http://chineseinput.net/에서 pinyin(병음)방식으로 중국어를 변환할 수 있습니다.
변환된 중국어를 복사하여 사용하시면 됩니다.
곡선부에서 탈선계수에 영향을 미치는 매개변수들에 대한 연구
송봉환(Song Bong Hwan),양신추(Yang Shin Chu),강윤석(Kang Yun Suk) 한국철도학회 2004 한국철도학회 학술발표대회논문집 Vol.- No.-
In this paper, Analysis of parameters effecting on the derailment factor was conducted in oder to deduce technical requisites have to be reflected in design of Track and rolling-stocks because it is important to grasp the risk of derailment quantitatively. And then go far toward becoming practical study with that select two section of sharp curved track of actual train in service, incheon Metro Line 1 and make field research in condition of vehicles and track and analysis. As a result of parameter study, the following conclusions were obtained. The radius of curve and Cant is in inverse proportion to the derailment factor, but as train operation velocity, standard deviation of alignment irregularity and the ratio lateral force : wheel load of the inside track increase, the derailment factor rise. In the investigation for the derailment safety of incheon Metro Line 1, the derailment factor was below 0.43 in both section R=200 and R=300, so that it proved safe compare with allowance limits 0.8, but it appeared that risk of the derailment in second transition curve is the highest among the entire curve.
박흥석(Heung-Seok Park),송봉환(Bong-Hwan Song),최정열(Jung-Youl Choi),김만철(Man-Cheol Kim),박용걸(Yong-Gul Park) 한국철도학회 2015 한국철도학회 학술발표대회논문집 Vol.2015 No.10
각기 다른 속도와 윤중을 갖는 열차(KTX, AREX, AREX express)가 공항철도 곡선부 자갈궤도를 주행함에 있어서 최고속도 기준으로 설정된 캔트는 열차속도의 변화에 따라 캔트의 과부족 현상을 초래할 수 있다. 또한 과캔트 상태는 내측 궤도의 부담력(충격효과)을 증폭시켜 내측 궤도구성품(레일, 침목 및 도상자갈)의 손상을 가중 시킬 수 있다. 본 연구에서는 곡선부 자갈궤도를 주행하는 열차종류별 특성 및 실제 통과속도를 고려한 차량-궤도 상호작용력 해석결과와 현장측정을 통해 산출한 내, 외측 궤도충격수준을 비교, 분석하였다. 연구결과, 대상선로에 대한 캔트설정의 적정성을 평가하고 이를 바탕으로 곡선부 캔트 과부족이 자갈궤도의 궤도충격수준에 미치는 영향을 분석하였다. In the curved track, the contribution of wheel load on the low and high rail was fluctuated by cant deviation according to various vehicle speed, and it was affected on the track components by considering the equilibrium cant or cant excess condition. In this study, the measured track impact factor of each rail was compared with the performance requirements of ballasted track under real conditions, which included cant variation of curved ballasted tracks. Therefore, the dynamic wheel load were measured for three different trains (KTX, AREX and AREX express) running on two conventional curved track sections with two different cant (elevation). The track impact factor was estimated from the measured dynamic wheel load, and the empirical dynamic wheel load was calculated using the measured track impact factor at each site. The numerical simulations and field test results were compared with Korean regulations for train-induced track impact factor (dynamic amplification factor), and the speed effect of a KTX train was compared with that of a general train (AREX and AREX express).
조한권(Han-Kwon Cho),이지하(Jeeha Lee),송봉환(Bong-Hwan Song),김동률(Dong-ryul Kim) 한국철도학회 2014 한국철도학회 학술발표대회논문집 Vol.2014 No.10
궤도틀림관리의 기준이 되는 설계선형은 다짐(M.T.T.) 작업 시 인적오류에 의한 작업값 입력 및 선로개량, 개인별 작업처리 방식 등 다양한 원인에 의해 변화되고 있는 실정이다. 일반적으로 궤도검측차 및 인력 검측은 설계선형 입력 후 측정값과의 차이를 분석하는 절대 편차법을 적용하며 최대-최소값(Peak Value) 허용범위를 초과한 개소만을 산출한다. 이로 인해 궤도 유지보수 작업량의 증가 및 궤도틀림 잔존율이 지속적으로 높아지는 경향이 있다. 따라서 본 연구에서는 측정값 개소를 기준으로 전후 18m, 24m, 18+12m, 24+18m, 42+30m 의 다양한 거리 별로 이동평균법에 의한 설계선형을 보정하여 궤도틀림을 산출하였다. 산출된 검측결과를 분석하여 해당구간에서의 선로유지보수에 가장 적합한 이동평균 연산을 제시하고자한다. Usually, track irregularity values are changed because of human error and individual work processing method after track maintenance like track stabilizer by M.T.T and so on. Generally, track inspection by machine or hand is put out exceed standard that peak value method and adapting absolute deviation. Because of this will be make trend that useless track maintenance work and residual track irregularity steadily grow up. This study put out track irregularity values by moving average (M.A) adapted virtual and calibrated designtrack from various track section and measure method that used various moving average template(18m, 24m, 18+12m, 24+18m , 42+30m). Finally, this paper suggests that which one is suitable moving average length to measure for each speed rate band.