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Simulations are carried out in the time domain with a moving mass model.
The deficiency of the moving mass model is principally that it fails to predict stresses in the supporting structure.
Third, for a moving mass model for the train and without the installation of PTMD (passive tuned mass damper), the equation of motion of the bridge is incorrect.
For accelerating or decelerating movements, the moving mass model may underestimate the deflections of the beam compared with the presented model; while for uniform motion, both the moving mass model and the moving mass-payload model lead to same beam responses.
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In the available finite element (FE) codes the only way to distinguish between moving masses from moving loads is to model the moving mass as a separate entity.
Second, for a moving suspension mass model, the interaction force between moving mass and bridge is incorrectly given.
Two cascaded control loops, with decoupled SISO controllers, are implemented for this moving mass controlled on a mass-spring system, which can be modelled as a fourth order system.
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).
The model can be degenerated to consider two classical cases the moving mass case and the moving payload case.
In the paper, the dynamic modelling and control are presented for a simply supported beam under a moving mass.
In terms of the moving mass control technology, the configuration of internal moving masses is a key challenge.
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Justyna Jupowicz-Kozak
CEO of Professional Science Editing for Scientists @ prosciediting.com