본 연구에서는 혼용열차가 운행 중인 곡선부 자갈궤도의 적정 캔트 산정을 위해 현장측정 결과를 바탕으로 궤도지지강성, 궤도충격계수 및 선로주행안정성(탈선계수, 동적 윤중감소율, 궤간확대량)을 검토하여 측정개소별 캔트조정이 필요한 개소를 선정하였다. 혼용열차 중 최고속도 기준의 균형캔트로 부설된 곡선부 자갈궤도 현장측정결과, 일부 개소에서 저속 열차(AREX) 주행 시 내측 레일의 동적 윤중변동 수준(동적 윤중변동율, 궤도충격계수)이 외측 대비 확연히 크게 나타났으며, 외측 레일의 동적 윤중감소 수준은 내측 대비 상대적으로 크게 나타났다. 반면 ...
본 연구에서는 혼용열차가 운행 중인 곡선부 자갈궤도의 적정 캔트 산정을 위해 현장측정 결과를 바탕으로 궤도지지강성, 궤도충격계수 및 선로주행안정성(탈선계수, 동적 윤중감소율, 궤간확대량)을 검토하여 측정개소별 캔트조정이 필요한 개소를 선정하였다. 혼용열차 중 최고속도 기준의 균형캔트로 부설된 곡선부 자갈궤도 현장측정결과, 일부 개소에서 저속 열차(AREX) 주행 시 내측 레일의 동적 윤중변동 수준(동적 윤중변동율, 궤도충격계수)이 외측 대비 확연히 크게 나타났으며, 외측 레일의 동적 윤중감소 수준은 내측 대비 상대적으로 크게 나타났다. 반면 고속 열차(KTX) 주행 시 내, 외측 레일의 동적 윤중변동 수준 및 동적 윤중감소 수준은 오히려 작게 나타나 혼용열차 구간을 주행하는 저속열차에 의한 과캔트 상태를 실험적으로 입증하였다. 또한 혼용열차의 차량제원 차이와 캔트변화 및 열차 주행속도를 변수로 수치해석을 수행하고 해석결과와 측정결과와의 비교를 통해 적정 캔트 산정을 위한 해석모델의 적정성을 입증하였다. 본 연구에서는 차량별 제원(차량의 유효중심고, 대차중량, 대차중심간격 등) 반영이 가능한 곡선부 내, 외측 동적 윤중 산정식을 이용하여 열차속도 및 캔트변화에 따른 열차종별 내, 외측 동적 윤중을 산출하고 이를 바탕으로 내, 외측 동적 윤중의 편차를 최소화하는 범위에서 고속열차에 대한 부족 캔트는 방지하고 저속열차에 대한 일부 과캔트를 허용하는 수준의 적정 캔트를 산정하는 방법 즉, 내․외측 윤중 편차 평가에 의한 적정 캔트 산정방법을 제시하였다. 연구결과, 혼용열차 구간의 곡선선로의 경우 최고속도를 기준으로한 균형캔트 산정방식 또는 열차종별 최고속도 및 운행빈도에 직접적인 영향을 받는 자승평균법으로 적정 캔트를 산정하기 보다는 본 연구에서 분석한 방법과 같이 차량의 제원 및 속도와 궤도선형조건이 반영된 수치해석 결과를 바탕으로 적정 캔트를 산정하는 방법이 내, 외측 궤도부담력의 분배 및 선로주행안정성 확보 측면에서 적정한 것으로 분석되었다.
본 연구에서는 혼용열차가 운행 중인 곡선부 자갈궤도의 적정 캔트 산정을 위해 현장측정 결과를 바탕으로 궤도지지강성, 궤도충격계수 및 선로주행안정성(탈선계수, 동적 윤중감소율, 궤간확대량)을 검토하여 측정개소별 캔트조정이 필요한 개소를 선정하였다. 혼용열차 중 최고속도 기준의 균형캔트로 부설된 곡선부 자갈궤도 현장측정결과, 일부 개소에서 저속 열차(AREX) 주행 시 내측 레일의 동적 윤중변동 수준(동적 윤중변동율, 궤도충격계수)이 외측 대비 확연히 크게 나타났으며, 외측 레일의 동적 윤중감소 수준은 내측 대비 상대적으로 크게 나타났다. 반면 고속 열차(KTX) 주행 시 내, 외측 레일의 동적 윤중변동 수준 및 동적 윤중감소 수준은 오히려 작게 나타나 혼용열차 구간을 주행하는 저속열차에 의한 과캔트 상태를 실험적으로 입증하였다. 또한 혼용열차의 차량제원 차이와 캔트변화 및 열차 주행속도를 변수로 수치해석을 수행하고 해석결과와 측정결과와의 비교를 통해 적정 캔트 산정을 위한 해석모델의 적정성을 입증하였다. 본 연구에서는 차량별 제원(차량의 유효중심고, 대차중량, 대차중심간격 등) 반영이 가능한 곡선부 내, 외측 동적 윤중 산정식을 이용하여 열차속도 및 캔트변화에 따른 열차종별 내, 외측 동적 윤중을 산출하고 이를 바탕으로 내, 외측 동적 윤중의 편차를 최소화하는 범위에서 고속열차에 대한 부족 캔트는 방지하고 저속열차에 대한 일부 과캔트를 허용하는 수준의 적정 캔트를 산정하는 방법 즉, 내․외측 윤중 편차 평가에 의한 적정 캔트 산정방법을 제시하였다. 연구결과, 혼용열차 구간의 곡선선로의 경우 최고속도를 기준으로한 균형캔트 산정방식 또는 열차종별 최고속도 및 운행빈도에 직접적인 영향을 받는 자승평균법으로 적정 캔트를 산정하기 보다는 본 연구에서 분석한 방법과 같이 차량의 제원 및 속도와 궤도선형조건이 반영된 수치해석 결과를 바탕으로 적정 캔트를 산정하는 방법이 내, 외측 궤도부담력의 분배 및 선로주행안정성 확보 측면에서 적정한 것으로 분석되었다.
In this study, the track support stiffness, track impact factor, and track stability (derailment factor, dynamic reduction rate, gauge magnitude) were investigated based on field measurements to estimate the optimal cant of the curved rail tracks, and the results of the analysis were used to determi...
In this study, the track support stiffness, track impact factor, and track stability (derailment factor, dynamic reduction rate, gauge magnitude) were investigated based on field measurements to estimate the optimal cant of the curved rail tracks, and the results of the analysis were used to determine the points in the field measurement site where cant adjustments were required. As a result of field measurement of the curved ballast track attached to the balanced cant at the highest speed among the mixed train types, the dynamic load fluctuation level (dynamic load fluctuation rate, track impact factor) of the low rail of low speed train (AREX) and the decrease of dynamic load of high rail was relatively larger than that of the low rail. Furthermore, the dynamic range of the low and high rails and the decrease thereof during the high - speed trains (KTX) were on the smaller range, which experimentally verified that sections where low speed train were operating in the mixed train section had cant higher than the required condition. In addition, numerical analysis was carried out with the difference of vehicle specification, cant change and train running speed of mixed traffic, and the analytical model for estimating the appropriate cant was verified by comparing the analysis result with the measurement result. In this study, based on the analysis of the effect of train speed and cant change on the inner and outer rail dynamic load rate (effective center height of the vehicle, the weight of the vehicle, the distance between the center of the vehicle, etc), the estimation method of optimal cant of high-speed train and the cant for the low-speed train within the range of minimizing the deviation of the low and high rails, and the method for estimating an allowable deviated cant by the evaluation of the wheel load deviation were respectively derived. As a result of the study, it was found that the curved ballast track on mixed traffic line was not affected by the method of calculating the balance cant based on the maximum speed, or by the square average method which is directly affected by the maximum speed and frequency of running train. Based on the results of the numerical analysis of the vehicle properties, the speed of the vehicle, and the track condition, it was determined that the optimal cant estimating method is appropriate in terms of distribution of low and high rail wheel loads and track running stability.In this study, the track support stiffness, track impact factor, and track stability (derailment factor, dynamic reduction rate, gauge magnitude) were investigated based on field measurements to estimate the optimal cant of the curved rail tracks, and the results of the analysis were used to determine the points in the field measurement site where cant adjustments were required. As a result of field measurement of the curved ballast track attached to the balanced cant at the highest speed among the mixed train types, the dynamic load fluctuation level (dynamic load fluctuation rate, track impact factor) of the low rail of low speed train (AREX) and the decrease of dynamic load of high rail was relatively larger than that of the low rail. Furthermore, the dynamic range of the low and high rails and the decrease thereof during the high - speed trains (KTX) were on the smaller range, which experimentally verified that sections where low speed train were operating in the mixed train section had cant higher than the required condition. In addition, numerical analysis was carried out with the difference of vehicle specification, cant change and train running speed of mixed traffic, and the analytical model for estimating the appropriate cant was verified by comparing the analysis result with the measurement result. In this study, based on the analysis of the effect of train speed and cant change on the inner and outer rail dynamic load rate (effective center height of the vehicle, the weight of the vehicle, the distance between the center of the vehicle, etc), the estimation method of optimal cant of high-speed train and the cant for the low-speed train within the range of minimizing the deviation of the low and high rails, and the method for estimating an allowable deviated cant by the evaluation of the wheel load deviation were respectively derived. As a result of the study, it was found that the curved ballast track on mixed traffic line was not affected by the method of calculating the balance cant based on the maximum speed, or by the square average method which is directly affected by the maximum speed and frequency of running train. Based on the results of the numerical analysis of the vehicle properties, the speed of the vehicle, and the track condition, it was determined that the optimal cant estimating method is appropriate in terms of distribution of low and high rail wheel loads and track running stability.
In this study, the track support stiffness, track impact factor, and track stability (derailment factor, dynamic reduction rate, gauge magnitude) were investigated based on field measurements to estimate the optimal cant of the curved rail tracks, and the results of the analysis were used to determine the points in the field measurement site where cant adjustments were required. As a result of field measurement of the curved ballast track attached to the balanced cant at the highest speed among the mixed train types, the dynamic load fluctuation level (dynamic load fluctuation rate, track impact factor) of the low rail of low speed train (AREX) and the decrease of dynamic load of high rail was relatively larger than that of the low rail. Furthermore, the dynamic range of the low and high rails and the decrease thereof during the high - speed trains (KTX) were on the smaller range, which experimentally verified that sections where low speed train were operating in the mixed train section had cant higher than the required condition. In addition, numerical analysis was carried out with the difference of vehicle specification, cant change and train running speed of mixed traffic, and the analytical model for estimating the appropriate cant was verified by comparing the analysis result with the measurement result. In this study, based on the analysis of the effect of train speed and cant change on the inner and outer rail dynamic load rate (effective center height of the vehicle, the weight of the vehicle, the distance between the center of the vehicle, etc), the estimation method of optimal cant of high-speed train and the cant for the low-speed train within the range of minimizing the deviation of the low and high rails, and the method for estimating an allowable deviated cant by the evaluation of the wheel load deviation were respectively derived. As a result of the study, it was found that the curved ballast track on mixed traffic line was not affected by the method of calculating the balance cant based on the maximum speed, or by the square average method which is directly affected by the maximum speed and frequency of running train. Based on the results of the numerical analysis of the vehicle properties, the speed of the vehicle, and the track condition, it was determined that the optimal cant estimating method is appropriate in terms of distribution of low and high rail wheel loads and track running stability.In this study, the track support stiffness, track impact factor, and track stability (derailment factor, dynamic reduction rate, gauge magnitude) were investigated based on field measurements to estimate the optimal cant of the curved rail tracks, and the results of the analysis were used to determine the points in the field measurement site where cant adjustments were required. As a result of field measurement of the curved ballast track attached to the balanced cant at the highest speed among the mixed train types, the dynamic load fluctuation level (dynamic load fluctuation rate, track impact factor) of the low rail of low speed train (AREX) and the decrease of dynamic load of high rail was relatively larger than that of the low rail. Furthermore, the dynamic range of the low and high rails and the decrease thereof during the high - speed trains (KTX) were on the smaller range, which experimentally verified that sections where low speed train were operating in the mixed train section had cant higher than the required condition. In addition, numerical analysis was carried out with the difference of vehicle specification, cant change and train running speed of mixed traffic, and the analytical model for estimating the appropriate cant was verified by comparing the analysis result with the measurement result. In this study, based on the analysis of the effect of train speed and cant change on the inner and outer rail dynamic load rate (effective center height of the vehicle, the weight of the vehicle, the distance between the center of the vehicle, etc), the estimation method of optimal cant of high-speed train and the cant for the low-speed train within the range of minimizing the deviation of the low and high rails, and the method for estimating an allowable deviated cant by the evaluation of the wheel load deviation were respectively derived. As a result of the study, it was found that the curved ballast track on mixed traffic line was not affected by the method of calculating the balance cant based on the maximum speed, or by the square average method which is directly affected by the maximum speed and frequency of running train. Based on the results of the numerical analysis of the vehicle properties, the speed of the vehicle, and the track condition, it was determined that the optimal cant estimating method is appropriate in terms of distribution of low and high rail wheel loads and track running stability.
※ AI-Helper는 부적절한 답변을 할 수 있습니다.