• Steel and Composite Structures
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• v.33 no.2
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• pp.209-224
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• 2019

This paper describes a study of the mapping relationship between the vertical deformation of bridge structures and rail deformation of high-speed railway, taking the interlayer interactions of the bridge subgrade CRTS II ballastless slab track system (HSRBST) into account. The differential equations and natural boundary conditions of the mapping relationship between the vertical deformation of bridge structures and rail deformation were deduced according to the principle of stationary potential energy. Then an analytical model for such relationship was proposed. Both the analytical method proposed in this paper and the finite element numerical method were used to calculate the rail deformations under three typical deformations of bridge structures and the evolution of rail geometry under these circumstances was analyzed. It was shown that numerical and analytical calculation results are well agreed with each other, demonstrating the effectiveness of the analytical model proposed in this paper. The mapping coefficient between bridge structure deformation and rail deformation showed a nonlinear increase with increasing amplitude of the bridge structure deformation. The rail deformation showed an obvious "following feature"; with the increase of bridge span and fastener stiffness, the curve of rail deformation became gentler, the track irregularity wavelength became longer, and the performance of the rail at following the bridge structure deformation was stronger.

• Journal of the Society of Disaster Information
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• v.8 no.3
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• pp.267-275
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• 2012

Long-term national railway building comprehensive review of the proposal had 100 in railway history, railway rail network plan. Planning routes for establishing a plan, but, considering the rail network, the plan was that could with the very important meaning in the What more economical route considering the costs and benefits of building a rail network under budget constraints, went through the process of background lines of business unit interval expenses to adopt a business unit interval. Especially in building the railway network, as well as the road plan was to reflect in order to build for the future railway facilities was secured examine the possibility of possible budget commitment. Budget of securing the transportation tax, gasoline tax, and other transportation facilities in order to secure and commit the current funding approach and Review Bodu possible budget scenarios based on it written. Was also enforce rail system built in reviewing the demand more than anything that can take advantage of the railway distance by railway and the merits of the competition means to compete in the form of the assumed situation. The rail network deployment plan, considering this was discussed, based on the results of the plan to establish the first annual or period of the plan change was based on the budget that was unknown.

• Journal of the Korean Society for Railway
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• v.13 no.4
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• pp.447-454
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• 2010

The defects of rail head induced by fatigue and deterioration are mainly classified by two types ; one occurred on the surface of rail head the another occurred on the inner rail head. This study performed the surface irregularity measurement of rail head according to the passing tonnage in the urban railway. Also, we carried out microscopic structure test, chemical component test and micro-hardness test for the specimen which is the used rail on metro line by accumulated passing tonnage. As a result of this study, for new rail, it should be performed initial grinding in order to remove 0.3mm of de-carbonized layer. The preventive-cyclic grinding for preventing RCF defects is proposed two options : grinding by the whole line and grinding by specified sections.

• Proceedings of the KSR Conference
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• 2004.06a
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• pp.365-369
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• 2004

This paper is designed the accessibilities at rail station and near facilities without distinguishing transportation handicapped or not handicapped people. Therefore, I would like to refer that this study is the just beginning such as the development for sustainable railway. This primary paper intends to present alternatives of trans-modal systems as the final goal in an attempt to set a direction for future policy making in the high speed rail sector. The alternatives recommended in this report stress two important elements for maximized utility of high speed rail at the station areas.

• 한국기계연구소 소보
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• s.18
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• pp.87-97
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• 1988

The algorithm for relation of contact status, track shift, and contact force caused from wheel/rail contact geometry is presented. Grafting this algorithm into a algorithm of general program analyzing mechanical system, the program for time domain simulation of railway vehicle dynamics, called CASOTD, was developed. In addition, as applied example of CASOTD, the dynamic simulation of railway vehicle running on a rail joint and a irregularly alinemented rail is done in this paper.

• Journal of the Korean Society for Railway
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• v.6 no.3
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• pp.209-214
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• 2003

When a rail vehicle transverses tight curves, it often emits an intense, high-pitched squeal. This squeal has always been noticed as one of the most disturbing noise sources of railway systems. At present, we cannot predict squeal noise that is influenced by a large number of dependent parameters. In this study, we performed structural analysis to find out the frequency of the wheel and measured squeal noise at Seoul subway. We also tested reduction effectiveness of squeal noise through rail lubricator.

• Proceedings of the KSR Conference
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• 2003.05a
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• pp.627-632
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• 2003

Squeal noise is generated by railway vehicles transversing tight curves. This squeal has always been noticed as one of the most disturbing noise sourecs of railway systems. At present we cannot predicted squeal noise that is influenced by a large number of dependent parameters. But the application of wheel damping and rail lubrication have successfully reduced wheel squeal. In this study, we measured squeal noise to find out the reduction effectiveness of noise through rail lubricator.

• Proceedings of the KSR Conference
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• 2011.10a
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• pp.2115-2124
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• 2011

The rail surface defects which are generated on repeated rolling contact fatigue are getting increased according to high speed, high density, and minimum weight. In addition, Increasing noise and vibration are affected by these also impact load generated as well. Because of this phenomenon, more serious and critical damages were occurred. In fact, in order to control them, the rail grinding were conducted. However, there are not enough researches to make an criteria of generating optimal rail grinding amount in Korea. This study evaluated how depth of hardening on rail surface is formed and suggested optimal rail grinding amount by RCF(rolling contact fatigue) test with generated contact pressure between KTX wheel and UIC60 rail by applying FEM analysis. Therefore, the amount was generated approximately 0.2mm/20MGT to maintain integrity of rail surface by getting rid of depth of hardening on rail according to rail accumulated passing tonnage.

• Journal of the Korean Society for Railway
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• v.3 no.4
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• pp.185-193
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• 2000

In general, a third rail current collecting shoegear is widely used in the light rail transit system since it is more efficient and economical than an overhead pantograph. Therefore, its specification is prescribed in the Korean standard specifications for the light rail transit for its applications. This paper describes the development of the third rail current collecting shoegears which is suitable to Korean situation and satisfactory to the Korean standard specifications. Two types are developed for the steel wheel and the rubber tyred AGT system, and various experiments are executed. It is found that performance of the third rail current collecting shoegear developed is proved acceptable.

• Journal of the Korean Society for Railway
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• v.8 no.3
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• pp.276-285
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• 2005

This study discussed the effect on rail's axial force due to thermal and seismic loads according to supporting conditions of railway bridges; the considered supporting conditions are 1)simply supported, 2)roller at both ends, and 3)roller with horizontal spring at both ends. Closed form solutions are used to calculate the axial farces on rails. The roller at both ends of a bridge span decreases the compressive axial force on rail due to thermal load compared with the simply supported condition. However, the lateral springs at roller are not helpful to decrease the rail's compressive axial force.