• Proceedings of the KIEE Conference
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• 2001.04a
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• pp.366-368
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• 2001

ProfiBus provides real-time data communication among field devices in the EMU(Electrical Multiple Unit) and TCMS(Train Control Monitoring System). This paper presents an adapt to Train Communication Network for EMU using ProfiBus DP(Decentralized Periphery) method, which is the layer 2 DDLM (Direct Data Link Mapper) protocol of ProfiBus.

• Korean Journal of Materials Research
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• v.5 no.1
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• pp.22-35
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• 1995

In this study, crystal structures and magnetic properties of as-ast, annealed and rapidly solidified Mn-A1-M( M=Cu, Fe) alloys have been investigated. In $Mn_{0.56}Al_{0.44}$ alloys, the largest fraction of $\tau$ phase and values of magnetic properties was obtained in Mnl, i6Alo or alloy. And this alloy was used as the basic composition. In $Mn_{0.56-X}M_{X}Al_{0.44}$ alloys, when annealed, $\tau$- and $\beta$-Mn phase appeared at x< 0.08, $\tau$- and $\kappa$ phase at 0.10 $\leq x \leq$ 0.12 and $\kappa$- phase only at 0.15 $\leq x \leq$0.20 . When rapidly solidified, specimens showed similar phases as when annealed except that $\varepsilon$ phase appeared at x=0.04. In Mnu FexAlo 44 alloys, asyast specimens showed $\tau$-, $\beta$-Mn and $\gamma_2$- phase at x<0.08 and K and $\beta$-Mn phase at x>0.10. When rapidly solidified, Mn-Fe-Al specimens showed $\varepsilon$-, $\gamma_2$- and small amount of $\tau$- and $\kappa$ phase at x<0.08 and $\kappa$- phase only at 0.$\leq x \leq$0.20. All the alloys investigated were ferromagnetic. The Curie temperature of annealed specimens and rapidly solidified of Mno 5sAlu 44 alloy were -650K and -644K. Spontaneous magnetization( UII of annealed and rapidly solidified specimens were 40-45 (emu/g) and 50-52(emu/g), respectively. Remanent (M,) to saturation magnetization( Ms) ratio was -0.7. M, of rapidly solidified specimen was about 48(emu/g). Magnetic properties of $Mn_{0.56}Al_{0.44}$ alloys were found to be determined by the relative fraction of ferromagnetic r- and K- phase. When M= Cu and x=0.15, maximum as($\sigma_{0.0}$) was obtained by about 64.3 emu/g), and when M=Fe and x=0.15, 66.4( emu/g). The Curie temperature decreased as x increased.

• Journal of the Korean Society of Safety
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• v.25 no.5
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• pp.15-21
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• 2010

Regenerative Energy Storage System(ESS) is a system that saves regenerative energy which generated instantly in the regenerative braking of Electric Multiple Unit(EMU) and disappear, and reuse the stored energy when EMU is in powering. Such system related to a research field of renewable energy which emerged concerning climate change and high oil prices. In the case of existing domestic rolling stock, about 25% to 30% of generated regenerative energy is restored to power source and is regarded as direct factor of raising catenary voltage. Such rapid change of catenary voltage is a cause of the failure of EMU's electronic equipment and lowering its reliability and is also a cause of train's fault occurred by tripping circuit breaker. In this paper, we intend to investigate the effect on blending characteristics of electric-braking and pneumatic-braking whether the regenerative energy storage system is used or not in urban transit DC 1,500V feeding system, while trains run. And we also intend to investigate its effect on stabilization of the blending, fluctuation of catenary voltage and various electric equipments.

• Journal of the Korean Ceramic Society
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• v.39 no.12
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• pp.1119-1123
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• 2002

Nanostructured spinel NiZn ferrites were prepared by the sol-gel method from metal nitrate raw materials. Analyses by X-ray diffraction and scanning electron microscopy showed the average particle size of NiZn ferrite was under 50 nm. The single phase of NiZn ferrites was obtained by firing at 250${\circ}C$, resulting in nanoparticles exhibiting normal ferrimagnetic behavior. The nanostructured $Ni_{1-X}Zn_XFe_2O_4$ (x=0.0∼1.0) were found to have the cubic spinel structure of which the lattice constants ${\alpha}_2$ increases linearly from 8.339 to 8.427 ${\AA}$ with increasing Zn content x, following Vegard's law, approximately. The saturation magnetization $M_s$ was 48 emu/g for x=0.4 and decreased to 8.0 emu/g for higher Zn contents suggesting the typical ferrimagnetism in mixed spinel ferrites. Pure NiZn ferrite phase substituted by Cu was observed before using the additive but hematite phase was partially appeared at $Ni_{0.2}Zn_{0.2}Cu_{0.6}Fe_2O_4$. On the other hand, the hematite phase in this NiZn Cu ferrite was disappeared after using the additive of acethyl aceton with small amount. The saturation magnetization Ms of $Ni_{0.2}Zn_{0.8-y}Cu_yFe_2O_4$(y=0.2∼0.6) as measured was about 51 emu/g at 77K and 19 emu/g at room temperature, respectively.

• Proceedings of the KSR Conference
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• 2000.05a
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• pp.645-651
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• 2000

In this paper, numerically evaluated is the regulations for crashworthy design of the Korean standard urban train suggested by KRRI. The 4-car consist of K-EMU(Korean Electric Multiple Unit) train developed in recent is analyzed under various collision conditions such as normal coupling, heavy shunt, light and heavy collisions. The collision conditions are assumed as K-EMU collides against another stationary one at 5 kph, 10 kph, 25 kph and 32 kph. According to the numerical results and bibliographical study, it is necessary that the regulations by KRRI be complemented from crashworthy point of view. Furthermore, the K-EMU train is recommended to adopt a new coupler with an additional energy absorber or a mechanical fuse.

• Proceedings of the KIEE Conference
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• 2006.07b
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• pp.1085-1086
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• 2006

EMU, Electric Multiple Unit, is very complicated system that consists of thousand parts. If breakdown happens, work that clears cause in most cases work that clears cause in most cases is very complicated and difficult. Also it needs much times and experts of several parts. Maintenance is depending on know-how of the operator and breakdown that happen before happens often repeatedly because information management and public ownership are not achieved properly about analysis and action result. In this paper we present the case-based expert system for EMU which is able to share this know-how knowledge that data-based systemically with another operator.

• Proceedings of the KIEE Conference
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• 1999.07a
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• pp.458-460
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• 1999

In this paper, the results of FEM electromagnetic analysis performed in the standardization development of traction motor for EMU are reviewed. The selection of optimal design parameter and performance analysis are proven through the complement of the circuit parameters on the basis of Performance test for developed traction motor.

• Proceedings of the KIEE Conference
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• 2008.04c
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• pp.155-157
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• 2008

An electric multiple unit(EMU) consists of car body, bogie and brake equipment which is directly related to safety and performance of the motorcar. The blending brake mixed an electric brake and a friction brake is to reduce the energy by applying the restoration energy caused when the motorcar is stopped to car lines and to curtail the maintenance cost by saving the friction brake use. We have developed the advanced EMU since 2004, based on the experiences on the standard EMU in 1999, and we develop the installation which minimizes the use rate of the friction air brake by maximizing the electric brake use in the existing blending brake. We could accomplish the goal by improving the motorcar's Performance and solving the restoration energy's deficit by the friction brake. Actually, when it comes to the test results of standard EMU, except the service brake, in most conditions, we use electric brake to meet the requirements of the necessary brake power, exclusive when the motorcar leaves and stops. Therefore, in this paper, we consider the design concept of motorcar's blending brakes and suggest the way to develop the blending brake using the electric brake maximumly, which is caused by adequately controling the electric brake and the restoration brake.

• Proceedings of the KIEE Conference
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• 2008.10c
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• pp.211-212
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• 2008

There are many new technologies for EMU to secure the facilities' safety/validity and maintenance/economical efficiency and technologic competitiveness. For example, now the EMU is using the blending brake technology with electric brake and pneumatic brake and carrying the various performances such as jerk limitation, variable load and blending brake to stop the motor car safely and efficiently. Now we start applying such new methods, taking the whole inspection prior to the installation by analyzing systems' requirements and introducing various system engineering design tools. In this paper, we suggest how to reduce the errors by prelieminarly inspection for the brake facilities using the tools and inspect the needs to analyze the brake facilities' performances.

• Journal of the Korean Society of Manufacturing Technology Engineers
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• v.23 no.3
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• pp.310-317
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• 2014

The Next-generation High-speed Rail Technology Development Project was started in 2007 by the Korean Government with the aim of developing the core technologies for a high-speed electric multiple unit (EMU) railway system. This is the first attempt to develop a high-speed EMU railway. High-speed EMU trains have superior acceleration and deceleration compared to push-pull high-speed railways such as KTX(Korean Train eXpress). A prototype train was developed and tested on a high-speed line starting in 2012. The new train must maintain running safety during the test. Generally, the international standard (UIC518) is adopted to evaluate the running safety of trains. This method suggests that the test zone must have over 25 sections, and the length of each section must be 500 m. However, it is difficult to implement these test conditions for a real high-speed line. In this study, we analyzed the running safety using several test section lengths (100 m to 500 m) and compared the results. The results of this study will be used to establish a running safety evaluation method for high-speed EMU railways.