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A conventional vortex-induced vibration (VIV)-based energy harvester is typically restricted to capturing wind energy from a very limited range of wind directions, making it inefficient in varying wind conditions. This Letter proposes a tri-section beam configuration for VIV-based piezoelectric energy harvester to enable harnessing wind energy from varying incident angle with different vibration modes being triggered. The finite element analysis investigates the tri-section beam harvester's mode shapes and natural frequencies. A wind tunnel experiment is conducted for a comparative study of the energy output performance of the harvesters with straight and tri-section beams. The findings show that the proposed harvester with the tri-section beam can efficiently capture wind energy from a much wider range of incident angles, as opposed to the specific limited directions of its counterpart with the straight beam. The proposed harvester can also widen the lock-in speed range with a higher bending mode being triggered and achieve the optimal output power of 1.388 mW when the proposed harvester works in the second mode at a higher natural frequency, superior to that of its counterpart (0.386 mW) that can only work in the first mode. The proposed configuration sheds light on developing multi-directional and multi-modal VIV-based energy harvesters adapted to wind conditions in natural environments. [ABSTRACT FROM AUTHOR]

Among large-span bridges, arch bridges have relatively high stiffness, which may lead to large dynamic amplification factors (DAFs). The DAFs suggested by current codes mostly originate from common simply supported beam bridges. Previous DAF studies on dynamic vehicle–bridge solutions for arch bridges have mainly focused on one or two side-by-side vehicles. However, complex traffic flows with randomness rather than one or two vehicles act on bridges. DAFs that consider the effects of random traffic flows have not previously been reported. In this study, a random traffic–bridge vibration solution was established to explore the DAFs of arch bridge components. The randomness of the traffic parameters and road roughness was explored. The randomness of the external excitation, including traffic flow and road roughness, resulted in random dynamic responses and DAFs of the arch bridge components. Normal distributions could be used to fit the DAF distributions of each arch bridge component under random vehicle spacing, weight, speed, and road roughness. Under random traffic parameters, the coefficients of variation of the DAFs exceeded the 5% accepted level. The shortest suspenders were more sensitive to the randomness of the traffic flow parameters. Both the mean and coefficient of variation of the DAFs increased with worsening of the road conditions. The influence of the randomness of the road roughness on the DAFs of arch bridges must be considered, particularly for the shortest suspender. The 95% upper confidence limits of the DAFs for all components may be greater than the suggested values in the code. [ABSTRACT FROM AUTHOR]

Several factors could affect the function of the electromagnet control system when a high-speed maglev train runs over a bridge. To enhance the robustness of the electromagnet control system to the high-speed maglev train running over the bridge, a fuzzy active control rule is introduced into the currently used proportional–integral–derivative (PID) control system. Numerical analyses are then conducted with a high-speed maglev train passing through a series of simply supported beams. The numerical results with the fuzzy PID active control are compared with the maglev train–bridge system with the equivalent linearized electromagnetic forces. The comparative results show that the introduction of the fuzzy PID control system has improved the comfort of the maglev train and that the overall dynamic response of the bridge is reduced. There is an obvious time delay for the maximum dynamic response of the bridge to the high speed of the train. [ABSTRACT FROM AUTHOR]