• Journal of The Korean Society For Urban Railway
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• v.6 no.4
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• pp.327-337
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• 2018

Since the track of the ballastless steel plate girder bridge is connected to a main girder without a deck and a ballast, the impact generated by train passage is transferred directly to bridge main members, and it can cause frequent damage of the bridge as well as higher noise and vibration level. Applying the CWR (Continuously Welded Rail) technology can reduce this structural problems, and, to this end, it is necessary to understand the characteristics of factors influencing vehicle-track or track-bridge interaction. In this paper, experimental study results are presented for examining the longitudinal resistance characteristics of the track, including a rail fastener, a sleeper fastener, and a track skeleton, installed on a ballastless steel plate girder bridge. The experiment is conducted using a disposed bridge from service, which is transported to a laboratory. The experimental results show that the rail fastener satisfies the performance criteria of the longitudinal resistance presented in KRS TR 0014-15, and the longitudinal resistance of old and new type sleeper fasteners is higher than the values provided in the existing research. Also, the unloaded longitudinal resistance of the ballastless track is between the ballast and the concrete tracks.

• Journal of the Korea institute for structural maintenance and inspection
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• v.14 no.5
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• pp.93-101
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• 2010

The effects of braking of trains and roughness of rails on the dynamic behavior of bridges are studied. The train-bridge interaction is considered by solving Lagrange's equation of motions. Newmark's direct integration is used to solve the governing equations. Dynamic train loads acting on piers at each time step are evaluated, and the wheel-rail roughness effect is considered by using the PSD curve of the rail. The model of braking forces in bridge section is based on the change of deceleration mentioned in ASTM(American Society for Testing and Materials) E503-82. Only skidding frictions without considering rolling frictions are modeled, and the friction coefficient of 0.25 is assumed. Parametric studies in a simply supported PC Box girder bridge are carried out to verify the present method and to analyze the effects of train speed, wheel-rail roughness, braking forces on dynamic train loads.

• Structural Engineering and Mechanics
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• v.54 no.5
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• pp.1017-1044
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• 2015

This study aimed to investigate the random vibration characteristic of train-slab track-bridge interaction system subjected to both track irregularities and earthquakes by use of pseudo-excitation method (PEM). Each vehicle subsystem was modeled by multibody dynamics. A three-dimensional rail-slab- girder-pier finite element model was created to simulate slab track and bridge subsystem. The equations of motion for the entire system were established based on the constraint condition of no jump between wheel and rail. The random load vectors of equations of motion were formulated by transforming track irregularities and seismic accelerations into a series of deterministic pseudo-excitations according to their respective power spectral density (PSD) functions by means of PEM. The time-dependent PSDs of random vibration responses of the system were obtained by step-by-step integration method, and the corresponding extreme values were estimated based on the first-passage failure criterion. As a case study, an ICE3 high-speed train passing a fifteen-span simply supported girder bridge simultaneously excited by track irregularities and earthquakes is presented. The evaluated extreme values and the PSD characteristic of the random vibration responses of bridge and train are analyzed, and the influences of train speed and track irregularities (without earthquakes) on the random vibration characteristic of bridge and train are discussed.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.16 no.2
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• pp.141-151
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• 2003

Railway bridges are subject to dynamic loads generated by the interaction between moving vehicles and the bridge structures. These dynamic loads result in response fluctuations in bridge members. To investigate the real dynamic behavior of the bridge, therefore, a number of analytical and experimental Investigations should be carried out. In this paper, a train/track/bridge interaction analysis program for evaluating the dynamic characteristics of bridges due to KTX operation in terms of structural safety, operational safety and passenger comfort is developed. To build a practical model of train/track/bridge, Hertzian spring for wheel/rail contact modeling and Winkler element for ballast are applied. This program also used torsional degree of freedom and constraint equation based on geometrical relationship in order to take into consideration three-dimensional eccentricity effect due to the operation on double track through quasi-three dimensional analysis. To verify the developed Program, comparison has been made between the measured results and those of simulation of the typical PSC box bridge(2@40m=80m) of the KHSR bridges.

• Structural Engineering and Mechanics
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• v.51 no.4
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• pp.581-599
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• 2014

In this paper the overall dynamic response of simple railway bridges subjected to high-speed trains is investigated numerically based on the mechanical models of simply supported single-span and continuous two-span Bernoulli-Euler beams. Each axle of the train, which is composed of rail cars and passenger cars, is considered as moving concentrated load. Distance, magnitude, and maximum speed of the moving loads are adjusted to real high-speed trains and to load models according to Eurocode 1. Non-dimensional characteristic parameters of the train-bridge interaction system are identified. These parameters permit a spectral representation of the dynamic peak response. Response spectra assist the practicing engineers in evaluating the expected dynamic peak response in the design process of railway bridges without performing time-consuming time history analyses.

• Journal of the Korean Society for Railway
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• v.9 no.1 s.32
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• pp.118-124
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• 2006

SThe rigidities of bridge substructures are the important data in the rail-bridge interaction analysis in Korean High -Speed Railway. This experimental study is being performed because of followings. 1) More correct longitudinal stiffness of the structure including substructure should be considered in the calculation of stresses in rails. 2) There are many uncertainties in the design and construction of the piers and foundations. 3) Actual guideline for the rigidities of piers and foundations in the design is necessary. 4) Measurement on the rigidity of pier according to the types of piers, foundations and soil-conditions is needed. Curve for estimating the total rigidity of substructure will be obtained through this and further experimental studies. It may be used in the analysis of Korean High-Speed Railway bridge and then, longitudinal stresses in the rails can be estimated more accurately. One pair of piers, which consist of pot-bearing for fixed support and pad-bearing for movable support, are loaded by steel frame devices with steel wire ropes and hydraulic jack. The responses which are measured at each loading stages in those field tests are displacements and tilted angles on the top and bottom of piers. This study is being performed testing and analysis about several piers in the construction field.

• Interaction and multiscale mechanics
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• v.3 no.4
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• pp.333-342
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• 2010

The Pseudo-Excitation Method (PEM) is applied to study the stochastic space vibration responses of train-bridge coupling system. Each vehicle is modeled as a four-wheel mass-spring-damper system with two layers of suspension system possessing 15 degrees-of- freedom. The bridge is modeled as a spatial beam element, and the track irregularity is assumed to be a uniform random process. The motion equations of the vehicle system are established based on the d'Alembertian principle, and the motion equations of the bridge system are established based on the Hamilton variational principle. Separate iteration is applied in the solution of equations. Comparisons with the Monte Carlo simulations show the effectiveness and satisfactory accuracy of the proposed method. The PSD of the 3-span simply-supported girder bridge responses, vehicle responses and wheel/rail forces are obtained. Based on the $3{\sigma}$ rule for Gaussian stochastic processes, the maximum responses of the coupling system are suggested.

• Wind and Structures
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• v.19 no.2
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• pp.145-167
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• 2014

Wind-vehicle-bridge (WVB) interaction can be regarded as a coupled vibration system. Aerodynamic forces and moment on vehicles and bridge decks play an important role in the vibration analysis of the coupled WVB system. High-speed vehicle motion has certain effects on the aerodynamic characteristics of a vehicle-bridge system under crosswinds, but it is not taken into account in most previous studies. In this study, a new testing system with a moving vehicle model was developed to directly measure the aerodynamic forces and moment on the vehicle and bridge deck when the vehicle model moved on the bridge deck under crosswinds in a large wind tunnel. The testing system, with a total length of 18.0 m, consisted of three main parts: vehicle-bridge model system, motion system and signal measuring system. The wind speed, vehicle speed, test objects and relative position of the vehicle to the bridge deck could be easily altered for different test cases. The aerodynamic forces and moment on the moving vehicle and bridge deck were measured utilizing the new testing system. The effects of the vehicle speed, wind yaw angle, rail track position and vehicle type on the aerodynamic characteristics of the vehicle and bridge deck were investigated. In addition, a data processing method was proposed according to the characteristics of the dynamic testing signals to determine the variations of aerodynamic forces and moment on the moving vehicle and bridge deck. Three-car and single-car models were employed as the moving rail vehicle model and road vehicle model, respectively. The results indicate that the drag and lift coefficients of the vehicle tend to increase with the increase of the vehicle speed and the decrease of the resultant wind yaw angle and that the vehicle speed has more significant effect on the aerodynamic coefficients of the single-car model than on those of the three-car model. This study also reveals that the aerodynamic coefficients of the vehicle and bridge deck are strongly influenced by the rail track positions, while the aerodynamic coefficients of the bridge deck are insensitive to the vehicle speed or resultant wind yaw angle.

• Proceedings of the KSR Conference
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• 2007.05a
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• pp.311-316
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• 2007

The improvement of speed and ride comfort requires a very horizontally and vertically rigid and non-flexible alignment. It is inevitable to construct many bridges depending on the topography of landscapes and obliged to lay turnouts on the bridges. In that case, special considerations have to be taken into account, i.e. permissible stresses of turnout components and limitations of displacements of bridge and turnouts. In this studies, numerical analyses for turnout/bridge interaction are carried out using commercial program LUSAS. The target of analytical model is the turnout layed near Pyeongrae-Hopyeng station on Kyeongchun line. The lead rail, stock rails, and the bridge are modelled using beam elements. Fasteners and ballast resistances are modelled using bi-linear spring elements. The turnout behaviors are investigated by varying the parameters such as span length of bridge, spring coefficients, and thermal loads.

• Proceedings of the KSR Conference
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• 2011.05a
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• pp.680-689
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• 2011

A dynamic analysis procedure is developed to provide a comprehensive estimation of the dynamic response spectrum for locomotive's wheels running over a Pre-Stressed Concrete (PSC) box girder bridge on the Korea high speed railway. The wheel force spectrum with the bridge behavior are analyzed as the dynamic procedure for various running speeds (50~450km/h). The high-speed railway locomotive (KTX) is used as 38-degree of freedom system. Three displacements(vertical, lateral, and longitudinal) and three rotational components (pitching, rolling, and yawing). For one car-body and two bogies as well as five movements except pitching rotation components for four wheel axes forces are considered in the 38-degree of freedom model. Three dimensional frame element is used to model of the PSC box girder bridges, simply supported span length of 40m. The irregulation of rail-way is derived using the exponential spectrum density function under assumption of twelve level tracks conditions based on the normal probability procedure. The dynamic responses of bridge passing through the railway locomotive with high-speed analyzed by Newmark-${\beta}$ method and Runge-Kutta method are compared and contrasted considering the developed models of bridge, track and locomotive comprehensively. The dynamic analyses of wheel forces by Runge-Kutta method which are able to analyze the forces with high frequency running on the bridge and ground rail-way are conducted. Additionally, wheel forces spectrum and three rotational components of vehicle body for three typical running speeds is also presented.