• Proceedings of the KSR Conference
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• 2007.11a
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• pp.65-70
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• 2007

Welding is the most commonly used method to produce bogie and carbody of Electrical Multiple Units(EMU), because it increases the strength and lowers the weight of EMU. Since bogies are constantly exposed to repeated reacting load during acceleration and deceleration, it is also true that crack normally occurs at welding parts. In this study, we have investigated the fatigue strength of SS400 on welded parts in order to find efficiency of treatment after welding by shot peening and Post-Weld heat treatment(PWHT) with butt welded specimens. The results of fatigue test indicate that the measurement of base material specimen is 236MPa, welded specimen is 132MPa and the specimen of PWHT is 107MPa approximately. We concluded that the measurement of welded specimen and PWHT is approximately 44 and 54 percents lower than the base material specimen, respectively. Another finding is that the peened specimen is approximately 23 and 61 percents higher than the base material specimen in terms of the fatigue in strength of specimens.

• Proceedings of the KSR Conference
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• 2007.11a
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• pp.852-858
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• 2007

The durability of carbon/epoxy composites under salt water environment was investigated through salt water spray tester. Salt water environment was obtained through salt spray and salt immersion. 5% NaCl solution was used for salt water as natural salt water. Mechanical test was performed to obtain tensile properties, flexural properties, and shear properties of carbon/epoxy composite over 12 months under salt water environment. Dynamic mechanical analyzer was used to investigate thermal analysis properties such storage modulus, loss modulus, and tan ${\delta}$. Also FT/IR test was conducted to investigate a change in chemical structure. According to the results, mechanical properties were found to be slowly degraded as a function of exposure times. Regarding to thermal analysis properties, storage modulus was insensitive to exposure times, but loss modulus was shown to be slightly decreased. Although the shape and location of peak in FT/IR were not much changed, the intensity of peak in FT/IR was affected on exposure times. We also found that salt water immersion was more severe to the durability of carbon/epoxy composite rather than salt water spray.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2013.04a
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• pp.248-253
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• 2013

The maximum speed is one of the most important performance in high speed railway vehicle. The higher the train speed is, the worse the ride comfort is, In order to solve this problem, a semi-active or active suspension can be applied to high speed railway vehicle. The variable damper with hydraulic solenoid valve is used in the semi-active suspension. But the variable damper with hydraulic solenoid valve requires tank for supplying fluid. The MR(Magneto Rheological) damper can be considered instead of hydraulic variable damper which needs additional device, i.e. reserver tank for fluid. In the case of active suspension, hydraulic actuator or electro-mechanical one is used to suppress the carbody vibration in railway vehicle. In this study the MR damper and electro-mechanical actuator was considered in secondary suspension system of high speed railway vehicle. The dynamic analysis was performed by using 10-DOF dynamic equations of railway vehicle. The performance of the semi-active suspension and active suspension system were reviewed by using MATLAB/Simulink S/W. The vibration suppression effect of semi-active and active suspension system were investigated experimentally by using 1/5-scaled railway vehicle model.

• Transactions of the Korean Society of Automotive Engineers
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• v.19 no.5
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• pp.100-112
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• 2011

This paper studied on a theoretical approach to predict structural performances and weight -reduction rates of hybrid bodyshells in case that the material of underframe structure is substituted. To choose other light-weight materials to be substituted for the original underframe material, compressive, bending and twisting deformations are considered under constant stiffness and strength conditions, which derive some new weight-reduction indices from a structural performance point of view. Next, these weight-reduction indices were verified using the finite element analyses of some simplified examples. It is shown that the derived indices to estimate the weight-reduction can be utilized as a good criterion for material substitution of the underframe at a basic design stage.

• International Journal of Railway
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• v.1 no.3
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• pp.113-116
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• 2008

The long-tenn exposure of polymeric composite materials to extreme-use environments, such as pressure, temperature, moisture, and load cycles, results in changes in the original properties of the material. In this study, the effect of combined environmental factors such as ultraviolet ray, high temperature and high moisture on mechanical and thermal analysis properties of glass fabric and phenolic composites are evaluated through a 2.5 KW accelerated environmental aging tester. The environmental factors such as temperature, moisture and ultraviolet ray applied of specimens. A xenon-arc lamp is utilized for ultraviolet light and exposure time of up to 3000 hours are applied. Several types of specimens - tensile, bending, and shear specimens that are warp direction and fill direction are used to investigate the effects of environmental factors on mechanical properties of the composites. Mechanical degradations for tensile, bending and shear properties are evaluated through a Universal Testing Machine (UTM). Also, storage shear modulus, loss shear modulus and tan a are measured as a function of exposure time through a Dynamic Mechanical Analyzer (DMA). From the experimental results, changes in material properties of glass fabric and phenolic composites are shown to be slightly degraded due to combined environmental effects.

• Proceedings of the Korean Society of Precision Engineering Conference
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• 2005.10a
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• pp.16-19
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• 2005

There are about 13,000 freight cars in Korea. The holding amount of the freight cars are many more than the other types of cars. But the bogie structure has many friction parts, so three are many hold-ups for the maintenance problem on the spot. As seen in Fig. 1 friction parts are organized of 30 parts in case of welding structure bogie. Especially left-right positions of the axle box have severe problems for the wear, they occurs the reduction of maintenance period, a lowering of the running safety. Generally the thickness of wear plate is 4.5mm and attached to bogie by way of welding method. At the running situation the friction occurs in wear plate each other. Namely the role of the wear plate reduce the load from the carbody. So we need the wear plate fur low-wearing, adequate friction power.

• Structural Engineering and Mechanics
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• v.77 no.2
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• pp.231-243
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• 2021

In this paper, a dynamic response mapping model of the wheel-rail system is established by using the support vector regression (SVR) method, and the hierarchical safety thresholds of the subgrade void are proposed based on the reliability theory. Firstly, the vehicle-track coupling dynamic model considering the subgrade void is constructed. Secondly, the subgrade void area, the subgrade compaction index K30 and the fastener stiffness are selected as random variables, and the mapping model between these three random parameters and the dynamic response of the wheel-rail system is built by using the orthogonal test and the SVR. The sensitivity analysis is carried out by the range analysis method. Finally, the hierarchical safety thresholds for the subgrade void are proposed. The results show that the subgrade void has the most significant influence on the carbody vertical acceleration, the rail vertical displacement, the vertical displacement and the slab tensile stress. From the range analysis, the subgrade void area has the largest effect on the dynamic response of the wheel-rail system, followed by the fastener stiffness and the subgrade compaction index K30. The recommended safety thresholds for the subgrade void of level I, II and III are 4.01㎡, 6.81㎡ and 9.79㎡, respectively.

• Proceedings of the KSR Conference
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• 2011.05a
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• pp.812-817
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• 2011

Rolling stocks are often subjected to the effects of natural cross wind or train wind pressure due to the crossing train. These wind pressure cause the falling-off in running stability and turnover problem. It is sometimes reported that trains are blown over by a gust of wind in overseas. So, many countries enact regulations to secure the safety for wind speed. In this study, we analyzed the difference between the regulation for turnover safety of train which was enacted by Ministry of Land. Transport and Maritime Affairs and that based on the multi-body model. In case of multi-body model, it is assumed that the degrees of freedom for carbody and bogie are assigned an independent values respectively. The results show that the latter approach based on multi-body model can access the safety of turnover and replace the computational method which is accessing with lateral force, derailment coefficient and decrement of wheel load.

• Journal of the Korean Society for Railway
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• v.15 no.6
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• pp.537-542
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• 2012

Rolling stocks are often subjected to the effects of natural strong wind or wind pressure caused by the crossing train. These wind pressure cause the falling-off in running stability and overturn safety. It is sometimes reported that trains are blown over by a gust of wind. So, many countries enact regulations to secure the overturn safety for wind speed. In this study, theoretical equations of overturn safety based on multi-body model are derived and analyzed the difference between the result of the solid model and that of multi-body model. In case of multi-body model, it is assumed that the degrees of freedom for carbody and bogie are assigned an independent values respectively. The results show that the latter approach based on multi-body model can access the overturn safety of train and replace the conventional method by using commercial software which is accessing with decrement of wheel load.

• Journal of the Korean Society for Railway
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• v.13 no.2
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• pp.139-146
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• 2010

In this study, a new equivalent modeling technique of rollingstock for 1-D collision dynamics was proposed using crash analysis of 3-D finite element model in some detail. To obtain good simulation results of 1-D dynamic model, the force-deformation curves of crushable structures should be well modelled with crash analysis of 3-D finite element model. Up to now, the force-deformation curves of the crushable structures have been extracted from crash analyses of sectionally partitioned parts of the carbody, and integrated into 1-D dynamic model. However, the results of the 1-D model were not satisfactory in terms of crash accelerations. To improve this problem, the force-deformation curves of the crushable structures were extracted from collision analysis of a simplified train consist in this study. A comparative study applying the suggested technique shows in good agreements in simulation results between two models for KHST.