• Proceedings of the Computational Structural Engineering Institute Conference
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• 2011.04a
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• pp.481-484
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• 2011

최근 철도는 미래의 핵심교통수단이자 저탄소 녹색성장을 대표하는 교통수단으로 주목받고 있다. 그 중 자기부상열차는 바퀴 마찰에 따른 소음 진동 분진이 없는 차세대 교통수단이며, 이를 지지하는 구조물(교량)은 열차의 운행 안정성(동적거동)을 고려한 설계가 필요하다. 또한, 상부 구조물은 자기부상열차의 연행이동등분포하중을 지지하며, 이러한 하중조건을 갖는 차량이 운행할 때 상부 구조물은 설계기준사항들을 만족해야한다. 도시형 자기부상철도 토목구조물 설계기준에 의하면 도시형 자기부상철도의 운행 안정성(동적거동)을 평가하기 위한 항목들로 대상 구조물의 고유진동수, 승차감을 고려한 연직처짐 등이 요구된다. 따라서, 본 연구에서는 자기부상열차의 실 열차하중을 고려하여 연행이동등분포하중으로 철도교량의 동적거동을 검토하였으며, 설계기준을 적용하여 대상 철도 교량의 운행 안정성을 평가하였다.

• 한국방재학회:학술대회논문집
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• 2010.02a
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• pp.77.2-77.2
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• 2010

고속열차(KTX)를 지지하는 구조물은 차량과 지속적인 접촉을 갖는 구조를 가지고 있으므로 고속열차의 운행 안정성(동적거동)을 고려한 설계가 필요하다. 또한, 상부 구조물은 고속열차의 연행이동집중하중을 지지하며, 이러한 하중조건을 갖는 차량이 운행할 때 상부 구조물은 설계 기준사항들을 만족해야한다. 호남고속철도 설계지침에 의하면 고속열차(KTX)의 운행 안정성을 평가하기 위한 항목들로 대상 교량의 고유진동수, 상판 수직가속도, 면틀림 그리고 승차감을 고려한 연직처침 등이 요구된다. 따라서, 본 연구에서는 KTX의 실 열차하중을 고려하여 연행이동집중하중으로 아치 교량의 동적거동을 검토하였으며, 호남고속철도 설계지침을 적용하여 대상 교량의 운행 안정성을 평가하였다.

• Journal of the Korean Society for Railway
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• v.16 no.4
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• pp.298-304
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• 2013

This paper systematically analyzes the dynamic effects of structure approaches which are expected to have direct effects on train loads - according to the train's acceleration as the area under consideration is located in a section where acceleration of high speed railway vehicles and the train's operating speed happens. In addition, through an examination of the dynamic train loads, dynamic behavioral characteristics of embedded structures and structure approaches were analyzed and a numerical analysis has been carried out in order to evaluate the performance of track subgrade and the safety of the structure. As a result, we reach the conclusion that the dynamic effects by train loads is low, but somewhat high vertical acceleration occurs.

• Journal of the Earthquake Engineering Society of Korea
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• v.4 no.4
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• pp.111-116
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• 2000

경간사이에 creep-coupler가 설치된 경부 고속철도 교량에 TGV-K 열차의 제동에 의한 교량의 종방향 동적거동을 해석하였다. 교량은 40m 길이의 2경간 연속교이며, 종방향 충격 하중을 인접 경간 혹은 교대로 전달하기 위한 목적으로 인접하고 있는 두 교량 사이의 creep-coupler가 설치되었다. 철도교의 경우에는 레일에 대한 종방향 축력검토가 매우 중요하므로, 이를 지지하고 있는 교량의 하부구조(교각과 기초)의영 향을 고려한 교량의 동적거동해석이 요구된다. 본 연구에서는 TGV-K의 실제 제동하중에 의한 KHSR(Korea high speed railway)에 건설중인 실제교량의 동해석을 하부구조와 동특성치를 고려하여 수행하였다. TGV-K는 객차사이에 대차가 위치하므로 전체 열차의 모델링이 한꺼번에 이루어 져야한다. 동핵석을 위해서 열차의 3차원 수치모델링이 이루어졌다. TGV-K의 제동은 동력차의 전기적인 제동에 의한 회생제동력(regenerative braking force)과 객착의 기계적인 판제동(disk braking)으로 이루어진다. 이러한 제동작용의 고려에 실제 TGV-K의 제동함수가 사용되었다.

• Journal of the Korea institute for structural maintenance and inspection
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• v.15 no.5
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• pp.190-198
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• 2011

The precast production has many advantages by fast construction period, labor-saving and high quality. In recent years, the application of the precast product has been increased in the earth retaining wall field. This paper presents the results of the numerical analysis that was carried out to evaluate the dynamic stability of precast and prestressed earth retaining wall under moving train load. The two-dimensional FEM analysis was used to the numerical analyses. The train load to act on trackbed is combined by the real measured roughness phase angle and quasi-static load. The dynamic stability is analysed by the displacement, acceleration and stress under moving train load at each specified location. The results of the analysis show that the precast and prestressed retaining wall has very stable capability for the railway.

• Journal of the Korean Society for Railway
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• v.15 no.5
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• pp.467-475
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• 2012

Static and dynamic train load tests were conducted to evaluate the train load transfer mechanism in the roadbed which was retained by two types (fully and partially) of segmental retaining walls reinforced by geogrid. The test roadbed was 2.6m high, 5m wide, and 6m long. A combination of earth pressure gages, displacement transducers, and strain gages were placed in specific locations to measure the responses. Test results showed that the wall displacement pattern as well as the earth pressure for the fully reinforced retaining wall was different from those for the partially reinforced retaining wall. In the dynamic train load test, the strain in the upper part of the wall tended to decrease, and both the residual deformation and the rate of the deformation were significantly lower than those in the current design standard.

• Journal of the Earthquake Engineering Society of Korea
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• v.4 no.4
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• pp.117-123
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• 2000

열차와 교량의 3차원 모델링을 사용한 고속철도 교량의 동적해석이 수행되었다. 철도교의 모델인은 판요소와 3차원 뼈대요소로 모델링되었다. 상판과 주형 사이의 offset은 기하학적인 구속조건을 사용하여 고려하였다. 본 연구에서 사용된 고속철도는 2량의 동력차와 2량의 모터차와 16량의 객차로 구성되어 있다. 관절형 대차로 연결되어 전체 열차계의 운동방정식은 Lagrange 방정식을 이용하여 유도되었으며, 차제와 대차 그리고 자축의 3차원인 운동을 고려하였다. 이동 열차에 의한 교량의 응답은 predictor-corrector 반복법에 의한 Newmark-$\beta$ 법에 의해서 그 해가 구해진다. 매개변수해석에 의해서 열차의 이상화방법, 열차의 제동, 철도교량의 주행면 조도에 의한 영향이 고찰되었다.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.9 no.2
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• pp.1-10
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• 1989

In this paper, dynamic response of a truss bridge due to constantly moving train loads is analysed. Dynamic response of the bridge is found by the mode superposition method with the solution of the eigenvalue problem by Householder transformation and QL algorithm. To prove the validity of the analysis procedure, the response due to a very slowly moving load is compared with the result from the static analysis program, and the dynamic response is also compared with the result from the direct integration method. Based upon this, the variation of dynamic amplification factors is investigated by changing the train types and speeds, and the result is compared with the code specified impact factor. From this study, it was known that the dynamic amplification factor is not quite different by train types in low speeds but in high speeds it is, and in the case of electric car and U. I. C. loads the factor could exceed the code specified impact factor depending upon the speed.

• Journal of Korean Society of Steel Construction
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• v.12 no.6
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• pp.727-736
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• 2000

The present study investigates the influences of vehicle induced loads on the thermal buckling behavior of straight and curved continuous welded rail (CWR) tracks. Quasi-static loads model is assumed to determine the uplift region, which occurs due to the vertical track deflection induced by wheel loads of vehicle. The lateral loads of vehicle induced by weight, the speed, the superelevation and curvature of track, and other dynamic vehicle track interaction, are included in the ratio of lateral to vertical vehicle load. Parametric numerical analyses are perfomed to calculate the upper and lower critical buckling temperatures of CWR tracks, and the comparison between the results of this work and the previous results without vehicle is also included.

• Proceedings of the KSR Conference
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• 2007.11a
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• pp.1370-1378
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• 2007

High speed railway bridge is affected on safety of bridge by dynamic amplification effect, when dynamic response of bridge is equal to effect cycle load for rolling stock axle according to high speed operation train. And excessive deformation of structure has negative effect on operation safety of train and comfort of passenger due to fluctuation of wheel load by torsion of track etc. and decrease of contact force on vehicle wheel-rail. To ensure the safety of track and train operation safety, it is have to perform the study on resonance and deformation of structure. That criteria and requirement of railway bridge is limitation of vertical acceleration on deck for dynamic behavior of structure, contact of vehicle wheel and rail, limitation of face distortion and rotation angle of end deck, and limitation of vertical displacement by train. Unlike KYEONGBU High Speed Railway, New constructed HONAM High Speed Railway have to applied the new requirement for dynamic behavior safety according to change of condition which is type of ballast (slab ballast), interval of track, and actual rolling stock load. Therefore, in this paper, it was conformed the dynamic characteristic due to parameter, which related with above mentioned criteria, for steel composite bridges.