• 한국철도학회논문집
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• 제4권4호
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• pp.138-146
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• 2001

For the purpose of the effective maintenance of surface irregularities of rail, this paper investigates the rail service life to a bending fatigue failure of welding parts of rail on the slab track by the structures laboratory testing to derive S-N curves, a GTDAP(General Track Dynamic Analysis Program) to calculate the stresses and a modified Miner's rule to predict a fatigue life. The useful guides for maintenance of rail welded parts on the slab track are proposed in terms of a grinding period and the depth of rail surface irregularities. This study also proposed the guides for maintenance of rail welded part on the ballast track. The effects of fatigue service lives are compared one another.

• 한국철도학회논문집
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• 제4권1호
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• pp.31-37
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• 2001

There are three examples of noise reduction test by joint improvement. One of them is tested for electric car at joint rail and another is tested at expansion joint and long welded rail and the third is tested at open deck bridge. We can know from the result that the noise reduction effect of rail welding is very different to the type of track and the car. The condition of the test has some differences, but it may be useful reference of noise reduction

• 한국자동차공학회논문집
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• 제17권3호
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• pp.35-44
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• 2009

The purpose of this paper is to describe experimental results about the T-joint welding of the high power continuous wave (CW) fiber laser for SAPH steel plate for seat frame of car. The seat rail is a part of seat frame of cars. The assembling method is mostly fix up using a bolt and nut. But this assembling method has many demerits in productivity such as increasing work process and material cost. This paper presents an experimental study about Laser T-Joint weldability of seat rail. Laser welding has many advantages in lightness and saving material costs of seat frame. The laser beam was moved along the work pieces by six axis robot with process optical fiber. The laser beam is focused with a welding head within incident angle $15{\sim}45^{\circ}$ for the purpose of the T-joint welding through two side full penetration. The range of the root gap size is less than ${\leq}0.4mm$. Optical microscopy SEM were performed to observe the micro structures and determine the structures of welded zone.

• 한국윤활학회:학술대회논문집
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• 한국윤활학회 1998년도 제28회 추계학술대회
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• pp.59-66
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• 1998

This paper presents friction and wear related results of thermite and gas pressure welded rails under various environmental contact conditions. A welded rail which is fabricated by thermite welding and gas pressure one has been tested over full range of test conditions in a pin-on-disk wear testing machine. The results show that the friction coefficient and wear rates of a welded rail are heavily dependent on the contact pressures and sliding environments for two welding methods such as thermite and gas pressure weldings.

• 한국윤활학회:학술대회논문집
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• 한국윤활학회 1999년도 제29회 춘계학술대회
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• pp.339-344
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• 1999

In this paper, the hardness and wear characteristics of the head hardened rail, which is made by thermite and gas pressure weldings have been presented. In general, the wear rate of the gas pressure welded rail is high and uniform compared with that of thermite welded rail. The results indicate that HH 370 welded rail shows stable in hardness and low wear rate compared with other two welded rails. The hardness of head hardened rails shows uniformly distributed along the welded zone, thermally affected zone and a base matrix.

• 대한기계학회논문집A
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• 제24권2호
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• pp.431-437
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• 2000

In this paper, thermite and gas pressure weldings have been used to join rails in-track and analyzed as functions of hardness and wear characteristics. The wear rate of thermite welded rail is low compared with that of gas pressure welded rail, which is tested in a pin-on-disk wear tester. The hardness of thermite welded materials is relatively high and narrowly distributed between three zones; welded part, thermally affected zone, and base matrix. Wear of a welded rail may be a major factor in railroad maintenance costs and failures at the rail-rail huh joint.

• 한국윤활학회:학술대회논문집
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• 한국윤활학회 1998년도 제28회 추계학술대회
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• pp.234-243
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• 1998

In this paper, thermite and gas pressure weldings have been used to join rails in-track and analyzed as functions of hardness and wear characteristics. The wear rate of thermite welded rail is low compared with that of gas pressure welded rail, which is tested in a pin-on-disk wear tester. The hardness of thermite welded materials is relatively high and narrow distributed between three zones, welded part, thermally affected zone, and a base matrix. Wear of a welded rail may be a major factor in railroad maintenance costs and failures at the rail-rail butt joint.

• 한국철도학회:학술대회논문집
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• 한국철도학회 1998년도 추계학술대회 논문집
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• pp.553-559
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• 1998

This thesis studied to evaluate the fatigue behavior and propagation of rail steel under welding line. Test of crack growth was performed by all member of rail under constant amplitude loading at the structures laboratory in Hongik University. The effect of the following parameters with initiated crack length on the bottom edge of rail were studied. Here, fracture mechanics mode is opening mode. and Testing Material is KS50N Rail. From analysis and experimented result on the three Point bending in the lab, This paper presented a effect of crack growth , shape and remaining service life. Further more, according to the variable crack length, variable section and the ratio of section the fatigue behavior and propagation were studied.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2009년도 춘계학술대회 논문집 특별세미나,특별/일반세션
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• pp.369-375
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• 2009

The Periodic replacements criterion of rail is calculated on the basis of the research result of RTRI in Japan. It is suggested that the service life of the continuous welded rail(CWR) is estimated by the relationship between the rail surface irregularity according to the accumulated passing tonnage and bending fatigue of welded part in CWR. In order to establish the periodic replacements criterion of CWR, this study measured the rail surface irregularity according to the accumulated passing tonnage, the types of track system and welding. Therefore, it is analyzed that the gas pressure welding is the worst one of the others. In addition, it is analyzed that the rail surface irregularity growth rate in ballast track is about $0.02{\sim}0.03mm$/100MGT and its in concrete track is about $0.005{\sim}0.02mm$/100MGT Finally, the result of this study is able to use the basis data to establishing the periodic replacements criterion of CWR considering rail grinding.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2004년도 추계학술대회 논문집
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• pp.793-799
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• 2004

In track a third weakness point is joint part, turnout part, curve part. One of them joint part of rail have been known to the most weak point by loosen of joint bar and fish bolt due to impulse and vibration by wheel contact at times. In addition happen to deformation and failure at end of rail, failure and miniature of ballast gravel. Finally impact between wheel and rail become origin cause of a welded rail, noise and vibration. riding condition deterioration, besides track failure. In the present domestic, Thermite and Gas pressure weldings have been used to continuous welded rail(CWR), however stiffness and confidence in quality is lower than Flash butt welding method. FRW have the excellent capacity, however have a shortcoming large scale of machine and power equipment. Therefore we will introduce Mobile Flash Butt Welder can weld in track.