• Proceedings of the KSR Conference
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• 2007.11a
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• pp.1647-1656
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• 2007

With the growing international consensus regarding sustainable development of transportation, the plan of transportation infrastructure needs to meet various requirements toward enhancing environmental conditions. Accordingly, the upcoming long-term plan of high-speed rail network has to be reflecting the sustainability of transportation systems. In this paper, we propose methodologies based on multi-attribute utility theory for determining priorities of sustainable high-speed rail investment. The proposed methodologies identify indicators for sustainable transportation systems such as economic, environmental, social, and transportation-related ones and then, explain the way how to evaluate the overall sustainability by comparing the relative importance among indicators. This will help transportation agencies to prioritize high-speed rail investment toward sustainable transportation systems.

• Proceedings of the KSR Conference
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• 2006.11b
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• pp.1264-1269
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• 2006

Measurement and estimation of rail irregularity is an important factor to concern travelling safety of train. Now a day, rail irregularity have been measured by EM120 and ROGER 1000K imported from MERMAC Co. Italy and making researches actively in Korea. This paper mainly consider to find correlation between acceleration value of wheel axle in HSR350x and rail irregularity value measured by EM120.

• Journal of Electrical Engineering and Technology
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• v.10 no.1
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• pp.92-101
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• 2015

As one type of power quality (PQ) disturbance sources, high-speed rail (HSR) can have major impacts on the power supply grid. Providing timely and accurate warning information for PQ problems of HSR is important for the safe and stable operation of traction power supply systems and the power supply grid. This study proposes a novel warning approach to identify PQ problems and provide warning prompts based on the monitored data of HSR. To embody the displacement and status change of monitored data, multi-features of different sliding windows are computed. To reflect the relative importance degree of these features in the overall evaluation, an analytic hierarchy process (AHP) is used to analyse the weights of multi-features. Finally, a multi-features similarity algorithm is applied to analyse the difference between monitored data and the reference data of HSR, and PQ warning results based on dynamic thresholds can be analysed to quantify its severity. Cases studies demonstrate that the proposed approach is effective and feasible, and it has now been applied to an actual PQ monitoring platform.

• Transactions of the Korean Society of Automotive Engineers
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• v.18 no.6
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• pp.145-151
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• 2010

The performance of a direct-injection diesel engine often depends on the strength of swirl or squish, the shape of combustion chamber, the number of nozzle holes, etc. This is natural because the combustion in the cylinder was affected by the mixture formation process. Since the available duration to make the mixture formation of air-fuel is very short, it is difficult to make complete mixture. Therefore, an early stage of combustion is violent, which leads to the weakness of noise and vibration. In this paper, the combustion process of a common-rail diesel engine was studied by employing two kinds of pistons. One has several grooves with inclined plane on the piston crown to generate swirl during the compression and expansion strokes in the cylinder in order to improve the atomization of fuel. The other is a toroidal piston, generally used in high speed diesel engines. To take photographs of flame and flaming duration, a four-stroke diesel engine was remodeled into a two-stroke visible single cylinder engine and a high speed video camera was used.

• International Journal of Railway
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• v.1 no.1
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• pp.12-19
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• 2008

Starting her business operation on January 5 2007, Taiwan High Speed Rail(THSR) shapes a new time-space frame for Taiwan western corridor, where more than 90% of national population lives around and more than 95% gross domestic product created from. Comparing with the four-hour traveling time by highway before 2007, THSR reduces the time required to one and half hours from Taipei to Kaohsiung. It will not only benefit the communication along the island from north to south, but also change the location advantages/disadvantages for all cities in these regions. Therefore, this paper establishes a spatial computable general equilibrium model(SCGE Model) to simulate the economic effect of High Speed Rail(HSR). This SCGE model divides Taiwan economy into fifteen geographic regions and thirteen industries. Each region has three sectors: household sector, transportation sector, and industries sector. Following the behavior function of economic theories, the general equilibrium can be achieved simultaneously. Thus, gross regional product (GRP), capital formation, employment income and welfare/utility level can be all observed by calculating the different economic result between cases with-/ without-HSR. Besides, this model presents the social welfare benefit from HSR operation, the polarization phenomenon among regions and within certain region, unbalance distribution of welfare along the HSR line, and industries development divergence among regions etc. These major findings should be useful for regional development policy making.

• Proceedings of the KSR Conference
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• 2007.11a
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• pp.1896-1912
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• 2007

Starting her business operation on January 5 2007, Taiwan High Speed Rail (THSR) shapes a new time-space frame for Taiwan western corridor, where more than 90% of national population lives around and more than 95% gross domestic product created from. Comparing with the four-hour traveling time by highway before 2007, THSR reduces the time required to one and half hours from Taipei to Kaohsiung. It will not only benefit the communication along the island from north to south, but also change the location advantages/disadvantages for all cities in these regions. Therefore, this paper establishes a spatial computable general equilibrium model (SCGE Model) to simulate the economic effect of High Speed Rail (HSR). This SCGE model divides Taiwan economy into fifteen geographic regions and thirteen industries. Each region has three sectors: household sector, transportation sector, and industries sector. Following the behavior function of economic theories, the general equilibrium can be achieved simultaneously. Thus, gross regional product (GRP), capital formation, employment income and welfare/utility level can be all observed by calculating the different economic result between cases with-/ without-HSR. Besides, this model presents the social welfare benefit from HSR operation, the polarization phenomenon among regions and within certain region, unbalance distribution of welfare along the HSR line, and industries development divergence among regions etc. These major findings should be useful for regional development policy making.

• Proceedings of the KSR Conference
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• 2007.11a
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• pp.386-394
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• 2007

Due to the transportability problems, long rail shall be from base rail unit, which is normally 100m for regular rail and 300m for high speed rail. After these rail units are transported from the fabricator to the site, the field weld would be performed.axial stresses in the long rail is mainly from the temperature differences at various locations the long rail. Also the gaps between each welds cause secondary axial stresses in the rail. In addition to these, re-welds the fractured rails, rail buckling, irregular rail vibration, rail twist also result innonuniform axial stresses in the rail. To obtain the rail buckling stability, the rail stresses shall be released due to the resetting of CWR. Traditionally two resetting of CWR methods have been applied, the one is rail heater and the other is rail tenser. these methods, the latter has been recommended because it has less limitation in the rail length and it is easier to minimized the force differences. But even in this method, the calculation is cumbersome and is not easy to find out the rail stress distribution itself.refined methodsxial stress resetting in the long rail is studied and this study be easily applied in the real construction. From this approach, more rational rail maintenance system can be expected.

• Journal of the Korean Society for Railway
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• v.12 no.3
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• pp.427-436
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• 2009

This paper introduced Railway Network Design Problem (RNDP) to provide priority decisions on high-speed railway investment scenarios defined by various network segments and train systems. The RNDP optimizes the objective functions of minimize total travel time. Results show that the priority of high-speed railway investment is found to be East-west, West-coast, and South-coast line respectively. An entirely new line built with 400km/h is found to be the best alternative to East-west line. Regarding West-coast and South-coast line, the combined alternative of upgrading Geolla and Kyeonjon line with 200km/h and building a new line with 400km/h and 350km/h for remains of each line is the best.

• 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.

• Steel and Composite Structures
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• v.32 no.4
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• pp.467-478
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• 2019

Running safety and ride comfort of high speed railway largely depend on the track geometry that is dependent on the bridge deformation. This study presents a theoretical study on mapping the bridge vertical deformations to the change of track geometry. Analytical formulae are derived through the theoretical analysis to quantify the track geometry change, and validated against the finite element analysis and experimental data. Based on the theoretical formulae, parametric studies are conducted to evaluate the effects of key parameters on the track geometry of a high speed railway. The results show that the derived formulae provide reasonable prediction of the track geometry change under various bridge vertical deformations. The rail deflection increases with the magnitude of bridge pier settlement and vertical girder fault. Increasing the stiffness of the fasteners or mortar layer tends to cause a steep rail deformation curve, which is undesired for the running safety and ride comfort of high-speed railway.