Vertical Acceleration Response Research Articles

Shaking table tests and seismic performance assessment of a vertical mixed concrete/steel structure with large cantilevers

A series of shaking table tests were carried out on a vertical mixed concrete/steel structure with large cantilevers spanning 12 m. Structural seismic performance in terms of damping ratio, vertical response of the cantilever segment, lateral acceleration and deformation responses, and seismic failure mechanism of the specimen were analyzed through test data. Moreover, a further assessment of the specimen's seismic performance was performed through seismic fragility curves of the upper and lower structures, respectively, resulting from the shaking table test outcomes. It was found that the structure shows satisfactory seismic performance. After being subjected to the input motion with a PGA of 1.8g, cracks in the specimen are mainly observed on the floor of the upper structure, and the natural frequency decreases by 14 % compared to the initial state. And the fragility analysis results demonstrate a lower probability of significant structural damage or collapse. In addition, differences in material and structural form between the upper and lower structures lead to significant variations in seismic performance in the height direction. Deformation and damage occur mainly in the upper steel structure. The failure of the structure is mainly due to the loss of lateral resistance of the upper steel structure. The damage to the cantilever portion of the transfer story occurred in the steel trusses at the lower chord level. The diagonal trusses used for the transition story can provide adequate vertical stiffness and strength. Significant amplification of the cantilever segment on the vertical acceleration response spectrum is observed over the period range of 0–0.2 s.

Studi Motion Sickness Incidence (MSI) Pada Kapal Patroli (KAL-28) Katamaran

Motion sickness or seasickness is a condition caused by the movement of a ship that results in dizziness, nausea, and vomiting. The Motion Sickness Incidence (MSI) Study on the Patrol Catamaran (KAL-28) aims to evaluate the comfort level of passengers and the safety of the ship's crew during operations, following the ISO 2631/1997 standards. The evaluation is conducted on the vertical acceleration response of the ship under various wave conditions, speeds, and wave directions. Mapping is performed in various areas of the ship, including the deck, navigation room, and engine room, considering wave heights of 0.875 meters and 2 meters at speeds of 15 knots, 22.5 knots, and 30 knots. The research results indicate that at a speed of 15 knots, the deck area, navigation room, and engine room meet the criteria from comfortable to somewhat uncomfortable. However, at speeds of 22.5 knots and 30 knots, these areas are rated as somewhat uncomfortable to very uncomfortable. This study emphasizes the need for ship design that considers both passenger comfort and safety, especially for patrol catamarans

Analysis of Automotive Smoothness Driven by Wheel Hub Motors with Different Configuration under Dual Excitation

Abstract In response to the smoothness issue of wheel hub motor driven vehicles, electromagnetic vertical excitation was added on the basis of road excitation, and the noise source of a three-phase 8-pole 48-slot permanent magnet motor was investigated in the frequency domain; A 1/4 vehicle 2-DOF vertical vibration system model with three suspension configurations under dual excitation was established, and the vehicle smoothness problem was analyzed from a time domain perspective. The results show that the overall trend of the response values of each evaluation indicator under dual coupling excitation is correspondingly higher than that under single excitation. Under dual excitation, the suspension configuration of absorber type exhibits the smallest maximum variation in the vertical acceleration response of the vehicle over time compared to the distributed and isolated suspension configurations.

Damage Identification of Simple Supported Bridges Under Moving Loads Based on Variational Mode Decomposition and Deep Learning

Aiming at rapid and economical damage detection of a large number of simple supported bridges, a new structural damage identification method under moving load based on variational mode decomposition (VMD) and deep learning is proposed. Firstly, a moving vehicle is used as an exciting load to invoke structural damage feature and enhance the signal-to-noise ratio, and the structural vertical acceleration response is extracted by a finite element simulating analysis under various damage cases. In order to simulate the influence of noise and expand the samples, Gaussian white noise is added to the extracted data, and then the response signal is decomposed into a series of intrinsic mode functions (IMFs) using VMD, and the optimal IMF component is selected as the damage sample of the structure. Then, a one-dimensional convolutional neural network (CNN) model is built and trained by the various samples of damage. The vibration response of the practical bridge is processed and inputted by the trained CNN model to identify the location of the damage and degree of the structure. Finally, the effectiveness and anti-noise performance of the proposed method are verified through numerical analysis and a simply supported beam bridge model experiment. The results show that the average identification accuracy of the numerical simulations and experimental is 93.4% and 86.8% with 20% Gaussian white noise, respectively. Sensors at different locations have almost the same identification effect for various cases of damage, so it is possible to identify structural damage only using a small amount of accelerometer.

Vertical Elastic Acceleration Response Spectra for Vrancea Intermediate-Depth Earthquakes

This study is focused on the evaluation of vertical elastic acceleration response spectra for Vrancea intermediate-depth earthquakes in Romania in the context of the ongoing update of the national seismic design code. The ground motion database employed in this research consists of about 500 ground motions recorded during moderate and large Vrancea intermediate-depth earthquakes with moment magnitudes MW ≥ 5.2. The analysis of the dataset showed that a single ground motion recording had a peak ground acceleration larger than 0.20 g. The results of the analyses showed that no significant differences between the control periods of the vertical elastic response spectra as a function of the site class could be inferred. It was also observed that the mean value of the amplification factor computed for the entire ground motion database was about 2.5, irrespective of the earthquake magnitude, site class, or level of horizontal peak ground acceleration. However, larger-magnitude earthquakes generate larger spectral amplifications in the medium- and long-period ranges. The analysis of the ground motions recorded in Bucharest area revealed a magnitude dependency of the control period for the vertical ground motion TC,v. Finally, a single spectral shape for vertical acceleration response spectra characterized by a maximum dynamic amplification factor of 2.5 and control periods TBv and TCv of 0.05 s and 0.60 s is proposed for design purposes. This aspect allows for a major update from the current version of the national seismic design code which proposes control periods of the elastic vertical response spectrum dependent on the horizontal ones. The short-period (at T = 0.2 s) and long-period (at T = 1.0 s) ratios of the vertical acceleration response spectrum to the corresponding horizontal ones are 0.50 and 0.40.

Research on the effectiveness of a new-type bearing for structural seismic and vibration dual control

The burgeoning expansion of subway systems has heightened the significance of subway-induced vibrations and their impact on nearby structures. Addressing the dual challenges of mitigating subway-induced vibrations and ensuring structural seismic safety is garnering increasing attention. This study introduces a new-type seismic and vibration dual control isolation bearing that leverages the deformability of rubber. This bearing consists of a thick rubber bearing and a traditional horizontal rubber bearing, which are decoupled in motion and responsible for vertical vibration isolation and horizontal seismic isolation, respectively. A scaled model was constructed of an actual structure to assess the effectiveness of this bearing, conducting shaking table tests with inputs simulating typical subway-induced vibrations and seismic motions. Our findings reveal that the bearing successfully meets predefined isolation and vibration control objectives. Regarding subway-induced vibration loads, it markedly diminishes peak vertical acceleration responses. Frequency-wise, it effectively attenuates high-frequency responses while amplifying low-frequency ones. Notably, increasing damping does not significantly improve vertical vibration isolation. Regarding seismic loads, by aptly configuring the horizontal seismic isolation parameters, the bearing achieves targeted seismic isolation objectives. Furthermore, this new bearing demonstrates certain vertical isolation capabilities, distinguishing it from traditional horizontal rubber isolation bearings.

In‐fleet structural health monitoring of roadway bridges using connected and autonomous vehicles’ data

AbstractDrive‐by structural health monitoring (SHM) is a cost‐efficient alternative to the direct SHM of short‐ to medium‐size bridges requiring no sensors to be installed on the structure. However, drive‐by SHM is generally known as a short‐term monitoring technique due to the challenges associated with using multiple passages of instrumented vehicles for a long time. This paper proposes combining the potentiality of connected and autonomous vehicles (CAVs) into drive‐by damage detection by introducing In‐Fleet SHM. To the authors’ knowledge, this is the first study that proposes using CAVs for SHM application in civil engineering structures. Each In‐Fleet CAV could automatically collect the vehicle's persistent and temporal data by the embedded sensors and transmit them to edge computing systems for analysis. These persistent data include type and model and temporal parameters encompassing position, speed, heading, and vertical acceleration of CAVs. Knowing the persistent and temporal data of the passing vehicles over the transportation infrastructures enables the identification of the dynamic parameters of the bridge from the vehicles’ vertical acceleration response using drive‐by techniques and, on the other hand, reconstruction of the finite element model of the passing vehicles over the supporting bridges in a near real‐time manner. In contrast to the drive‐by SHM, In‐Fleet monitoring has an expanded spatial and temporal coverage, enabling continuous near real‐time monitoring of highway bridges of the transportation network. The accuracy and resolution of the identified modal components in In‐Fleet SHM are enhanced due to the crowdsensing nature of the collected data. Furthermore, by offering a unique set of characteristics, this method fills the crucial gap in implementing Industry 4.0 technologies and digital twins for SHM of bridges.

Study on the Influence of Deep Soil Liquefaction on the Seismic Response of Subway Stations

Subway systems are a crucial component of urban public transportation, especially in terms of safety during seismic events. Soil liquefaction triggered by earthquakes is one of the key factors that can lead to underground structural damage. This study investigates the impact of deep soil liquefaction on the response of subway station structures during seismic activity, aiming to provide evidence and suggestions for earthquake-resistant measures in underground constructions. The advanced finite element software PLAXIS was utilized for dynamic numerical simulations. Non-linear dynamic analysis methods were employed to construct models of subway stations and the surrounding soil layers, including soil–structure interactions. The UBC3D-PLM liquefaction constitutive model was applied to describe the liquefaction behavior of soil layers, while the HS constitutive model was used to depict the dynamic characteristics of non-liquefied soil layers. The study examined the influence of deep soil liquefaction on the dynamic response of subway station structures under different seismic waves. The findings indicate that deep soil liquefaction significantly increases the vertical displacement and acceleration responses of subway stations compared to non-liquefied conditions. The liquefaction behavior of deep soil layers leads to increased horizontal effective stress on both sides of the structure, thereby increasing the horizontal deformation of the structure and posing a potential threat to the safety and functionality of subway stations. This research employed detailed numerical simulation methods, incorporating the non-linear characteristics of deep soil layer liquefaction, providing an analytical framework based on regulatory standards for evaluating the impact of deep soil liquefaction on the seismic responses of subway stations. Compared to traditional studies, this paper significantly enhances simulation precision and practical applicability. Results from this research indicate that deep soil layer liquefaction poses a non-negligible risk to the structural safety of subway stations during earthquakes. Therefore, the issue of deep soil liquefaction should receive increased attention in engineering design and construction, with effective prevention and mitigation measures being implemented.

Evaluation of the effect of the vertical component of an earthquake on the seismic response of container cranes using the shake table test

In this study, the effect of the vertical component of earthquakes on the seismic response of a container crane was investigated by using the shake table test on a 1/20 scale container crane. The effect was investigated by comparing the seismic response of the container crane when subjected to the horizontal component of earthquakes versus the horizontal and vertical components of earthquakes. The seismic responses of the container crane were compared based on acceleration responses, displacements, and internal forces. The main findings of this study are as follows: (1) Vertical acceleration response increased when the vertical and horizontal components of earthquakes were used simultaneously. A maximum increase of 79% was observed for the vertical acceleration response at the trolley-boom girder. The horizontal acceleration response either increased or decreased. The maximum difference was 24% when the container crane was subjected to horizontal component earthquakes versus horizontal and vertical component earthquakes. (2) The horizontal displacements of the container crane increased or decreased under the simultaneous action of the horizontal and vertical components of the earthquakes. The maximum difference was 278% with regard to the derailment of the seaside legs. (3) The internal forces at the top of the lower legs were affected by adding the vertical component of the earthquakes. The maximum difference in the axial force response was 100%, while that of the bending moment was 24%. Therefore, the seismic response of container cranes should be analyzed with and without the vertical component of earthquakes to determine the most extreme case of the seismic response.

Research on comfort analysis method and optimization design of pedestrian bridge

In this paper, the characteristics and modes of pedestrian load are summarized, and the norms of pedestrian load in different countries are compared. At the same time, the pedestrian excitation load is briefly introduced .Then, combining the three conditions of single, double and three-person pedestrian load with the above four common pedestrian load conditions, 12 groups of different load conditions are formed, and the case study is carried out, and the conclusion is drawn as follows: Under the condition of slow walking, the vertical peak acceleration response of the structure under inconsistent stride length slightly increases, but the impact on the pedestrian comfort of the bridge is not significant. When walking slowly and at the same pace, the vertical peak acceleration of the structure increases significantly, which has a significant impact on the pedestrian comfort of the bridge. The common vibration control measures are also introduced. Through the comparison of relevant regulations, combined with case studies and common vibration control measures, it is hoped that it will be helpful to improve the comfort of pedestrian Bridges in the future, and the relevant regulations in China will be revised.

Monitoring and analysis of railway-induced vibration and structure-borne noise in a transit oriented development project

With the rapid development of modern cities, the construction of over-track buildings and buildings along the subway line are increasing gradually. In order to evaluate the influence of rail transit on these buildings, the railway-induced vibration and structure-borne noise of subway stations and buildings in a Transit Oriented Development (TOD) project are monitored and analyzed in this paper. The vibration monitoring data in the subway station shows that the vibration acceleration response of the measuring point in the station caused by the train entering and leaving the station is the largest in the vertical direction, followed by the along-track direction, and the vertical-track direction is the smallest. The corresponding predominant frequency of vibration is usually in the range of 100 Hz-200 Hz. The vibration monitoring data of the building foundation along the subway line shows that the railway-induced vibration of the building foundation along the track near the subway station decreases with the reduction of the distance from the subway station. The monitoring vibration results of the over-track building on the metro depot are different from the buildings near the main line. The predominant frequency of the vibration at the measuring point is in the range of 30 Hz-40 Hz. The small vertical vibration acceleration response of the measuring point corresponds to a high vibration level. In addition, the amplitude of railway-induced vibration in some building rooms near the metro depot is basically consistent with the amplitude of background vibration, but the monitoring value of the structure-borne noise is obviously higher than the background noise. The research results of this paper show the influence of railway-induced vibration on the over-track buildings and the buildings along the subway line, which has important reference value for the comprehensive development of rail transit.

Shaking table test on seismic behavior of posttensioned precast segmental Concrete-Filled double skin steel tubular piers

Posttensioned precast segmental bridge piers have proven to be an attractive solution for accelerated bridge construction and seismic resilience. Although extensive research efforts have been made to understand the seismic performance of such piers under quasi-static loading and unidirectional/bidirectional ground motions, there is limited information available regarding to their dynamic behavior when subjected to tri-directional ground motions. Therefore, this study performed shaking table tests on an innovative posttensioned precast segmental concrete-filled double skin steel tubular (CFDST) pier to explore its seismic behavior under a set of tridirectionally applied far-field ground motions. A total of six 1/5 scaled piers were investigated with different design details, including one monolithic pier as reference, two posttensioned precast segmental piers without internal energy-dissipating (ED) bars but different amounts of prestressing tendons, and three posttensioned precast segmental piers with different amounts of ED bars. It has found that the relative displacement responses decreased with increase in amounts of prestressing tendons or ED bars. The segmental piers without ED bars twisted obviously when PGA reached 0.3 g under tri-directional ground motion excitations, while the segmental piers with ED bars did not due to additional shear resistance across joints provided by ED bars. Moreover, the dynamic responses of segmental piers with and without vertical ground motion excitation were compared in details to investigate the effect of vertical ground motion on their seismic behavior. It has found that the change in vertical acceleration response due to vertical ground motion excitation was a significant importance compared to the change in lateral accelerations, relative displacements and tendon force increment. In consequence, the axial compressive force as well as shear resistance across joint provided by dead load reduced by almost 33% due to appearance of vertical ground motion at the PGA of 0.7 g.

Observed nonlinear site amplification of vertical ground motion in Taiwan

The objective of this study is to evaluate the possible reason for the observed nonlinear site amplification (NSA) of vertical ground motions in Taiwan. First, we observe that NSA generally occurs simultaneously in both the horizontal and vertical components of a ground-motion record and that the NSA levels are similar between these components. We also observe that most vertical peak ground acceleration (PGA) and vertical peak oscillator spectral acceleration (SA) responses for different periods occur during the shear wave (S-wave) window after S-wave arrival. The differences in the source, path, and site effects on PGA and SA responses occurring during the pressure wave (P-wave) and S-wave windows are evaluated individually through a regression analysis. We determine that NSA is observed only when PGA and SA responses occur during the S-wave window. This evidence demonstrates that the observed NSA of vertical ground motions in Taiwan may result from the hysteresis of the soil layer subjected to S-waves. This study provides physical evidence for the observed NSA of vertical ground motions in Taiwan.

A Numerical Sensitivity Analysis of Fluid-Structure Interaction Simulations on Slamming Loads and Responses

This paper presents a parametric study on the Multi Material Arbitrary Lagrangian–Eulerian (MMALE) method for hydroelastic analysis of a non-prismatic stiffened aluminium wedge. An explicit finite element formulation with a penalty-based coupling technique is employed to evaluate the impact-induced loads and responses during free-fall water entry. Based on the penalty factor, damping factor, and number of coupling points, a sensitivity analysis is carried out. It is shown that the penalty coupling method can generate high-frequency oscillations due to the nature of the phenomenon that may affect the predicted results of slamming loads. The computed results on the stiffened and unstiffened plates of the wedge are compared with published experimental data in terms of vertical acceleration, pressure distributions, and strain responses at different locations. A reasonable agreement can be found between the numerical results and the measured values. It is found that a combination of penalty and damping can improve the simulation results and reduce numerical instabilities in hydroelastic slamming simulations.

Dynamic response analysis of the process of the utility shield tunnel under-passing the operating subway tunnel

In order to analyze the interaction between the operating subway tunnel and the utility tunnel under construction during the utility tunnel under-passing the subway tunnel, an operating tunnel-stratum-utility shield tunnel coupled dynamic calculation model is established taking the utility tunnel under construction under-passing the Guangzhou-Foshan line subway project as an example. And the interaction between the existing tunnel and utility tunnel was studied. The results show that the amplitude change of the vertical displacement, acceleration and additional vertical stress are most influenced by the under-passing shield tunnel when the train operating on one line, and the max changes are 0.01 mm, 0.03m/s2 and 1.5kPa, respectively. The vertical displacement and acceleration response generated by the train operation during the excavation of the new tunnel can be neglected, but the vertical additional stress will have the max change of 2.1kPa. The closer the distance between the train load to the new and old tunnel structures are, the greater the displacement, acceleration and additional stresses of the new and old tunnel structures are when the trains are running in different lines. Structural safety calculations show that the old and new tunnel structures are safe during the utility shield tunnel under-passing. The study can provide useful reference for the construction and operation of similar tunnels.

Vertical floor acceleration spectra for regular steel frame structures

The scope of this contribution is the assessment of the vertical peak component acceleration of single-degree-of-freedom (SDOF) oscillators attached to elastic moment-resisting steel frames subjected to recorded ground motions. These SDOF oscillators represent nonstructural components (NSCs) flexibly attached to the load-bearing structure whose acceleration demands correlate with their maximum strength demands. The results in terms of floor acceleration spectra show that the interaction between a vertically oscillating NSC and the structure is much more pronounced than for horizontally oscillating NSC of the same mass and natural frequency. This means that even for vertical NSCs with very small mass (in the case of the investigated eight-story frame 0.01% of the frame mass depending on the number of stories) a coupled analysis is required for a realistic prediction of the NSC acceleration demand. In a parametric study of vertical NSCs attached to steel frame structures of different number of stories, a median vertical peak component acceleration was observed up to 5.5 times larger than the vertical peak floor acceleration of the attachment node of the load-bearing structure and up to 20 times larger than the vertical peak ground acceleration. The amplification of the vertical acceleration response is thus of the same order of magnitude as for horizontal NSCs. This means that the vertical dynamic response of flexible NSCs cannot be neglected and should therefore be studied in more detail in the future.

Temperature Effects Removal from Non-Stationary Bridge–Vehicle Interaction Signals for ML Damage Detection

Bridges are vital components of transport infrastructures, and therefore, it is of utmost importance that they operate safely and reliably. This paper proposes and tests a methodology for detecting and localizing damage in bridges under both traffic and environmental variability considering non-stationary vehicle-bridge interaction. In detail, the current study presents an approach to temperature removal in the case of forced vibrations in the bridge using principal component analysis, with detection and localization of damage using an unsupervised machine learning algorithm. Due to the difficulty in obtaining real data on undamaged and later damaged bridges that are simultaneously influenced by traffic and temperature changes, the proposed method is validated using a numerical bridge benchmark. The vertical acceleration response is derived from a time-history analysis with a moving load under different ambient temperatures. The results show how machine learning algorithms applied to bridge damage detection appear to be a promising technique to efficiently solve the problem’s complexity when both operational and environmental variability are included in the recorded data. However, the example application still shows some limitations, such as the use of a numerical bridge and not a real bridge due to the lack of vibration data under health and damage conditions, and with varying temperatures; the simple modeling of the vehicle as a moving load; and the crossing of only one vehicle present in the bridge. This will be considered in future studies.

Assessment of railway bridge pier settlement based on train acceleration response using machine learning algorithms

To meet up with the safety and design requirements of High-Speed Railways, bridge structure has become an essential part of the lines occupying up to 90% of the mileage. Bridge pier settlement has proven to be an inevitable phenomenon, despite its critical effect on the train-track-bridge system, affecting passengers’ comfort and endangering operation safety. For this reason, different theories and techniques have been employed to assess bridge pier settlement. However, few attempts have been made to utilise train vertical acceleration, the most sensitive index, to estimate pier settlement, which has the potential to save time and overcome all the other methods' geographical and economic challenges. In this study, a CRH380A high-speed train acceleration response dataset is obtained using train-track-bridge interaction simulation in Simpack. The dataset is used to train three machine learning models selected based on PyCaret. The model test results proved that pier settlement can be accurately predicted using train vertical acceleration response. Gradient boost regressor outperformed the other models on the test result with an R-squared of 99%, a mean absolute error of 0.39, and a mean squared error of 0.24. Extra tree regressor is the second-best model on the test result, with an R-squared of 98%, a mean absolute error of 0.56, and a mean squared error of 0.47. The random forest regressor test result has an R-squared of 97%, a mean absolute error of 0.73, and a mean squared error of 0.75. Additionally, over 70% of the gradient boost test prediction error is below 0.5 mm, and the maximum error is 1.5 mm, demonstrating the accuracy of the machine technique to predict pier settlement using the vertical acceleration response of the train.

Study on Beat Vibration of a High Temperature Superconducting EDS Maglev Vehicle at Low Speed

Vertical displacement acceleration and the pitch angle record produce the phenomenon of beat vibration when testing a 200 m electro-dynamic suspension (EDS) magnetic levitation (maglev) test vehicle with high-temperature superconducting (HTS) at the CRRC Changchun Railway Vehicles Co., Ltd., where the vehicle is clamped and in planar motion. First, to examine this phenomenon, this paper establishes dynamic equations of the vehicle with three degrees of freedom (DOF), and the levitation force on each superconducting magnet (SCM) is calculated by dynamic circuit theory. Second, the theory vertical equilibrium point is obtained from the average of the levitation force for a different velocity and the magneto-motive force (MMF) of the SCM. Third, this paper decouples SCM levitation forces from each other using MATLAB/SIMULINK, and a multi-body dynamic model with six DOF is developed in SIMPACK. All vertical displacements and acceleration responses, as well as the pitch angle and acceleration response from the simulation, appear to show the phenomenon of beat vibration since there are two closing natural frequencies of approximately 2 Hz and 2.4 Hz. Finally, based on the traversing method considering the influence of the velocity, initial vertical displacement, and the MMF of the SCM, the multi-body dynamic model is frequently utilized to study the response of the mean and amplitude of vertical displacement and that of the pitch angle. The results show that increasing the MMF or velocity could decrease the vertical displacement and pitch angle; the mean vertical displacement is a little larger than the theory equilibrium point; and the amplitude of vertical displacement is small when the initial vertical displacement is near the theory equilibrium point. Both the numerical and experimental results verify the validity of the dynamic circuit model and mechanical model in this paper.

Vibration control of beams under moving loads using tuned mass inerter systems

Traditional tuned mass dampers (TMDs) have been proven efficient for the moving-load-induced vibration control of beams. However, a large tuned mass is required in TMDs to adjust the structural dynamic characteristics and achieve the demanded performance targets, which leads to additional dynamic effects and inconvenience of installation. The tuned mass inerter system (TMIS) is an ungrounded lightweight passive control device, which contains a suspended mass, a parallel-connected tuned spring and an inerter-based subsystem. In this study, the application and optimization of TMISs on vibration suppression of multi-span beam models under moving load series are investigated. Using the Bubnov-Galerkin integration method, the modal-superposition generalized system for specified modes of a beam with TMIS under successive moving load series is established. Then, a design strategy for TMISs is proposed to achieve the structural target performance demand by decreasing the moving load-induced resonant responses and attached tuned mass. In the optimization algorithm, the tuned mass ratio is taken as the optimal objective, and the limited dynamic response amplitude under different speed parameters is the constraint condition. A single-span simply supported beam with the TMIS under a moving load series is analyzed. The designed TMISs are tuned to the dominating mode with the maximum mass participate factor of the main structures. TMISs show good vibration mitigation compared to TMDs with equal tuned mass. Meanwhile, under the premise of identical structural performance demands, TMISs require less tuned mass than TMDs and achieve a lightweight control effect. The corresponding dynamic amplitude vs speed curves and time history response curves of beams with TMISs and TMDs are also depicted through comparative analyses. The vertical deflection and acceleration responses apparently decrease, and the resonance is mitigated due to the designed TMISs. The sensitivity analysis results indicate that TMISs attached to beams are insensitive to the perturbance of their parameters and the input moving load excitations; thus, TMIS proves to be a robust tuning system.