• Transactions of the Korean Society of Mechanical Engineers A
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• v.33 no.8
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• pp.773-778
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• 2009

Chevron rubber springs are used in primary suspensions for rail vehicle. Chevron rubber spring have function which reduce vibration and noise, support load carried in operation of rail vehicle. Prediction and evaluation of characteristics are very important in design procedure to assure the safety and reliability of the rubber spring. The computer simulation using the nonlinear finite element analysis program executed to predict and evaluate the load capacity and stiffness for the chevron spring. The non-linear properties of rubber which are described as strain energy functions are important parameters. These are determined by material tests which are uniaxial tension, equi-biaxial tension and shear test. The appropriate shape and material properties are proposed to adjust the required characteristics of rubber springs in the three modes of flexibility.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.12 no.8
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• pp.626-631
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• 2002

A modified equation for the evaluation of discomfort of a seated human body exposed to differential vibration at the seat and the floor was proposed in this paper. Through the review and analysis of the preceding studies, effect of phase difference between the seat and the floor vibration on discomfort were quantitatively identified. The phase effect was shown to be governed by not only phase difference between the two vibrations but both their frequency and the magnitude, which means the present equation for the evaluation of perceptual amount of vibration provided by ISO 2631-1 should be modified. The proposed equation was developed such that the correction function was multiplied to the present equation. The correction function consisted of three parts, each of them represented the effect by phase difference, frequency and vibration magnitude on discomfort respectively.

• Transactions of the Korean Society of Automotive Engineers
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• v.14 no.2
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• pp.1-8
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• 2006

In this paper, an optimum design technology is developed to find an optimal position of the shock absorber using ADAMS and VisualDOC. A vehicle with a torsion-beam rear suspension is modeled by using ADAMS. Design variables for the optimal positioning of the shock absorber are defined considering the hard points of the chassis structure and design positioning are specified through the sensitivity analysis using a bump-crossing simulation. The objective function is defined as the joint reaction forces of the shock absorber connecting joints of the chassis structure. Sequential Quadratic Programming and Genetic Algorithms are used for this study. To validate the optimized design variables, pothole simulations are performed. GA showed better results than SQP algorithms for this design purpose.

• International Journal of Highway Engineering
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• v.2 no.2
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• pp.139-148
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• 2000

Currently existing Accelerated Pavement Testing (APT) systems developed in several countries have been employed mainly to test the performance of asphalt pavement. Meanwhile, the length of concrete pavement is similar to that of asphalt pavement in expressways of Korea. and is expected to increase due to its durability and compatibility to our weather condition. To meet the society's demand of having our own APT system which can examine the long-term performance of concrete pavement, a contract study to develop Korea Accelerated Loading and Environment Simulator (KALES) for concrete pavement has been performed for 3 years from 1997 through 1999. Through the project, a detailed design was Peformed for the KALES system in which the entire structure of KALES, loading mechanism, wandering mechanism, suspension system, driving system were proposed. Also in advance to design a full-scale KALES system, a sample scale model was manufactured and tested for operating motion and force distribution. It is evident that the proposed prototype KALES system will provide higher degree of traffic simulation and durable operation, based on the satisfactory fatigue analysis.

• Nuclear industry
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• v.4 no.6 s.22
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• pp.19-23
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• 1984

현재 우리나라에는 3기의 원전이 운전중에 있으며 6기가 건설중에 있다. 즉, 2기의 가압경수로(PWR)의 1기의 가압중수로(HWR)가 운전중에 있으며 건설중인 것은 모두 PWR이다. 현재 추진되고 있는 원전계획을 수행하면, 1990년에는 사용후핵연료가 년간 약200톤씩 방출될 것이며, 2000년에는 500톤 정도가 방출되게 된다. 이와 같은 핵사용후연료는 현재 소내저장하고 있으나 '90년대 중반 부터는 소내저장용량이 한계에 달하게 될 것으로 전망되고 있다. 따라서 본교에서의 이와 같은 소내저장 한계성에 대처할 수 있는 가능한 방안을 검토하고, 이를 경제성 측면에서 분석하고자 하였다. 사용후핵연료의 관리방안에 대한 경제성 분석을 위해서는 장래의 원전계획, 원자로형 및 핵연료주기방식 등에 대한 여러 가지 가정이 필요하게 된다. 원전계획은 정부에서 발표한 $\ulcorner$5차5개년 수정계획$\lrcorner$에 의거하여 원전시설용량은 현재의 2GWe에서 2000년에는 22GWe로, 2025년에는 44GWe로 늘어나는 것으로 보았다. 이와 같은 원전계획을 바탕으로 6가지 핵연료주기에 관한 시나리오를 설정하였다. 즉, 사용후핵연료를 비순환방식으로 운영하는 2가지 경우, 순환방식으로 운영되는 3가지 경우 그리고 FBR에 활용하는 1가지의 경우에 대하여 검토하였다. 사용후핵연료의 관리방식에 따른 장기적인 안목에서의 경제성 분석은 핵연료주기비용 뿐만아니라 원전의 투자비도 함께 분석하는 것이 합리적이며, 따라서 본교에서는 계획기간 동안의 6가지 시나리로에 따른 원전 및 핵연료주기에 관한 총 투자비를 비교하였고, 1982년 가격으로 현가화한 단가도 비교${\cdot}$검토 하였다. 이와 같은 6가지 시나리오에 대한 경제성을 비교해 본 결과, 핵연료주기선택의 경제성평가에 큰 영향을 주는 핵연료주기요소는 재처리비, 재처리시 방출되는 폐기물의 처리${\cdot}$처분비 그리고 사용후핵연료 저장방식으로 판명되었으며 6가지 시나리오에 대한 경제성 비교평가 결과, 다음과 같은 결론을 얻었다. 단기적인 안목에서는 소내저장용량을 확장하는 방안이 가장 바람직하며, 중기적인 관점에서는 소외집중저장설비가 활발히 수행되는 시점에서는 사용후핵연료를 재처리하여 재활용하는 방안도 강구되어야 할 것이다.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.37 no.1
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• pp.17-23
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• 2013

In a subway vehicle, a lateral damper is used for compensating the lateral stiffness deterioration due to the air-spring as a secondary suspension. This lateral damper can reduce the lateral vibration of the carbody. When the damping force of the lateral damper is lowered, the running stability and ride quality of the subway vehicles worsens and the lateral motion of the carbody is increased. In this study, the lateral displacement variation of the carbody according to the damping force of the lateral damper was analyzed by multi-body dynamics to solve the abnormal impact problem during vehicle operation. Furthermore, the noise and vibration due to abnormal impact were considered. An adequate damping coefficient of the lateral damper for the subway vehicle treated in this paper was suggested for preventing abnormal impact.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.21 no.9
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• pp.643-651
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• 2020

A capsule train runs inside a sub-vacuum tube and can reach very high speed due to the low air resistance. A capsule train uses a superconducting electrodynamic suspension (SC-EDS) method for levitation, which allows for a large levitation gap and does not require gap control. However, SC-EDS has inherent characteristics such as the large gap variation and a small damping effect in the levitation force, which can degrade the running stability and ride comfort. To overcome this, a stability improvement device should be designed and applied based on dynamic analysis. In this study, a 1/10 small-scale testbed was developed to replicate the dynamic characteristics of a capsule train and investigate the performance of stability improvement devices. The testbed is composed of a 6-degree-of-freedom Stewart platform for the realization of bogie motion, a secondary suspension with a running stabilization device, and a carbody. Based on the dynamic similarity law proposed by Jaschinski, the small-scale testbed was manufactured, and a bogie motion algorithm was applied with the consideration of guideway irregularity and levitation stiffness. The experimental results from the testbed were compared with simulation results to investigate the performance of the testbed.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.18 no.4
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• pp.86-92
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• 2017

In this study, a running performance evaluation and roller rig test was conducted to evaluate the applicability of a composite bogie frame, which has the role of the primary suspension. The composite bogie frame was made of a GEP224 glass/epoxy prepreg. Vehicle dynamic analysis was carried out on the composite bogie with three different kinds of side beam thicknesses (50 mm, 80 mm, and 150 mm). From the results, the composite bogie with a side beam thickness of 80 mm satisfied all the dynamic design requirements. Although the composite bogie with the side beam thickness of 50mm also met the design requirements, its critical speed was just a 2% margin to the requirement. In contrast, the model of the side beam thickness of 150mm did not meet the ride comfort. In addition, a composite bogie frame with the side beam thickness of 80 mm was fabricated and installed on a complete bogie. Moreover, the roller rig test using the fully equipped bogie was performed to evaluate the critical speed. During the test, the lateral excitation was imposed on the wheelsets to realize the rail irregularity. There was no divergence of the lateral displacement of the wheelsets while increasing the speed. The measured critical speed was similar to the predicted result.