• 대한토목학회논문집
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• 제26권2D호
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• pp.299-309
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• 2006

철도의 고속화와 관련하여 궤도와 구조물의 진동 및 열차소음 등에 대한 대처가 중대한 과제가 되고 있다. 이에 대한 대책으로 궤도패드에 대한 저 탄성화를 제안하여 궤도시스템의 저 탄성화를 추구하고 있지만 곡선부 선로에서 열차의 주행안전을 저해하는 횡압에 의한 레일의 회전이 문제가 되고 있다. 따라서 궤도의 저 탄성화를 위해서는 열차의 주행안전성을 만족하는 궤도패드의 최소 수직 스프링계수의 결정이 매우 중요하다. 이러한 경향에 따라서 본 논문에서는 궤도패드의 최소 수직 스프링계수 결정을 위해 기존의 레일 회전에 관한 이론해와 궤도의 3차원 비선형 유한요소모델간의 결과를 비교 검토하여 열차의 주행안전성을 만족할 수 있도록 하였다. 해석 하중은 차량조건과 궤도조건을 고려한 윤중 횡압 추정식을 구성하여 안전측으로 산정한 하중과 일본의 신간선 하중을 비교 검토하여 궤도 모델에 적용하였다. 구조해석 결과 레일의 회전은 횡압/윤중비와 패드의 강성에 따라서 두 가지 구조해석 모델간 차이가 변화함을 확인하였고, 그 결과 중에서 안전측으로 패드의 최소 강성을 결정하였다.

• 한국정밀공학회:학술대회논문집
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• 한국정밀공학회 2009년도 춘계학술대회 논문집
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• pp.1081-1082
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• 2009

• International Journal of Railway
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• 제6권1호
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• pp.13-25
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• 2013

Railpad prevents damage of the tie and ballast by reducing the impact and high frequency vibration, which occurs when a vehicle load transfers to a tie. But elasticity of the railpad can decrease under vehicle load and over usable period. If that happens, railpad will become stiffer. Increase in stiffness of the railpad also translates into a rise in track maintenance cost because it accelerates the damage of the track. In this study, accelerated heat ageing test was performed to predict an expectable lifetime of the railpad. As a result, it was predicted to be about sixteen years at $25^{\circ}C$ that life time of railpad using NR rubber from Arrhenius relationship. Also, it was predicted to be about thirty-two days at $100^{\circ}C$. At this time, a standard rate of thickness change is approximately within 12%.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2004년도 추계학술대회 논문집
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• pp.800-805
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• 2004

In this paper, a numerical method for train/track/structure interaction analysis in frequency domain is developed. Track is modelled as continuous beams supported by elastomers. The motion of train is expressed by those of car body, bogies and unsprung masses supported by springs and dampers. The equation of motion for train and track interaction system is derived by applying compatibility condition at the contact points between wheels and rails. The Effects of rail pad stiffness on the behaviors of train and track are analyzed using the presented method.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2000년도 추계학술대회 논문집
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• pp.311-318
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• 2000

In this paper, the process of development of resilient sleepers, which improves the train safety, passenger comport and reduces the noise and vibration, is discussed. To determine the required material properties of elastic pad, static and dynamic simulations are performed and is applied in manufacturing. From the experiment results, it is investigated that the displacement is less for sleeper with elastic pad than that in ordinary PC form. The rate of displacement is also shown In be less for the sleeper with elastic pad. These results indicate that the elastic pad can reduce possibility of rail-corrugations and thus resulting in the reduction of maintenance costs.

• 한국전산구조공학회논문집
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• 제35권2호
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• pp.131-140
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• 2022

레일장대화는 무도상교량의 소음, 진동, 충격 등의 문제점을 해결할 수 있는 경제적인 방안 중 하나이며, 최근 연동식 침목고정장치를 이용한 SSF 공법이 개발된 바 있다. 이 연구에서는 연동식 침목고정장치 적용 시 레일 높이 조정 및 열차 통과 시의 충격 흡수를 목적으로 교량침목 하부에 삽입되는 침목패드의 최적 연직강성을 결정하는 과정을 제시하였다. 침목패드의 최적 연직강성 결정을 위하여 관련 기존 기준을 검토하였으며, 유연다물체동적해석을 통하여 침목패드의 연직강성 변화에 따른 주행안전성, 승차감 및 궤도의 안전성에 대한 지표들과 교량 응답 변화를 검토하였다. 유연다물체동적해석은 상용프로그램인 ABAQUS와 VI-Rail을 이용하여 수행하였다. 수치해석은 30m 상로판형교에 대한 교량모델을 이용하여 수행하였으며, 침목패드의 연직강성이 7.5kN/mm ~ 240kN/mm로 변화할 때 ITX 새마을, KTX 및 화차 통과 시의 응답을 산정하였다. 수치해석에 적용된 궤도구성품 조건에서 침목패드의 최적 강성은 100kN/mm로 산정되었다.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2004년도 추계학술대회 논문집
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• pp.405-410
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• 2004

There are two types of noises in running the rail vehicle. The one is periodic by electric motors, dehumidifiers, and dusting machines. And the other is aperiodic squeal noise by the frictions between the wheels and the rail or the disks and pads. The periodic noises in rail vehicle have been reduced by changing DC motors to AC motors with silencers, and by improving the lubricants. However, almost nothing relating a periodic noise has been studied. In this paper, the experimental methods were applied to understand phenomena of the squeal noise, which was occurred by the friction variation due to aperiodic stick and slip with low repeatability in the process of dry friction of the disk and the pad when a rail vehicle was being braked. By the experimental acoustic test, it was found the specific frequencies relating the squeal noise. And by modal testing, it was measured the resonant frequencies in the disk and the pad-plate which were the components of the braking system, and in the whole braking system, and it was found the specific frequencies having the effects on the squeal noise.

• 한국공작기계학회:학술대회논문집
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• 한국공작기계학회 2001년도 춘계학술대회 논문집(한국공작기계학회)
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• pp.9-14
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• 2001

A new model utilizing a transfer function is introduced in the present paper for analizing motion errors of hydrostatic tables. Relationship between film reaction force in a single hydrostatic pad and form error of a guide rail is derived at various spacial frequencies by finite element analysis, and it is expressed as a transfer function. This transfer function clarifies so called averaging effect of the oil film quantitively. For example, it is found that the amplitide of the film reaction force is reduced as the spacial frequency increases or relative width of the pocket is reduced. Motion errors of a multiple pad table is estimated from transfer function, geometric relationship between each pads and form errors of a guide rail, which is named as Transfer Function Method. Calculated motion errors by TFM show good agreement with motion errors calculated by Multi Pad Method, which is considered entire table as an analysis object. From the results, it is confirmed that the proposed TFM is very effective to analyze the motion errors of hydrostatic tables.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2004년도 추계학술대회 논문집
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• pp.842-847
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• 2004

This study presents the minimum spring stiffness of resilient track pad considering the safety of running train. A nonlinear static 3-D finite element is used for the modeling of railway superstructure, especially for the reflection of nonlinear resistance of rail fastening system. Moreover, ballast is considered as an elastic foundation. As the input load, eccentric wheel and lateral force are used and they are derived from ' Lateral-force/Wheel-load Estimation Equations '. Analysis results are compared with following two values : allowable lateral displacement of rail head (derived from the geometrical derailment evaluation of wheel/rail) and operation standard value (derived from the field test results of track).

• 한국방재학회:학술대회논문집
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• 한국방재학회 2008년도 정기총회 및 학술발표대회
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• pp.279-282
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• 2008

The vertical forces in rail fasteners at areas of bridge transitions near the embankment and on the pier will occur due to different deformations of adjoining bridges caused by the trainloads. The up-lifting forces is not large problem in the blast track because the elasticity of blast and rail pad buffs up-lifting effect. But, it is likely to be difficult to ensure the serviceability of the railway and the safety of the fastener in the end in that concrete slab track consist of rail, fastener, and track in a single body, delivering directly the up-lifting force to the fastener if the deck is bended because of the end rotation of the overhang due to the vertical load. When the up-lifting force exceeds the clamp force of the fastener clip, the rail pad is out of fastener, which makes decrease the serviceability of the railway, such as noise and vibration. Furthermore, it is possible to reduce the safety of the track as the longitudinal resistance. This study is focused on guideline suggestion to decrease up-lifting force in the fastener adjacent to the civil joint of slab track of bridge throughout the parametric analysis between the vertical spring stiffness of the fastener as the material approach, the space of fastener adjacent to bridge transition, the rigidity of the girder as the geometrical approach and up-lifting force under the train load.