ª Œª Œ 30ƒ 1A Á œ pp. 45 ~ 52 ª w w x Simulation and Experimental Study on the Impact of Light Railway Train Bridge Due to Concrete Rail Promine

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1 30ƒ 1A Á 010 1œ pp. 45 ~ 5 ª w w x Simulation and Experimental Study on the Impact of Light Railway Train Bridge Due to Concrete Rail Prominence ká v Jeon, Jun-TalÁSong, Jae-Pil Abstract This study pointed on the dynamic impact of AGTG(Automated Guide-way Transit) bridge, due to concrete rail prominence. An experiment was done with 30Gm P.S.C. bridge in AGT test line in Kyungsan. An artificial prominence with 10 mm hight, was installed at the mid span of concrete rail. And computer simulation was executed for the artificial prominence. As an experiment result, in the case of with prominence, bridge acceleration responses are increased 50% at the speed range of 0 km/h~60gkm/h, and bridge displacement responses increased slightly. With these results, the prominence of concrete rail can be induce excess impact and vibration. And the computer program simulated much the same as experiments. So this program can be used for AGT bridge design and formulate the standard of concrete rail management. Keywords : bridge, railway prominence, LRT(Light Railway Train), AGT(Automated Guide-way Transit), D.I.F.(Dynamic Increment Factor), dynamic interaction AGT l gj p w w e w q wš x 30 m P.S.C. 10 mm ew ƒw x mw y w. ful v x w v ƒ sƒw. x gj p w ƒ w ƒw ù ƒ 5km/h w s³ 345%, 0 km/h l 60 km/h¾ s³ 50%ƒ ƒw gj p w ƒ w w ü w e y w. AGT y w v w ƒ w ww x w ƒ w. z AGT AGT gj p w w» z y w y w. w :,, w, ü, ƒ, y 1. ü œ w» y w» w l wš x w mw l w w, w w gj p w x» k y w š z œ w. ü (AGT, Automated Guideway Transit) l š w gj p s (CRCP, Continuously Reinforced Concrete Pavement) w. gj p s gj p s w ¼ w š y k ù gj p w ³ x w œ.(û, 004) AGT l gj p w p s w y w ³ w». w ƒw ww w e q. AGT w ƒ w ƒw x w w z Á wœ w m y ( jtjeon@inhatc.ac.kr) z Á Á lj( ) BMS ( jpsong@suretech.co.kr) 30ƒ 1A 010 1œ 45

2 mw. x x 30 m P.S.C. ww, w BADIA( v, 00) w ww.. gj p w w x.1 x.1.1 x ew x P.S.C x w. x 30 m t (w», 001) w œ P.S.C. x gj p š 5m 6 ƒ. 5 cm gj p w d AGT w w ü. x PSC t š, t ùkü. w ¼ 300 mm, s 100 mm š Ì 10 mm q w w ewš AGT w g, m w. gj p q xk wù x ƒw w. q Ì 10 mm q w ew. ƒ q t 1. x PSC (m) 30 (ea) k (MPa) 5,500 (m ) ¼ (kn/m) p (m 4 ) p (m 4 ) k (MPa) 5,500 (m ) ¼ (kn/m) p (m 4 ) p (m 4 ) k (MPa) 5,500 Ì (m) 0.50 ¼ (kn/m) x AGT ( : mm).1. x x š w AGT w œ kn(16tf), kn(19 tf) (sw w, 1999). x œ kn xw. 3 x ùkü. 1. x ( :mm). w. x x x x ù ww x ww x z d w, x AGT ( 5 km/h), 0 km/h, 40 km/h š 60 km/h ƒƒ z ww. gj p w w mwš w 10 mm ew,, 0 km/h, 40 km/h š 60 km/ h w w x ƒƒ z ww. x AGT ƒ w l ù w w xw» w w. d d w d 100 Hz w š 30 Hz Low-pass filter w ü e š w» w. x w š w 46

3 q i l. P E w w w w y AGT w - y l, e š w ƒ ƒ w ( v, ½xy, ù, 006). T 1 = -- D TM b D nv m v11 z v11 v = 1 m v1 y v11 I vx11 θ vx11 I vy11 θ vy11 4. e ( : mm) I vz11 θ vz11 j = 1 m z vj vj I θ vxj vxj I θ vzj vzj 1 U -- e D T nv K b D k R = vi1j k vi1j ( R vij z vij Ψ D v0ij vxij v = 1 i = 1j = 1 Ψ vyij D) k ( R 1 vi3j ( ) j y vi3j ( v0ij Ψ D Ψ vxi3j vyi3j D) ) () i = 1 k vi41 R vi41 l vxj i = 1j = 1 { m v11 gz ( v0ij Ψ D Ψ vxij vyij D) l vx1 l m g( z vi v0ij Ψ D Ψ vxij vyij D) vx (3) 5. ƒ e ww ( v, 00) š ƒ ƒƒ 1 st mode 3.88 Hz, 'nd mode 5.37 Hz, 3'rd mode 5.7 Hz, 4 th mode Hz, 5 th mode Hz, 6'th mode Hz, 7'th mode.68 Hz š 8'th mode 5.3 Hz 8 w 30 Hz w 30 Hz low-pass filter d l w š w q. d 4 ƒ, š x 3œ w d w. 5 P.S.C. x w e ƒ. 3. gj p w x w v BADIA(Bridge-AGT Vehicle Dynamic Interaction Analysis II) w ü š w AGT y w ƒ w v. BADIAII l yw ƒ (1) Lagrange w - y w (Thomson, 1988) T t q T U e U d = P q i i q i q E i (1), T, U e k w e š U d w w (1) 1 U -- d D TC nv b D c R = vi1j vi1j c vi jr ( vij z v0ij Ψ D vxij v = 1 i = 1j = 1 Ψ D vyij ) ( 1 ( Ψ D vxi3j Ψ D vyi3j )) i = 1 c R vi3j vi3j c vi41 R vi41 ( ) j y v0ij (), (3) š (4) g ƒ, nv ww w. š D D original t l ùküš M b, C b š K b ƒƒ, š p ùkü. e l Ψ l ƒ w w» w w. Ψ vxinj x w w» w e l š Ψ vxinj y w w» w e l. R imj v r ùkü š x( v(00)) ü.»k»y w t 3. v w ü š w - y w ƒ w w w w ü lƒ v w. w ü 5 cm dw l w, AGT 100 mm w 3 l s³ w ƒ w. š w x s 100 m w 10 mm g w. (4) 30ƒ 1A 010 1œ 47

4 6. AGT y t. AGT y»y Description Nomenclature Body (ton) m v11 Mass Suspension system (ton) m vi Vehicle (ton) m v1 Suspension (kn/m) k vi1j Spring constant Tire (kn/m) Guide wheel (kn/m) k vij k vi3j Steering system (knm/rad) k vi4j Damping constant Suspension (kns/m) Tire (kns/m) Guide wheel (kns/m) C vi1j C vij C vi3j 7. (5. km/h, without prominence) Steering system (knms/rad) C vi4j From C.G. * of body to front and rear axle(m) l vxi Geometry From guide wheel to C.G. * of axle (m) l vx3 From C.G. * of body to left and right tire (m) l vy From C.G. * of body to guide wheel (m) l vz *Center of Gravity Body motions Axle motions t 3. AGT»y Description Vertical motion Lateral motion Rolling Pitching Yawing Parallel hop of front suspension system Parallel hop of rear suspension system Axle tramp of front suspension system Axle tramp of rear suspension system Steering of front suspension system Steering of rear suspension system Nomenclature z v11 y v11 θ vx11 θ vy11 θ vz11 z v1 z v θ vx1 θ vx θ vz1 θ vz 8. (5.6 km/h, with prominence) 4. x w l 10 t š. 7 9 ƒ š AGT 5km/h š 40 km/h w 9. (40 km/h, without prominence) š, mm ƒ š AGT ƒƒ 5km/h š 40 km/h w w š ƒ ƒ ƒ w 48

5 e q. t 5 gj p w 10 mm ƒ x w ƒ w. t 5 w w ƒ ƒ x w 17.14%, 4.7% š s³ 10.3% v y w. 10. (40 km/h, with prominence) ƒw š AGT m w z w š q w y w. š 7 l 10 ƒ x 10% j ù qx w xk. t 4 gj p w ƒ. gj p w ƒ ƒ ƒ 8.7%, s ³.3% w ƒ. AGT f ƒ j w 4. ƒ 1l 14 gj p w ƒ ƒ š ƒ š AGT 5km/h š 40 km/h w ƒ š, mm ƒ š ƒƒ 5 km/h, 40 km/h w ƒ. 1l 14 AGT m w ƒ ƒ j s ƒw y w. p 5km/h w ƒ j ƒw y w. t 6 ƒ š. ƒ ƒ 8.8% ƒ ù ƒ 60.9%¾ ƒw, w 0 km/h l 60 km/h¾ s³ 150% ƒw y w x 05 km/h 0 km/h 40 km/h 60 km/h Test Scheme t 4. gj p w gj p w gj p w ƒ ƒ ƒ ƒ (mm) (mm) ƒ ƒ (%) # # s ³ # # # # s ³ # # # # s ³ # # # # s ³ # # # # s ³ ƒ 1A 010 1œ 49

6 x 05 km/h 0 km/h 40 km/h 60 km/h Test Scheme t 5. gj p w ƒ gj p w gj p w x ƒ ƒ (mm) (mm) # # s ³ (%) # # # # s ³ # # # # s ³ # # # # s ³ # # # # s ³ ƒ (5 km/h, without prominence) 1. ƒ (5 km/h, with prominence). ƒw ƒ w š w w j ƒ w w y w. 1l 14 ƒ ful w ƒ x w w qx y w. v sww w wš w. t 7 gj p w ƒ w ƒ x w. ƒ 4.53%, 7.54% w ù ƒ - š qx x w xk. ƒ AGT e w w w q. 5. AGT l gj p w w e w q wš 30 50

7 13. ƒ (40 km/h, without prominence) 14. ƒ (40 km/h, with prominence) t 6. gj p w ƒ ƒ ƒ Test Scheme ƒ ƒ ƒ (%) (m/sec ) (m/sec ) s ³ km/h s ³ s ³ km/h f m P.S.C. 10 mm ew ƒw x mw y w. ful v x w v ƒ s ƒw. w. 1. AGT w 10 mm ƒ ƒ ƒ 8.7% ƒ ƒ j w w.. 10 mm ƒ ƒ t 7. gj p w ƒ x Test Scheme ƒ ƒ (%) (m/sec ) (m/sec ) 05 km/h 0 km/h 40 km/h 60 km/h s ³ s ³ s ³ s ³ % š s³ w 0 km/h~60 km/h s³ 50% ƒw. gj p w w w ü w k y w. w AGT w w w w AGT w w» w q. 3. w x w ƒ 17.14%, 4.7%. s³ 10.3% ƒ w. v w wš w. 4. w ƒ ƒ x w 5km/h w 4.53% ƒ w ù w 0~60 km/h s³ 1.0% y w ƒ w. 5. mw gj p w ƒ w ƒ g ü w y w š, v w y w. z wš w x mw gj p w AGT ü AGT e w w w. w w AGT k w w AGT š gj p w w ful mw»» y w w. 008w wœ w ü w. š x û (004) s œw, pp ƒ 1A 010 1œ 51

8 v(00) A Study on Dynamic Response Analysis and Vibration Serviceability of Bridge-AGT Vehicle Interaction System, w, w. v, ½xy, ù (006) -AGT y w, w wz, w wz, 9«, 5y, pp sw w (1999) l» š. w» (001) l» 3 š. Thomson, W.T.G (1988) Theory of Vibration with Applications, Prentice-Hall, pp ( : / : / : ) 5