• Proceedings of the KSME Conference
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• 2008.11a
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• pp.907-910
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• 2008

The wheel radiation noise characteristic of Korean tilting train(Hanvit 200) on curved rail under the field test conditions is analyzed in this paper. The test railroad track was selected from Seodaejon to Songjeongri in Honam line. $5^{th}$ and $6^{th}$ car are decided to measure radiation noise level among a train of six cars. The test subject curve radius executed from R400, R500, R600, R700 and R800 segments. The speed of test trains when from R600 and R800 curves existing operation speed and speed up 20% of existing speed. On curved rail at the time of operation speed of Hanvit 200 trains from below 95km/h wheel radiation noise level at $94dBA{\sim}99dBA$, the operation speed from between $100km/h{\sim}144km/h$ wheel radiation noise level at $100dBA{\sim}106dBA$.

• Proceedings of the Korean Society of Precision Engineering Conference
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• 2008.06a
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• pp.993-994
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• 2008

• Journal of the Korean Society for Railway
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• v.15 no.4
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• pp.329-333
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• 2012

In this paper, By the time that the tilting technology is adopted in railway rolling stock, we analyzed quantitatively energy saving by reducing the power consumption with the reduction of the operation time through the speed improvement and suggested the necessity to introduce tilting technology in the domestic rail vehicles. To achieve this purpose, the effect of energy saving by comparing and analyzing the power consumption during the operation by TTX HANVIT 200 and 8200 electric locomotives to pull the trains on the same line was suggested and the efficiency of the main devices was compared and analyzed by measuring the power consumption by a single unit. As the energy saving is the world topic, the studies on reducing energy usage goes on constantly in many areas. In addition, as of the time to improve the conventional tracks to speed up and change the signals, Tilting technology will be contributed to the management environment by enlarging the passengers' demand through the reduction of the operation time and saving energy using the existing infrastructure.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.18 no.8
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• pp.864-871
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• 2008

The tilting trains can run on curve track about 30% faster than conventional train without affecting passenger comfort. As the tilting trains offer the optimum means of providing faster and more comfortable rail service with minimum of environmental disturbance and capital investment, it is widely adopted for commercial operation all over the world. Over several years, the Korea Railroad Research Institute(KRRI) and Ministry of Construction and Transportation(MOCT) have been developing 200 km/h Korean tilting train, Hanvit200. Hanvit200 adopts the pendulum type tilting mechanism and hybrid car body structure, mainly CFRP combined with steel. In this paper the vibrational characteristics of Hanvit200 was investigated through Eigen vector analysis, modal test and main line running test.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2008.04a
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• pp.519-524
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• 2008

The tilting trains can run curve track about 30% faster than conventional train without affecting passenger comfort. As the tilting trains offer the optimum means of providing faster and more comfortable rail service with minimum of environmental disturbance and capital investment, it is widely adopted for commercial operation all over the world. Over several years, the Korea Railroad Research Institute(KRRI) and Ministry of Construction and Transportation(MOCT) have been developing 200 km/h Korean tilting train, Hanvit200. Hanvit200 adopt the pendulum type tilting mechanism and hybrid car body structure, mainly CFRP combined with steel. In this paper the vibrational characteristics of Hanvit200 was investigated through Eigen vector analysis, Modal Test and main line running test.

• Proceedings of the KSR Conference
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• 2008.11b
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• pp.1766-1769
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• 2008

INnterior noise characteristic of Korean tilting train(Hanvit 200) under the field test conditions is analyzed in this paper. The test railroad track was selected from Seodaejon to Songjeongri in Honam line. $4^{th}$ and $5^{th}$ car are decided to measure interior noise level among a train of six cars. The test subject open field executed from test sections. The speed of test trains when from existing operation speed and speed up 20% of existing speed. On open field at the time of operation speed of Hanvit 200 trains from below 160km/h interior noise level at $68dBA{\sim}70dBA$.

• Journal of the Korean Society for Railway
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• v.10 no.3 s.40
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• pp.257-263
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• 2007

The critical speed above which the vehicle become unstable is one of the items that should be verified in the development of a new train. In the case of a high speed tilting train, which requires both higher critical speed and higher curving speed, the critical speed should be more carefully treated because the both requirements are in conflict with each other in the conventional train design. The main purpose of the present work is to estimate the linear and non-linear critical speeds of 200km/h Korean Tilting Train 'Hanbit200' under development. The newly developed self-steering mechanism was attached to the tilting train to ensure that the critical speed falls under the lower yaw stiffness which is needed to secure higher curving performance. The simulation for predicting the critical speed was done by a commercially available vehicle dynamics software. A full scale roller rig test was carried out to validate the numerical results and to verify the effectiveness of the self-steering mechanism.

• Journal of the Korean Society for Precision Engineering
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• v.28 no.5
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• pp.572-577
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• 2011

Curve squealing of inter-city railway vehicle is a noise with high acoustic pressure and rather narrow frequency spectra. This noise turns out to be very annoying for the people living in the neighborhood of locations and the passenger in railway vehicle where this phenomenon occurs. Squealing is caused by a self-exited stick-slip oscillation in the wheel-rail contact. Curve squeal noise of railway vehicles that passed by a factor of the speed limit, so to overcome in order to improve running performance is one of the largest technology. In the present paper, characteristic of squeal noise behavior at the Hanvit-200 tilting train test-site. Curve squealing of railway wheels/rail contact occurs in R400~ R800 curves with a frequency range of about 4~11 kHz. If the curve is less than the radius of wheel frail contact due to |left-right| noise level difference (dBA) shows a significant effect of squeal noise were more likely.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.35 no.1
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• pp.85-90
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• 2011

To maintain the safety and efficiency of railroad vehicles, it is important to understand the working of the brake system with anti-skid control unit (ASCU) for rolling stocks. In this paper, a HILS (Hardware In-the Loop Simulations) system with ASCU hardware (for logic) and a DSP board (for dynamics) is developed to analyze skidding of the Hanvit-200 train during the process of braking. Experimental results are presented for the case that the skid on one of the four wheels is artificially generated using a Simulink model. A convenient GUI is prepared using ControlDesk of dSPACE.

• Journal of the Korean Society for Railway
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• v.12 no.5
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• pp.678-686
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• 2009

A trial run of locally-developed tilting train has been in process on Chungbuk line since the test vehicle was first produced. For the system stabilization, interface verification among the systems including track, structure, catenary and signaling system, not to mention the rolling stock, is very crucial. Therefore, in this study, the dynamic rail force of the tilting (Hanvit 200), high-speed (KTX) and general (Mugunghwa) vehicle caused by driving in transition curve track was measured. And, it compared the tilting response with the other by using the measured rail force data in transition curve track, and then evaluated probability the range of load fluctuation for the variable dynamic vertical and lateral wheel load. As a result, a range of rail force by occurred a change of cant from the high-speed and general vehicle which had fixed bogie structure was distributed throughout small deviation. Otherwise, in case of the tilting train which was consisted of the pendulum bogie structure was distributed wide range about large deviation by changed of cant.