• Proceedings of the KIEE Conference
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• 2007.07a
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• pp.1591-1592
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• 2007

본 논문에서는 상태궤환을 이용한 철도차량의 능동조향을 위한 제어기법에 대해 다루었다. 능동조향은 곡선부 주행시 발생되는 승차감 저하 및 차륜/레일의 마모, 소음을 줄이고 고속주행을 위한 조향성능 및 주행안정성을 확보하기 위한 기술이다. 논문에서 사용된 제어 방법은 반대차(Half Bogie) 차량모델을 기초로 측정된 휠-레일의 횡변위(Lateral Displacement) 와 요각(Yaw Ang;e)정보를 토대로 휠에 요모멘트를 제어하였으며 시뮬레이션을 통해 제안한 방법에 대한 성능을 검증하였다.

• The Journal of the Acoustical Society of Korea
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• v.37 no.4
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• pp.223-231
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• 2018

Recently, due to various environmental problems, blast tracks in tunnel are replaced with concrete tracks, but they have more adverse effects on noise than blast tracks so that additional noise measures are needed. Among these measures, sound-absorbing blocks start to be used due to its easy and quick installation. However, the performance of sound absorption blocks need to be verified under real environmental and operational conditions. In this paper, interior noise levels in KTX train cruising in Dalseong tunnel are measured before and after the installation of sound-absorbing blocks and the measured data are analyzed and compared. Additionally, noise reduction are estimated by modeling the high speed train, the tunnel and absorption blocks. Measurement devices and methods are used according to ISO 3381 and the equivalent sound pressure levels during the cruising time inside the tunnel are computed. In addition to overall SPLs(Sound Pressure Levels), 1/3-octave-band levels are also analyzed to account for the frequency characteristics of sound absorption and equipment noise in a cabin. In addition, to consider the effects of train cruising speeds and environmental conditions on the measurements, the measured data are corrected by using those measured during the train-passing through the tunnels located before and behind the Dalseong tunnel. Analysis of measured results showed that the maximum noise reduction of 6.8 dB (A) can be achieved for the local region where the sound-absorbing blocks are installed. Finally, through the comparison of predicted 1/3-octave band SPLs for the KTX interior noise with the measurements, the understanding of noise reduction mechanism due to sound-absorbing blocks is enhanced.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.11 no.8
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• pp.349-356
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• 2001

The dynamic behavior of high speed train is very Important because the railway should be safe and Is satisfied tilth the rode comfort of passengers. The train is composed of many suspension components. such as 1st springs, 1st dampers, 2nd springs and 2nd dampers, that have an influence on the dynamic characteristics of high speed train. Also, the wheel/rail shapes, the track conditions and geometry and many environmental factors, such as rain, snow and wind. affect the dynamic behavior of high speed train. This paper reviews the effect of wind and track conditions on the dynamic behavior of high speed train. The VAMPIRE program Is used for this simulation. The result of simulation shows that the high speed train should not be operated when the wind velocity is beyond 34.5 m/sec.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2004.05a
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• pp.212-217
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• 2004

In general, the braking system of high speed train has an important role for the safety of the train. To stop safely train at its pre-decided position, it is necessary to combine properly the various brakes. The prototype of Korean high speed train (KHST) has been designed, fabricated and tested by the domestic researchers. It has adopted a combined electrical brakes, such as rheostatic brake, regenerative brake and eddy current brake, and mechanical brakes composed of disc brake, wheel disc brake and tread brake. In this paper, the performances and control algorithms of braking system have been reviewed by the experimental method.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2011.10a
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• pp.457-462
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• 2011

The sidewall of the HEMU-400x consists of two parts. One is the multi-layered structure including aluminium extruded panel and the other is the double glazed window. When the train runs in a tunnel, the equivalent sound insulation performance of the side wall significantly influences the internal noise levels. In aspect of the sound insulation strategy, it is important to make two parts have similar performance. In this study, the intensity sound transmission loss (ITL) is measured on the specimens of the two parts. Mass law deviation (MLD) is considered in order to compare the sound insulation performance of the two parts in respect of the weight. Contribution of each part to the sound insulation is analyzed and the sound insulation strategy is investigated to reduce the interior noise.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2006.05a
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• pp.982-987
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• 2006

In general, the braking system of high speed train has an important role for the safety of the train. To stop safely the train at its pre-decided position, it is necessary to combine property the various brakes. Generally high speed train has adopted a combined electrical and mechanical (friction) braking system. Electrical brakes are consist of rheostatic brake, regenerative brake and eddy current brake and mechanical brakes are composed of disc brake, wheel disc brake and tread brake. In this paper, we introduce braking performance analysis and inspection though simulation and research to reduce braking distance.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2005.11b
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• pp.25-28
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• 2005

The interior noise of KTX in tunnel is becoming the problem since the commercial operating in April 2004. The major sources of interior noise for High speed train ate known as the aerodynamic noise and rolling noise generally. We measure the noise and vibration inside KTX in tunnel in order to find the cause of the interior noise of KTX. The analysis results show that the interior noise of KTX in tunnel with concrete track is increased sharply by a low frequency below 80Hz that is the natural frequency of the KTX carbody. We know that the booming noise inside KTX in tunnel with concrete track is generated by aerodynamic noise outside ganqway and rolling noise at the carbody natural frequency.

• The Journal of the Acoustical Society of Korea
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• v.43 no.1
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• pp.131-137
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• 2024

Aerodynamic noise generated by the surrounding flow of a train traveling at high speed affects both outdoor and indoor noise. This study's goal is to develop a test method to measure and quantitatively evaluate aerodynamic noise through pressure perturbation data on the train surface. To accurately evaluate aerodynamic noise, it is important to separate and evaluate the compressive and incompressible pressure fluctuations mixed in the acquired surface pressure fluctuation data. This is because the noise transmission characteristics of the two pressure fluctuations are different. First, the installation length and interval of the microphone were determined to acquire surface pressure fluctuation data, and wavenumber-frequency analysis was performed to separate incompressible pressure fluctuation and compressible pressure fluctuation to obtain a sound pressure level spectrum. Finally, as a result of comparing the test results measured in the train head and trail, It was confirmed that the pressure fluctuation on the train head surface was greater than that on the tail.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2004.05a
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• pp.222-227
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• 2004

Korean High Speed Train(KHST) has been tested on the high speed test line in Osung site, since it was developed through the G7 Project Plan in 2002. It was also tested on the conventional line such as KyongBu and Honan Line to know the possibility of increasing the limited speed for the high speed trains. This paper introduces the method to improve the speed on the conventional line with body lateral acceleration among the several considered issues and explains the parameters related to those analysis, such as the cant deficiency, the radius of curve, speed and etc. When a train pass on the curved track, the lateral accelerations of body are divided into the quasi-static and the maximum accelerations according to the UIC 518 which is the international specification for testing and approval of railway vehicles from the point of view of their dynamic behaviour, especially for safety and ride comfort. This paper shows that it is safe and comfort from the results of test when KHST runs on the conventional line with the curves and proposes that the limited speed of conventional curved line could be changed to a little higher speed if the analysises of other fields are completed.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.21 no.5
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• pp.461-467
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• 2011

This study aims to create a numerical analysis model which can investigate the dynamic interaction between pantograph and overhead contact wire used for a high-speed railway vehicle, and validate the simulation results according to EN 50318 standard. Finite element analysis models of pantograph and overhead contact line are created using SAMCEF, a commercial FE analysis program. The mean, standard deviation, maximum and minimum values of contact forces are obtained. The simulation results are validated according to EN 50318, and the possibility of simulating the collecting characteristic of an actual pantograph system by using the developed model is discussed.