• Journal of Korean Society for Atmospheric Environment
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• v.28 no.5
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• pp.485-494
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• 2012

The purpose of this study is to monitor the flux of $CO_2$ and BVOCs (biogenic volatile organic compounds) between the atmosphere and forest. The main research activities are conducted at Taehwa Research Forest (TRF), managed by the College of Agriculture and Life Sciences at Seoul National University. The TRF site is located 60 km north-east from the center of Seoul Metropolitan Area. The TRF flux tower is in the middle of a Korean Pine (Pinus Koraiensis) plantation ($400m{\times}400m$), surrounded by a mixed forest. Eddy covariance method was used for $CO_2$ flux above the forest and REA (Relaxed eddy accumulation) method applying eddy covariance was used for BVOCs flux. BVOCs flux that was measured in spring (from May 16 to 18) had distribution of 84 to $2917{\mu}g/m^2{\cdot}h$. Especially, it showed that d-limonene being strong reactivity composed the largest fraction of monoterpene. Ambient $CO_2$ concentration measured in Mt. Taehwa was 399 ppm and observed $CO_2$ fluxes between the atmosphere and forest suggested that during the day, $CO_2$ is absorbed by plants through photosynthesis and released during the night.

• Proceedings of the KSR Conference
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• 2008.06a
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• pp.206-213
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• 2008

Mo-Am arch bridge is only the long-span bridge (with 125m span) in the Kyong-Bu high-speed line in service, while other bridges are PSC box girder bridges and steel composite bridges with span lengths of $25\sim50m$. However, in foreign high-speed lines, special cable-supported bridges like cable-stayed bridges and extradosed bridges are being adopted in earnest with technical specifications. The cable supported bridge is recognized as one of the indices of technology in civil engineering field, and thus it is being adpoted with a sense of rivalry in countries with advanced technology in railway engineering. In this paper, to apply the top-level cable-supported bridge technology to the domestic high-speed line up to 400km/h by establishing the technical specifications on cable-supported bridges including span length, the requirements for securing the dynamic stability and running safety of high speed train are analyzed through case studies for domestic and foreign cases.

• Proceedings of the KSR Conference
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• 2008.06a
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• pp.1160-1165
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• 2008

The development of a new railway vehicle is under progress through the Next Generation High-Speed Rail Development Project in Korea. Its aim is to develope fundamental technology of the vehicle that can run over 400km/h. The new distributed traction bogie system, 'HEMU'(High-speed Electric Multiple Unit), will be used and is different from previously developed high speed railway vehicles. Previous vehicles adopted push-pull type system, which means one traction-car drives rest of the vehicle. Due to the difference, investigation on dynamic behavior and its safety evaluation are necessary, as a part of verification of the design specification. In this paper, current progresses of researches are presented. And the High-Speed Railway vehicle system is evaluated for a dynamic characteristic simulation. Proper models including air-suspension system, wheel-rail, bogie and car-body will be developed according to the vehicle simulation scenario. International safety standard will be applied for final verification of the system. This research can propose a better solution when test running shows a problem in the parts and elements. Finally, the vehicle that has excellent performance will be developed, promoting academic achievement and technical development.

• ETRI Journal
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• v.38 no.6
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• pp.1052-1063
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• 2016

We propose a millimeter wave (MMW)-based mobile hotspot network (MHN) system for application in high-speed railways that is capable of supporting a peak backhaul link throughput of 1 Gbps per train at 400 km/h. The MHN system can be implemented in subways and high-speed trains to support passengers with smart devices and provide access to the Internet. The proposed system can overcome the inherent high path loss in MMW through system designs and high antenna gains. We present a simulation of the system performance that shows that a fixed beamforming strategy can provide high signal-to-interference-plus-noise-ratio similar to those of an adaptive beamforming strategy, with the exception of 15% of the train path in which the network can use link adaptation with low-order modulation formats or trigger a handover to maintain the connection. We also demonstrate the feasibility of the MHN system using a test bed deployed in Seoul subway line 8. The backhaul link throughput varies instantaneously between 200 Mbps and 500 Mbps depending on the SNR variations while the train is running. During the field trial, the smartphones used could make connections through offloading.

• The Transactions of The Korean Institute of Electrical Engineers
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• v.66 no.1
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• pp.237-242
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• 2017

This paper presents development of the transponder system which provides an accurate train position, especially for supporting 400km/h high speed train. Here, we analyzed an operating frequency band of the transponder system which can be interoperable with the Eurobalise system already installed in Korea railroad as to be used for the automatic train protection (ATP). By investigating the power frequency band and its data frequency band of the transponder system, we presents the adoptable frequency band for the developed transponder system. Additionally, through the real testbed using HEMU-430X, we evaluate its performance requirement and shows interoperable operation with the Eurobalise system.

• Proceedings of the KSR Conference
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• 2009.05b
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• pp.473-479
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• 2009

Dynamic analysis is necessary for the High-Speed Railway vehicle which aims to run on max 400km/h. Especially, dynamic simulation using CAE(Computer Aided Engineering) can help to reduce the time of development of the High-Speed Railway vehicles. Also, it helps to reduce prices and improve the quality such as safety, stability and ride. There are many dynamic software for a railway vehicle, such as Vampire and ADAMS-Rail. There are limitations for each software and difficulties to analyze overall dynamics for entire railway system. To overcome these limitations, in this study, a program which can simulate entire railway vehicles was developed. This program is easy to use because it was developed using C++, which is object-oriented programming language. In addition, the basic platform for the development of dynamic solver is prepared using the nodal, modal coordinate system with a wheel-rail contact module. Rigid, flexible and large deformable body systems can be modeled by a user according to the characteristic of a desired system. Its reliability is verified by comparison with a commercial analysis program.

• Journal of the Korean Institute of Electrical and Electronic Material Engineers
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• v.32 no.1
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• pp.1-5
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• 2019

The overhead contact line (OCL) is a key piece of equipment for transmitting electrical energy to the pantograph of rail cars. Recently, a 400 km/h OCL was applied to the Honam high-speed line, and its performance was examined by running HEMU-430X. For the study, we analyzed the current of catenary wire concurrently while running HEMU-430X in the Honam high-speed line. Specifically, this study recorded the currents for each speed during operation of the railway vehicle. The analysis of the frequency of line current showed generation of third-harmonics, 15th-harmonics, 17th-harmonics, and 19th-harmonics. The current of catenary wire is a basic technology assessment used to determine the electrical safety of electric railway systems, and it can be used as a technology for analyzing circulating currents generated in the current configuration, as well as for analyzing electric fatigue of the OCL components.

• Economic and Environmental Geology
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• v.28 no.6
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• pp.635-646
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• 1995

Mineralized zone in the Dongyang talc deposits occurs on the lowest dolomite member of the Hyangsanri Dolomite belonging to the Ogcheon Supergroup. Ore bodies are emplaced as pipe-like body along the axis of minor folds plunging $40^{\circ}$ to the west developed in these dolomite layers. Amphibolite and chlorite schist are found along the upper or lower contact of all ore bodies (Kim et al., 1963; Park and Kim, 1966). Following the recrystallization and silicification of dolomite, tremolite and tabular and leafy talc(I) of the earlier stage formed, and microcrystalline talc(II) formed in the later stage. Talc(l) and tremolite formed by the reaction between dolomite and the fluid. Whereas talc (II) formed by the reaction between dolomite and fluid, or by the reaction between early formed tremolite and fluid. During the early stage of mineralization, the fluid was the $H_2O-CO_2$ system dominant in $CO_2$, In the later stage, the composition of the fluid changed to $H_2O-NaCl-CO_2$system, and finally to the $H_2O-NaCl$ system. The pressure and temperature conditions of the formation of tremolite associated with talc(I) were 1,640~2,530 bar, and $440{\sim}480^{\circ}C$, respectively. The pressure and temperature condition of talc(II) ore formation was 1,400~2,200 bar, and $360{\sim}390^{\circ}C$, respectively. These conditions are much lower than the metamorphic pressure and temperature of the rocks from the Munjuri Formation located about 5 km to the noJ:th of Dongyang talc deposit ${\delta}^{13}C$ and ${\delta}^{18}O$ values of dolomite which is the host rock of the talc ore deposit are 2.9~5.7‰ (PDB), and -7.4~l6.8‰ (PDB), respectively. These values are little higher than those from the Cambro-Ordovician limestones of the Taebaeksan region, but belong to the range of the unaltered sedimentary dolomite. ${\delta}^{18}O$and ${\delta}D$ values of the talc from Dongyang deposit are 8.6~15.8‰ (vs SMOW), and -65~-90‰ (vs SMOW), respectively, belonging to the range of magmatic origin. These values are quite different from those measured in the metamorphic rocks of Munjuri and Kyemyungsan Formation. ${\delta}^{34}S$ value of anhydrite is 22.4‰ (CDT), which is much lower than ${\delta}^{34}S$ (30‰ vs COT) of sulfate of early Paleozoic period, and indicates the possibility of the addition of magmatic sulfur to the system. Talc ores show the textures of weak foliation and well developed crenulation cleavages. Talc ore deposit in the area is concluded as hydrothermal replacement deposit formed before the latest phase of the deformations that Ogcheon Belt has undergone.

• Economic and Environmental Geology
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• v.22 no.3
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• pp.253-266
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• 1989

The Cu-Pb-Zn-Ag hydrothermal vein type deposits which comprise the Dongil and Dong-cheogogsan mines occur within the Cretaceous sedimentary rocks in the Euiseong Basin of the southern Korean peninsula. The ore mineralization is contained within three stage(I,II and III) quartz and calcite veins. Ore minerals occur as dominant chalcopyrite, galena, sphalerite, tetrahedrite and Pb, Ag, Sb and Bi-bearing sulfosalts. Stage I ore minerals were deposited between $400^{\circ}C$ and $200^{\circ}C$ from the fluid with moderate salinities(7.0 to 4.5 eq. wt. % NaCl). Evidence of boiling suggests pressure of less than 150 bars during stage I mineralization. This pressure corresponds to maximum depths of 650 m and 1700 m, respectively, assuming lithostatic and hydrostatic loads. The data on mineralogy, temperature and salinity, together with information on the solubility of Cu complex, suggest that Cu deposition is a result of boiling coupled with declining temperature from $350^{\circ}$ to $250^{\circ}C$ or declining log $a_{o_2}$(from -29.8 to -35.9 atm.)and increasing in pH. Pb, Ag, Sb and Bi-bearing sulfosalts were deposited by cooling and dilution at temperature of less than $250^{\circ}C$ from the ore fluid with less than -35.9 atm. of log $a_{o_2}$.

• Proceedings of the KSR Conference
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• 2008.11b
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• pp.380-386
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• 2008

The development of a new railway vehicle is under progress through the Next Generation High-Speed Rail Development Project in Korea. Its aim is to develope fundamental technology of the vehicle that can run over 400km/h. The new distributed traction bogie system, 'HEMU'(High-speed Electric Multiple Unit), will be used and is different from that of previously developed high speed railway vehicles. Previous vehicles adopted push-pull type system, which means one traction-car drives rest all of the vehicle. Due to the difference, investigation on dynamic behavior and its safety evaluation are necessary, as a part of verification of the design specification. In the paper, current progresses of researches are presented. And the High-Speed Railway vehicle system is evaluated for a dynamic characteristic simulation. Proper dynamic models including air-suspension system, wheel-rail, bogie and car-body is developed according to the vehicle simulation scenario. The basic platform for the development of dynamic solver is prepared using nodal, modal coordinate system and wheel-rail contact module. Operating scenario is prepared using commercial dynamic analysis program and used for development of dynamic model, which contains many parts such as carbodies, bogies and suspension systems. Furthermore, international safety standard is applied for final verification of the system. Finally, the reliability of the dynamic model will be verified with test results in the further researches. This research will propose a better solution when test results shows a problem in the parts and elements. Finally, the vehicle that has excellent performance will be developed, promoting academic achievement and technical development.