• Journal of the Institute of Electronics Engineers of Korea SD
• /
• v.48 no.12
• /
• pp.73-81
• /
• 2011

As high speed digital systems continue to use components with faster edge rate and clock speeds, transmission of the digital information, it can bring about many troubles. The increasing requirement for controlled impedance PCBs becomes both a critical success factor and a design challenge to implement a system. Especially, the noise sources in high frequency digital systems include the noise in power supply, ground and packaging, and they destroy the fidelity of signals. Therefore PCB design with impendence matching is needed to improve fidelity of signal in H/W. In this paper, we have developed an impedance control and analysis tool for multi-layer PCB design, and simulates the tracks controlled impedance with the test coupon. So, it can save the design time and support the economical PCB design.

• Journal of IKEEE
• /
• v.23 no.2
• /
• pp.599-605
• /
• 2019

Ferrite cores are used as a soft magnetic material in the fabrication of couplers for inductive powerline communication (PLC). However, it is difficult to adjust the size freely according to the power-line and power-grid environment. In this paper, we report that a nano-crystalline alloy with higher permeability than ferrite can be used as an inductive coupler for non-contact PLC. Since nano-crystalline are produced in the form of a thin ribbon, the size of the coupler can be freely controlled by the number of ribbons wound on the toroidal core. It was fabricated with induction type coupler and showed to be suitable for non-contact power line communication. Experimental results show that the communication bandwidth is 45 Mbps for 100 m and 8 Mbps for 200 m under the current fluctuation of less than 100 A, and the reception ratio is 100%.

• Journal of the Korea Academia-Industrial cooperation Society
• /
• v.16 no.8
• /
• pp.5534-5540
• /
• 2015

This In the railway signaling system, applications of axle counter in addition to track circuit goes on increasing for detecting train position. Consequently, this paper compares sensor methods of axle counter with between geo-magnetism method and proximity sensor method. And it presents differences and results, to improve reliabilities of train detection and axle counting. Also, this article presents an applied result which is based on field experience, with regard to installation, considering attachment condition of sensor part for accurate axle counting. This study acquires expandability that is able to perform not only axle counting function but also various other functions (direction detection of train, speed detection of train, and so on). It was a result of a change of design in order to judge phase difference of sensors, to improve reliability of axle counting. Furthermore, it does not subordinate to characteristics (type, weight of train). And it is confirmed that the omission of axle counting was not occurred in 350km/h. This was the result of Lab test after the construction of transfer equipment of trial axle and Test Bed for axle counting. Both of them are self-productions. Through this, it prepares foundation which is able to apply not only to train detection but also to speed of passing trains, formation number of trains, detector locking condition - when the train passes the section of switch point, and level crossing devices. Furthermore, it would be judged to contribute safety train operation if proximity sensor method applies to the whole railway signaling system from now on.

• Proceedings of the KSR Conference
• /
• 2008.06a
• /
• pp.39-45
• /
• 2008

A levitation rail is placed on the top of track structure to operate Maglev vehicles and a part of track that link up with a sleeper is applied repeated load in Maglev vehicles operation. This paper aimed to verify validity of design for levitation rail, through the fatigue analysis about load which is applied to levitation rail in Maglev vehicles operation and impact load occurring in an emergency landing. Load conditions applied design load(23kN/m) in normal operation and skid drop load(24kN/m) in vehicle drop. And boundary conditions are consider bolt fixing and welding. Through static analysis, weak point and maximum stress of levitation rail could be obtained. S-N(stress-life) method was used in oder to predict fatigue life, and Goodman relationship was applied to consider a effect of mean stress. Also damage was calculated by using Miner's. As a result of fatigue analysis, levitation rail had a fatigue life which was more than requirement ($10^6$cycle) in all analysis conditions. Assumption that $10^8{\sim}10^9$cycles is infinite life, all analysis conditions had infinite life except a case under drop load and bolt fixing($1.21{\times}10^6$).

• The Journal of Korean Institute of Electromagnetic Engineering and Science
• /
• v.21 no.3
• /
• pp.236-244
• /
• 2010

In this paper, a planar structure negative group delay circuit(NGDC) is proposed to overcome the limited availability of the component values required for the prototype lumped element(LE) NGDC design. From the prototype LE circuit analysis, general design equations and the conditions to obtain the NGD are derived and illustrated. Then the LE circuit is converted into the planar structure by applying the transmission line resonator(TLR) theory. As a design example, the LE NGDC and the proposed planar structure NGDC are designed and compared. To estimate the commercial applicability, 2-stage reflection type planar NGDC with -5.6 ns of total group delay, -0.2 dB of insertion loss, and 30 MHz of bandwidth together with 0.1 dB and 0.5 ns of the magnitude and group delay flatness, respectively, for Wideband Code Division Multiple Access(WCDMA) downlink band is fabricated and demonstrated. Also, to show the applicability of the proposed NGDC, we have configured a simple signal cancellation loop and obtained good loop suppression performance.

• The Journal of the Convergence on Culture Technology
• /
• v.5 no.4
• /
• pp.367-371
• /
• 2019

In this study, we proposed the sacrificial anode cathodic protection method as a countermeasure to reduce the corrosion of railway rails under oceanic climatic conditions and proved the anticorrosive effect experimentally. In addition, the proposed sacrificial anode cathodic protection method were tested on site to examine long-term rail corrosion monitoring and field applicability for more than 26 months and to prove the effectiveness of rail corrosion. As a result of monitoring the corrosion state using the cellophane tape method, the appearance of the applied sections with sacrificial anode cathodic protection method was good at the present time about 26 months after the field test laying, and no abnormalities and other abnormalities of the rail welded section and the rail web were found. Hence, in places where no sacrificial anodes were installed, rust progressed rapidly. In addition, the proper spacing of sacrificial anodes was found to form the most stable corrosion coating at 1.0 ~ 1.5m. After about 26 months of monitoring, the installation of sacrificial anodes could help stabilize the overall rail corrosion level, even if the spacing was somewhat wider.

• Journal of the Korea Academia-Industrial cooperation Society
• /
• v.19 no.11
• /
• pp.604-613
• /
• 2018

In recent years, numerous train derailment accidents caused by deterioration and high speed technology of railways have increased. Guardrails or barriers of railway bridges are installed to restrain and prevent the derailment of the train body level. On the other hand, it can result in a high casualties and secondary damage. Therefore, a Derailment Containment Provision (DCP) within the track at the wheel/bogie level was developed. DCP is designed for rapid installation because it reduces the impact load on the barrier and inertia force on the steep curve to minimize turnover, fall, and trespass on the other side track of the bridge. In this paper, DCP was analyzed using LS-Dyna with a parameter study as the impact loading location and interface contact condition. The contact conditions were analyzed using the Tiebreak contact simulating breakage of material properties and Perfect bond contact assuming fully attached. As a result, the Tiebreak contact behaved similarly with the actual behavior. In addition, the maximum displacement and flexural failure was generated on the interface and DCP center, respectively. The impact analysis was carried out in advance to confirm the DCP design due to the difficulties of performing the actual impact test, and it could change the DCP anchor design as the analysis results.

• KSCE Journal of Civil and Environmental Engineering Research
• /
• v.26 no.2D
• /
• pp.299-309
• /
• 2006

Railway noise and vibration has been recognized as major problems with the speed-up of rolling stock. As a kind of solution to these problems, the decrease of stiffness of track pad have been tried. However, in this case, overturning of rail due to lateral force should be considered because it can have effect on the safety of running train. Therefore, above two things - decrease of stiffness of track pad and overturning of rail due to lateral force - should be considered simultaneously for the appropriate determination of spring coefficient of track pad. With this viewpoint, minimum spring coefficient of track pad is estimated through the comparison between the theoretical relationship about the overturning of rail and 3-dimensional FE analysis result. Two kinds of Lateral force and wheel load are used as input loads. Extracted values from the conventional estimation formula and the Shinkansen design loads are used. It is found that the overturning of rail changes corresponding to the change of the stiffness of track pad and the ratio of lateral force to wheel load. Moreover, it is found that the analysis model can have influence on the results. Through these procedure, minimum spring coefficient of track pad is estimated.

• The Journal of Korean Institute of Electromagnetic Engineering and Science
• /
• v.23 no.3
• /
• pp.300-305
• /
• 2012

In this paper, a miniaturized bow-tie monopole UWB antenna with band rejection characteristic is proposed. To miniaturize the proposed antenna, a perfect magnetic wall(PMW) condition is applied to primitive bow-tie monopole antenna. An uneven ground patch, a tapered feeding structure and a edge-chopped main patch are adapted for impedance matching. A quater-lambda slot resonator is inserted at main patch to prevent interference in UWB band from another band. The proposed antenna is fabricated on Taconic RF60-A substrate with relative permittivity of 6.15. The size of the proposed antenna is $30.0{\times}39.7mm^2$, which is only 45 % of the conventional bow-tie monopole antenna. The proposed antenna covers full UWB band with return losses less than -10 dB and has band stop characteristic in 5 GHz WLAN band. The maximum gains are within -1.0~5.0 dBi, the group delay variations are within 1.0 ns and the radiation patterns show directivity characteristics in x-y plane.

• Journal of the Korean Society for Railway
• /
• v.20 no.1
• /
• pp.1-10
• /
• 2017

Brake squeal noise has been a challenging problems for a long time. It is very annoying to passengers and residents near tracks. Two methods have been applied to reduce or eliminate brake squeal noise. One is to improve frictional materials; the other is to optimize the topology and structures of brake pads. In this study, we developed two kinds of brake pads; one is a pad whose frictional material is different from the KTX brake pad friction material; the other is a flexible pad that has the same frictional material as that of the KTX brake pad, but a different structure. Squeal noise and friction coefficients were measured and analyzed using a full-scale brake dynamometer. It was found that the dynamometer test can simulate the squeal noise of KTX trains at stations. The squeal frequency of the KTX at 4500Hz was exactly reproduced; this value of 4500Hz was one of the natural frequencies of the KTX brake disc. It was also found that the squeal noise depended on the caliper pressure, initial disc temperature and braking speed. The average friction coefficient was 0.35~0.45. The new pad lowered the squeal noise by 17.3~21.6dB(A).