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The model can be degenerated to consider two classical cases the moving mass case and the moving payload case.
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The weight of the vehicle is modeled as a moving point load, however the effect of the lateral excitation is considered by modeling: (case 1) a lateral moving load with random intensity for wind excitation and (case 2) a moving mass just in lateral direction of the beam for earthquake excitation.
The inertia effect is more important for an orbiting mass loading case compared to the case in which the moving mass is traversing the plate on a straight line.
Comprehensive moving mass matrices and elemental matrices for the case of a string, the Euler beam, and the Timoshenko beam have been derived.
Classical description of the moving mass particle based on the Hermitian shape functions fails in the case of wave equations of motion.
Additionally, ignoring the effect of convective accelerations in the moving mass formulation results in an overly uneconomical design in most cases.
Moreover, there would be a roughly linear relation between the weight of the moving mass and the design parameters for a certain value of the moving mass velocity in most cases of boundary conditions.
In terms of the moving mass control technology, the configuration of internal moving masses is a key challenge.
Vibration of a string under a moving mass is considered.
Second, for a moving suspension mass model, the interaction force between moving mass and bridge is incorrectly given.
There are three basic modeling procedures of vehicles, namely, moving force, moving mass and moving suspension mass, as shown in Fig. 1 (Wang et al. 2003).
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