• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2009.10a
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• pp.827-827
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• 2009

Complaints against high-speed train interior noise have been increasing as a number of high-speed train passenger grows bigger. It is very difficult to analyze characteristics of high-speed train interior noise using sound pressure level only. It is requested to consider how the public response change for each high-speed train interior noise. This study presents evaluation of the sound quality for interior noise of KTX-II using Zwicker parameters. Characteristic of loudness and sharpness is different between noise samples depending on operation condition. The noise sample that recorded when the high-speed train passed through tunnel section is more louder and sharper.

• Proceedings of the KSR Conference
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• 2011.10a
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• pp.2263-2268
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• 2011

THE VIBRATION MODE OF RAILWAY VEHICLE IS DIFFICULT TO FIND OUT THE CHARACTERISTICS OF MOTION DURING THE OPERATION ON THE TRACK BECAUSE THESE HAPPEN TO INDEPENDENCE OR DUPLICATION MOTION CAUSED BY VEHICLE, WHEEL/RAIL INTERACTION, TRACK IRREGULARITY AND FAILURE OF THE SUSPENSION & POWER TRANSMISSION DEVICE ETC. IT IS NAMED AN ABNORMAL VIBRATION THAT THE VIBRATION, WHICH WAS PASSED THE PRIMARY AND SECONDARY SUSPENSION, IS AFFECTED TO THE PASSENGER OR DRIVER WITHOUT DAMPING. THIS PAPER DESCRIBES AN EXPERIENCE EVALUATION TO FIND OUT THE CAUSE OF AN ABNORMAL VIBRATION WHICH WAS HAPPEN AT THE CAB OF POWER CAR IN KTX-SANCHEON TRAINSET WHEN ON RUNNING AT HIGH SPEED ZONE.

• 제어로봇시스템학회:학술대회논문집
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• 2003.10a
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• pp.1333-1337
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• 2003

The present headway on KNR lines varies from 6 to 10 minutes. Therefore, KNR would like to reduce the headway of all the lines by 4 minutes with the implementation of ERTMS/ETCS on-board system. In Korea, thanks to the operation of the High Speed Line in 2004, the bottleneck phenomenon will occur only in a few sections such as Seoul-Siheung, which will be the common route between KTX and conventional trains. Therefore, we will analyze expected braking distance and running time depending on characteristics of conventional passenger and freight trains and high speed train will be operated within electrified conventional line for comparing the headways of ATS trackside and ETRMS/ETCS on-board system within the Seoul-Siheung section.

• Proceedings of the KSR Conference
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• 2004.06a
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• pp.165-170
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• 2004

As industry develop rapidly, a possibility of railway-disasters (fire), are growing in consideration of speedy railway and increasing long tunnels. In Korea, KTX consists $46\%$ of tunnels constructed since early 1990, prescribed prevention disasters standard, taking into account that the train accident occurred. On this provision which refers other country's a high-speed railway fire safety regulation and is synthetically reflected topographical circumstance and tunnel size in Korea, in order to minimizing valuable casuality and securing safety operation of train from rapid evacuation and rescue a passenger from accident in tunnel.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.28 no.9
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• pp.1042-1050
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• 2004

Theoretical study has been conducted to clarify pressure characteristics of KTX(Korea Train eXpress) in tunnel. The severe pressure change in tunnel may give rise to the ear-discomfort for passenger and fatigue for car body. The external and internal pressure of rolling stock have been measured by using the running test with atmospheric pressure sensors and portable data acquisition system in high speed train. In this study, the tunnels from 200m to 4000m in length have been chosen for the investigation of tunnel length effects. We found that there are similar patterns of external pressure change for each critical tunnel length. The critical tunnel lengths are governed by train speed, train length and sonic velocity. And, the patterns of pressure wave in tunnel are classified into eight groups.

• Journal of computational fluids engineering
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• v.17 no.1
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• pp.23-28
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• 2012

The pressure transient inside the passenger cabin of high-speed train has been simulated using computational fluid dynamics(CFD) based on the axi-symmetric Navier-Stokes equation. The pressure change inside a train have been calculated using first order difference approximation based on a linear equation between the pressure change ratio inside a train and the pressure difference of inside and outside of the train. The numerical results have been assessed for the KTX train passing through a 9km long tunnel of Wonju-Kangneung line at the speed of 250km/h assuming that the train is satisfying the train specification for airtightness required by the regulation.

• Proceedings of the KSR Conference
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• 2005.05a
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• pp.586-590
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• 2005

In order to compare the dynamic loading effects of particular trains it is necessary to use methodology that separates the two inherent aspects of the dynamic response of the total dynamic system-the characteristics of the train and a bridge. Because the train signature profile is a function of axle spacing and axle loads, it can be calculated which is independent of the characteristics of an individual bridge. Thus the use of the train signature enables a rapid comparison of the effects of different trains to be made. If the magnitude of train signature for a new train type is less than of existing trains on a route then the route will be satisfactory for the new train. This study presents a quantitative analysis of the dynamic loading effects for various domestic real trains-PMC8, PMC16, Mugunhwa passenger coach, several freight coach, KTX and TTX(Tilting Train Express)- Using the train signature.

• Proceedings of the KSR Conference
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• 2007.05a
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• pp.1398-1402
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• 2007

In a high speed train, OBCS(On-Board Computer System) is a up-to-date computer control system that provide controlling, monitoring, maintaining and reparing of the important device, supporting a driver, status of a train, service maintenance, managing the remote control mode, driving order & control, control of a electrical or pneumatic circuit and a passenger service. In general, OBCS is located in each car but in a power car, both main and auxiliary computers are used. These avoid a network collision and maintain the independence of condition and failure records with the information of line number, train number and car number. This paper is intended to provide the information about the identification coding method of domestic and foreign OBCS, for the new high speed train (KTX-II).

• Proceedings of the KSR Conference
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• 2010.06a
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• pp.1642-1649
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• 2010

At present, KORAIL is in the middle of renovating. All steps exert great effort at cost reduction and a profit improvement. Especially to improve maintenance method and inspection period at the rolling-stock division lots of research is under progress. Daily inspection of rolling stocks is to operate the rolling stock normally. Daily inspection items are driving control device, coupling device, brake system, water system and air conditioning system, electrical system etc. Half of the maintenance manpower are inputted at daily inspection. Strengthens the quality and optimize the proportion of daily inspection are urgent problem. Daily inspection period extension aim is as follows. KTX from 3,500km to 5,000km, passenger car from 1st to 3,500km, new style electric locomotive from 2nd to 5,000km, the diesel locomotive is 2,800km from 1,200km. In this paper, the optimal daily inspection period and methods are considered including expected problem and counter measures.

• 한국전산유체공학회:학술대회논문집
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• 2011.05a
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• pp.337-342
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• 2011

The pressure transient inside the passenger cabin of high-speed train has been simulated using computational fluid dynamics(CFD) based on the axi-symmetric Navier-Stokes equation. The pressure change inside a train have been calculated using first order difference approximation based on a linear equation between the pressure change ratio inside a train and the pressure difference of inside and outside of the train. The numerical results have been assessed for the KTX train passing through a 9km long tunnel of Wonju-Kangneung line at the speed of 250km/h assuming that the train is satisfying the train specification for airtightness required by the regulation.