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Journal of the Korean Society of Safety, Vol. 31, No. 3, pp. 130-135, June 2016 Copyright@2016 by The Korean Society of Safety (pissn 1738-3803, eissn 2383-9953) All right reserved. http://dx.doi.

채택 ) Running Safety Analysis of Railway Vehicle depending on Rail Inclination Change on Actual Track of Subway Line No.3 in Seoul Tae Geon Kim Hi Sung Lee Dept.

1 Journal of the Korean Society of Safety, Vol. 31, No. 3, pp , June 2016 by The Korean Society of Safety (pissn , eissn ) All right reserved. 3 호선실제선로조건에서의레일경좌변화에따른철도차량주행안전성해석 김태건 이희성 서울과학기술대학교철도차량시스템공학과 ( 접수 / 수정 / 채택 ) Running Safety Analysis of Railway Vehicle depending on Rail Inclination Change on Actual Track of Subway Line No.3 in Seoul Tae Geon Kim Hi Sung Lee Dept. of Rolling Stock System Engineering, Seoul National University of Science & Technology (Received November 1, 2014 / Revised January 11, 2015 / Accepted June 13, 2016) Abstract : It is very hard to analyze the train derailment safety quantitatively at the curved section because of the diversified affect parameters including the complex interaction between wheel and rail, the train conditions such as the shape of wheel, system, the track conditions such as the radius of curve, cant, transition curve, and the operation conditions, etc. Two major factors related to the running safety of railway vehicle are classified as the railway vehicle and the track condition. In this study, when the railway vehicle passing through curves of actual track condition of subway line NO.3 in seoul (Yeonsinnae Gupabal), the effect that has influence on running safety depending on rail inclination. The analysis result of 1/40 rail inclination condition is more favorable on running safety than other rail inclination conditions because derailment coefficient and wheel unloading ratio are the lowest. Key Words : running safety, railway vehicle, rail inclination, derailment 1. 서론 철도차량의주행안전성은차량측면과궤도측면및운전측면등매우다양한요인에영향을받는다. 또한, 차륜과레일의접촉부에서실제주행중에발생되는상호작용은실시간으로매우복잡하게이루러지며, 차량, 선로및운전조건간의다양한영향으로인해열차의탈선안전도를정량적으로평가는데는매우복잡한과정이필요하다. 현재국내선로에서는운전규정에따라정해진구간별속도제한을시행하고있으나실제로탈선발생없이운행가능한주행안전성에대한연구가필요하다. 또한주행안전성에영향을미치는여러요인중궤도부설시, 레일경좌라는기하학적매개변수를무시하면철도차량의주행안전에문제를일으킬수있기때문에선로의기하학적구조를적합한형태로유지하고탈선안전도에최적인레일경좌를결정하는것이주행 안전성연구에필수적이다. 차륜과레일사이의접촉점에서접촉하중들은레일면내측으로작용한다. 이것은레일의설계와정비에있어다양한문제를발생시킬수있으므로레일은차륜과레일의접촉기하적인특성과동특성을고려하여차륜의경사각과설계요구에따라다양한각으로내측으로기울어져있다. 이것을레일경좌 (Rail inclination) 라하며 Fig. 1 과같다. (a) Vertical rail (b) Inclination rail Fig. 1. Effect of rail inclination on wheel-rail contact. Corresponding Author : Hi Sung Lee, Tel : , hslee@seoultech.ac.kr Dept. of Rolling Stock System Engineering, Seoul National University of Science & Technology, 232, Gongrueng-ro, Nowon-gu, Seoul 01811, Korea 130

2 3 호선실제선로조건에서의레일경좌변화에따른철도차량주행안전성해석 본연구에서는탈선안전도에영향을미치는매개변수중레일경좌변화에따른주행안전성을해석하고자하였다. 2.1 탈선계수 2. 주행안전성평가이론및방법 차량이주행할때레일과차륜은차량의정적하중외에주행시의복잡한운동으로차륜은레일에수직방향의힘과수평방향으로힘을작용시킨다. 이수평방향의힘 ( 횡압 Q) 에대한수직방향의힘 ( 윤중 P) 의비 (Q/P) 를탈선계수라하며, 이값이일정치를넘으면차륜이레일을올라타거나뛰어넘어탈선을하게되므로주행안전성검토의기준이된다. 탈선계수의해석은정적해석과동적해석으로구별되고 Fig. 2 와같은상태에서의정적해석은접촉점에서힘의평형을고려하면다음과같은식이성립되며, 탈선계수의평가기준은측정전구간을차륜 1 회전마다탈선계수의최대치를구하고그최대치를 0.05 단위로구분하여빈도누적확률로나타내어기준에적용한다. 이때허용한도는기본적으로 0.8 이하이며, 추가적으로빈도누적활률 ( 누적분포확률 ) 로나타내어 100% 일때 0.8, 0.1% 일때 1.1 이하이다 1). tan ± tan 여기서 P 는윤중 (N), Q 는횡압 (N), α 는플랜지접촉각, μ 는마찰계수를의미한다. 2.2 윤중감소율 (1) 차량의진동이나중심의편기, 궤도및차량의평면 Fig. 2. Interacting force between the wheel and rail. 성틀림, 곡선에서의캔트및원심력, 풍압등에의해윤중의감소가발생한다. 이때윤중감소치 ( P) 에대한정적인윤중 (P) 의비를윤중감소율이라하며이값이허용한도를초과하면탈선의위험이있다. 공차중량상태의정적인윤중감소량은동일차축에서양쪽차륜평균치의최대 60% 까지허용된다. 동적인윤중감소량은측정전구간을차륜 1 회전마다최소윤중 (Pmin) 을읽고윤중감소비를계산하여 10% 단위로나누어빈도누적확률로나타내어기준에적용한다. 이때허용한도는빈도누적확률 ( 누적분포확률 ) 로 100% 일때 0.6, 0.1% 일때 0.8 이하를기준으로평가한다 1). 3.1 차량모델 3. 해석모델 본연구에서는동특성해석을위하여철도차량의동특성해석에특성화된상용소프트웨어 VI-Rail 2) 을이용하였다. 해석에사용한차량모델은 3 호선전동차 Tc car 및 T car 2 량 1 편성이며, Tc car 는운전실을구비하여전동차를제어하는제어차 (Train control car) 를말하며, T car 는부수차인객차 (Trailer car) 를말한다. Table 1. Specification data of Tc car Index Parameters Units Value Car body Bogie frame Axle Dimension Primary Length m Mass of empty car kg Rolling moment of inertia kg m Pitching moment of inertia kg m Yawing moment of inertia kg m Height of center of gravity above the rail m Bogie frame mass kg 2030 Rolling moment of inertia kg m Pitching moment of inertia kg m Yawing moment of inertia kg m Height of center of gravity above the rail m 0.48 Wheelset mass kg 1690 Rolling moment of inertia kg m Pitching moment of inertia kg m Yawing moment of inertia kg m 2 30 Wheel diameter m 0.43 Distance between bogie centers m 13.8 Distance between axles m 2.1 Longitudinal stiffness kn/m 4100 Lateral stiffness kn/m 3000 Vertical stiffness kn/m 910 Longitudinal stiffness kn/m 120 Secondary Lateral stiffness kn/m 110 Vertical stiffness kn/m 320 Damping Lateral damping kn s/m 940 한국안전학회지, 제 31 권제 3 호, 2016 년 131

3 김태건 이희성 Table 2. Specification data of T car Index Parameters nits Value Car body Bogie frame Axle Dimension Primary Length m 19.5 Mass of empty car kg Rolling moment of inertia kg m Pitching moment of inertia kg m Yawing moment of inertia kg m Height of center of gravity above the rail m Bogie frame mass kg 1840 Rolling moment of inertia kg m Pitching moment of inertia kg m Yawing moment of inertia kg m Height of center of gravity above the rail m 0.48 Wheelset mass kg 1690 Rolling moment of inertia kg m Pitching moment of inertia kg m Yawing moment of inertia kg m 2 30 Wheel diameter m 0.43 Distance between bogie centers m 13.8 Distance between axles m 2.1 Longitudinal stiffness kn/m 3300 Lateral stiffness kn/m 2100 Vertical stiffness kn/m 820 Longitudinal stiffness kn/m 104 Secondary Lateral stiffness kn/m 100 Vertical stiffness kn/m 269 Damping Lateral damping kn s/m 94 Fig. 4. Wheel profile(s1002). 3.3 선로조건 Fig 5. Rail profile(60kg Rail) 선로선형선로모델은서울메트로의궤도일람을참조하였다. 서울메트로 3 호선은도시내부를가로지르는도시철도선로선형의특성상다양한곡선반경이존재하였다. 이중구간거리가비교적길어해석하기에용이한구파발 연신내구간을전산해석선로모델로선정하였다. Fig. 6. Radius of curvature of Gupabal Yeonsinnae section. Fig. 3. Vehicle model. 3 호선전동차의질량요소는차체, 전 후위대차후레임, 윤축으로구성되며, 본연구에서는각질량요소를모델링하였다. 질량요소의주요물성치는 Table 1, 2 와같으며, 완성된차량모델은 Fig. 3 과같다. 3.2 차륜모델 Fig. 4, 5 는차륜과레일단면을나타내고있다. 차륜모델에는원호답면과경사답면의혼합형태를보이는유럽표준단면이자 3 호선전동차에적용된 S1002(UIC510-23)) 차륜단면을, 레일단면에는 60 kg 레일을사용하였다 3). Fig. 7. Grade of Gupabal Yeonsinnae section. 132 Journal of the KOSOS, Vol. 31, No. 3, 2016

4 3 호선실제선로조건에서의레일경좌변화에따른철도차량주행안전성해석 Fig. 8. Track irregularity data of Gupabal Yeonsinnae section. 선정된전산해석선로모델의곡선현황은 Fig. 6 과같으며, 구배현황은 Fig. 7 과같다 4) 궤도틀림데이터 (Track irregularity data) 궤도틀림이란최초레일이부설된후열차의반복하중을받아차차변형하여차량주행면에좌 우 상 하방향으로생긴부정합을말하며자갈도상궤도에서현저하게나타난다. 궤도틀림의종류로는좌우레일간격의틀림으로궤간의기본사이즈 ( 표준궤 1,435 mm) 에대한변화량인궤간틀림 (Gauge Irregularity), 궤간의기본치수에서의좌우레일의높이차인수평틀림 (Cross Level irregularity), 레일상면의길이방향요철면인면틀림 (Logitudinal Irregulrarity), 레일측면의길이방향의요철면인줄틀림 (Alignment Irregularity), 평면에대한궤도의비틀림상태를나타내는평면성틀림 (Twist Irregularity) 로이루어진다. Fig. 8 은연신내 - 구파발구간의상 하행구간의좌우상하방향궤도틀림데이터를나타내고있으며, 해석시해당하는데이터를적용하였다. 본데이터는서울메트로의궤도검측차에서검측한실제데이터를 VI-Rail 에서요구하는입력조건으로변환하여모델링하였다 5). 3.3 속도조건 연신내 - 구파발구간의제한속도는서울메트로 3 호선의운전선로도를참고하였으며구간별제한속도는 Fig. 9 와같다 6). Fig. 9. Velocity limit of Gupabal Yeonsinnae section. 한국안전학회지, 제 31 권제 3 호, 2016 년 133

5 김태건 이희성 Fig. 10. Analysis results of Gupabal Yeonsinnae(down) section. Fig. 11. Analysis results of Gupabal Yeonsinnae(up) section. 4. 해석결과 탈선계수및윤중감소율에대한안전도평가를위하여 VI-Rail 의해석결과를 30 Hz 로우패스필터링후탈선계수윤중감소율결과값을 0.05 단위로구분하여평가기준인빈도누적확률로표현하였다. Fig. 10, 11 은 3 호선구파발 연신내구간의실제주행속도조건에서레일경좌변화 (1/20, 1/30, 1/40) 에따른주행안전성해석결과를빈도누적확률로나타낸것이며, 각결과의최대치는 Table 3 과같다. 구파발 연신내구간의탈선계수, 윤중감소율모두철도차량기술기준의주행안전성평가기준한계치보다작게나와안전한것으로판단된다. 1/20 레일경좌에서유독탈선계수및윤중감소율이불안정하게나타났으며, 빈도누적확률및최대치를확인하면레일경좌 1/40 에서주행안전성이가장이상적인것으로나타났다. Table 3. The maximum value of Analysis results Inclination Change (Q/P)max ( P/P)max Down Up 1/ / / / / / 결론 본논문에서는탈선의위험도가높은곡선부를통과하는전동차의주행안전성평가를위하여 3 호선실제선로조건인연신내 구파발상 하행구간의곡선부구간별통과시레일경좌변화에따른주행안전성해석을수행하였다. 134 Journal of the KOSOS, Vol. 31, No. 3, 2016

6 3 호선실제선로조건에서의레일경좌변화에따른철도차량주행안전성해석 VI-Rail 프로그램을이용한해석을통해기존 3 호선연신내 구파발구간에서는레일경좌 1/20, 1/30, 1/40 모두에서탈선계수및윤중감소율의한계치를초과하지않는것으로나타났으며, 레일경좌 1/40 에서가장안정적인것으로판단되어, 기존선주행시가장안전하다는것을해석적으로재확인하였다. 감사의글 : 이연구는서울과학기술대학교교내연구비의지원으로수행되었음. References 1) Ministry of Land, Infrastructure and Transport, Technical Specifications for Urban Railway Vehicles, ) VI grade, VI-Rail Documentation, ) UIC code 510-2(E), Trailing stock : Wheel and Wheelsets. Conditions Concerning the use of Wheels of Various Diameters, ) Seoulmetro, Track List of Line No.3, ) Seoulmetro, Track Irregularity Data of Line No.3, ) Seoulmetro, Train Driving Rules for Line No.3, ) UIC code 518 OR 3 rd Edition, Testing and Approval of Railway Vehicles from the Point of View of Their Dynamic Behaviour-Safety-Trackfatigue-Ridequality, 한국안전학회지, 제 31 권제 3 호, 2016 년 135

Microsoft Word - KSR2016A234

Microsoft Word - KSR2016A234 2015 년도한국철도학회추계학술대회논문집 KSR2016A234 시험열차증속시험을통한분기기선형조건별차량, 궤도주행안전성평가 Vehicle and track running stability evaluation due to the turnout linear characteristics by test-train acceleration test 박성백 **, 신승훈