• Journal of the Korean Society for Railway
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• v.15 no.1
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• pp.48-61
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• 2012

It is of great importance to assure the running safety, ride comfort and serviceability in designing the floating slab track for mitigation of train-induced vibration. In this paper, for this, analyzed are the system requirements for the running safety, ride comfort and serviceability, and then, the behavior of train and track at the floating slab track including the transition zone to the conventional concrete slab track according to several main design variables such as system natural frequency, arrangement of spring at transition, spacing of spring isolators, damping ratio and train speed, using the dynamic analysis technique considering the train-track interaction. The results of this study demonstrate that the discontinuity of the support stiffness at the transition results in a drastic increase of the dynamic response such as wheel-rail interaction force, rail bending stress and rail uplift force. Hence, it is efficient to decrease the spacing of springs or to increase the spring constants at the transition to obtain the running safety and serviceability. On the other hand, the vehicle body acceleration as a measure of ride comfort is little affected by the discontinuity of the stiffness at the transition, but by the system tuning frequency; thus, to obtain the ride comfort, it is of great significance to select the appropriate system tuning frequency. In addition, the effects of damping ratio, spacing of springs and train speed on the dynamic behavior of the system have been discussed.

• Proceedings of the Computational Structural Engineering Institute Conference
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• 2001.04a
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• pp.391-397
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• 2001

This paper explores the free vibrations of double hinged curved beams with transition segment. In this study, the clothoid curve is chosen as the transition segment of beams. The differential equations governing free vibration of such beams are derived in which the effects of rotatory inertia and shear deformation are included. The Runge-Kutta method and Determinant Search method are used to perform the integration of differential equations and to compute natural frequencies, respectively. In numerical examples, the double hinged end constraint is considered. The lowest four natural frequencies are presented as functions of three non-dimensional system parameters: the slenderness ratio, shear parameter and stiffness parameter.

• Advances in concrete construction
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• v.8 no.3
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• pp.173-185
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• 2019

This article presents a comparative study of the effect of steel layouts on the seismic behavior of transition steel-concrete composite connections, both experimental and analytical investigations of concrete filled steel tube-reinforced concrete (CFST-RC) and steel reinforecd concrete-reinforced concrete (SRC-RC) structures were conducted. The steel-concrete composite connections were subjected to combined constant axial load and lateral cyclic displacements. Tests were carried out on four full-scale connections extracted from a real project engineering with different levels of axial force. The effect of steel layouts on the mechanical behavior of the transition connections was evaluated by failure modes, hysteretic behavior, backbone curves, displacement ductility, energy dissipation capacity and stiffness degradation. Test results showed that different steel layouts led to significantly different failure modes. For CFST-RC transition specimens, the circular cracks of the concrete at the RC column base was followed by steel yielding at the bottom of the CFST column. While uncoordinated deformation could be observed between SRC and RC columns in SRC-RC transition specimens, the crushing and peeling damage of unconfined concrete at the SRC column base was more serious. The existences of I-shape steel and steel tube avoided the pinching phenomenon on the hysteresis curve, which was different from the hysteresis curve of the general reinforced concrete column. The hysteresis loops were spindle-shaped, indicating excellent seismic performance for these transition composite connections. The average values of equivalent viscous damping coefficients of the four specimens are 0.123, 0.186 and 0.304 corresponding to the yielding point, peak point and ultimate point, respectively. Those values demonstrate that the transition steel-concrete composite connections have great energy dissipating capacity. Based on the experimental research, a high-fidelity ABAQUS model was established to further study the influence of concrete strength, steel grade and longitudinal reinforcement ratio on the mechanical behavior of transition composite connections.

• Journal of the Korean Society for Railway
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• v.13 no.3
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• pp.298-303
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• 2010

The transition zone of the railway is the section which roadbed stiffness is suddenly varied like as tunnel-earthwork, bridge-earthwork and concrete track-ballasted track. There are about 450 tunnel-bridge transition sections on Kyungbu high-speed railway line. It is very important to pay careful attention to construction of these transition zones, in order to secure the train running safety. So, we developed a finite element model of the moving wheel loading to simulate the behavior of bridge-earthwork transitions in this paper. The most distinctive characteristics of the model proposed is to simulate the real wheel behavior on rail. And the main analysis object is to evaluate and compare the deformation characteristics of the transition zone according to the reinforcement methods and length of transition zone which is adopted to high-speed railway. Based on the analysis results, we assessed the effect of the reinforcements on the transition zone of high-speed railway.

• Steel and Composite Structures
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• v.21 no.1
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• pp.157-175
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• 2016

It was found that the lateral stiffness changes obvious at the transfer position of the section configuration from SRC to RC. This particular behavior leads to that the transfer columns become as the important elements in SRC-RC hybrid structures. A comprehensive study was conducted to investigate the seismic behavior of SRC-RC transfer columns based on a low cyclic loading test of 16 transfer columns compared with 1 RC column. Test results shows three failure modes for transfer columns, which are shear failure, bond failure and bend failure. Its seismic behavior was completely analyzed about the failure mode, hysteretic and skeleton curves, bearing capacity deformation ability, stiffness degradation and energy dissipation. It is further determined that displacement ductility coefficient of transfer columns changes from 1.97 to 5.99. The stiffness of transfer columns are at the interval of SRC and RC, and hence transfer columns can play the role of transition from SRC to RC. All specimens show similar discipline of stiffness degradation and the process can be divided into three parts. Some specimens of transfer column lose bearing capacity swiftly after shear cracking and showed weak energy dissipation ability, but the others show better ability of energy dissipation than RC column.

• Computers and Concrete
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• v.22 no.6
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• pp.539-550
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• 2018

Concrete is highly non-linear material which is originating from the transition zone in the form of micro-cracks, governs material response under various loadings. In this paper, the constitutive models published by many researchers have been used to generate novel stiffness parameters and constitutive curves for concrete. Following such linear material formulations, where the energy is conservative during the curvature, and a nonlinear contribution to the concrete has been made and investigated. In which, nonlinear concrete elastic modulus modeling has been developed that is capable-of representing concrete elasticity for grades ranging from 10 to 140 MPa. Thus, covering the grades range of concrete up to the ultra-high strength concrete, and replacing many concrete models that are valid for narrow ranges of concrete strength grades. This has been followed by the introduction of the nonlinear Hooke's law for the concrete material through the replacement of the Young constant modulus with the nonlinear modulus. In addition, the concept of concrete elasticity index (${\varphi}$) has been proposed and this factor has been introduced to account for the degradation of concrete stiffness in compression under increased loading as well as the multi-stages micro-cracking behavior of concrete under uniaxial compression. Finally, a sub-routine artificial neural network model has been developed to capture the concrete behavior that has been introduced to facilitate the prediction of concrete properties under increased loading.

• Proceedings of the Computational Structural Engineering Institute Conference
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• 2003.10a
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• pp.37-44
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• 2003

In this proposed work, computational, finite element model far multi-delaminated plates will be developed. In the current analysis procedures of multi-delaminated plates, different elements are used at delaminated and undelaminated region separately. In the undelaminated region, plate element based on Mindlin plate theory is used in order to obtain accurate results of out-of-plane displacement of thick plate. And for delaminated region, plate element based on Kirchhoff plate theory is considered. To satisfy the displacement continuity conditions, displacement vector based on Kirchhoff theory is transformed to displacement of transition element. Element mass and stiffness matrices of each region (delaminated, undelaminated and transition region) will be assembled for global matrix.

• Journal of the Korean Society for Railway
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• v.18 no.2
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• pp.117-126
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• 2015

The development of railway roadbed for 600km/h train speed level is very difficult because unpredictable static and dynamic interaction occurs between the ultra-high speed train and the infrastructure. Especially, an earthwork-bridge transition zone is a section in which influential factors react, such as bearing capacity, compression, settlement, drainage, and track irregularity; these interactions can include complicated dynamic interaction. Therefore, if static and dynamic stability are secured in transition zones, it is possible to develop roadbeds for ultra-high speed railways. In the present paper, design parameters for transition reinforcement applied to present railway design criteria are analytically examined for ultra-high speed usage on a preferential basis. Design parameters are the presence of reinforcing materials, geometric shape, stiffness of materials, and so on. Analysis is focused on the deformation response of the track and running stability at ultra-high speed.

• Proceedings of the KSR Conference
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• 2008.06a
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• pp.238-242
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• 2008

Transitional zones, one of the typical weak area of earthworks, require lasting a maintenance work due to a differential stiffness of substructures. It is very difficult problem that transition zone was perfectively prevented against a differential settlement. The transitional zone will deteriorate at an accelerate rate. This may lead to pumping ballast, swinging or hanging sleepers, permanent rail deformations, worn track components, and loss of surface and gauge. In this study, it is performed that settlement behavior in transitional zone was compared with small model test.

• Journal of the Korean Society for Railway
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• v.17 no.4
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• pp.251-259
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• 2014

The transition zone between an earthwork and a bridge effect to the vehicle's running stability because support stiffness of the roadbed is suddenly changed. The design criteria for the transition structure on ballast track were not particular in the past. However with the introduction of concrete track is introduced, it requires there is a higher performance level required because of maintenance and running stability. In this present paper, a transition structure reinforced with geosynthetics is suggested to improve the performance of existing bridge-earthwork transition structures. The suggested transition structure, in which there is reinforcing of the approach block using high-tension geosynthetics, has a structure similar to that of earth reinforced abutments. The utilized backfill materials are cement treated soil and gravel. These materials are used to reduce water intrusion into the approach block and to increase the recycling of surplus earth materials. An experiment was performed under the same conditions in order to allow a comparison of this new structure with the existing transition structure. Evaluation items are elastic displacement, cumulative settlement, and earth pressure. As for the results of the real-scale accelerated testing, the suggested transition structure has excellent performance for the reduction of earth pressure and settlement. Above all, it has high resistance the variation of the water content.