• Journal of the Korea Concrete Institute
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• v.22 no.6
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• pp.797-803
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• 2010

A dynamic analysis procedure is developed to provide a better estimation of the dynamic responses of pre-stressed concrete (PSC) box girder bridges on the Korea high speed railway. Particularly, a three dimensional numerical model including the structural interaction between high speed vehicles, bridges and railway endures to analyze accurately and evaluate with in-depth parametric studies for dynamic responses of bridge due to the high speed railway vehicles. Three dimensional frame element is used to model the PSC box girder bridges, simply supported span lengths 40 m. The high-speed railway vehicles (K-TGV) including a locomotive are used as 38-degree of freedom system. Three displacements (vertical, lateral, and longitudinal) as well as three rotational components (pitching, rolling, and yawing) are considered in the 38-degree of freedom model. The dynamic analysis by Runge-Kutta method which are able to analyze considering the dynamic impact factors are compared and contrasted. It is proposed as an empirical formula that the impact factors damaged the bridge load-carrying capacities occurs to the bride due to high-speed vehicle.

• Proceedings of the Korea Information Processing Society Conference
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• 2003.05c
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• pp.1527-1530
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• 2003

한국에 고속 철도가 도입됨에 따라 고속 철도 전용의 선로 설계 시스템이 필요하게 되었다. 그러나 이러한 고속 철도 전용의 시스템은 국내에서 개발되지 않아, 외국의 시스템을 사용하는 경우가 많았다. 따라서 본 논문에서는 한국 실정에 맞는 고속 철도 자동 선로 설계 시스템을 설계하고 구현해 보았다.

• Journal of the Korean Society for Railway
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• v.5 no.2
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• pp.34-40
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• 2002

21세기 무한경쟁시대에 대비하여 국가산업의 경쟁력제고는 물론 지역의 균형발전에 기여코자 추진되고 있는 단군이래 최대 국책사업인 경부고속철도 건설사업은 오는 2004년 개통을 목표로 활기차게 추진되고 있다. 한국고속철도건설공단은 '94.6.14 프랑스 알스톰사(한국 TGV 컨소시움)와 체결한 경부고속철도차량 계약목표를 우수하고 완벽한 성능의 고속열차 도입과 함께 선진기술을 이전받아 국내 철도 기술수준을 향상시켜 고속 철도 기술 선진국으로의 도약에 그 초점을 맞추었다. (중략)

• The Science & Technology
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• no.2 s.417
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• pp.32-35
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• 2004

• The Journal of the Korea institute of electronic communication sciences
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• v.10 no.8
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• pp.953-958
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• 2015

Generally, Urban railway have special characteristics with short distance journey and minimum headway intercity transportation. These days, urban railway operators choose the driverless operation system without driver. On the contrary, Conventional & high speed railway utilize for long distance and high speed running. Because of special conditions of freight railway operation compared with urban railway, operation of conventional & high speed railway is showed very different characteristics. In this paper, We compares different operation scheme of urban railway and conventional & high speed railway and then present condition for train control system based on radio.

• The Journal of the Korea institute of electronic communication sciences
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• v.11 no.4
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• pp.379-386
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• 2016

As well as to operate a high-speed rail, our country with capability to produce high-speed train has developed a number of techniques, such as for a riding comfort improvement, automatic diagnosis for major electrical or mechanical parts, on board measurement for catenary systems and noise reduction of running rolling-stocks are still under development. In this paper, we describe the current status of operation technologies not only traditional railway wireless communication systems but also Long Term Evolution systems which would be deployed as soon as possible, like as in Europe, China and the United States. In addition, we produced the domestic wireless communication networks for railway which KORAIL Corp. has been operating and the schemes and the plans of HSR field test for the fourth generation mobile communication which should be enforced by national research and development.

• Journal of the Korea institute for structural maintenance and inspection
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• v.26 no.2
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• pp.9-17
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• 2022

To take into account of the increasing speed of next generation high-speed trains, a new design code for the traffic safety of railway bridges is required. To solve dynamic responses of the bridge, this research offers a numerical analyses of PSC (Pre-stressed Concrete) box girder bridge, which is most representative of all the bridges on Gyungbu high-speed train line. This model takes into account of the inertial mass forces by the 38-degree-of-freedom and interaction forces as well as track irregularities. Our numerical analyses analyze the maximum vertical deflection and DAF (Dynamic Amplification Factor) between simple span and two-span continuous bridges to show the dynamic stability of the bridge. The third-order polynomial regression equations we use predict the maximum vertical deflections depending on varying running speeds of the train. We also compare the vertical deflections at several cross-sectional positions to check the influence of running speeds and the maximum irregularity at a longitudinal level. Moreover, our model analyzes the influence lines of vertical deflection accelerations of the bridge to evaluate traffic safety.

• Journal of the Korean Society for Railway
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• v.4 no.2
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• pp.7-12
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• 2001

21세기 '철도 르네상스 시대'를 이끌어갈 철로 위를 날으는 비행기라 일컫는 고속철도 건설 등 지금 우리 철도청은 격동의 시대 철도 100년을 뒤로하고 희망의 철도라는 새로운 세기가 펼쳐지는 시점에 와있다. 21C신철도시대를 맞이하여 Dream society 구현이라는 새로운 가치를 창출하기 위한 전자철도(e-KNR)를 향한 질주가 시작되었다. (중략)

• Journal of the Korea institute for structural maintenance and inspection
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• v.15 no.4
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• pp.204-211
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• 2011

A dynamic analysis procedure is developed to provide a better estimation of the dynamic responses of bridge during the passage of high speed railway vehicles. Particularly, a three dimensional numerical model including the structural interaction between high speed vehicles, bridges and railway endures to analyse accurately and evaluate with in-depth parametric studies for dynamic responses of various bridge span lengths running KTX railway locomotive up to increasing maximum speed(450km/h). Three dimensional frame element is used to model the simply supported pre-stressed concrete (PSC) box bridges for four span lengths(40~25m). Track irregularity employed as a stationary random process from the given spectral density functions and irregularities of both sides of the track are assumed to have high correlation. The high-speed railway vehicle (KTX) is used as 38-degree of freedom system. Three displacements (Vertical, lateral, and longitudinal) as well as three rotational components (Pitching, rolling, and yawing) are considered in the 38-degree of freedom model. The dynamic amplification factors are evaluated by the developed procedure under various traveling conditions, such as track irregularity camber, train speed and ballast. The dynamic analysis such as Newmark-${\beta}$ and Runge-Kutta methods which are able to analyse considering the dynamic impact factors are compared and contrasted.

• Journal of the Korea institute for structural maintenance and inspection
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• v.20 no.2
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• pp.34-39
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• 2016

Structural behaviour of PSC box bridge, on which KTX train runs, is analysed up to 500 km/h speed considering 12 stages track irregularity and interaction between bridge and vehicle. To evaluate wheel forces and rotations of vehicle, lateral wheel forces, derail factor and offload factor calculated on the track combining the bridge and 170 m normal track are compared with existing allowed limits. Maximum longitudinal displacement and accumulated sliding distance of the brige bearings for simply supported and 2 span continuous PSC bridges are presented by each running speeds. Long-term friction tests based on EN-1337-2 are conducted between PTFE and DP-mate plates. Finally, the long-term friction tests are proposed to consider the increasing speed of next generation high-speed train.