• 대한인간공학회지
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• 제12권2호
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• pp.15-28
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• 1993

Proper ergonomic design of a passenger seat for the highspeed train is one of the essential design components that is directly related to passenger comfort. This study investigated a systematic approach to the ergonomic passenger seat design and evaluation for the Korean highspeed train. To design an ergonomic passenger seat that improves passenger confort, Korean anthropometric data, pas- senger activities in the coach, body postures, body contours and seat dimensions were considered. By analyzing the interredlationship of such factors, resultant seat dimensions were suggested. To properly ecaluate the suggested dimensions, four prototypes were subsequently made and iteratively tested in the laboratory. It is expected that this approach is readily applicable to the passenger seat design of other transport vehicles as well as a train.

• 대한인간공학회:학술대회논문집
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• 대한인간공학회 1993년도 춘계학술대회논문집
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• pp.124-133
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• 1993

Porper ergonomic design of a passenger seat for the highspeed train is one of the essential design components that is directly related to passenger comfort. This study investigated a systematic approach to ergonomic passenger seat design and evaluation for the Korean highspeed train. To design an ergonomic passenger seat that improves passenger comfort, seat dimensions, Korean anthropometry, passenger activities in the coach, body postures and body contours were considered. The interrelationship of these factors was analyzed and seat dimensions were suggested. To properly evaluate the dimensions suggested, four prototypes were made and iteratively evaluated as a feedback procedure. This approach is expected to be applicable to the passenger seat design of other transport vehicles as well as a train.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2000년도 춘계학술대회 논문집
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• pp.135-142
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• 2000

This Paper describes a characteristics of wheel wear of high speed train running on the conventional line. Conventional line has many curved tracks that cause severe wheel flange wear. The influences of lubrication, cant deficiency, owe radius on wheel wear are also described considering the operation performance of the highspeed trainset. A method of calculation using contact patch work model is presented far determination of the evolution by wear of railway wheels.

• 동아시아경상학회지
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• 제10권4호
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• pp.47-54
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• 2022

Purpose - In today's era of carbon neutrality, railways need to find ways to improve usability and efficiency. Accordingly, this study examines the effect of introducing express highspeed railways into the Korean public transportation system and suggests some practical guidelines. One concern in the Korea railway sector is that low scheduled speeds contrast with the highspeed railway system design. Research design, data, and methodology - Current literature and foreign cases are analyzed. Subsequently, using data from the Korean Railroad Research Institute, a benefit analysis is conducted based on expanded track capacity and the saving of time owing to the introduction of the express highspeed railway. Result - The express highspeed railway system is expected to increase the number of train lines from 262 to 348 and the scheduled speed from 168.3km/h to 192.2km/h. Considering reduced time value, the economic effect is about 80 million won per year. Conclusion - The findings suggest that the express highspeed railway is a promising option to improve efficiency and increase customer utility. This study contributes to the literature by initiating a discussion on the express system in Korea; practically, it offers railway operators guidelines for improving highspeed railway system efficiency that can be transformed into a variety of marketing options.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2002년도 춘계학술대회 논문집
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• pp.106-110
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• 2002

The KTX, first Korean Highspeed train from Seoul to Busan, is scheduled to begin its passenger service in 2004, with improvement of existing railroad between Daegu and Busan and Honam region. This paper aims to suggest the best train operation plan and detailed diagram pattern so that the KTX could work effectively as much as possible. I suggest for instance, connecting direct train and local train, hub stations plan, multi-destination train, and improvement of fare system.

• 소음진동
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• 제6권3호
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• pp.349-355
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• 1996

For a rail traffic noise, a typical source has a length of 200m - 400m so that the noise pollution areas have been located in the transition regions where the sound level drops between 3dB/dd and 6dB/dd. Therefore, in this region, parameters such as a horizontal distance from the track, the geometry of the ground surface, the environmental effect, and the boundary impedance condition play import roles, especially in our nation's situation. In this study, modelling techniques for the finite length of noise source have been investigated in order to evaluate the rail traffic noise level. Then. noise correction value .${\Delta}$SPL for various location in the track region is represented by the non-dimensionalized horizontal and parallel distance from the track. As an application, a high speed train is examined. Beas on the noise data measured for a Eurostar in France, the sound power value per unit length $H_1$is calcuated. It turns out that$H_1$is 109 dB. Overall sound power from the highspeed train to be serviced in our country is expected to 135 dBA.

• Tribology and Lubricants
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• 제19권4호
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• pp.187-194
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• 2003

This paper describes the characteristics of wheel wear of high speed train running on the conventional line. Conventional line has many curved tracks that cause severe wheel flange wear. The influences of lubrication, cant deficiency, curve radius on wheel wear are also described considering the operation performance of the highspeed trainset. A method of calculation using contact patch work model is presented for determination of the evolution by wear of railway wheels.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2011년도 춘계학술대회 논문집
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• pp.363-367
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• 2011

In this paper a simulator for Integrated Onboard Signalling System(IOSS) will be presented and illustrated. IOSS which is integrated with there signalling systems such as ERTMS/ETCS Level 1 ATP(Automatic Train Protection), ATC(Automatic Train Control) and ATS(Automatic Train Stop) is a signalling system for HEMU-400X(Highspeed Electric Multiple Unit - 400km/h eXperiment). HEMU-400X is under development as the next generation high-speed train in Korea. Before conducting a trial run of HEMU-400X with IOSS, we must carry out functional test of IOSS. The simulator is suggested in this paper for testing and verification of IOSS. The simulator can help to test all function of IOSS although a real train and trackside equipments are not existed. Also the simulator can make a fault in trackside equipment intentionally. In that scenario, we can figure out how IOSS handle emergency situations.

• 대한전기학회:학술대회논문집
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• 대한전기학회 2004년도 춘계학술대회 논문집 전기기기 및 에너지변환시스템부문
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• pp.287-289
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• 2004

Tilting train has been developed to increase the operational speed of the trains on conventional lines which have many curves. This train are tilted at curves to compensate for unbalanced carbody centrifugal acceleration to a greater extent than compensation produced by the track cant, so that passengers do not feel centrifugal acceleration and thus trains can run at higher speed at curves. This paper investigated train formation of TTX(tilting train express) with maximum operation speed 180 km/h.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2003년도 추계학술대회 논문집(III)
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• pp.126-131
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• 2003

The acceptance test of KTX has been performed in Korea. During the test, lateral vibration of carbody over the accepted value called sway was found. KTX has 20 car trainset formation whose trailer cars are linked by articulate bogies. So this study is performed to see the effects of long trainset formation on vehicle dynamics and the train stability by 20 car vehicle model. Firstly the reliable vehicle model which shows well the tendencies appeared in the tests on the high speed test line is required to find the cause of lateral vibration and the countermeasure. Vehicle model was made .for the. analysis with VAMPIRE. The analysis results show that secondary air spring lateral stiffness is the most significant parameter to cause carbody lateral vibration. Mode analysis results show that the least damped mode shape is similar to the vibration pattern shown in the tests that the amplitude of the motion increases along the train set and decreases in the tail part. For the case of short train formation with 7 or 10cars, sway does not happen. But in the case of longer train formation with 16 or 20 cars, sway was found.