• Wind and Structures
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• v.5 no.1
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• pp.61-80
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• 2002

Wind tunnel aeroelastic model tests of the Commonwealth Advisory Aeronautical Research Council (CAARC) standard tall building were conducted using a three-degree-of-freedom base hinged aeroelastic(BHA) model. Experimental investigation into the effects of coupled translational-torsional motion, cross-wind/torsional frequency ratio and eccentricity between centre of mass and centre of stiffness on the wind-induced response characteristics and wind excitation mechanisms was carried out. The wind tunnel test results highlight the significant effects of coupled translational-torsional motion, and eccentricity between centre of mass and centre of stiffness, on both the normalised along-wind and cross-wind acceleration responses for reduced wind velocities ranging from 4 to 20. Coupled translational-torsional motion and eccentricity between centre of mass and centre of stiffness also have significant impacts on the amplitude-dependent effect caused by the vortex resonant process, and the transfer of vibrational energy between the along-wind and cross-wind directions. These resulted in either an increase or decrease of each response component, in particular at reduced wind velocities close to a critical value of 10. In addition, the contribution of vibrational energy from the torsional motion to the cross-wind response of the building model can be greatly amplified by the effect of resonance between the vortex shedding frequency and the torsional natural frequency of the building model.

• Journal of the Korean GEO-environmental Society
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• v.24 no.2
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• pp.13-24
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• 2023

Tunnels may undergo a larger or a smaller response compared with the free-field soil. In the pseudo-static procedure, the response of the tunnel is most often characterized by a curve that relates the racking ratio (R) with the flexibility ratio (F), where R represents the ratio of the tunnel response with respect to the free-field vibration and F is the relative stiffness of the tunnel and the surrounding soil. A set of analytical and empirical curves that do not account for the depth and the aspect ratio of the tunnel are typically used in practice. In this study, a series of dynamic analyses are conducted to develop a set of F-R_m relations for use in a frame analysis method. R_m is defined as an adjusted R where the rocking mode of deformation is removed and only the racking deformation is extracted. The numerical model is validated against centrifuge test recordings. The influence of aspect ratio, buried depth of tunnel on results is investigated. The results show that R_m increases with the increase of the buried depth and the aspect ratio. The widely used F-R relations are highlighted to be different compared with the obtained results in this study. Therefore, the updated F-R_m relations with proposed equations are recommended to be used in practice design. The rocking response decreases with either the decrease of the difference of stiffness between surrounding soil and tunnel or the larger aspect ratio of the tunnel section.

• Journal of the Korean Geotechnical Society
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• v.18 no.6
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• pp.153-160
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• 2002

A new system identification method based on tunnel deformation data is proposed to find the damage in the lining structure. For this, an inverse problem in which the deformation data and dead load of concrete lining are known a priori is introduced to estimate the degree and location of the damages. Models based on uniform reduction of stiffness and homogenized crack concept are individually employed to compare the applicability and relative advantages of the models. Numerical analyses are peformed for the idealized tunnel structure and the effect of white noise, common in most measurement data, is also included to better understand the suitability of the proposed models. As a result, model 1 based on uniform stiffness reduction method is shown to be relatively insensitive to the noise, while model 2 with the homogenized crack concept is proven to be easily applied to the field situation since the effect of stiffness reduction is rather small.

• Proceedings of the KSR Conference
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• 2002.05a
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• pp.228-233
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• 2002

The transition between bridge or tunnel and plain track has different rail pressure and distributed stress on formation. This paper shows distribution of rail pressure on transition at which spring stiffness are changed. By this study, it is revealed that the changing into relatively high stiffness causes increased rail pressure visibly and draw up dynamic track force. A medium stiffness structure and reinforced rail could be effective for reducing track force on the transition.

• Proceedings of the KSR Conference
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• 2004.10a
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• pp.1077-1082
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• 2004

With increasing the number of tunnel constructions, more reliable analysis methods for tunnel excavation is needed to accomplish technically sound design, and stable and economical constructions. For this purpose, a series of construction procedures, which include excavation and support stages of tunneling, need to be considered. In this study, therefore, rock-support response behavior due to railway tunnel construction has been examined by using analytic methods and numerical calculations. For examining rock-support response behavior, the effects of shotcrete, thickness and time of installation have been considered. Through analytic and numerical calculations, it is shown that support pressure becomes higher with increasing the shotcrete thickness and stiffness, and hence the tunnel deformation tends to be stable. It is also important to notice that there is a significant effect of shotcrete installation time on the tunnel deformation, although no significant change in support pressure is observed.

• Journal of Korean Tunnelling and Underground Space Association
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• v.12 no.2
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• pp.105-116
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• 2010

The estimation of surface settlement, ground behavior and tunnel displacement are the main factors in urban tunnel design with shallow depth and unconsolidated soil. On deformation analysis of shallow tunnel, it is important to identify possible deformation mechanism of shear bands developing from tunnel shoulder to the ground surface. This paper investigated the effects of key design parameter affecting deformation behavior by numerical analysis using nonlinear model incorporating the reduction of shear stiffness and strength parameters with the increment of the maximum shear strain after the initiation of plastic yielding. Numerical parametric studies are carried out to consider the reduction of shear stiffness and strength parameters, horizontal stress ratio, cohesion and shotcrete thickness.

• Journal of the Korean Geotechnical Society
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• v.30 no.9
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• pp.41-55
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• 2014

In performing seismic analysis of tunnels, it is a common practice to ignore the rock joints and to assume that the rock mass surrounding the tunnel is continuous. The applicability of this assumption has not yet been validated in detail. This study performs a series of pseudo-static discrete element analyses to evaluate the effect of rock joint on the seismic response of tunnels. The parameters considered are joint intersection location, joint spacing, joint stiffness, joint dip, and interface stiffness. The results show that the joint stiffness has the most critical influence on the tunnel response. The tunnel response increases with the spacing, resulting in localized concentration of moment and shear stress. The response of the tunnel is the lowest for joints dipping at $45^{\circ}$. This is because large shear stresses result in rotation of the principal planes by $45^{\circ}$. In summary, the weathered and smooth, vertical or horizontal, and widely spaced joint set will significantly increase the tunnel response under seismic loading. The tunnel linings are shown to be most susceptible to damage due to induced shear stress, and therefore should be checked in the seismic design.

• Journal of Korean Tunnelling and Underground Space Association
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• v.8 no.2
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• pp.151-163
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• 2006

Although various methods for effective modeling of pre-reinforced zones have been suggested for numerical analysis of large section tunnels, tunnel designers refer to empirical cases and literature reviews rather than engineering methods because ones who use commercial programs are unfamiliar with a macro-scale approach in general. Therefore, this paper suggests a simple micro-scale approach combined with the macro-scale approach to determine equivalent design parameters for effective numerical modeling of pre-reinforced zones in tunnel. This new approach is to determine the equivalent stiffness of pre-reinforced zones with combination of ground, bulb, and steel in series or/and parallel. For verification, 3-D numerical results from the suggested approach are compared with those of a realistic model. The comparison suggests that two cases make best approximation to a realistic solution: One is related to the series-parallel stiffness system (hereafter SPSS) in which bulb and steel are coupled in parallel and then connected to the ground in series, and the other is the series stiffness system (hereafter SSS) in which only bulb and steel are coupled in series. The SPSS is recommended for stiffness calculation of pre-reinforced zones because the SSS is inconvenient and time-consuming. The SPSS provides slightly bigger vertical displacement at tunnel crown in weathered rock than other cases and give almost identical results to a realistic model for horizontal displacement at tunnel spring line and ground surface settlement. Displacement trends on weathered rock and weathered soil are similar. The SPSS which is suggested in this paper represents the behavior mechanism of pre-reinforced area effectively.

• Journal of the Korean Geophysical Society
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• v.5 no.3
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• pp.233-245
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• 2002

The spectral-analysis-of-surface-waves (SASW) method is a nondestructive testing method based upon generation and detection of elastic stress waves. SASW is widely used as one of the techniques to determine stiffness profile in engineering geophysics. The essential steps involved are construction of an experimental dispersion curve from data collected in situ, and inversion of the dispersion curve to determine the stiffness profile. The main object of this study is to derive an analytical Jacobian for the inversion. If we set the subsurface to N homogeneous layer, it could save 2N times Jacobian calculation compared to numerical jacobian calculation during inversion. To reconstruct a stiffness profile, constrained damped least square method was applied for the inversion. The algorithm was tested for the numerical data and for the real asphalt and tunnel data, which were able to verify the stiffness profile. The stiffness profile reconstructed by the algorithm showed the possibility to appraise the soundness of tunnel with applications SASW.

• Geomechanics and Engineering
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• v.35 no.4
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• pp.411-424
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• 2023

Reasonable estimates of tunnel lining dislocations in the operation stage, especially under longitudinal differential settlement, are important for the design of waterproof gaskets. In this paper, a modified shell-joint model is proposed to calculate shield tunnel dislocations under longitudinal differential settlement, with the ability to consider the nonlinear shear stiffness of the joint. In the case of shell elements in the model, an elastoplastic damage constitutive model was adopted to describe the nonlinear stress-strain relationship of concrete. After verifying its applicability and correctness against a full-scale tunnel test and a joint shear test, the proposed model was used to analyze the dislocation behaviors of a shield tunnel in Shanghai Metro Line 2 under longitudinal differential settlement. Based on the results, when the tunnel structure is solely subjected to water-earth load, circumferential and longitudinal joint dislocations are all less than 0.1 mm. When the tunnel suffers longitudinal differential settlement and the curvature radius of the differential settlement is less than 300 m, although maximum longitudinal joint dislocation is still less than 0.1 mm, the maximum circumferential joint dislocation is approximately 10.3 mm, which leads to leakage and damage of the tunnel structure. However, with concavo-convex tenons applied to circumferential joints, the maximum dislocation value reduces to 4.5 mm.