KR20200093249A - Bridge vibration control system - Google Patents

Abstract

The present invention relates to a bridge vibration control system capable of controlling a large vibration in a vertical direction generated in a bridge due to the passage of vehicles. The bridge vibration control system includes a vibration control means that is formed on the bridge road surface of the bridge, and reduces vibration generated in the bridge by vehicles running on the bridge road surface or prevents resonance of the bridge.

Description

BRIDGE VIBRATION CONTROL SYSTEM

The present invention relates to a bridge vibration control system, and more particularly, a bridge vibration control system capable of reducing vibration generated in a bridge when driving a vehicle or preventing occurrence of resonance by using a road surface uneven pavement where driver's attention is the main purpose. It relates to a vibration control system.

In general, bridges are recognized as civil structures, such as elevated roads built on roads or bridges built across rivers. Bridges are road structures that are installed to allow vehicles or pedestrians to cross rivers, roads, etc., and are installed at a constant height from the ground.

These bridges consist of alternations and piers, and superstructures made of girders and decks installed across them. The upper structure is supported by a crossing device installed on the upper side of the pier and the alternating structure, so that after construction, expansion or contraction is possible according to the elastic stress applied to the upper structure.

As described above, since the bridge is installed at a predetermined height from the ground, vibration is generated when the vehicle is running, and there is a characteristic that is vulnerable to the vibration.

Moreover, a bridge with a low damping ratio or a bridge having a natural frequency similar to the natural frequency of a traffic vehicle has a high risk of resonance and negatively affects the stability and usability of the bridge.

A resonance effect may occur when a vehicle having a natural frequency similar to the primary natural frequency of the bridge passes through the bridge. When a resonance effect occurs on a bridge, a large deflection compared to a vehicle load and a large vibration occur after passing the vehicle.

1 is a diagram illustrating the natural frequency and mode shape of a 3-axle truck. That is, it is a diagram showing the natural frequency and mode shape of a three-axle truck with three axles. 1(a) to 1(e) are views illustrating a primary mode to a fifth mode of a 3-axle truck.

As shown in FIG. 1, when a vehicle having a primary natural frequency of 2 Hz passes through a vehicle having a natural mode (especially, a 2 to 4th mode) similar to the primary natural frequency of 2 Hz (a 3-axle truck), FIG. ), (c), (d), it can be seen that resonance occurs when the eigenmode of the vehicle is similar to the primary natural frequency of the bridge. Here, the natural mode of the vehicle refers to a shape (uniform shape) in which the front and rear axes of the vehicle move at the same frequency or cross each other at a constant frequency, that is, the natural frequency.

Accordingly, many vibration damping devices have been developed for damping vibration generated in a bridge.

For example, in order to reduce the vertical vibration of the bridge, masses such as an additional damping device for the bridge are tuned mass damper (TMD), tuned liquid damper (TLD), tuned liquid column damper (TLCD), and active mass damper (AMD). Type dampers can be additionally installed.

Here, TMD is a passive type of mass-type damper to reduce vibration by synchronizing with the natural frequency of the structure. These TMDs have less vibration reduction effect compared to active type, but they can replace small-volume masses using steel materials. When the damper of a structure, such as a target structure, is very small, the vibration damping corresponding to the active type mass damper is reduced. It has the advantage of having an effect. On the other hand, since the vibration in the vertical direction occurring in the bridge appears in one or more superimposed modes, it is difficult to expect a large vibration control effect of the TMD to synchronize only one mode.

In order to solve the above difficulties, a MTMD (Multiple Tuned Mass Damper) for tuning each of the various modes is required, but this has a problem of increasing production cost. Moreover, in order to design the MTMD to tune to the low-frequency vibration that appears dominantly in the bridge, there is a problem that it is impossible to manufacture because the initial deflection due to gravity occurs excessively and the load carrying capacity to support the load decreases.

In addition, TLCD and TLD reduce the vibration by using the flow of liquid. TCLD and TLD have the advantages of easy installation and installation and excellent economic efficiency. However, TCLD and TLD have a problem in that the unit density of the liquid is very small compared to a mass damper using concrete or steel, so that the volume becomes large in order to satisfy the required mass ratio, so the applicability of the device is poor.

In addition, AMD uses an external power to generate an artificial control force using the mass inertia of the attenuator. This AMD has the advantage that the vibration control effect is very large compared to other mass type attenuators, and the control effect is excellent even in response to a combination of various modes. However, AMD requires a power source to be used as a power source, and there is a cumbersome problem of building an active vibration system.

On the other hand, it is described in Korean Patent Registration No. 446294 (name of invention: a bridge railing having a tuned mass damping device).

Bridges equipped with a tuning mass damping device as described above may have an effect in reducing vertical vibrations in the vertical direction of the bridge, but there is a problem in that there is no damping effect for vibrations and torsional vibrations in the horizontal direction of the bridge.

Accordingly, the production cost is low, the applicability is improved, the load-bearing performance and stability by additional load generation, and the development of a bridge capable of controlling vibration in the vertical direction of the bridge are required.

An object of the present invention is to provide a bridge vibration control system capable of controlling a large vibration in the vertical direction generated by the bridge due to the passage of the vehicle.

The problems to be solved by the present invention are not limited to the problems mentioned above, and other problems not mentioned will be clearly understood by those skilled in the art from the following description.

The above object, according to the present invention, is formed on the bridge road surface of the bridge, comprising vibration control means for reducing vibration generated in the bridge by a vehicle driving the bridge road surface or preventing resonance of the bridge, bridge vibration It can be achieved by a control system.

The vibration control means may impact the wheel of the vehicle to reduce the vibration of the bridge or prevent resonance of the bridge by changing the natural mode or the natural frequency of the vehicle.

The vibration control means may include a plurality of irregularities formed on the road surface of the bridge.

The plurality of irregularities may be formed in an engraved shape that is introduced into the road surface of the bridge or an embossed shape that protrudes from the road surface of the bridge.

The plurality of irregularities may be formed at the entrance of the bridge when viewed from the direction of travel of the vehicle, or may be formed from the entrance to the center of the bridge, or may be formed at the entrance and center of the bridge.

Vibration generated in the bridge by the vehicle may be reduced or resonance of the bridge may be prevented by an interval between the unevenness and the speed of the vehicle passing through the unevenness.

The interval between the plurality of irregularities may be calculated by the following equation. [Mathematics]

(However, L _r is the interval between a plurality of irregularities, ν _b is the speed of the vehicle driving on the road surface of the bridge, f _t is the target natural frequency to avoid resonance of the bridge)

The target natural frequency may have a value greater than the largest natural frequency of the vehicle traveling on the road surface of the bridge, the natural frequency of the primary bending mode of the bridge, and the natural frequency of the primary twisting mode of the bridge.

The target natural frequency may be selected as a value that is not a multiple of the natural frequency of the vehicle driving the road surface of the bridge, the natural frequency of the primary bending mode of the bridge, and the natural frequency of the primary twisting mode of the bridge.

The bridge vibration control system of the present invention forms a plurality of irregularities on the road surface of the bridge to prevent a unique mode of the vehicle similar to the natural mode of the bridge from occurring, thereby reducing vibrations or resonances caused by the vehicle driving the bridge. Can be prevented.

In addition, the bridge vibration control system of the present invention is impacted by a wheel of a vehicle traveling on a bridge road surface by a plurality of irregularities formed on the bridge road surface to change the natural mode or natural frequency of the vehicle to generate resonance due to vibration generated in the bridge. Can be prevented.

In addition, since the bridge vibration control system of the present invention only needs to form a plurality of irregularities on the bridge road surface, there is no need to install a separate TMD or the like, and construction cost or maintenance cost can be reduced.

1 is a diagram illustrating the natural frequency and mode shape of a 3-axle truck.
2 is a perspective view of a bridge to which a bridge vibration control system according to an embodiment of the present invention is applied.
3 is a plan view showing a bridge road surface of a bridge to which a bridge vibration control system according to an embodiment of the present invention shown in FIG. 2 is applied.
4 is a view for explaining the vibration control means of the bridge vibration control system shown in FIG.
5 is a conceptual diagram of a numerical simulation model for verifying the efficiency of vibration control of a conventional bridge in which a TMD is installed.
6 is a conceptual diagram of a numerical simulation model for verifying the efficiency of vibration control of a bridge to which a bridge vibration control system according to an embodiment of the present invention is applied.
7 is a graph showing experimental results according to the numerical analysis according to FIG. 5.
8 is a graph showing experimental results according to the numerical analysis according to FIG. 6.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art to which the present invention pertains can easily practice. The present invention can be implemented in many different forms and is not limited to the embodiments described herein.

It should be noted that the drawings are schematic and not drawn to scale. The relative dimensions and proportions of the parts in the drawings are shown exaggerated or reduced in size for clarity and convenience in the drawings, and any dimensions are merely illustrative and not limiting. And the same reference numerals are used to indicate similar features in the same structures, elements, or parts appearing in two or more drawings.

The embodiments of the present invention specifically represent ideal embodiments of the present invention. As a result, various modifications of the drawings are expected. Therefore, the embodiment is not limited to a specific form of the illustrated area, and includes, for example, modification of the form by manufacturing.

Hereinafter, a bridge vibration control system 100 according to an embodiment of the present invention will be described with reference to the accompanying drawings.

2 is a perspective view of a bridge to which a bridge vibration control system according to an embodiment of the present invention is applied, and FIG. 3 is a plan view of a bridge road surface of a bridge to which a bridge vibration control system according to an embodiment of the present invention shown in FIG. 2 is applied , FIG. 4 is a view for explaining vibration control means of the bridge vibration control system shown in FIG. 3.

2 to 4, the bridge vibration control system 100 according to an embodiment of the present invention is formed on the bridge road surface 120 of the bridge 1, a vehicle driving the bridge road surface 120 It may include vibration control means for reducing the vibration generated in the bridge (1) or to prevent the resonance of the bridge.

The bridge 1 may include a bridge support 120 including the bridge 110 and a bridge road surface 120 supported by the bridge support including the bridge 110.

Referring to FIG. 2, the bridge 1 may be formed of an upper structure composed of a girder 112 and a slab 114, and a lower structure composed of a bridge support including a foundation slab (not shown) and a bridge 110. . However, the bridge in the form of a slab bridge shown in FIG. 2 is only one example for explaining a bridge to which the bridge vibration control system according to the present invention is applied, and the bridge vibration control system according to the present invention also applies to other types of bridges. Can be applied. For example, the bridge vibration control system according to the present invention can be applied to all types of bridges such as a ramen bridge, a girder bridge, a cable-stayed bridge, a suspension bridge, a truss bridge, an arch bridge, and an extra dose bridge.

Meanwhile, a bridge road surface 120 through which the vehicle 10 (see FIG. 4) travels may be formed on the top of the bridge 1. The bridge road surface 120 is a road surface formed flat to allow the vehicle 10 to travel in the form of asphalt pavement.

On the other hand, when the vehicle 10 having the same natural mode or natural frequency as the primary natural frequency of the bridge 1 travels on the bridge road surface 120, vibration may occur in the bridge 1.

At this time, vibration control means may be formed on the bridge road surface 120. The vibration control means is a means for reducing vibration generated in the bridge 1 by a vehicle traveling on the bridge road surface 120 or preventing resonance of the bridge 1. In other words, the vibration control means is shocked by the wheel 12 of the vehicle 10 driving the road surface 120 to change the natural mode or natural frequency of the vehicle 10 to reduce the vibration of the bridge 1 or bridge Can prevent resonance.

The vibration control means may include a plurality of irregularities 130 formed on the bridge road surface 120 or may be provided in the form of a plurality of irregularities 130.

When the front and rear axles of the vehicle 10 pass through the vibration control means formed on the bridge road surface 120, that is, a plurality of irregularities 130, the front and rear axles of the vehicle 10 that have moved periodically move irregularly. The natural mode of the vehicle 10 changes, and as a result, the natural frequency that generates resonance with the bridge 1 is different, so that resonance can be avoided, and vibration generated in the bridge 1 can be effectively controlled.

Here, as shown in Figures 2 to 4, the vibration control means according to an embodiment of the present invention is formed in the form of a plurality of irregularities 130 formed on the bridge road surface 120, but is not limited thereto. It may be modified to a form that can change the natural mode or natural frequency of the vehicle 10 entering the bridge (1).

On the other hand, the plurality of concave-convex 130 may be formed in an engraved shape that is drawn inwardly with respect to the bridge road surface 120. The bridge road surface 120 is formed to be drawn at a predetermined depth, and may be formed at a predetermined interval. When a plurality of irregularities 130 are formed when the bridge road surface 120 is packaged, it is preferable to form a plurality of irregularities 130 in an engraved shape. On the other hand, when a plurality of irregularities 130 are formed on the bridge road surface 120 that is already packaged in a flat shape, it is also possible to form irregularities of an embossed shape such as a temporary rumble strip. . Therefore, the bridge vibration control system 100 according to an embodiment of the present invention is provided with a plurality of concave-convex 130 provided in an intaglio shape that is introduced into the bridge road surface 120 or an embossed shape protruding from the bridge road surface 120 Thus, vibration of the bridge can be reduced or resonance can be prevented.

The plurality of irregularities 130 may be formed at the entrance of the bridge 1, that is, the bridge road surface 120 positioned at the entrance to which the vehicle 10 enters the bridge 1. In other words, the plurality of irregularities 130 may be formed at a portion where the vehicle 10 enters the bridge 1 among both ends of the bridge road surface 120. The bridge vibration control system 100 according to the present invention only needs to change the natural mode or the natural frequency of the vehicle 10 driving the bridge, even if a plurality of irregularities 130 are installed only at the entrance of the bridge 1 It is possible to change or adjust the natural mode or natural frequency of the vehicle sufficiently.

However, among the bridge road surfaces 120 of the bridge 1, it is preferable to form a plurality of irregularities 130 on the bridge road surface 120 corresponding to the entry portion of the bridge 1, but the present invention is not limited thereto. For example, when it is difficult to control the frequency of a vehicle using only a plurality of irregularities 130 installed only at the entrance of the bridge 1, a plurality of irregularities 130 may be installed from the entrance to the center of the bridge 1. In addition, when the length of the bridge 1 is long, in order to control the frequency of the vehicle, a plurality of irregularities 130 may be formed at the entrance of the bridge 1, and a plurality of irregularities 130 may be further formed at the center. .

As described above, a plurality of concavo-convex 130 of the bridge vibration control means according to the present invention is installed in the entrance of the bridge, considering the control of the length of the bridge and the frequency of the vehicle, or from the entrance to the center, or Each can be installed in the center.

Vibration control means formed on the bridge road surface 120 of the bridge vibration control system 100 according to the present invention, that is, a plurality of irregularities 130, the unique mode of the vehicle passing through the irregularities 130 according to the interval, width or height, or Since the natural frequency can be adjusted, it is possible to effectively control the vibration of the bridge by appropriately designing the spacing, width, or height of the irregularities 130 according to the natural mode of the bridge to which the present invention is applied.

In particular, the vibration generated in the bridge 1 by the vehicle 10 is reduced by the space L _r between the plurality of unevennesses 130 and the speed ν _b of the vehicle 10 passing through the unevenness, or The resonance of the bridge 1 can be prevented.

Accordingly, a gap L _r between a plurality of irregularities 130 formed on the bridge road surface 120 may be a very important design factor. In other words, it is important to appropriately design a plurality of irregularities 130 where the positions are formed, the spacing L _{r of the} plurality of irregularities 130, and the depths of the plurality of irregularities 130, which are of the bridge 1 It can be adjusted according to the dynamic characteristics.

Specifically, in the bridge vibration control system 100 according to an embodiment of the present invention, the spacing L _r between a plurality of irregularities 130 is calculated by Equation 1 below, and the calculated result is It can be formed on the bridge road surface 120 by using.

[Equation 1]

In [Equation 1], L _r is an interval between a plurality of irregularities 130, v _b is the speed of the vehicle 10 driving the bridge road surface 120, and f _t is to avoid resonance of the bridge 1 Target means the natural frequency.

The spacing L _r between the plurality of irregularities 130 means the spacing between neighboring irregularities, and the target natural frequency f _t is the wheel 12 of the vehicle 10 driving the road surface 120 of the bridge. It can also be considered as the frequency of sound generated when the unevenness 130 is impacted.

Here, the target natural frequency (f _t , hereinafter referred to as'target natural frequency') to avoid resonance of the bridge 1 is the natural frequency of the vehicle 10 driving the road surface 120 of the bridge, 1 of the bridge 1 It is preferable to set to have a value greater than the largest value among the natural frequencies of the primary bending mode and the natural frequencies of the primary torsion mode of the bridge 1. The target natural frequency value can be obtained from the following three conditions.

First, the probability of occurrence of resonance of the bridge 1 may be high when the load of the vehicle 10 passing through the bridge 1 is higher than a certain level, for example, in a heavy vehicle having a large load, such as a truck or a special vehicle. For reference, the natural frequency of a typical truck is from late 1 Hz to early 2 Hz.

Second, the resonance of the bridge 1 may occur when the natural frequency of the primary vertical bending mode of the bridge 1 and the natural frequency of the bouncing mode and the pitching mode of the vehicle 10 passing through the bridge 1 are similar. have. For reference, the natural frequency of the primary vertical bending mode of a general bridge may be less than 5 Hz.

Third, in special cases, resonance may occur even in the first torsion mode of the bridge 1. For reference, the natural frequency of the first torsion mode of a general bridge may be less than 10 Hz.

Here, the target natural frequency (f _t ) is preferably set to a value equal to or higher than the highest natural frequency of the first to third conditions.

In addition, the target natural frequency (f _t ) is preferably set to a value other than a multiple of the first to third conditions. In other words, the target natural frequency f _t is the natural frequency of the vehicle 10 driving the road surface 120 of the bridge, the natural frequency of the primary vertical bending mode of the bridge 1, and the inherent frequency of the primary torsion mode of the bridge. Each multiple of the frequency may be selected as a value.

For example, the vehicle 10 passing through the bridge road surface 120 of the bridge whose natural frequency of the primary vertical bending mode of the bridge 1 is 2 Hz, and the natural frequency of the primary torsion mode of the bridge 1 is 5 Hz. ) When the speed (ν _b ) is 60 km/hr, the target natural frequency (f _t ) to avoid resonance of this bridge is the natural frequency of the vehicle (10) 2 Hz, the primary vertical bending mode of the bridge (1) It is desirable to set the natural frequency of 5Hz and the natural frequency of the primary torsion mode of the bridge (1) to 11Hz, which is a value greater than 2Hz, 5Hz, and 10Hz at the same time.

[Equation 2]

When calculating by substituting the above value, f _t = 11 Hz, νb = 60 km/hr into [Equation 1], the spacing (L _r ) between a plurality of irregularities is equal to 1.52 m, You can see that it is calculated. That is, when the vehicle is traveling at a speed of 60 km/hr, the bridge road surface 120 of the bridge 1 having the natural frequency of the primary vertical bending mode of 2 Hz and the natural frequency of the primary torsional mode is 5 Hz, the bridge road surface When a plurality of irregularities 130 are installed at intervals of 1.52 m at 120, it is possible to prevent resonance of the bridge or control vibration.

Hereinafter, with reference to FIGS. 5 to 8, vibration control means according to the bridge vibration control system 100 according to an embodiment of the present invention, that is, a plurality of irregularities 130 formed on the bridge road surface 120 (1 ) The results of numerical analysis experiments to verify the efficiency of vibration control will be described.

5 is a conceptual diagram of a numerical simulation model for verifying the efficiency of vibration control of a conventional bridge in which a TMD is installed, and FIG. 6 is verifying the efficiency of vibration control of a bridge to which a bridge vibration control system according to an embodiment of the present invention is applied A conceptual diagram of a numerical analysis simulation model to perform, FIG. 7 is a graph showing the experimental results according to the numerical analysis according to FIG. 5, and FIG. 8 is a graph showing the experimental results according to the numerical analysis according to FIG. 6.

5 and 6, the experiment modeled the bridge (1,1') as a two-dimensional beam element, but modeled as a simple beam with an extension of 40m, and a vehicle (10) driving the bridge (1,1') ) Is modeled as a simplified one-axis system with the same natural frequency as the primary natural frequency of the bridge, so that resonance occurs when the vehicle 10 passes through the bridge (1,1'). At this time, the displacement when the vehicle 10 passes through the bridge (1,1') and the displacement occurring in the damping free vibration state for about 10 seconds after the vehicle 10 passes through the bridge (1,1') It was calculated.

Here, the experiment was divided into two cases to compare and analyze the deflection of the bridge. Specifically, as shown in FIG. 5, the TMD (tuned mass attenuator) is modeled in the middle of the span of the bridge 1 ′, and the displacement before and after the installation of the TMD, that is, the maximum deflection and bridge of the bridge 1 ′ (1) The change of the RMS (Root Mean Square) value of amplitude RMS of') was compared and analyzed.

In addition, as shown in FIG. 6, a plurality of irregularities 130 of the bridge vibration control system 100 according to an embodiment of the present invention are modeled on the bridge surface 120 to form a plurality of irregularities by modeling the bridges 1 The displacement before and after the formation of (130), that is, the maximum deflection of the bridge (1) and the change in the RMS value of the amplitude RMS of the bridge (1) were compared and analyzed.

For reference, the length of the bridge 1 was set to 40 m, and the suspension device connected to the wheel 12 was modeled on the vehicle 10 with a spring 13 and a damper 14.

In addition, when a plurality of irregularities 130 are installed on the bridge road surface 120 of the bridge 1, the depth of the irregularities 130 with respect to the bridge road surface 120 is set to 0.01 m, and the plurality of irregularities 130 ) gap between (L _r) was set to 1.60m.

The following [Table 1] shows a case where the TMD is installed on the bridge 1'as shown in FIG. 5 (b) and a plurality of irregularities on the bridge road surface 120 of the bridge 1 as shown in FIG. When (130) is installed, the maximum deflection of the bridge (1,1') and the change in the RMS value of the amplitude of the bridge (1,1') TMD and a plurality of uneven bridges (a) ).

[Table 1]

7 is a graph showing that the displacement of a bridge changes over time before and after installing the TMD as shown in FIG. 5, and FIG. 8 is before and after installing a plurality of irregularities as shown in FIG. This graph shows that the displacement of a bridge after installation changes over time.

First, referring to [Table 1], when the TMD and a plurality of irregularities are not installed on the bridge for vibration control of the bridge, the maximum deflection of the bridge occurs when the vehicle passes, and the bridge decays to 5.51 mm. Maximum deflection occurred. In addition, the amplitude RMS value in the damping free vibration state was 0.0015 mm and the damping ratio was 1.87%.

On the other hand, referring to [Table 1] and FIG. 7, when the TMD is installed on the bridge 1', the maximum deflection of the bridge 1'when the vehicle passes is 9.35 mm. It can be seen that the maximum deflection was reduced by 6% than the maximum deflection of 9.95mm in (1) (see (a)). In addition, the maximum deflection of 2.62mm occurred in the damping free vibration state. It can be seen that the maximum deflection was reduced by 52% from the maximum deflection of 5.51mm of the bridge (see (a) in [Table 1]).

On the other hand, referring to [Table 1] and FIG. 8, when a plurality of irregularities 130 are installed on the bridge road surface 120 of the bridge 1, the maximum deflection of the bridge 1 when the vehicle passes is 7.75 mm. However, it can be confirmed that the maximum deflection was reduced by 22% compared to the maximum deflection of 9.95 mm of the bridge (see (a) in [Table 1]) where nothing was installed. In addition, the maximum deflection of 1.42 mm occurred in the damping free vibration state, and it can be seen that the maximum deflection was reduced by 74% from the maximum deflection of 5.51 mm of the bridge (see (a) in [Table 1]).

As described above, it can be seen that when a plurality of irregularities are installed in the bridge, the resonance effect is reduced and the deflection of the bridge is greatly reduced than when the TMD is installed.

In addition, when comparing the RMS values of the bridge amplitude with reference to [Table 1], FIGS. 7 and 8, when the TMD is installed, the RMS value of the amplitude is reduced by 57% compared to the case where nothing is installed. When installed, it can be confirmed that the RMS value of the amplitude was reduced by 73% than when nothing was installed. That is, it can be seen that the magnitude of vibration is greatly reduced when a plurality of irregularities are installed on the road surface of the bridge.

As described above, the bridge vibration control system according to the present invention has the advantage that the driver's attention can be used for the purpose of vibration control for the purpose of controlling the large vibration in the vertical direction, which occurs predominantly in the bridge in use. have.

As described above, in one embodiment of the present invention, it has been described by specific matters such as specific components, etc., and by limited embodiments and drawings, which are provided to help a more comprehensive understanding of the present invention, and the present invention It is not limited, and those skilled in the art to which the present invention pertains can make various modifications and variations from these descriptions. Therefore, the spirit of the present invention should not be limited to the described embodiments, and should not be determined, and all claims that are equivalent to or equivalent to the scope of the claims as well as the claims described below will be included in the scope of the spirit of the present invention.

1: Bridge
10: vehicle
12: wheels
100: bridge vibration control system
110: Pier
120: bridge road surface
130: a plurality of irregularities

Claims (9)

Bridge vibration control system is formed on the bridge road surface of the bridge, characterized in that it comprises vibration control means for reducing the vibration generated in the bridge by the vehicle driving the bridge road surface or to prevent the resonance of the bridge.
According to claim 1,
The vibration control means is shocked by the wheel of the vehicle to reduce the vibration of the bridge or to prevent the resonance of the bridge by changing the natural mode or the natural frequency of the vehicle bridge vibration control system.
According to claim 2,
The vibration control means comprises a plurality of irregularities formed on the road surface of the bridge, the bridge vibration control system.
According to claim 3,
The plurality of concavo-convex bridge vibration control system characterized in that it is formed in an intaglio shape that is introduced into the road surface of the bridge or embossed shape protruding from the road surface of the bridge.
According to claim 3,
The plurality of irregularities is formed in the entrance of the bridge when viewed from the direction of travel of the vehicle, formed from the entrance to the center of the bridge, or formed in the entrance and the center of the bridge, vibration vibration control system.
The method according to any one of claims 3 to 5,
Bridge vibration control system, characterized in that to reduce the vibration generated in the bridge by the vehicle or to prevent the resonance of the bridge by the interval between the plurality of irregularities and the speed of the vehicle passing through the plurality of irregularities.
The method according to any one of claims 3 to 5,
Bridge vibration control system, characterized in that the interval between the plurality of irregularities is calculated by the following equation.
[Mathematics]

(However, L _r is the interval between a plurality of irregularities, ν _b is the speed of the vehicle driving on the road surface of the bridge, f _t is the target natural frequency to avoid resonance of the bridge)
The method of claim 7,
The target natural frequency is,
Bridge vibration control system, characterized in that it has a value greater than the largest of the natural frequency of the vehicle traveling on the road surface of the bridge, the natural frequency of the primary bending mode of the bridge and the natural frequency of the primary torsion mode of the bridge.
The method of claim 8,
The target natural frequency is,
Bridge vibration control system, characterized in that the natural frequency of the vehicle traveling on the road surface of the bridge, the natural frequency of the primary bending mode of the bridge and the natural frequency of the primary torsion mode of the bridge, respectively, is selected.

Images