본 연구에서는 레일중량(50 kg/m, 60 kg/m)으로만 구분하여 설정된 국내 레일마모한계치에 대하여 곡선반경, 열차속도, 레일마모량, 캔트량, 레일종류에 따른 선로주행안정성 측면의 분석을 수행하였다. 선로주행안정성 분석은 다중 본체 동역학 시뮬레이션(multi-body dynamics simulation)프로그램인 VI-Rail을 이용하였으며, Nadal식에 의한 탈선계수를 분석하였다. 또한, 국내 일반철도 곡선부를 대상으로 현장계측을 수행하여 누적통과톤수별 레일마모량을 측정하여 레일마모예측 모델을 제시하였다. 곡선부를 주행하는 열차에 의한 탈선계수는 대차별 첫번째 차축에 위치한 차륜에서 가장 크게 발생하고, ...
본 연구에서는 레일중량(50 kg/m, 60 kg/m)으로만 구분하여 설정된 국내 레일마모한계치에 대하여 곡선반경, 열차속도, 레일마모량, 캔트량, 레일종류에 따른 선로주행안정성 측면의 분석을 수행하였다. 선로주행안정성 분석은 다중 본체 동역학 시뮬레이션(multi-body dynamics simulation)프로그램인 VI-Rail을 이용하였으며, Nadal식에 의한 탈선계수를 분석하였다. 또한, 국내 일반철도 곡선부를 대상으로 현장계측을 수행하여 누적통과톤수별 레일마모량을 측정하여 레일마모예측 모델을 제시하였다. 곡선부를 주행하는 열차에 의한 탈선계수는 대차별 첫번째 차축에 위치한 차륜에서 가장 크게 발생하고, 원곡선과 완화곡선이 접하는 변곡점에서 가장 크게 발생한다. 또한, 곡선부에 레일마모가 존재할 경우, 차륜과 곡선부 외측레일에 의한 어택각과 횡방향 크리프 하중의 증가로 인해 레일마모량이 많을수록, 곡선반경이 작을수록 열차속도가 높을수록 탈선계수는 증가하는 경향을 확인하였다. 또한, 레일마모량에 따라 곡선반경별 탈선계수 한계값을 상회하는 열차속도가 존재하며, 주행안정성 측면에서 곡선부 레일마모한계값을 다르게 적용할 수 있음을 확인하였다. 본 연구에서는 국내 일반철도를 대상으로 주행안정성기반 곡선반경별 레일마모한계치를 제시하였으며, 이는 획일적으로 적용하고 있는 레일마모한계치를 안전성 및 경제성을 고려한 관리기준(목표치)으로 활용이 가능하며, 또한 국내 일반철도 곡선부 레일마모 계측을 통해 레일종류별 곡선반경별 누적통과톤수에 따른 레일마모예측모델을 제시함으로서, 향후 일반철도 곡선부 레일을 관리하는 참고자료로 활용이 가능할 것이라 판단된다.
본 연구에서는 레일중량(50 kg/m, 60 kg/m)으로만 구분하여 설정된 국내 레일마모한계치에 대하여 곡선반경, 열차속도, 레일마모량, 캔트량, 레일종류에 따른 선로주행안정성 측면의 분석을 수행하였다. 선로주행안정성 분석은 다중 본체 동역학 시뮬레이션(multi-body dynamics simulation)프로그램인 VI-Rail을 이용하였으며, Nadal식에 의한 탈선계수를 분석하였다. 또한, 국내 일반철도 곡선부를 대상으로 현장계측을 수행하여 누적통과톤수별 레일마모량을 측정하여 레일마모예측 모델을 제시하였다. 곡선부를 주행하는 열차에 의한 탈선계수는 대차별 첫번째 차축에 위치한 차륜에서 가장 크게 발생하고, 원곡선과 완화곡선이 접하는 변곡점에서 가장 크게 발생한다. 또한, 곡선부에 레일마모가 존재할 경우, 차륜과 곡선부 외측레일에 의한 어택각과 횡방향 크리프 하중의 증가로 인해 레일마모량이 많을수록, 곡선반경이 작을수록 열차속도가 높을수록 탈선계수는 증가하는 경향을 확인하였다. 또한, 레일마모량에 따라 곡선반경별 탈선계수 한계값을 상회하는 열차속도가 존재하며, 주행안정성 측면에서 곡선부 레일마모한계값을 다르게 적용할 수 있음을 확인하였다. 본 연구에서는 국내 일반철도를 대상으로 주행안정성기반 곡선반경별 레일마모한계치를 제시하였으며, 이는 획일적으로 적용하고 있는 레일마모한계치를 안전성 및 경제성을 고려한 관리기준(목표치)으로 활용이 가능하며, 또한 국내 일반철도 곡선부 레일마모 계측을 통해 레일종류별 곡선반경별 누적통과톤수에 따른 레일마모예측모델을 제시함으로서, 향후 일반철도 곡선부 레일을 관리하는 참고자료로 활용이 가능할 것이라 판단된다.
In this study, domestic railway stability according different rail masses (50 kg / m, 60 kg / m) was analyzed based on curve radius, vehicle velocity, the rail wear amount, cant amount, and the rail wear limit respectively. For the vehicle stability analysis, a VI-Rail program, which is a multi-body...
In this study, domestic railway stability according different rail masses (50 kg / m, 60 kg / m) was analyzed based on curve radius, vehicle velocity, the rail wear amount, cant amount, and the rail wear limit respectively. For the vehicle stability analysis, a VI-Rail program, which is a multi-body dynamics simulation program, was used and the derailment coefficient by Nadal equation was analyzed. In addition, field measurements were performed on domestic general railway curved railway to measure the amount of rail wear per cumulative vehicle transit tonnage. The conclusions drawn from this study are as follows. The derailment coefficient derived from the vehicle running on curved railway was found to be the largest in the wheel located on the first axle, and occurs most at the inflection point where the curved railway line and the transition curve are in contact with each other. Also, when there is rail wear in the curved railway section, it was confirmed that as the railway wear was increased, the curvature radius was decreased, and the derailment coefficient was increased as the vehicle speed was increased due to the increase of the attack angle and lateral creep load of the wheel and the curved outer rail.
In the study results, the train velocity can exceed the derailment limit value per curve radius depending on the amount of rail wear, and the curved rail wear limit value can be applied differently in terms of vehicle stability. In this study, railway abrasion limit analysis of curved railway was conducted on domestic general railways. It is considered that uniformly applied railway abrasion limit can be used as management standard (objective) that considers railway stability and economy. In this study, railway wear prediction model based on cumulative vehicle transit tonnage by curve radius for each type of rail based on mass is presented through domestic general railway curved rail wear measurement, and these results can be used as a reference material for managing railway curved rail in the future
In this study, domestic railway stability according different rail masses (50 kg / m, 60 kg / m) was analyzed based on curve radius, vehicle velocity, the rail wear amount, cant amount, and the rail wear limit respectively. For the vehicle stability analysis, a VI-Rail program, which is a multi-body dynamics simulation program, was used and the derailment coefficient by Nadal equation was analyzed. In addition, field measurements were performed on domestic general railway curved railway to measure the amount of rail wear per cumulative vehicle transit tonnage. The conclusions drawn from this study are as follows. The derailment coefficient derived from the vehicle running on curved railway was found to be the largest in the wheel located on the first axle, and occurs most at the inflection point where the curved railway line and the transition curve are in contact with each other. Also, when there is rail wear in the curved railway section, it was confirmed that as the railway wear was increased, the curvature radius was decreased, and the derailment coefficient was increased as the vehicle speed was increased due to the increase of the attack angle and lateral creep load of the wheel and the curved outer rail.
In the study results, the train velocity can exceed the derailment limit value per curve radius depending on the amount of rail wear, and the curved rail wear limit value can be applied differently in terms of vehicle stability. In this study, railway abrasion limit analysis of curved railway was conducted on domestic general railways. It is considered that uniformly applied railway abrasion limit can be used as management standard (objective) that considers railway stability and economy. In this study, railway wear prediction model based on cumulative vehicle transit tonnage by curve radius for each type of rail based on mass is presented through domestic general railway curved rail wear measurement, and these results can be used as a reference material for managing railway curved rail in the future
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