본 연구는 차륜/레일 상호작용력을 고려한 적정 레일표면관리방안에 관한 연구로써 레일표면 품질지수(QI)가 동적 궤도상호작용력(P1, P2)에 미치는 영향을 알아보기 위하여 현장측정을 통해 레일연마횟수(Pass)에 따른 레일표면 품질지수와 동적 궤도상호작용력의 상관관계를 분석하였다. 또한 수치해석에서는 레일표면 품질지수에 영향을 미치는 매개변수인 열차속도와 <...
본 연구는 차륜/레일 상호작용력을 고려한 적정 레일표면관리방안에 관한 연구로써 레일표면 품질지수(QI)가 동적 궤도상호작용력(P1, P2)에 미치는 영향을 알아보기 위하여 현장측정을 통해 레일연마횟수(Pass)에 따른 레일표면 품질지수와 동적 궤도상호작용력의 상관관계를 분석하였다. 또한 수치해석에서는 레일표면 품질지수에 영향을 미치는 매개변수인 열차속도와 궤도지지강성의 변화에 따른 상관관계를 분석하였다.
현장측정과 수치해석을 통해 얻은 레일표면 품질지수, 열차속도, 궤도지지강성을 이용하여 레일연마횟수에 따른 레일표면 품질지수가 동적 궤도상호작용력에 미치는 영향을 분석한 결과 레일표면 품질지수가 레일연마가 진행됨에 따라 감소함에 있어 동적 궤도상호작용력 역시 일정 비율로 감소하는 것으로 분석되었다.
즉, 레일연마는 레일표면 품질지수를 일정비율로 감소시킬수 있고 궤도 시스템 전반에 영향을 미치는 동적 궤도상호작용력을 저감 시킬수 있는 것으로 분석되어 효율적인 레일표면관리를 위해서는 운행 노선의 열차속도를 감안한 레일표면 품질지수의 관리가 필요한 것으로 분석되었다.
본 연구는 차륜/레일 상호작용력을 고려한 적정 레일표면관리방안에 관한 연구로써 레일표면 품질지수(QI)가 동적 궤도상호작용력(P1, P2)에 미치는 영향을 알아보기 위하여 현장측정을 통해 레일연마횟수(Pass)에 따른 레일표면 품질지수와 동적 궤도상호작용력의 상관관계를 분석하였다. 또한 수치해석에서는 레일표면 품질지수에 영향을 미치는 매개변수인 열차속도와 궤도지지강성의 변화에 따른 상관관계를 분석하였다.
현장측정과 수치해석을 통해 얻은 레일표면 품질지수, 열차속도, 궤도지지강성을 이용하여 레일연마횟수에 따른 레일표면 품질지수가 동적 궤도상호작용력에 미치는 영향을 분석한 결과 레일표면 품질지수가 레일연마가 진행됨에 따라 감소함에 있어 동적 궤도상호작용력 역시 일정 비율로 감소하는 것으로 분석되었다.
즉, 레일연마는 레일표면 품질지수를 일정비율로 감소시킬수 있고 궤도 시스템 전반에 영향을 미치는 동적 궤도상호작용력을 저감 시킬수 있는 것으로 분석되어 효율적인 레일표면관리를 위해서는 운행 노선의 열차속도를 감안한 레일표면 품질지수의 관리가 필요한 것으로 분석되었다.
Dynamic wheel-rail force can be limited to high-frequency components due to imperfections in the wheel-rail contact surface (hereafter referred to as P1) and may also contain low-frequency components due to coupled wheel-rail vibrations in phase on the ballast (hereafter referred to as P2). Previous...
Dynamic wheel-rail force can be limited to high-frequency components due to imperfections in the wheel-rail contact surface (hereafter referred to as P1) and may also contain low-frequency components due to coupled wheel-rail vibrations in phase on the ballast (hereafter referred to as P2). Previous studies on dynamic wheel-rail forces have focused on the quality index of surface roughness (herein referred to as QI) of only rail welds.
The study performed a comparison between conventional theory and results of the field measurement, and the results contributed toward the development of optimum rail surface maintenance methods for the rail.
In this study, the influences of rail surface roughness and track stiffness of a ballasted track on dynamic wheel-rail forces currently employed in convention lines were assessed by performing field measurements according to grinding of rail surface roughness. The influence of grinding effect was evaluated using by previous empirical prediction model for P1 and P2, which includes first-order derivatives of QI, vehicle velocity, and track support stiffness.
The theoretical dynamic wheel-rail force determined using the previous prediction equation was analyzed by using the decreased QI due to the rail grinding determined through field measurements. At a constant track support stiffness, an increase in the QI caused an increase in P1 and P2. Therefore, the vertical track stiffness affects P2 more strongly than it does P1. Hence, P1 is more affected by QI and train velocity than is P2. Further, it is inferred that the results of dynamic wheel-rail analysis obtained using measured data such as the varied QI due to rail grinding can be used to predict the peak dynamic forces.
Therefore, it is obvious that an amount of optimum rail grinding by considering QI that was regarding an operation characteristics of target track (vehicle velocity and wheel load) and the track support stiffness is important to reduce the dynamic wheel-rail forces such as P1 and P2.
Dynamic wheel-rail force can be limited to high-frequency components due to imperfections in the wheel-rail contact surface (hereafter referred to as P1) and may also contain low-frequency components due to coupled wheel-rail vibrations in phase on the ballast (hereafter referred to as P2). Previous studies on dynamic wheel-rail forces have focused on the quality index of surface roughness (herein referred to as QI) of only rail welds.
The study performed a comparison between conventional theory and results of the field measurement, and the results contributed toward the development of optimum rail surface maintenance methods for the rail.
In this study, the influences of rail surface roughness and track stiffness of a ballasted track on dynamic wheel-rail forces currently employed in convention lines were assessed by performing field measurements according to grinding of rail surface roughness. The influence of grinding effect was evaluated using by previous empirical prediction model for P1 and P2, which includes first-order derivatives of QI, vehicle velocity, and track support stiffness.
The theoretical dynamic wheel-rail force determined using the previous prediction equation was analyzed by using the decreased QI due to the rail grinding determined through field measurements. At a constant track support stiffness, an increase in the QI caused an increase in P1 and P2. Therefore, the vertical track stiffness affects P2 more strongly than it does P1. Hence, P1 is more affected by QI and train velocity than is P2. Further, it is inferred that the results of dynamic wheel-rail analysis obtained using measured data such as the varied QI due to rail grinding can be used to predict the peak dynamic forces.
Therefore, it is obvious that an amount of optimum rail grinding by considering QI that was regarding an operation characteristics of target track (vehicle velocity and wheel load) and the track support stiffness is important to reduce the dynamic wheel-rail forces such as P1 and P2.
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