本研究係應用前人已建立之車輛/軌道耦合數學模型[10]為基礎，採用台灣鐵路管理局之車輛及鋼軌等特性參數進行數值分析模擬，並將模擬所得之結果與CECI軌道技術中心[29]所得之實際量測應變數據比對，來確認此模擬程式之適用性及可行性。再以此分析模型模擬台鐵局不同型號車輛作用於具不整度之直線鋼軌，探討運轉車輛對鋼軌垂向及側向撓曲之影響。最後模擬運轉車輛作用於具不同磨耗鋼軌，探討鋼軌磨耗量對鋼軌撓曲值之影響。
本研究之數值模擬結果顯示，在平直軌道上以數值模擬分析所得鋼軌縱向應變值與CECI所得實際量測鋼軌縱向應變值相近，雖在應變值上約有20％以內之差異，但其動態響應具有相同之趨勢，惟數值分析所得為平滑曲線而實際量測所得為鋸齒狀曲線，顯示本研究之數值模擬分析模型具有一定之適用性及可行性。鋼軌不整度對數值模擬所得之鋼軌垂向及側向撓曲動態響應均會有影響，使得鋼軌動態響應曲線產生鋸齒狀曲線，近似於CECI所得之實際量測圖形，顯示本研究之數值模擬分析對於鋼軌不整度波形具有高度敏感性。
數值模擬結果亦顯示，影響鋼軌撓曲動態響應最大因素為車輛之軸重，而實際量測應變值介於以最小軸重(空車重)與最大軸重所得之數值模擬分析值之間；實際量測應變值與以空車重所得之數值分析值相近，誤差約5％以內。鋼軌頭部均勻磨耗量愈大，車輛作用於鋼軌之鋼軌垂向撓曲值愈大，並在最大均勻磨耗量14mm時，產生最大鋼軌垂向撓曲值為0.1432mm。

The objective of this study is to investigate the dynamic response of track deflection caused by running vehicle using an established simulation model. In this study the actual parameters of vehicle (EMC car of EMU500 of TRA at the highest loading condition) and track system (UIC 60 rail) were adopted to conduct the simulation analyses. At first, simulation results obtained from straight even rails were compared with the on-site strain measured in the longitudinal direction of the rail obtained by CECI to validate the applicability and the suitability of this simulation model. Then the effects of axial loading, track irregularity and wear rails on the dynamic response of track deflection were studied.
The simulated dynamic response of the stain in the longitudinal direction of the rail obtained from straight even rails show the same trend as that measured by CECI except the shape and the maximum amplitude values (about 20% difference). The simulation curve is a smooth curve, but the measured curve is a serrated one; further simulation analyses using rails with irregularity reveal that this serrated behavior is related to the irregularity of the track. This result implies that the simulation model applied in this study is very sensitive to rail irregularity.
Simulation analyses also show that the axial loading has strong influence on the maximum amplitude value. The actually measured maximum strain value is higher than the maximum strain value obtained from the simulation analyses using S1(empty vehicle) loading condition, the difference is about 5%.
Simulation results also indicate that the wear of rail head will increase the vertical track deflection; in the most severe allowable condition (with even wear of 14 mm) the vertical track deflection can reach 0.14mm.

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