Multiple and Continuous Span Elevated Guideway-Vehicle Dynamic Performance

Smith, Craig C.; Gilchrist, A J; Wormley, D. N.

doi:10.1115/1.3426868

Cited by 18 publications

(12 citation statements)

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“…Parts of the needed solution appear in [9], which deals with suspension bridges, and in [10]. The homogeneous solution to (1) is obtained by assuming that where equals constant, for which we shall solve.…”

Section: Derivation Of Lumped-parameter Modelmentioning

confidence: 99%

“…Modal Solution of Beam Equations 1) Beam Equations: Following [9] and [10], which ignore small rotation [1] effects, and the nomenclature of Fig. 2, the equation describing the motion of a plate or beam is (1) where position along beam; displacement normal to beam; time; mass per unit length (2.5 10 kg/m); damping per unit length (1.0 N-s/m , which corresponds to the quality factor of 400 for mode whose resonant frequency is 26.6 MHz); force per unit length; a gravitational load would be an example (in Section II-B, piezoelectric forces are included); rigidity for single-layer plates supported at ends (8.…”

Section: Derivation Of Lumped-parameter Modelmentioning

confidence: 99%

“…This paper focused on steady-state open-loop frequency response; however, the models can be applied to transient inputs and responses, which are used in delay-line FPW's. The analysis is based on a more detailed solution of a simple beam [9], [10] with piezoelectric forcing [11] (see Section II and Appendix B). Combining beam bending with piezoelectric forcing, the resulting model, this paper's unique contribution, offers the following benefits.…”

Section: Introductionmentioning

confidence: 99%

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Modeling flexural plate wave devices

Weinberg

Cunningham

Clapp

2000

J. Microelectromech. Syst.

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A lumped-parameter model is derived for flexural plate wave (FPW) devices which are rectangular plates or diaphragms with structural layers, a piezoelectric layer, and with interdigitated conducting combs for driving and sensing. This configuration is often used in micromechanical chemical sensors. The model is based on a closed-form solution of a resonating beam; however, the results are applicable to plates supported on four edges. The model gives a voltage or charge output from the sense combs as a function of voltage applied to the drive combs. The analysis predicts the response of the multiple plate modes to axial tensions and to comb finger dimensions and position relative to the diaphragm eigenfunctions. These models are much more detailed than those described in the literature on acoustic chemical sensors [1]-[8] and are difficult to obtain by finite-element solutions. Frequency responses of FPW devices constructed from silicon with deposited aluminum nitride as the piezoelectric compared well with analytic results. The effects of boundary conditions on the plate's lateral edges are discussed in both the analysis and testing. [530]

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Section: Derivation Of Lumped-parameter Modelmentioning

confidence: 99%

Section: Derivation Of Lumped-parameter Modelmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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Modeling flexural plate wave devices

Weinberg

Cunningham

Clapp

2000

J. Microelectromech. Syst.

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“…In the 19703, studies [8,9,10] were made of the interactions between vehicle and a beam (simple supported and continuous). However, in a manner similar to highway bridge studies (refer to review article [ll]), the model was developed for a single vehicle only.…”

Section: Introductionmentioning

confidence: 99%

Dynamic Interaction ofRailwayTrain and Bridges

Chu¹,

Garg²,

Wiriyachai³

1980

Vehicle System Dynamics

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An analytical method for obtaining the dymanic responses of a train of locomotives moving on bridges is presented. The ratio of dynamic response to maximum static response is called the amplification factor, and its maximum absolute value minus one is called the impact. Each four-axle locomotive is modelled as a rigid body with three degrees of freedom: bounce, pitch and roll, and with a suspension system consisting of springs mounted on wheels. The locomotives are assumed to be connected by frictionless joints to form the train. The bridge is modelled as a three dimensional structure, with the masses lumped at the truss joints. All joints, including the floor beam connections, are assumed to be rigid, except those for the bracing members, which are assumed to be hinged. Vertical displacements are considered as the only dynamic degree of freedom. The mathematical formulation is described briefly, and a numerical example is given. Locomotive and truss member properties, together with stresses in some typical members, are given in the tables. The amplification factors of the responses in some typical bridge members are shown in the figures.

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“…If the beam extends over more than one span, then at interior simple supports the slope and bending moment must be continuous across the support. Single-, multiple-, and continuous-span guideway models for vehicle/guideway interaction in high-speed maglev systems can be found in recent literature (Chiu et al 1974;Smith et al 1975aSmith et al , 1975b. In most of these studies, however, vehicles were described as constant concentrated or distributed force traveling along the beams.…”

Section: Background For Dynamic Interactionsmentioning

confidence: 99%