• 한국철도학회:학술대회논문집
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• 한국철도학회 1999년도 추계학술대회 논문집
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• pp.566-573
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• 1999

This paper is the result of sensitivity analysis of derailment with respect to the selected suspension elements for the rail vehicle. Derailment phenominon has been explained by the derailment quotient. Thus, the sensitivity of derailment is suggested by a response surface model(RSM) which is a functional relationship between derailment quotient and characteristics of suspension elements. To summarize generation of RSM, we can introduce the procedure of sensitivity analysis as follows. First, to form a RSM, a experiment is performed by a dynamic analysis code, VAMPIRE according to a kind of the design of experiments(DOE). Second, RSM is constructed to a 1$\^$st/ order polynomial and then main effect fators are screened through the stepwise regression. Finally, we can see the sensitivity level through the RSM which only consists of the main effect factors and is expressed by the liner, interaction and quadratic effect terms.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2011년도 정기총회 및 추계학술대회 논문집
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• pp.1868-1873
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• 2011

In this paper, a theoretical formulation of a simplified wheel-set model for collision-induced derailments was evaluated by numerical simulations for the wheel-climb derailment and wheel-lift derailment types. The derailment types were classified into the wheel-climb derailment and the wheel-lift derailment according to the friction force direction of the wheel-flange. The wheel-climb derailment type was classified into Climb-up, Climb/Roll-over, and Roll-over-C, and wheel-lift derailment type was classified into Slip-up, Slip/Roll-over and Roll-over-L. To verify the theoretical equations derived for the wheel-climb derailment and the wheel-lift derailment, dynamic simulations using RecurDyn of Functionbay and Ls-Dyna of LSTC were performed and compared for some examples. The derailment predictions of the suggested theoretical formulation were in good agreement with those of the numerical simulations. The direction of the frictional force between the wheel-flange and the rail can be well predicted using the suggested derailment formulation at a initial derailment.

• 한국도시철도학회논문집
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• 제6권4호
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• pp.411-416
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• 2018

급 곡선상에 분기기를 부설하여 운용하는 것은 일반적으로 열차안전에 바람직하지 않으나, 직선을 확보할 만큼 충분한 공간을 확보할 수 없는 산악지역이나 차량기지에서는 제한적으로 선로 곡선 부에 분기기를 설치하는 때도 있다. 본 연구에서는 급 곡선상 분기기에서 실제로 발생한 열차탈선사고의 원인을 분석하기 위하여 사고가 발생한 위치에서 측정한 선로 데이터와 사고 차량의 데이터들을 이용하여 탈선해석을 수행하였다. 탈선해석결과 곡선 선로의 분기기 시작점에서 탈선계수 값이 최대가 되며 그 크기도 1.37로써 탈선을 유발할 정도로 큰 것으로 나타났으며, 이는 실제 탈선사고가 발생한 현장조사 결과와 일치함을 알 수 있었다.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2007년도 추계학술대회 논문집
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• pp.953-958
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• 2007

To assess the derailment safety of the Samaeul Train, We developed a fleet analysis model and carried out sensitivity analysis of the variables related to derailment factors with ADAMS/Rail computing analysis method. Depending on the variation of the running speed in curve section, derailment coefficient and wheel load reduction rate are high at right side wheels in slow running speed section and low at left side wheel in high running speed. According to decreasing the radius of curve, derailment coefficient and wheel load decreasing rate are increased. Derailment coefficient is proportional to transition curve length and wheel load decreasing rate is constant. Cant value rising causes wheel load deduction rate rising.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2004년도 추계학술대회 논문집
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• pp.348-356
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• 2004

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.

• 한국정밀공학회:학술대회논문집
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• 한국정밀공학회 2004년도 추계학술대회 논문집
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• pp.119-122
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• 2004

Since a derailment of rolling stocks results in huge losses in properties and lives, the measurement of a derailment coefficient is a very important test item to estimate the running safety of rolling stocks. For a measurement of the derailment measurement of forces between the wheel and rail a measuring wheel-set should be made first. The process to make a measuring wheel-set has some stages for correct measurement. They are as follows; a finite element analysis of a wheel to find a position of holes at which vertical force shall be measured, a finite element analysis for the position of strain gauges.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2011년도 춘계학술대회 논문집
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• pp.830-835
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• 2011

DMT Freight is judged that economic performance is good because can increase cargoes than existing freight. However, the existing freight cars, each with a different balance to the body structure is bogie because the vibrations may occur. Thus, by minimizing vibration over the existing freight securing the safety of the driving if you will not have major problems in cargoes. In this study, multi-body dynamic analysis tool, VI-Rail using the actually Gyeongbu Railroad line and an empty, full freight condition include curve radius, track irregularity, cent. DMT freight of the derailed wagons were assessed for safety analysis. Full and empty freight conditions for parity in the Gyeongbu Railroad line(Dongdaegoo ${\leftrightarrow}$Gyungsan) derailment safety analysis, such as derailment safety coefficient and the radius wheel road decrement, echoing the curve and the orbit is affected by the irregularity was found. Full freight condition than the empty conditions showed a significant derailment safety. Overall, the limits of derailment coefficient (Q/P=0.8) and wheel road decrement limits (${\Delta}P/P=0.6$) is less safe with me confirmed that the derailment safety.

• 한국소음진동공학회논문집
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• 제21권7호
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• pp.637-642
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• 2011

The DMT freight is judged that economic performance is good because can increase cargoes than existing freight. However, the existing freight cars, each with a different balance to the body structure is bogie because the vibrations may occur. Thus, by minimizing vibration over the existing freight securing the safety of the driving if you will not have major problems in cargoes. In this study, multi-body dynamic analysis tool, VI-Rail using the actually Gyeongbu Railroad line and an empty, full freight condition include curve radius, track irregularity, The DMT freight of the derailed wagons were assessed for safety analysis. Full and empty freight conditions for parity in the Gyeongbu Railroad line(Dongdaegoo${\leftrightarrow}$Kyungsan) derailment safety analysis, such as derailment coefficient and the wheel unloaded, echoing the curve and the orbit is affected by the irregularity was found. Full freight condition than the empty conditions showed a significant derailment safety. Overall, the limits of derailment coefficient(Q/P = 0.8) and wheel unload decrement limits(${\triangle}P/P$ = 0.6) is less safe with me confirmed that the derailment safety.

• 한국소음진동공학회논문집
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• 제22권3호
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• pp.244-252
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• 2012

Recently, the speed of a train has been increased. So the trains are being exposed to wind more severely than before. Because of the operation of high speed trains and lightweight of the train, risks of train derailment have being increased. In this study, aerodynamic effects of a newly designed high speed train, HEMU-400x, are evaluated. For aerodynamic effect evaluation, analysis method is selected by examining the safety standards for high speed train. The condition of aerodynamic effects is selected by adverse effect conditions. In order to calculate $C_s$ coefficients, numerical analysis is conducted. Using $C_s$ coefficients, the side force is calculated. Through dynamics analysis, derailment and wheel unloading are obtained. Using these results, derailment evaluation is performed.

• 한국철도학회논문집
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• 제20권3호
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• pp.320-328
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• 2017

철도차량에 폭 넓게 적용되고 있는 축상고무스프링의 노화에 따른 탈선안전도 영향을 분석하고자 노화 축상고무스프링 시료를 대상으로 특성시험을 수행하였다. 그리고 축상고무스프링 노화가 탈선 안전에 미치는 영향을 분석하기 위하여 주행 동특성 해석을 수행하였다. 사용연수 17년이 지난 롤고무 축상스프링 시료를 대상으로 한 상하방향 특성시험결과, 고무 노화로 인하여 변위 복원기능이 저하되었고 스프링강성이 현저히 증가하였다. 그리고 EN14363규격 적용 twist궤도 주행 시를 모사한 주행동특성 해석결과, 정상 차량모델(Case1)에 비하여 노화 축상스프링 특성을 적용한 차량모델(Case2)의 탈선계수와 윤중감소가 증가하여 탈선안전도는 저하하였다. 특히 급격한 선형 변동이 발생하는 천이구간 주행 시 윤중감소로 인한 탈선안전도는 취약하게 나타났다.