al. [4], the key
parameters that dominate the vertical and pitching resonance of a two-axle car
system running over a multi-span continuous beam are studied. The analysis has
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Fig. 23.
They chose the cave-sanctuary of Apollo in which to place, at the
close of their term of office, their votive tablet because it was in this
ancient sanctuary that they had taken their oath of fidelity on their
election. At the official scrutiny[162] of candidates for the archonship
enquiry was made as to the ancestry of the candidate on both
father’s and mother’s side. But it was not enough that he should be
a full citizen, he was also solemnly asked whether he had an Apollo
Patroös and a Zeus Herkeios and where their sanctuaries were. The
Athenians, in so far as they were Ionians, claimed descent through
Ion from Apollo and of course through Apollo from Zeus. The
sanctuary in the cave was therefore to them of supreme importance.
This scrutiny over, the candidates went to a sacred stone near the
Stoa Basileios, and there, standing over the cut pieces of the
sacrificed victim, they took the oath to rule justly and to take no
bribes, and they swore that if any took a bribe he would dedicate at
Delphi[163] a gold statue commensurate in value.
The archons had to prove their relation to Apollo Patroös and to
dedicate a gold statue if they offended the Pythian god under whose
immediate control they stood. Moreover it was not enough that they
should swear at the Stoa Basileios. The oath was doubtless older
than any Stoa Basileios in the later Market Place. After they had
sworn there they had to ‘go up to the Acropolis and there swear the
same oath again[164].’ Then and not till then could they enter office.
And whither on the Acropolis should they go? Whither but to the
cave where a little later they will dedicate their votive tablets, and
where still the foundations of an altar stand, the cave of their
ancestor Apollo Patroös and Pythios?
Whether the second oath, on the Acropolis, was taken actually in
the cave-sanctuary cannot be certainly decided; the votive tablets
make it probable and they make quite certain that the cave-
sanctuary was officially used by the archons. This fact it is necessary
to emphasize. Until these inscriptions were brought to light Apollo’s
cave was thought to be of but little importance, curious and primitive
but practically negligible. Now that it is clear that the archons
selected it as their memorial chapel, such a view is no longer
possible. It was a sanctuary not merely of Apollo Below-the-Heights
but of the ancestral god, the Apollo Patroös of the archons.
Moreover—a fact all important—this Apollo ‘Below-the-Heights’ being
Apollo Patroös was also Apollo Pythios. Demosthenes in the de
Corona[165], calling to witness his country’s gods, says ‘I call on all
the gods and goddesses who hold the land of Attica and on Apollo
the Pythian, who is ancestral (πατρῷος) to the state.’ The sanctuary
in the cave was a Pythion. Apollo coming as he did to Athens from
Pytho was always Pythian whatever additional title he might take,
and every sanctuary of his was a Pythion; his most venerable
sanctuary was not a temple but a hollowed rock.
The sanctuaries of both Zeus and Apollo are alike outside the
ancient city. Zeus had altars on the Acropolis itself; Apollo, great
though he was, never forced an entrance there. The fact is surely
significant. Herodotus[176], it will be remembered, marks the
successive stages of the development of Athens: under Kekrops they
were Kekropidai, under Erechtheus they were Athenians, and last,
‘when Ion, son of Xuthos, became their leader, from him they were
called Ionians.’ Ion was the first Athenian polemarch[177].
One thing is clear, Ion marks the incoming of a new race, a race
with Zeus and Apollo for their gods. From the blend of this new
stock with the old autochthonous inhabitants arose the Ionians. Zeus
and Apollo were called ‘ancestral’ at Athens because they were
ancestral; the new element traced its descent from them, and
presumably the affiliation was arranged by Delphi; but Apollo,
though his sanctuary was on the hill, never got inside.
Ion had for divine father Apollo, but his real human father was
Xuthos. This Xuthos, as immigrant conqueror, marries the king’s
daughter Creousa. Xuthos was really a local hero of the deme
Potamoi[178], near Prasiae. He came of Achaean stock, and therefore
had Zeus for ancestor. Hermes, in the prologue to the Ion[179], is
quite clear. There was war between Athens and Euboea:
So far our only topographical clues have been two. (1) Thucydides
has told us that the sanctuary in the Marshes with the other
sanctuaries he mentions was ‘towards’ the ancient city; we have
fixed the Pythion at the North-West corner of the Acropolis, and as
his account seems to be moving westwards, we expect the Dionysiac
sanctuary to be West of that point. (2) We know also (p. 87) that
the ancient orchestra was near the Areopagus. We look for a site for
the Dionysia which shall combine these two directions. If that site is
also a possible Marsh, so much the better; and here indeed, in the
hollow between the Pnyx, Areopagus, and Acropolis, water is caught
and confined; but for artificial drainage, here marsh-land must be.
This, by practical experience, the excavators soon had reason to
know.
Fig. 24.
Fig. 27.
The wine-press, which is shown in section in Fig. 28, had, like the
precinct, had a long history. It had been rebuilt more than once. The
paved floors of two successive structures are clearly visible. The
upper one is smaller than the lower, and, of course, of later date. It
is, however, below the level of the Bakcheion, and must have been
underground when the Bakcheion was built. The lower wine-press is
at the same level as the Lesche, on the opposite side of the road,
which is known to be of the 4th century b.c. Under this 4th century
wine-press is a pavement which must have belonged to a third, yet
earlier structure. It may be noted that these wine-presses are in
every respect exactly similar to those in use among the Greeks to-
day. The wine-press within the precinct is not the only one that
came to light; scattered about near at hand were several others.
Two can be seen on the plan in Fig. 35. It was indeed a place of
wine-presses, a Lenaion.
Fig. 28.
Fig. 29.
Tradition records the beginning of the contests ‘in the city,’ i.e. in
the theatre of Eleuthereus, but the beginnings of the other festivals,
the Lenaia and the Chytroi, held in the Limnae, are lost in the mists
before. The two are in all probability but different names for the
same festival, or rather the Chytroi is the whole ceremony of the
third day of the Anthesteria and Lenaia the name given to the
dramatic part of the ceremonies. But though we do not know the
beginning, and though, as will presently be seen, the ‘Pot-Contests’
went back in all probability to a time before the coming of Dionysos,
we have hints as to how the end came, how the splendour and
convenience of the great theatre of Eleuthereus gradually obscured
and absorbed the primitive contests of the orchestra in the Limnae.
It was, we know, the great statesman Lycurgus who, in the 4th
century b.c., built the first permanent stone stage in the theatre and
made the seats for the spectators as we see them now. So pleased
was he, it would seem, with his theatre that he thought it useless
and senseless to have plays acted elsewhere. Accordingly in the
Lives of the Ten Orators[223] we learn that Lycurgus introduced laws,
and among them one about comic writers ‘to hold a performance at
the Chytroi, a competitive one, in the theatre,’ and ‘to record the
victor as a victor in the city,’ which had formerly not been allowed.
He thus revived the performance which had fallen into disuse.
Lycurgus meant well we may be sure, but he was a Butad[224], he
ought to have known better than to pluck up an old festival by the
roots like that and think to foster it by transplantation. The end was
certain; the old precinct, deserted by its festivals, was bit by bit
forgotten, overgrown, and at last in part built over by the new
Iobakchoi.
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