• Transactions of the Korean Society of Mechanical Engineers A
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• v.24 no.9 s.180
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• pp.2228-2234
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• 2000

Steering of the vehicles on a slippery highway is a difficult task for most passenger car drivers. The steering vehicles on slippery roads tend to slide outward with less lateral forces than on nor mal roads. When the drivers notice that their vehicles on a slippery highway start to depart from the cornering lane, most of them make a sudden steering and/or braking, which in turn may induce spin-out and instability on their vehicles. In this paper, an active steering control method is proposed such that the vehicles in slippery roads are steered as if they are driven on the normal roads. In the proposed method, the estimated lateral forces acting on the steering tires are compared with the reference values and the difference is compensated by the active steering method. A fuzzy logic controller is designed for this purpose and evaluated on a steering Hardware-In-the-Loop Simulation (HILS) system. Steering performance results on the slippery curved and sinus roads demonstrate the effectiveness of the proposed controller. This method can be realized with the steer-by-wire concept and is promising as an active safety technology.

• Journal of the Korean Society of Hazard Mitigation
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• v.1 no.1 s.1
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• pp.81-90
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• 2001

This paper presents the results of the parametric study on the longitudinal behavior of 2-span continuous railway bridge. To perform the main objective of this paper, the effects of pier shaft stiffness, pier height, the size of pier foundation, and the bearing stiffness on the longitudinal behavior of the bridges are studied. Within the limits of this study, the research result has revealed that the variation of the fixed pier is more effective than that of the moved pier. In addition, the control of the hearing stiffness is much less expensive than that of any other parameters.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.14 no.10
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• pp.923-929
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• 2004

In this research, Forced Vibration Test(FVT) on a cable stayed bridge was conducted to examine the validity of the frequency domain pattern recognition method using signal anomaly index and artificial neuralnetwork. 7he considering structure, Samchunpo Bridge, located in Sachun-Shi, Kyungsangnam-Do, is a cable stayed bridge with the 436 meter span. The excitation force was induced by a sudden braking of a fully loaded truck. and vortical acceleration signals were acquired at 14 points. The initial 2-dimensional FE-model was developed from the design documents to prepare the training sets for the artificial neural network, and then the model calibration was performed with the field test data. As a result of the model calibration, we obtained the FFT spectrums from the model simulation, which was similar to those from the vibration test. These tests and the simulation data will be used for the structural identification using arbitrarily added masses to the bridge.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2003.11a
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• pp.619-623
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• 2003

In this research, Forced Vibration Test(FVT) on a cable stayed bridge was conducted to examine the validity of the frequency domain pattern recognition method using signal anomaly index and artificial neural network. The considering structure, Samchunpo Bridge, located in Sachun-Shi, Kyungsangnam-Do, is a cable stayed bridge with the 436 meter span. The excitation force was induced by a sudden braking of a fully loaded truck, and vertical acceleration signals were acquired at 14 points. The initial 2-dimensional FE-model was developed from the design documents to prepare the training sets for the artificial neural network, and then the model calibration was performed with the field test data. As a result of the model calibration, we obtained the FFT spectrums from the model simulation, which was similar to those from the vibration test. These tests and the simulation data will be used fur the structural identification using arbitrarily added masses to the bridge.

• Transactions of The Korea Fluid Power Systems Society
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• v.7 no.4
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• pp.32-38
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• 2010

A semi-active suspension is an automotive technology that controls the vertical movement of the vehicle while the car is driving. The system therefore virtually eliminates body roll and pitch variation in many driving situations including cornering, accelerating, and braking. This technology allows car manufacturers to achieve a higher degree of both ride quality and car handling by keeping the tires perpendicular to the road in corners, allowing for much higher levels of grip and control. An onboard computer detects body movement from sensors located throughout the vehicle and, using data calculated by opportune control techniques, controls the action of the suspension. Semi-active systems can change the viscous damping coefficient of the shock absorber, and do not add energy to the suspension system. Though limited in their intervention (for example, the control force can never have different direction than that of the current speed of the suspension), semi-active suspensions are less expensive to design and consume far less energy. In recent time, the research in semi-active suspensions has continued to advance with respect to their capabilities, narrowing the gap between semi-active and fully active suspension systems. In this paper we are studied the characteristics of vehicle movement during the field test with conventional and semi-active suspension system.

• Journal of Life Science
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• v.19 no.9
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• pp.1299-1303
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• 2009

The purpose of this study was to analyse the gait characteristics of stroke patients walking on a Zebris system, through quantitative three-dimensional biomechanical analysis. They underwent a continuous rehabilitation training program (RTP). A comparison was made between 3 month and 6 month RTP participants. Their ages were between 60 and 65. The data were analyzed by t-test. The result of comparative analysis of the two groups can be summarized as below. Temporal-spatial data, sagittal plane angular kinematics data, and peak ground reaction force and max pressure data showed that there were no significant differences between the 3 month RTP group and the 6month RTP group (Table 2, Table3, Table 4). It can be suggested that patients with hemiplegia after stroke can improve their walking function through continuous RTP participation.

• Journal of the Korea institute for structural maintenance and inspection
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• v.8 no.4
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• pp.165-174
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• 2004

This study is about a horizontal load test of buoyance anchor installed in the section where underground water level happens in the depth of 5m under the ground when the ground is excavated, because the section as a excavation section of high speed railway ${\bigcirc}{\bigcirc}$ station is near a rivers and because the section always has a reservoir of full water level on the left. Therefore, in this study we will appraise the long-term stability of the structure permanently being taken buoyance by the underground water level, through the spot test of the buoyance anchor installed in the section where underground water level happens. For that, Bar Type anchor is used, which can get enough pulling-out force by a method to resist buoyance by using friction force against the ground by high strength steel rod or steel wire. Anti-buoyance anchor is installed on the bottom slab of underground structure being taken horizontal force by the braking and accelerating of high speed train. And, It is aimed to analyze and grasp the review result of stability for the horizontal force that happens at the parking and stopping of high speed train, by executing horizontal load test for the grasping of the movements characteristic of buoyance anchor.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.17 no.8
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• pp.624-629
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• 2016

A brake lever in a basic railway brake system is an important safety device that delivers braking force from the brake cylinder to the brake pad. The safety guidelines for designing rolling stock only qualitatively describe that the brake lever should have sufficient strength. Each train has a different type of brake lever. One brake lever that was designed with a factor of safety of 1.27 has failed, so the material was changed to increase the strength. Therefore, the stress distribution and weak points of the lever were identified by theoretical analysis. and structural analysis. Different brake lever designs were examined for KTX high-speed trains, which have a split-type structure, as well as for electric locomotives, which use an electric multiple unit (EMU) with a unity-type structure. A fracture test was also done to look at the relationship between the vertical stress and the bending stress during braking. The results were used to find a safety factor to apply to each train and suggest quantitative minimum guidelines. We also looked at changing the unity-type EMU brake lever to the split type under the same conditions and analyzed how much the design change affected the factor of safety.

• Korean Journal of Applied Biomechanics
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• v.16 no.1
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• pp.101-108
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• 2006

The purpose of this study was to compare GRF characteristics during walking wearing jogging and roller shoes. Twelve male middle school students (age: $15.0{\pm}0.0\;yrs$, height: $173.6{\pm}5.0\;cm$, weight: $587.6{\pm}89.3\;N$) who have no known musculoskeletal disorders were recruited as the subjects. Kinematic data from six S-VHS camcorders(Panasonic AG456, 60 fields/s) and GRF data from two force platform; (AMII OR6-5) were collected while subjects walked wearing roller and jogging shoes in random order at a speed of 1.1 m/s. An event sync unit with a bright LED light was used to synchronize the video and GRF recordings. GRF data were filtered using a 20 Hz low pass Butterworth. digital filter and further normalized to the subject's body weight. For each trial being analyzed, five critical instants and four phases were identified from the recording. Temporal parameters, GRFs, displacement of center of pressure (DCP), and loading and decay rates were determined for each trial. For each dependent variable, paired t-test was performed to test if significant difference existed between shoe conditions (p <.05). Vertical GRFs at heel contact increased and braking forces at the end of initial double limb stance reduced significantly when going from jogging shoe to roller shoe condition. Robbins and Waked (1997) reported that balance and vertical GRF are closely related It seems that the ankle and knee joints are locked in an awkward fashion at the heel contact to compensate for the imbalance. The DCP in the antero-posterior direction for the roller shoe condition was significantly less than the corresponding value for the jogging shoe condition. Because the subjects tried to keep their upper body weight in front of the hip to prevent falling backward, the DCP for the roller shoe condition was restricted The results indicate that walking with roller shoes had little effect on temporal parameters, and loading and decay rates. It seems that there are differences in GRF characteristics between roller shoe and jogging shoe conditions. The differences in GRF pattern may be caused primarily by the altered position of ankle, knee, and center of mass throughout the walking cycle. Future studies should examine muscle activation patterns and joint kinematics during walking with roller shoes.

• Proceedings of the KSR Conference
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• 2007.11a
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• pp.658-670
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• 2007

Most railroad accidents are due to human errors. In particular, most of the causes of these accidents are faults of an engine driver, such as lack of signal confirmation, insecure braking, driving by guess or force of habit. This paper identifies a problem(s) by analyzing accidents for the past 10 years and also seeks a solution to train good engine drivers in order to prevent railroad accidents. In summary, what is needed are: 1) proper placement of various manpower, 2) proper training of engine drivers, 3) proper legislation for a 2-man on board system, and 4) proper reformation of personnel management.