• Archives of design research
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• v.17 no.3
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• pp.123-132
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• 2004

This paper shows a study on the "Korean High Speed Train Design" method, its design process and the result in the form of aerodynamic optimal exterior design development of a prototype test train(HSR 350${\times}$). It was developed from 1996 until 2002, six years long in R '||'&'||' D project titled "Development of High Speed Railway Technology" The end result of the project is a prototype test train, which has two power cars, two motorized trailers and three trailers, had been tested successfully in the year 2003 to the highest speed limit 380km/h on high speed line. The improved conceptual design work of a new commercial train and next generation's train is also performed for future needs.uture needs.

• Proceedings of the KSR Conference
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• 2008.06a
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• pp.1201-1208
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• 2008

Ubiquotuous technology should be adopted in railroad business to provide passenger's security and convenience. In this project, IT and smart sensor technologies are reviewed, benchmarked, designed, and implemented. The target system is the next generation high speed train to be developed and operated in Korea with the maximum speed of 400km/h. Wireless sensor network with smart sensors is implemented around a train car. PC-like IT terminal will be designed and implemented so an individual passenger can use it to do information retrieval through the Internet, personal data processing, the e-learning, shopping on the railroad, and so on. These provision will give comfort, convenience, and safety of a passenger during his/her trip.

• Proceedings of the KSR Conference
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• 2010.06a
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• pp.139-150
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• 2010

Recently, full-scale research about a passenger tube train system is being progressed as a next-generation transportation system in Korea in light of global green technology. The Korea Railroad Research Institute (KRRI) has commenced official research on the construction of a tube train system. In this paper, we studied various parameters of the tube train system such as the internal tube pressure, blockage ratio, and operating speed through computational analysis with a symmetric and elongated vehicle. This study was about the aerodynamic characteristics of a tube train that operated under standard atmospheric pressure (open field system, viz., ground) and in various internal tube environments (varying internal tube pressure, blockage ratio, and operating speed) with the same shape and operating speed. Under these conditions, the internal tube pressure was calculated when the energy efficiency had the same value as that of the open field train depending on various combinations of the operating speed and blockage ratio (the P-D relation). In addition, the dependence of the relation between the internal tube pressure and the blockage ratio (the P-${\beta}$ relation) was shown. Besides, the dependence of the relation between the total drag and the operating speed depending on various combinations of the blockage ratio and internal tube pressure (the D-V relation) was shown. Also, we compared the total (aerodynamic) drag of a train in the open field with the total drag of a train inside a tube. Then, we calculated the limit speed of the tube train, i.e., the maximum speed, for various internal tube pressures (the V-P relation) and the critical speed that leads to shock waves under various blockage ratios, which is related to the efficiency of the tube train (the critical V-${\beta}$ relation). Those results provide guidelines for the initial design and construction of a tube train system.

• The KSFM Journal of Fluid Machinery
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• v.20 no.1
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• pp.35-40
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• 2017

In order to investigate the change of contact force of pantograph pan head due to the change of aerodynamic force, three dimensional flow around the pan head were calculated. For this, the aerodynamic modeling of pan head of CX pantograph was performed and the standard deviation of the contact force of the simulation results were compared with those of the experimental results of wind tunnel tests. From the comparison, it was confirmed that the current grid system and the numerical methodologies can be utilized to calculate the aerodynamic characteristics of the pantograph pan head. By using these grid system and the methodologies, the standard deviations of the contact force of pan head were calculated with velocities as 200, 250, 300, 350, and 400 km/h. The maximum standard deviation of the aerodynamic contact force of pan head was 92 N at 400 km/h and statistical minimum contact force was more than 0 N. Therefore, it was confirmed that and the pan head of CX pantograph was statistically contacted with the catenary system with the train speed of 350 km/h though the aerodynamic contact force was changed.

• Journal of the Korean Society of Systems Engineering
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• v.7 no.2
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• pp.7-11
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• 2011

A high-speed railway system represents a typical example of large-scale multi-disciplinary system, consisting of subsystems such as rolling-stock, electrical hardware, electronics, control, information, communication, civil technology etc. The system design and acquisition data of the large-scale system must be the subject under strict configuration control and management. Systems engineering technology development project for Korea next generation High-speed Electric Multiple Unit (HEMU) system in progress is a national large system development project that is not only a large-size and complex but also multi-disciplinary in nature. Therefore, all stakeholders must understand and share the functional and performance requirements of HEMU throughout its life-cycle phases. Also in the test and evaluation phase, all systems requirements must be verified. In 2011, the prototype train manufacturing will be completed. It will do test run on the commercial line and all systems requirements are verified until 2012. For the system verification, the test and evaluation process have to be established before the test trial run. Using a systems engineering tool, the system design database(SDD) with requirements traceability and development process management in the course of the development have to be established. This paper represents the test and evaluation process development based on the SEMP(Systems Engineering Management Plan) developed in the design stage. The test and evaluation process is refined and updated in comparison to the design stage one. The test and evaluation process consists of procedure, test and evaluation method and schedule. So through this process, it is defined that each systems requirements is verified on which test and about what time.

• Proceedings of the KSR Conference
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• 2009.05a
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• pp.442-446
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• 2009

As the railway transportation is getting faster and its operation speed has increased rapidly, its signal control has been complicated. For real time signal processing it is very important to prohibit any critical error from causing the system to malfunction. Today, most of the railroad's controling communications between wayside and train are made in one way. Therefore, by using a forward error correction technique, which receiver can actively correct the signal error, we can increase the performance and the stability of the railroad signaling system. In this paper, we introduce low density parity check(LDPC) that is used by next generation wireless communications and DMB technique. We verified that we can achieve low bit error rate(BER) in high signal to noise ratio(SNR) by using LDPC.

• Proceedings of the KSR Conference
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• 2003.05a
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• pp.433-438
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• 2003

The recent operating trains including the high speed train are mostly moving system on the rail and system use the mechanical propulsion force to drive the gear and wheel by the traction motor. Advanced countries are interested in Magnetic Levitation Vehicle and they have been studying about it continuously. Thus this paper is analyzed the feature of analysis the feature for Linear Induction Motor as the propulsion equipment of Magnetic Levitation Vehicle. And the Magnetic Levitation Vehicle is being developed for the transportation system of next generation using the Finite Element Method

• Proceedings of the KSR Conference
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• 2011.10a
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• pp.556-562
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• 2011

Railroad started from invention of stream locomotive at the beginning of the industrial revolution. Development of diesel and electric locomotives in railroad induced science and technology since the industrial revolution. Korean high-speed train so-called high-speed train project, is localized 86.7%(compared to price), 92%(compared to number of parts). This technology has been contributed to KTX since 2004. High-speed railway was developed to integrated system, which is contained high technology such as civil, mechanical and electrical technology. This effects to advanced technology across the board science, technology, industry. High-speed railway is fast, safe, comfortable, eco-friendly as next generation's representative transportation. Furthermore it is inaugurate the era of the new railroad. Korea is opened the high-speed railway following Japan, France, Germany, Spain. Korea became the fifth nation of the high-speed railway. It joins the rank of developed countries operating at the speed of 300km/h. Especially, KTX is emerging as advanced transportation with reducing logistics costs significantly due to time advantage and transportation revolution. The purpose of this study is to present the strategy through internal and external railway market's analysis for Korea railway system's globalization expansion(overseas expansion).

• Journal of the Korean Society for Railway
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• v.17 no.3
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• pp.157-164
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• 2014

The contact force between the pantograph and the catenary is a key factor determining the current collection quality, as they can ensure stable electrical power to the train. In this study, we analyzed the dynamic contact force for HEMU-430X depending on the train speed. It was confirmed through the results that the standard deviation of the contact force increases with an increase in the train speed. It was also verified that the span of the catenary system is a very important factor with regard to the contact force when analyzed with frequency analysis. To secure stable power in speed that exceeds 400km/h, the statistical variation of the contact force should be minimized. To realize this, the catenary tension was increased and the mass of the pan-head was decreased. The ensuing effects were then quantitatively analyzed in terms of the contact force. In addition, the differences in the contact force between a tunnel and an open field were analyzed based on a frequency analysis.

• Journal of the Korean Society for Railway
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• v.15 no.4
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• pp.315-322
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• 2012

In a tunnel, interior noise of a high speed train increases by 5dB~7dB. The reason is that the sound intensity of the acoustic field in the tunnel significantly increases by the reflected waves occurred in the closed space. Especially, the incident acoustic power largely increases on the outside of the compartment side panel and large transmission of noise is available through the side panel and the glass window. In this paper, the sound insulation strategy in the tunnel is proposed for the next generation high speed train under development. Specimens of the aluminum extruded panels, layered panels and double glazed window are manufactured and intensity transmission loss is measured according to ASTM E2249-02. Based on the measured data, problems in the sound insulation performance are diagnosed and the sound insulation strategy is reviewed on each panel and layered structures.