• Proceedings of the KWS Conference
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• 2002.10a
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• pp.127-132
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• 2002

Recent deepwater offshore structures in Gulf of Mexico utilize butt welded tubular joints. Application of welded tubular joint includes tendons, production risers, and steel catenary risers. Fatigue life assessment of these joints becomes more critical because the structures to which they are attached are allowed to undergo cyclic and sometimes large displacements around an anchored position. Estimating the fatigue behavior of these tubular members in the design stage is generally conducted by using S-N curves specified in the codes and standards. Applying the stress concentration factor of the welded structure to S-N approach often results in very conservative assessment because the stress field acting on the tubular has a non-uniform distribution through the thickness. Fracture mechanics and fitness for service (FFS) technology have been applied in the design of the catenary risers. This technology enables the engineer to establish proper requirements on weld quality and inspection acceptance criteria to assure satisfactory structural integrity during its design life. It also provides guidance on proper design curves to be used and a methodology for accounting for the effects of non-uniform stress distribution through the wall thickness. An attempt was made to develop set of S-N curves based on fracture mechanics approach by considering non-uniform stress distribution and a threshold stress intensity factor. Series of S-N curves generated from this approach were compared to the existing S-N curves. For flat plate butt joint, the S-N curve generated from fracture mechanics matches with the IIW class 100 curve when initial crack depth was 0.5 mm (0.02"). Similar comparison with API X′ was made for tubular joint.. These initial crack depths are larger than the limits of inspection by current Non-destructive examination (NDE) means, such as Automatic Ultrasonic Inspection (AUT). Thus a safe approach can be taken by specifying acceptance criteria that are close to limits of sizing capability of the selected NDE method. The comparison illustrates conservatism built into the S-N design curve.

• Journal of the Korean Society for Railway
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• v.13 no.3
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• pp.309-316
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• 2010

When the horizontal and vertical curves are superimposed in railway alignments, which affects the running stability, ride comfort, and track maintenance costs. However, when designing new lines or realigning existing ones, there are many cases of superimposition caused by the existing fixed points (bridge, tunnel, turnout, and catenary system, etc) on the conventional lines and undesirable impacts on the environment, etc. In this study, when the horizontal and vertical curves are superimposed, in order to optimize the horizontal curve in aspect of the ride comfort, the object function was developed and verified by vehicle dynamic analysis. Also, the solution algorithm for simplified evaluation method was presented.

• Proceedings of the KSR Conference
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• 2008.06a
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• pp.1653-1661
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• 2008

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. In the area of wayside structure, the stability of track structure and train run shall be evaluated through the review of impact by increased speed by developed train on track structure. The study thus was intended to evaluate the impact on track while a tilting train is running the conventional line(ballast track), which is vulnerable to accelerated train speed. The evaluation of tilting train test running the part of Honam line was conducted to identify the impact on existing track performance by tilting train. To identify the performance of each part of track components while tilting train and high speed train were running the existing line, wheel load, rail bending stress, vertical displacement of rail and sleeper were compared so as to evaluate the expected impact by tilting train for improving the train speed.

• Proceedings of the KIEE Conference
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• 2006.04b
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• pp.307-309
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• 2006

There are operated the six thousand train in the interior of a country. 95% of them are possible usage of resuscitation. Especially, Among them VVVF-Inverter vehicle has a merit of the highest recycle rate. but we don't use a apt recycled energy. Although the existing recycle energy used inverter method supply with electric power, it is decided in accordance with the state of sources. So efficiency of recycled electric power is of poor quality and catenary-voltage-fluctuation be generate because of recycled electric power. and it is able to affect system of safety train service. We'll research the method of supply according to wire condition after storing recycle energy made during train's stopping relation to Advanced EMU Research. Those methods are divided SMES, Fly-Wheel and Supercapacitor, and Considering the both economical efficiency and system application, we'll develop recycle energy storage system suitable our country condition.

• Proceedings of the KIEE Conference
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• 2005.10b
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• pp.53-55
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• 2005

In electrical railway system, power supplied to electrical locomotive by catenary is returned to sub-station on track. The current returned to sub-station on track is return current, which is an essential factor for the safety of the wayside electrical equipment and maintenance staff. Therefore, earth system acts an important role to protect wayside electrical equipment and maintenance staff against return current. In general, individual earth system protects partially the electrical railway system, but common earth system does the whole electrical railway system and minimizes the flow of return current. In this paper, we are compared the effect of return current according to earth type by actual measurement in existing electrical railway system. The measurement was conducted at Shinchungju sub~station in high speed trains, and Guro sub-station, which is electrified section in classical line.

• Proceedings of the KSR Conference
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• 2010.06a
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• pp.1943-1950
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• 2010

Superimposition of horizontal and vertical curves may hamper the ride comfort and the running stability of train and largely affect the maintenance cost. However, in many cases, it's not easy to make a track plan because of the fixed points (bridge, tunnel, turnout, catenary system, etc.) to be avoided due to the geographic conditions or to be passed for utilization of existing structures. In this study, when the horizontal and vertical curves are superimposed, in order to optimize the horizontal curve in aspect of the ride comfort, the object function $P_{CT}$ was developed and verified by vehicle dynamic analysis. Also, the solution algorithm for simplified evaluation method was presented.

• Proceedings of the KSR Conference
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• 2005.11a
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• pp.660-664
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• 2005

There are operated the six thousand train in the interior of a country, $95\%$ of them are possible usage of resuscitation, Especially, Among them VVVF-Inverter vehicle has a merit of the highest recycle rate, but we don't use a apt recycled energy. Although the existing recycle energy used inverter method supply with electric power, it is decided in accordance with the state of sources. So efficiency of recycled electric power is of poor quality and catenary-voltage-fluctuation be generate because of recycled electric power. and it is able to affect system of safety train service. We'll research the method of supply according to wire condition after storing recycle energy made during train's stopping relation to Advanced EMU Research. Those methods are divided SMES, Fly-Wheel and Supercapacitor. and Considering the both economical efficiency and system application, we'll develop recycle energy storage system suitable our country condition.

• Proceedings of the KSR Conference
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• 2006.11b
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• pp.723-730
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• 2006

In the electrical railway, the tension ascension of contact wire is essential to speed up of train and current collection performance of catenary largely depends on the tension. The tension variation rate of the tensioning device used in existing line limits within 5%, and the tension variation rate of the spring-type tensioning device installed at the section where tensioning length is short bounds within 15%. So it is urgent for us to localize it for high speed line, which the tension variation rate is limited within 3%. Therefore in this study, a pulley-type tensioning device for high speed line is developed. To verify the performance of developed device, a performance test, overload test and failure test is carried out under the code of the Kyung-Bu High Speed line. And it is secured durability performance through a fatigue test.

• Structural Engineering and Mechanics
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• v.59 no.1
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• pp.59-82
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• 2016

Simplifier assumptions which are used in numerical studies of progressive collapse phenomenon in structures indicate inconsistency between the numerical and experimental full-scale results. Neglecting the effects of infill panels and two-dimensional simulation are some of these assumptions. In this study, an existing seismically code-designed steel building is analyzed with alternate path method (AP) to assess its resistance against progressive collapse. In the AP method, the critical columns be removed immediately and stability of the remaining structure is investigated. Analytical macro-model based on the equivalent strut approach is used to simulate the effective infill panels. The 3-dimentional nonlinear dynamic analysis results show that modeling the slabs and infill panels can increase catenary actions and stability of the structure to resist progressive collapse even if more than one column removed. Finally, a formula is proposed to determine potential of collapse of the structure based on the quantity and quality of the produced plastic hinges in the connections.

• Journal of Electrical Engineering and Technology
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• v.12 no.1
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• pp.466-471
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• 2017

Pantograph must be correctly attached to catenary to continuously supply stable power to railway vehicle, and the device used here is Auxiliary Air Compressor (ACM). The existing ACM used the DC motor that included commutator and brush. Since maintenance and repair by mechanical friction are essential for the DC motor, BLDC motor studies have been conducted to improve this. A three-phase BLDC motor does $120^{\circ}$ two-phase commutation through hall sensors in general. However, since hall sensor is vulnerable to heat and can run only when all three sensors work normally, sensorless control method has been studied to solve this. Using back EMF Zero Crossing Point (ZCP) detection method, this paper will introduce a stable switching sensing method that has a non-commutation area in a low speed zone.