학술논문
도시철도 완․급행 혼용열차 운행구간 곡선정거장의 적정캔트 설정 연구 / Optimal Cant Set of Stations with Curved Track for Combined Operation in Local and Express Train on Urban Railway
Document Type
Dissertation/ Thesis
Author
Source
Subject
Language
Korean
Abstract
철도의 고속 이동서비스 제공을 위해 도시(광역)철도의 급행열차 도입이 적극 추진 중이나, 주변지형, 민원 및 열차운행계획상 급행열차가 통과하는 정거장에 부본선 없는 곡선정거장 설치로 획일적인 캔트설정 및 역구내 통과열차의 속도를 제한하고 있다. 이에 따라 완급행 혼용열차가 운행하는 곡선승강장에 대하여 곡선반경, 운행속도, 캔트설정에 따른 열차주행안전성 확보와 승차감 및 급행열차의 속도를 향상할 수 있는 곡선정거장 적정캔트 설정 방안을 제시하고자 한다. 승차감 평가는 곡선반경, 운행속도, 캔트 등의 선형요소를 반영한 평면단곡선 전용 승차감 평가방법인 Pct방법을 이용하여 분석하였고, 서울지하철 9호선 캔트설정 사례를 바탕으로 속도향상을 통한 설정캔트 증가방안을 제시하여 검토하였으며, 선로주행안전성 분석은 철도 시뮬레이션 범용 소프트웨어인 VI-RAIL을 이용하여 Nadal식에 의한 탈선계수를 분석하였다. Pct함수를 이용한 승차감 분석결과, 곡선반경과 속도에 따른 캔트량에 의해서 승차감 지수가 변하므로 기존의 속도를 하향해서 캔트를 획일적으로 설정하는 방식보다 속도를 올려서 곡선반경 및 속도의 함수로 설정하는 것이 유리함을 확인하였다. 도시철도 완행 정차열차와 급행 통과열차의 운행속도와 설정캔트를 산정하여 완․급행 운행빈도에 따른 CASE별 최적 적용율을 산출하여 정거장 구간 설정캔트 산식을 도출하였으며, 관련규정과 비교, 완행 정차열차에 대한 불쾌감과 급행 통과열차에 대한 승차감 분석 및 열차주행안전성 분석을 통하여 캔트설정 산식의 적정성을 검증하였다. 도시철도 완․급행 열차가 운행하는 곡선승강장에 대하여, 완․급행 운행빈도에 따른 정차열차의 불쾌감과 부족캔트에 따른 급행 통과열차의 승차감을 만족하는 적용율 범위를 도출하였고, 급행 통과열차의 균형캔트에 대한 적용율 60%에서 승차감과 열차주행안전성 확보측면이 가장 우수한 것으로 분석되어 정거장 적정캔트 설정 방안의 적용율로 제시하여 관련규정을 만족할 수 있는 신뢰성 높은 캔트를 설정할 수 있을 것으로 기대된다. 정거장 구간 최대 설정캔트는 완행열차 정차시 모의체감 실험식에 의한 불쾌감과, ENV와 RIL의 승강장에서 적정 캔트한계값 및 정거장 최소곡선반경 에서의 캔트산정 결과를 반영하여, 최대 설정캔트 한계값 100mm를 제시하였고, 승차감 분석 및 주행안전성 분석을 통해 캔트설정의 적정성을 검증하였다. 정거장 급행열차에 대한 Pct함수를 이용한 승차감 분석결과 정거장 역구내 제한속도를 본선제한 속도로 향상할 경우 균형캔트에 가깝거나 부족캔트가 50mm미만에서 승차감이 양호한 것을 확인하였고, 곡선반경별 승차감을 만족하는 부족캔트 값을 제시하였다. 도시철도 정거장 최소곡선반경에서 완․급행 열차에 대한 운행속도 및 캔트별 차량/궤도 상호작용해석을 통한 주행안전성 검토결과, 완행 정차열차의 저속구간에서는 탈선계수, 횡압, 윤중변동율 값의 변화가 적어 속도 및 캔트의 영향이 미미한 것으로 분석되었고, 급행 통과열차에서는 설정캔트를 높게 설정할수록 열차의 주행안정성 측면에서 유리하다는 것을 확인하였다. 캔트설정에 따른 승강장 건축한계와의 상관관계 분석결과, 동일 곡선반경에서 캔트량 증감에 따른 내․외측 궤도중심에서 승강장 끝단까지 거리 합은 동일하여 승강장 구간 내공단면 확대는 불필요한 것으로 분석되었으며, 역구내 제한속도를 45km/h에서 75km/h로 향상한 결과 제한구간 범위내에서 직통열차 상․하선 모두 30% 이상의 시간단축 및 에너지 절감효과를 이룰 수 있는 것으로 분석되었다.
The introduction of express trains for urban (wide area) railways is being actively promoted to provide high-speed transportation services for domestic railways. However, due to the surrounding terrain, civil complaints, and train operation plans, a uniform cant was established by installing curved platform without secondary lines at stations where express trains pass, requiring speed limitations when within the station perimeter. Accordingly, in order to propose a curved platform cant set standard to secure track driving safety and improve ride comfort and speed of express trains according to curve radius, operating speed, and cant set for curved platforms operated by local and express trains. Ride comfort evaluation was analyzed using the Pct method, which is a ride comfort evaluation method exclusively for flat single curves that reflects linear factors such as curve radius, running speed, cant, etc. Based on the case of cant set for Seoul Subway Line 9, a plan to increase the set cant through speed improvement was presented and reviewed, and for railroad safety analysis, derailment coefficient by Nadal equation was analyzed using VI-RAIL, a general-purpose railroad simulation software. As a result of the ride comfort analysis using the Pct function, the ride comfort index changes depending on the curve radius and the cant amount according to the speed. Therefore, it is better to set the speed as a function of the curve radius and speed by increasing the speed rather than setting the cant uniformly by lowering the existing speed. By calculating the operating speed and setting cant of urban railroad local trains and express passing trains, the optimal application rate for each case according to the slow and express operation frequency was calculated to derive an equation for the station section setting cant. The adequacy of the cant setting formula was verified through analysis of discomfort for slow stop trains and ride comfort for express passing trains and train driving safety analysis. For curved platforms operated by urban railroad slow and express trains, the range of application rates that satisfies the feeling of discomfort of stop trains according to the slow and express running frequency and the ride comfort of express passing trains due to lack cant was derived, and balanced cant of express passing trains. It is analyzed that the aspect of securing ride comfort and train driving safety is the most excellent at the application rate of 60%, and it is expected to be able to set a highly reliable cant that can satisfy the relevant regulations by presenting it as the application rate of the appropriate cant setting method for the station. The maximum cant set of the station section reflects the discomfort by the simulated empirical formula when stopping the local train, and the appropriate cant limit value at the platform of ENV and RIL and the cant calculation result at the minimum curve radius of the station, and the maximum cant set limit value of 100mm is presented. Also, the appropriateness of cant setting was verified through ride comfort analysis and driving safety analysis. As a result of the ride comfort analysis using the Pct function for the express train at the station, it was confirmed that the ride comfort was good when the speed limit in the station area was increased to the main line speed limit, and the ride quality was close to the balance cant or the cant deficiency was less than 50mm. The cant deficiency value is presented. As a result of reviewing the driving safety through the analysis of vehicle/track interactions for each cant and speed for slow and express trains at the minimum curve radius of urban railroad stops, the change in the values of the derailment coefficient, lateral pressure, and wheel weight variation rate was small in the low-speed section of the slow-stop train. It was analyzed that the influence of speed and cant was insignificant in the slow running, and it was confirmed that the higher the cant set was set in the express passing train, the more advantageous in terms of the running stability of the train. As a result of the correlation analysis with the platform construction limits according to the cant set, the sum of distances from the center of the inner and outer tracks to the end of the platform according to the increase or decrease in the amount of cant in the same curve radius was the same. As a result of increasing the speed limit from 45km/h to 75km/h, it was analyzed that time reduction and energy savings of 30% or more can be achieved in both the upper and lower lines of direct trains within the restricted section.
The introduction of express trains for urban (wide area) railways is being actively promoted to provide high-speed transportation services for domestic railways. However, due to the surrounding terrain, civil complaints, and train operation plans, a uniform cant was established by installing curved platform without secondary lines at stations where express trains pass, requiring speed limitations when within the station perimeter. Accordingly, in order to propose a curved platform cant set standard to secure track driving safety and improve ride comfort and speed of express trains according to curve radius, operating speed, and cant set for curved platforms operated by local and express trains. Ride comfort evaluation was analyzed using the Pct method, which is a ride comfort evaluation method exclusively for flat single curves that reflects linear factors such as curve radius, running speed, cant, etc. Based on the case of cant set for Seoul Subway Line 9, a plan to increase the set cant through speed improvement was presented and reviewed, and for railroad safety analysis, derailment coefficient by Nadal equation was analyzed using VI-RAIL, a general-purpose railroad simulation software. As a result of the ride comfort analysis using the Pct function, the ride comfort index changes depending on the curve radius and the cant amount according to the speed. Therefore, it is better to set the speed as a function of the curve radius and speed by increasing the speed rather than setting the cant uniformly by lowering the existing speed. By calculating the operating speed and setting cant of urban railroad local trains and express passing trains, the optimal application rate for each case according to the slow and express operation frequency was calculated to derive an equation for the station section setting cant. The adequacy of the cant setting formula was verified through analysis of discomfort for slow stop trains and ride comfort for express passing trains and train driving safety analysis. For curved platforms operated by urban railroad slow and express trains, the range of application rates that satisfies the feeling of discomfort of stop trains according to the slow and express running frequency and the ride comfort of express passing trains due to lack cant was derived, and balanced cant of express passing trains. It is analyzed that the aspect of securing ride comfort and train driving safety is the most excellent at the application rate of 60%, and it is expected to be able to set a highly reliable cant that can satisfy the relevant regulations by presenting it as the application rate of the appropriate cant setting method for the station. The maximum cant set of the station section reflects the discomfort by the simulated empirical formula when stopping the local train, and the appropriate cant limit value at the platform of ENV and RIL and the cant calculation result at the minimum curve radius of the station, and the maximum cant set limit value of 100mm is presented. Also, the appropriateness of cant setting was verified through ride comfort analysis and driving safety analysis. As a result of the ride comfort analysis using the Pct function for the express train at the station, it was confirmed that the ride comfort was good when the speed limit in the station area was increased to the main line speed limit, and the ride quality was close to the balance cant or the cant deficiency was less than 50mm. The cant deficiency value is presented. As a result of reviewing the driving safety through the analysis of vehicle/track interactions for each cant and speed for slow and express trains at the minimum curve radius of urban railroad stops, the change in the values of the derailment coefficient, lateral pressure, and wheel weight variation rate was small in the low-speed section of the slow-stop train. It was analyzed that the influence of speed and cant was insignificant in the slow running, and it was confirmed that the higher the cant set was set in the express passing train, the more advantageous in terms of the running stability of the train. As a result of the correlation analysis with the platform construction limits according to the cant set, the sum of distances from the center of the inner and outer tracks to the end of the platform according to the increase or decrease in the amount of cant in the same curve radius was the same. As a result of increasing the speed limit from 45km/h to 75km/h, it was analyzed that time reduction and energy savings of 30% or more can be achieved in both the upper and lower lines of direct trains within the restricted section.