• Proceedings of the KSR Conference
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• 2001.05a
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• pp.281-288
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• 2001

In order to evaluate the effect of impact load at support stiffness transition area, the field estimations are performed at the transition zone between earthwork and bridge on test operation of KTX. Due to differential settlement caused by the variations of track support stiffness, large impact forces are investigated. However, the measured values such as wheel load, rail stress, displacement and acceleration in the transition area shows that the stiffness changes in the transition area are not abrupt, and the stiffness in the infra track structure varies continuously. In this experimental study, the parameters influencing safety of transition area are not governed by partial or local stiffness because cumulative passing loads are not sufficient on test operation of KTX.

• Journal of KSNVE
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• v.10 no.4
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• pp.648-654
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• 2000

A procedure to determine the realizable optimal positions of rigid supports is suggested to get a maximum fundamental natural frequency. a measured frequency response function based substructure-coupling technique is used to model the supported structure. The optimization procedure carries out the eigenvalue sensitivity analysis with respect to the stiffness of supports. As a result of such stiffness optimization, the optimal rigid-support positions are shown to be determined by choosing the position of the largest stiffness. The optimally determined support conditions are verified to satisfy the eigenvalue limit theorem. To demonstrate the effectiveness of the proposed method, the optimal support positions of a plate model are investigated. Experimental results indicate that the proposed method can effectively find out the optimal support conditions of the structure just based on the measured frequency response functions without any use of numerical model of the structure.

• Proceedings of the KSR Conference
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• 2011.05a
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• pp.725-732
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• 2011

The vibration resulting from railway operation is transmitted through the tunnel to adjacent buildings and the transmitted vibration radiates structure-borne noise which is causing a lot of public complaints by its negative effects to the buildings near tunnel. This study performed the parametric study about sleeper space and track support stiffness in order to reduce vibration on the concrete track and near structures. In this study, it was compared and performed vibration analysis and field test about these. In addition, as changing the sleeper space and track support stiffness, vibration of the structures was evaluated. Via this study, in terms of reducing the figure of the sleeper space and track support stiffness to the half, as vibrating acceleration transmitted through concrete round is getting reduced, it transmitted through the tunnel was analysed to the same phenomena. In conclusion, suggested track structure into this study, it can be applied to the track structure of existing line, and it is expected to be a new effective anti-vibration method to prevent public complaints.

• Journal of the Korean Geotechnical Society
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• v.21 no.5
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• pp.163-170
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• 2005

Track substructure (ballast, subgrade) should have sufficient strength and uniform stiffness to fully support track superstructure (rail, fastener, sleeper). Vertical support stiffness of track is strongly influenced by the condition of ballast and subgrade layers. Therefore, the evaluation of the condition of track substructure is very important to evaluate the vertical support stiffness of track. This paper proposes the trackbed evaluation system, which is composed of Ground Penetrating Radar (GPR), Portable Ballast Sample. (PBS), and Light Falling Weight Deflectomete. (LFWD), to diagnose track substructure. The laboratory and field tests are performed to evaluate the applicability of the proposed trackbed evaluation system.

• Proceedings of the Computational Structural Engineering Institute Conference
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• 2003.04a
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• pp.487-495
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• 2003

Bearings at the obtuse corner are subjected to much larger vertical reactions than other bearings because of the geometric shape of skew bridges. The current relevant specifications require that additional bars should be disposed at the bottom of concrete deck slabs to deal with the large vertical reaction on bearings at the obtuse corner. In this study, new methods of reducing the magnitude of the vertical reaction on bearings at the obtuse corner by the stiffness adjustment of bearings were proposed. The basic concept of proposed methods was to redistribute support reactions by reducing the vertical stiffness of bearings at the obtuse corner showing a relatively large vertical reaction. For 45 simply supported skew bridges designed according to the current relevant specifications, the redistribution effect of vertical reactions by the stiffness adjustment of bearings was investigated. Parameters such as skew angle, girder spacing, and deck aspect ratio that affect the distribution of support reactions were considered. The results of the analyses show that the magnitude of the vertical reaction on bearings at the obtuse corner can be reduced to the levels of straight bridges by replacing the existing bearings at the obtuse corner with new ones having the value of 1/10 or 1/20 of the vertical stiffness of the existing bearings. The reduction effect of the vertical reaction on bearings at the obtuse corner increases as the girder spacing decreases and it is more pronounced when the deck aspect ratio is 2.0.

• Journal of the Korean Society for Precision Engineering
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• v.15 no.10
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• pp.140-147
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• 1998

The dynamic behavior of elastically restrained beams under the action of distributed tangential forces is investigated in this paper. The beam, which is fixed at one end, is assumed to rest on an intermediate spring support. The governing equations of motion are derived from the energy expressions, and the finite element formulation is employed to calculate the critical distributed tangential force. Jump phenomena for the critical distributed tangential force and instability types are presented for various spring stiffnesses and support positions. Stability maps are generated by performing parametric studies to show how the distributed tangential forces affect the frequencies and the stability of the system considered. Through the numerical simulations, the following conclusioils are obtained: (i) Only flutter type instability exists for the dimensionless spring stiffness K $\leq$ 97, regardless of the position of the spring support. (ii) For the dimensionless spring stiffness K $\leq$ 98, the transition from flutter to divergence occurs at a certain position of the spring support, and the transition position moves from the free end to the free end of the beam as the spring stiffness increases. (iii) For K $\leq$ 10$^{6}$ the support condition can be regarded as a rigid support condition.

• Structural Engineering and Mechanics
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• v.51 no.3
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• pp.377-402
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• 2014

In this study, optimal distribution of springs which supports a cantilever beam is investigated to minimize two objective functions defined. The optimal size and location of the springs are ascertained to minimize the tip deflection of the cantilever beam. Afterwards, the optimization problem of springs is set up to minimize the tip absolute acceleration of the beam. The Fourier Transform is applied on the equation of motion and the response of the structure is defined in terms of transfer functions. By using any structural mode, the proposed method is applied to find optimal stiffness and location of springs which supports a cantilever beam. The stiffness coefficients of springs are chosen as the design variables. There is an active constraint on the sum of the stiffness coefficients and there are passive constraints on the upper and lower bounds of the stiffness coefficients. Optimality criteria are derived by using the Lagrange Multipliers. Gradient information required for solution of the optimization problem is analytically derived. Optimal designs obtained are compared with the uniform design in terms of frequency responses and time response. Numerical results show that the proposed method is considerably effective to determine optimal stiffness coefficients and locations of the springs.

• Journal of KSNVE
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• v.10 no.1
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• pp.153-159
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• 2000

This paper presents a new method for including the dynamic stiffness of the stationary parts in rotordynamic analysis. As a consequence of the support dynamics, critical speeds are varied and/or additional critical speeds are introduced. Therefore, dynamic effects of the support are often significant in high speed turbomachinery, but most of analysis has considered the support as a rigid body or a simple structure. The proposed method is based on the coupled characteristics of the driving point and transfer frequency response functions of the support system to model the equivalent spring-mass series in finite element analysis. To demonstrate the applicability of the simulation procedures provided, it is applied to the rotor model of the double suction centrifugal pump. Results of the suggested equivalent-support rotor model including coupled effects agree well with the entire pump model.

• The Journal of the Convergence on Culture Technology
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• v.6 no.2
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• pp.535-541
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• 2020

A conventional elastic material replacement and performance evaluation are very complicated and time-consuming, and it is difficult to know when to replace the elastic material in advance. By comparing with the product limit and the functional limit, the necessity of elastic material replacement and the improvement of track support stiffness according to replacement can be immediately demonstrated based on experimental data. Using an evaluation system of track support stiffness, the performance evaluation data for elastic materials obtained through field tests using software for track support stiffness is integrated and managed on the administrator's computer. Therefore, the replacement plan is established and maintenance history is managed by identifying the replacement time and location of elastic materials. It is possible to evaluate the performance and condition of the elastic material at the various points during the working time of the track inspection and the track performance (track support stiffness) and durability of the elastic material (aging level, spring stiffness variation rate, etc.) at the operation condition. The elastic material could be replaced timely, and the deterioration of the elastic material can be continuously monitored.

• Journal of the Korean GEO-environmental Society
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• v.21 no.12
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• pp.5-10
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• 2020

In this study, the evolution of soil engineering property values according to excavation was analyzed through the inverse analysis for the OO deep excavation site located in Incheon. The stiffness of the ground was updated by comparing the horizontal wall deformation of the excavation support wall calculated by the finite element analysis at each stage of excavation and the value measured using an inclinometer. The updated stiffness was used to predict the response of the excavation support wall in the next excavation step. The finite element analysis method using the Hardening Soil model was used, and the stratum where the excavation support wall is located was selected as the stratum for the inverse analysis. The inverse analysis results showed that the stiffness value at the stiffness value at the initial stage of excavation is larger than the stiffness used in the original design. As the excavation proceeds, the stiffness calculated through the second inverse analysis was found to decrease compared to the value derived by the first inverse analysis. Therefore, it can be stated that the deformation of the excavation support wall can be accurately calculated through finite element analysis when an appropriate stiffness value is input according to the excavation stage.