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RISS 인기검색어
- 검색키워드
- 저자 : 신길철(Shin Gil-Cheol) (검색결과 4 건)
- 무료
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신길철(Gil-Cheol Shin),이달재(dal-jae Lee),오희완(Hee-Wan Oh),강윤석(yoon seok Kang),박용걸(yong Geol Park) 한국철도학회 2012 한국철도학회 학술발표대회논문집 Vol.2012 No.10
본 논문에서는 도시철도의 경우 궤도틀림에 대한 유지보수 개소의 선정을 검측된 각 검측항목의 값을 토대로 일정 한계치를 벗어난 구간을 보수대상으로 하거나, 전체적인 검측 값들의 추세를 경험적 측면에 근거하여 주관적으로 판단하여 결정하고 있어, 정기적인 종합검측차의 검측데이터 출력 결과를 이용, 표준편차 관리법에 의한 궤도상태별 궤도 틀림 진행 정도와 표준편차가 시계열에 따라 변화는 진전율을 살펴보고, 국내, 외에서 적용하고 있는 궤도품질기준을 서울메트로 일부 구간의 궤도상태와 비교 분석하였다. This paper is In urban railroad, Selection of track maintenance on track irregularity is aimed at track maintenance subject which get out constant threshold value on the basis of track geometry value, or judge general threshold value subjectively on the basis of empirical side. and subjectively determine the track maintenance by general threshold value on the basis of empirical side. In this paper, The progressing degree and deviation management of the track irregularity classified track structure, radius of curve by standard deviation management using regular outing data of track inspection car check changing a rate of progress depending on time series and analyse part of track condition in Seoul Metro by internal and external track quality criteria.
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신길철(Shin Gil-Cheol),양회성(Yang Hoe-Seong),주봉규(Joo Bong-Gyu),정성현(Chung Sung-Hyun) 한국철도학회 2008 한국철도학회 학술발표대회논문집 Vol.- No.-
Subway routes 1~4 were constructed in gravel roadbed track structure in consideration of the technological capabilities, construction cost and duration at the time of the initial construction. As such, 224.8㎞, approximately 81.2% of entire length, of total length of railway track at 276.9㎞ was constructed on gravel roadbed. However, improvement of gravel roadbed to concreted roadbed began in 1998 due to problems including frequent repair works and limited time application for such works caused by occurrence of tract distortion during operation as well as lowering of roadbed functions and generation of dust caused by frictional power, impact absorption capabilities, abrasion and crushing of gravel on roadbed. Currently, this improvement is continuing with target of converting entire route into concreted roadbed structure. Therefore, this Study modifies formula for setting cant, analyze the correlation between wearing of rail side of the curvature and cant insufficiency following increasing of the running speed of the train, and to present the directions for fundamental review for adjustment of cant insufficiencies at the time of improvement of gravel roadbed to concreted roadbed that is being implemented on the operational tracks of the railway trains.
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신길철(Shin Gil-Cheol),주봉규(Joo Bong-Gyu),정성현(Chung Sung-Hyun) 한국철도학회 2007 한국철도학회 학술발표대회논문집 Vol.- No.-
Subway routes 1~4 were constructed in gravel roadbed track structure in consideration of the technological capabilities, construction cost and duration at the time of the initial construction. As such, 224.8㎞, approximately 81.2% of entire length, of total length of railway track at 276.9㎞ was constructed on gravel roadbed. However, improvement of gravel roadbed to concreted roadbed began in 1998 due to problems including frequent repair works and limited time application for such works caused by occurrence of tract distortion during operation as well as lowering of roadbed functions and generation of dust caused by frictional power, impact absorption capabilities, abrasion and crushing of gravel on roadbed. Currently, this improvement is continuing with target of converting entire route into concreted roadbed structure. Therefore, this Study modifies formula for setting cant, analyze the correlation between wearing of rail side of the curvature and cant insufficiency following increasing of the running speed of the train, and to present the directions for fundamental review for adjustment of cant insufficiencies at the time of improvement of gravel roadbed to concreted roadbed that is being implemented on the operational tracks of the railway trains.
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정성현(Chung Sung-Hyun),신길철(Shin Gil-Cheol),김길수(Kim Gil-Soo) 한국철도학회 2007 한국철도학회 학술발표대회논문집 Vol.- No.-
Seoul Metro continuously converted the standard rail into continuous welded rail since the later part of 1990"s, and currently, most of the sectors of the Seoul Metro are continuous welded rails. As the continuous welded rail is inhibited by the contraction and expansion force of the rail as well as rail-bed, this force is stored as the internal stress of the rail with the exception of portion of the both ends of the continuous welded rail. If the contraction and expansion of the rail is restricted, the internal stress, that is, the force in the direction of the axis, is proportional to the cross-sectional area of the rail. Therefore, with regards to the temperature changes, the internal stress changes in accordance with the type of rail, bolting apparatus, railroad tie and rail-bed. As such, the rail temperature becomes important data in securing the gap at the adjoining section of the rail in the standard rail section, and to determine the setting temperature for the continuous welded rail. In addition, it becomes basic data for maintenance of the track. Accordingly, this thesis introduces cases of installation of rail temperature detector in order to prevent and manage track defectiveness due to increase in rail temperature, and to utilize as basic data at the time of various construction and maintenance. Furthermore, this thesis aims to assist maintenance of track through systematic temperature management in the future by looking into means of its utilization.
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