Although some good researches as discussed above can be found in overall bridge dynamics, very few researches have been conducted related to the dynamic interaction in the cable-stayed bridge with considering braking effects. This paper presents the results of the dynamic response of cable-stayed bridge subjected to dynamic wheel loads by FEM analysis and experimental investigation.
The main objective of the test is to validate a calculation procedure for determination of the Impact Factor (IF) of cable-stayed bridge to dynamic wheel loads due to vehicle speed and braking effects. There are many definitions for IF or (1 + IM) ; in this paper IF is taken as the ratio of dynamic and static responses: (1 + IM) = IF = [D.sub.dynamic]/[D.sub.static], (1) where [D.sub.dynamic] is the absolute maximum dynamic deflection response at any point and [D.sub.static] is the maximum static response obtained from the filtered dynamic response.
In this paper, the FEM is used to investigate the dynamic response of CSB due to a three-axle vehicle considering braking effects. The overall findings with higher vehicle speed offer to take a standard IF or (1 + IM) more than 1.44 for cable-stayed bridge and recommend about 30% for maximum impacted increment over IF results calculated in terms of vertical deflections, axial displacements, and angular displacements considering braking effects.
Duc, "Vehicle-cable stayed bridge dynamic interaction considering the vehicle braking effects using the finite element method," in Proceedings of the 16th Asia Pacific Vibration Conference, Hanoi, Vietnam, November 2015.
Hoang, "A Study on the dynamic interaction between three-axle vehicle and continuous girder bridge with consideration of braking effects," Journal of Construction Engineering, vol.
The IFs in terms of vertical deflections increase with braking effect varying from 0% to 29.36% and the average increment of the IFs is 22.61% at vehicle speed of 18 km/h.
The IFs increase with braking effect varying from 3.19% to 28.44% and the average increment of the IFs is 16.92% at vehicle speed of 36 km/h.
The IFs in terms of vertical deflections increase with braking effect varying from 0% to 26.87% and the average increment of the IFs is 14.74% at vehicle speed of 54 km/h.
The IFs increase with the braking effect varying from 1.23% to 29.7% and the average increment of the IFs is 11.9% at vehicle speed of 72 km/h.
As Fryba  introduced a fundamental study of girder due to mass roll on the train rails considering the braking effects and also studied the quasistatic distribution of braking.
The dynamic interaction model between a three-axle vehicle and a girder element considering vehicle braking effects is described as in Figure 2.
This study introduces the results of research on dynamic interaction model between a three-axle vehicle and a continuous concrete girder bridge considering braking effects. The FEM has been applied to vibration analysis of the Hoa-Xuan bridge.