• Journal of the Korea Academia-Industrial cooperation Society
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• v.16 no.2
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• pp.1469-1476
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• 2015

The bridges take a significant part of entire route in Korea railway, because 70% of Korean territory is covered with mountains. For this reason, span enlargement of railway bridges is more advantageous to increase economic efficiency on the bridge design. However there are many limitations such as additional axial force of the rail, excessive displacement due to track-bridge interaction. In this study, track-bridge interaction analysis was conducted considering the sliding layer which was installed between the track and girder. From the numerical analysis results, the behavior of track-bridge interaction was investigated according to the installation method of sliding layer. Finally, a guideline for development of track-bridge structure system to reduce the track-bridge interaction was proposed.

• Interaction and multiscale mechanics
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• v.5 no.1
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• pp.1-12
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• 2012

Considerable longitudinal rail forces and displacements may develop in continuous welded rail (CWR) track on long-span bridges due to temperature variations. The track stability may be disturbed due to excessive relative displacements between the sleepers and ballast bed and the accompanied reduction in frictional resistance. For high-speed tracks, however, solving these problems by installing rail expansion devices in the track is not an attractive solution as these devices may cause a local disturbance of the vertical track stiffness and track geometry which will require intensive maintenance. With reference to temperature, two actions are considered by the bridge loading standards, the uniform variation in the rail and deck temperature and the temperature gradient in deck. Generally, the effect of temperature gradient has been disregarded in the interaction analysis. This paper mainly deals with the effect of temperature gradient on the track-bridge interaction with respect to the support reaction, rail stresses and stability. The study presented in this paper was not mentioned in the related codes so far.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.35 no.5
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• pp.1179-1189
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• 2015

Continuous welded rail on bridge structure experiences typically a large amount of additional longitudinal axial forces due to longitudinal track-bridge interaction under temperature and traction/braking load effect. In order to reduce the additional axial forces, special type of fastener, such as ZLR and RLR or rail expansion joint should be applied. Sliding slab track system is known to reduce the effect of track-bridge interaction by the application of a sliding layer between slab track and bridge structure. This study presents track-bridge interaction analysis results of the sliding slab track and compares them with conventional fixed slab track on bridges. The result shows that the sliding slab track can significantly reduce the additional axil forces of the continuously welded rail, and the difference is more significant for long and continuous span bridge.

• Proceedings of the KSR Conference
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• 1999.05a
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• pp.414-421
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• 1999

In this paper, the simplified method for 2-dimensional train/track/bridge interaction analysis is utilized in the analysis of dynamic behavior of bridges in which the eccentricity of axle loads and the effect of the toriosnal forces acting on the bridge are included for the more accurate train/track/bridge interaction analysis. Inverstigations mainly into the influence of vehicle speed on train/track/bridge interactions are carried out for the two cases. The first case is that only train and bridge are considered in the modelling and the other case is that train, track and bridge are considered.

• Journal of the Korean Society of Safety
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• v.25 no.5
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• pp.54-61
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• 2010

The additional axial force of CWR(continuous welded rail) is occurred by structure-track interaction, in reverse, fixed supports of structure are applied the large load by that. Ratio of load which transferred on support through the bridge superstructure with one-side REJ by acceleration and braking load are stated in High-Speed Rail Design Criteria(2005). On the other hand the horizontal forces of support delivered to the load due to thermal loads has been no report about the criteria. Therefore, this study was performed the review of the reaction and displacement on support by structure-track interaction in a special bridge(composite brdiges, 45+55+55+45=200m) with REJ acting on the temperature load. As a result, because fixed support of a special bridge or a continuous bridge with REJ under the temperature load which is constant load has been acted the large lateral load by structure-track interaction, when determining the fixed bearing capacity of structure should be reflected in the results to secure the safety of structures was confirmed.

• Structural Engineering and Mechanics
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• v.78 no.2
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• pp.163-174
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• 2021

Track-bridge interaction has become an essential part in the design of bridges and rails in terms of modern railways. As a unique ballastless slab track, the longitudinal continuous slab track (LCST) or referred to as the China railway track system Type-II (CRTS II) slab track, demonstrates a complex force mechanism. Therefore, a comprehensive track-bridge interaction study between multi-span simply supported beam bridges and the LCST is presented in this work. In specific, we have developed an integrated finite element model to investigate the overall interaction effects of the LCST-bridge system subjected to the actions of temperature changes, traffic loads, and braking forces. In that place, the deformation patterns of the track and bridge, and the distributions of longitudinal forces and the interfacial shear stress are studied. Our results show that the additional rail stress has been reduced under various loads and the rail's deformation has become much smoother after the transition of the two continuous structural layers of the LCST. However, the influence of the temperature difference of bridges is significant and cannot be ignored as this action can bend the bridge like the traffic load. The uniform temperature change causes the tensile stress of the concrete track structure and further induce cracks in them. Additionally, the influences of the friction coefficient of the sliding layer and the interfacial bond characteristics on the LCST's performance are discussed. The systematic study presented in this work may have some potential impacts on the understanding of the overall mechanical behavior of the LCST-bridge system.

• Proceedings of the KSR Conference
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• 2011.10a
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• pp.3156-3159
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• 2011

In case of the continuous welded rail(CWR) track is supported by the railway bridge, the additional axial force is occurred in the CWR due to the track-bridge interaction. In the various design codes such as Korean code, European code, UIC code, etc, three important loads(temperature variation in the bridge-deck, braking/acceleration and the bending of the bridge-deck resulted from the passing train) are treated as the independent loading case. In other words, the additional axial force can be obtained by summing up the three different values calculated by the three independent analysis. However, this analysing method may have an error because the behavior of the longitudinal resistance between the rail and the bridge-deck is under the highly nonlinear. Therefore, in order to exactly analyse the track-bridge interaction, nonlinear loading history and the change of the longitudinal resistance owing to the loading history must be considered in the analysis process. In this study, the loading history effect on the track-bridge interaction is investigated considering the resonable combination of three loads and the longitudinal resistance change.

• Journal of the Korean Society for Railway
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• v.16 no.3
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• pp.217-225
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• 2013

In this study, by considering the rail fastening support distance and the distance between the bridge and the abutment, the behavior of concrete track installed on a railway bridge end deck and the bridge end rotation were analyzed. In order to analyze the track-bridge interaction, bridge and abutment specimens with concrete track structures were designed and used in laboratory testing. At a constant fastening support distance, an increase in the bridge end rotation caused an increase in the displacement of the rail. Therefore, the displacement of the rail directly affects the rail and clip stress. Further, it is inferred that the results of multiple regression analysis obtained using measured data such as angle of bridge end rotation and fastening support distance can be used to predict the track-bridge interaction forces acting on concrete track installed on railway bridge deck ends.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2001.05a
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• pp.1015-1021
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• 2001

This paper represents the results carried out to determine the dynamic response characteristics of Korea High Speed Rail(KHSR) bridges. The responses of the KHSR bridges subjected to the moving train loading are obtained through the simplified method for the 2-dimensional train/track/bridge interaction analysis in which the eccentricity of axle loads and the effect of the torsional forces acting on the bridge are included for the more accurate train/track/bridge interaction analysis. The results of the analyses are compared with the field test data to verify the performance of the 2-dimensional train/track/bridge interaction analysis method.

• Proceedings of the KSR Conference
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• 2000.11a
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• pp.366-373
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• 2000

This paper represents the results carried out to determine the dynamic response characteristics of Korea High Speed Rail(KHSR) bridges. The responses of the KHSR bridges subjected to the moving train loading are obtained through the simplified method for the 2-dimensional train/track/bridge interaction analysis in which the eccentricity of axle loads and the effect of the torsional forces acting on the bridge are included for the more accurate train/track/bridge interaction analysis. The results of the analyses are compared with the field test data to verify the performance of the 2-dimensional train/track/bridge interaction analysis method.