• Proceedings of the KSR Conference
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• 2002.10a
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• pp.727-732
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• 2002

This study is to develop the model of alignment optimization based on design criteria by approaching through alignment of railway design and problems in economy, environment and technology for satisfying traffic volume of the main roads caused by economical and social developments. Now, Geographic Information System isn't applied when designing a present railway in home. And the design of railway alignment is still set on importance of transition curves and cant according to passenger comfort in abroad so tile study of railway alignment is at initiation phase so far. This paper is about decision of optimal alignment between two stations such as starting point and ending point automatically using GIS in optimization of railway alignment. A route between Sungsan city and Shinpung city is the training area and the study compared and evaluated optimal railway route by GIS automatically with present railway route designed. Present optimal fomulas was used in this study for optimization of railway alignment. The model of optimization of railway alignment was developed through topographical elements and it was mentioned by the model of road alignment because of the similarity in design of alignment. But the design of lateral track irregularities, cant fur passenger comfort and motion sickness fellowed by train rolling have to be considered more. Anyway, this study farmed the basis of using GIS and the study should be keep going on in the future.

• Journal of the Korean Society for Railway
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• v.13 no.6
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• pp.589-594
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• 2010

Superimposition of horizontal and vertical curves may hamper the ride comfort and running stability of train and largely affect the maintenance costs. However, in many cases, it is not easy to make a track alignment plan because of the geographic conditions or undesirable environmental factors. In this paper, a comparative study on the effect of superimposition of vertical and horizontal curve on the ride comfort and optimum horizontal curve conditions was performed. That is, optimal cant and ride comfort analysis with and without a vertical curve superimposed on the horizontal curve were evaluated. Also the superimposition effect on ride comfort and alignment conditions in high speed zone were evaluated. From the analysis results, it was found that the ride comfort is similar to that at the only horizontal curves when applying the compensation cant for the superimposed site.

• Journal of the Korean Society for Railway
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• v.18 no.5
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• pp.457-465
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• 2015

A method of evaluating the optimal alignment range while considering ride comfort when performing line renewal of curved tracks for speed-up is proposed in this study. The proposed method was applied to analyze the optimal renewal range for horizontal alignments with the smallest curve radii in the Kyung-Bu high-speed line; a parametric study on the effects of various initial design conditions on the permissible renewal range and optimal alignment range was also performed. From the analysis results, it was found that the permissible range is enhanced in proportion to the increase in the curve radius and the cant. It was also verified that a slight adjustment of the horizontal alignment enables speed-up even in the case of R7000/R8000, placed in the ballasted track section of the Kyung-Bu high-speed line.

• International Journal of Automotive Technology
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• v.7 no.7
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• pp.777-784
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• 2006

The lateral dynamic behaviours of a track inspection vehicle with laterally guided system are studied for the safety and comfort. A 10-DOF dynamic model is proposed counting for lateral and yaw motions. The equations for motions of the vehicle running on curved tracks at a constant speed are presented. It is shown by simulation that lateral guiding forces applied to the guiding wheels on the inner side of the track increase in a larger scale in comparison with those on the outer side when the vehicle passes through curved tracks with cant, and the front guiding spring forces is larger than the rears. Lateral vibrations due to yaw motions of the vehicle take place when the vehicle runs through curved tracks. Finally, effect of the lateral guidance on the vehicle dynamics is also examined and advantages of such a guiding system are discussed in some details. An optimal guided control is applied to restrain the lateral and yaw motions. The comparisons between the active and passive guidance explain the effect of the active control approaches.

• Journal of Digital Convergence
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• v.12 no.10
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• pp.283-289
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• 2014

Personal rapid transit(PRT) systems have been highlighted in future transportation developments as a result of their potential as sustainable and eco-friendly transport solutions that provide demand-responsive mobility services. One of the most important characteristics of the personal rapid transit system(PRT) is that it can be constructed and operated at a low cost. A fundamental study on the alignment of the PRT guideway considering running stability was conducted in the present study. In addition, a parameter analysis of the major alignment design variables such as curve radius, transition curve length and cant was performed by vehicle dynamic analysis and optimum guideway alignments were proposed. The analysis results suggested that the theoretical values were satisfied and also confirmed the possibility of reducing the standard.

• The korean journal of orthodontics
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• v.25 no.4
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• pp.465-485
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• 1995

The purpose of this study is to locate the proper position of the lower occlusal plane according to individual skeletal pattern. Cephalometric films of 234 subjects of the control group, 358 of the pretreatment group and 358 of the treated group were analyzed to study proper relationships between vertical dimension ratio(VDR) and lower occlusomandibular plane angle(LOM). The control group was divided into two subgroups by the age. The first subgroup consisted of 113 subjects of the age 14 years and under and with the mean age of 10.82 years. The other subgroup consisted of 113 subjects of the age 18 years and above with the mean age of 23.76 years. The pretreatment group was divided into three subgroups by the age. The first subgroup consisted of 274 subjects of the age 14 years and under with the mean age of 11.36 years. The second subgroup consisted of 54 subjects of the age 14 through 18 years with the mean age of 15.4 years. The last subgroup consisted of 30 subjects of the age 18 years and above with the mean age of 21.35 years. The treated group was also divided into three subgroups by the age. The first subgroup consisted of 145 subjects of the age 14 years and under with the mean age of 12.91 years. The second subgroup consisted of 166 subjects of the age 14 through 18 years with the mean age of 15.64 years. The last subgroup consisted of 47 subjects of the age 18 years and above with the mean age of 21.61 years. Cephalometric films of the sample were traced. Measurements were made to a hundredth using a program specifically prepared for this study, and the results were entered into a 486DX PC. Means and Standard deviations of all the veriables were calculated for each group. Correlation coefficients between pertinent variables were calculated. Significance tests on those coefficients, one-way ANOVA and t-tests between variables or groups were performed. On the basis of the results studied above, certain subjects were selected from the control and the treated groups to locate the proper position of the occlusal plane, and designated as the optimal occluaion group. The subjects of this optimal occlusion group had 1-3 mm overbite, 1-3 mm of overjet and less than 1.75 mm of curve of Spee. A total subjects of 187 in this group consisted 104 treated subjects and 83 control group. Regression analysis was carried out between VDR and LOM, and regression equations were tabulated for this optimal occlusion group. The results were as follows : 1. Highly significant correlations were observed between various variables useful for identifying vertical component of skeletal frame, but any one particular variable did not accurately indicate the magnitude of anterior vertical overbite. 2. Of the variables useful identifying vertical component of skeletal frame, The VDR showed the highest correlation to the LOM. 3. Of the total sample, 80 percent had overbite within the normal range, irrespective of VDR. 4. The optimal occlusion group was divided into 9 subgroups by the age and the anteroposterior skeletal pattern, and correlation coefficient and determination coefficient between VDR and LOM of each group were calculated. Correlation coefficients and determination coefficients were found to be significantly high in all groups. 5. Regression equation was induced for each of the optimal occlusion group to find proper LOM according to the VDR. 6. It was found that the mean value of the cant of occlusal plane itself is not enough for a diagnosis and a treatment plan. Rather, It is very important to locate the proper occlusal plane for an Individual skeletal pattern.