• International Journal of Railway
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• 제3권2호
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• pp.46-53
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• 2010

Electric railroad systems consist of rolling stock, track, signal and catenary system. In the catenary system, one of the most important factors is the impedance according to the design and characteristic. Before the catenary system is designed, the impedance should be precedently researched. The railroad catenary system is complex system which is composed by five conductors. The five conductors classify up and down feeders, up and down contact wire group, rail group. Therefore, we should compose the catenary system of the equivalent five-conductors model. In this paper, we suggest a geometrical model and a equivalent conductor model by using geometric mean radius of five conductors in the catenary system. Also, we calculate demanded parameter values in the model. By using those, line constants of five conductors are analyzed by applying the equivalent method called as the condensed joint matrix.

• 한국철도학회논문집
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• 제10권1호
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• pp.84-87
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• 2007

Auxiliary power supply developed by domestic technology has very important function that not only effect on main power converter & inverter system, traction motor and train control system which are related to performance of train, but also influence on power supply for HVAC(Heat, Ventilation, Air-conditioning) and lighting device which are related to comfort of passengers. This paper shows characteristic test results of auxiliary power supply such as working condition and performance, which is associated with velocity of train, operating mode and surrounding equipment, through test running. And, it propose a modification of design parameter for stabilizing operation and improving reliability.

• 대한전기학회:학술대회논문집
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• 대한전기학회 1996년도 하계학술대회 논문집 B
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• pp.1116-1118
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• 1996

This paper designs a digital controller by making use of the $H^{\infty}$ control algorithm and $\mu$-synthesis in order to keep a balance of the VTOL(Vertical Take Off and Landing Plane) vehicle with 4 fans. A identification of the actual model is acquired by the vehicle rolling, pitching and yawing angles for a pseude-random signal input and various identification theories. In spite of parameter variations and existing disturbances, the designed controller showes its robust performance through simulations and experiments.

• 한국소음진동공학회:학술대회논문집
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• 한국소음진동공학회 2001년도 추계학술대회논문집 II
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• pp.1293-1299
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• 2001

The purpose of this study is to analyze the effects of the parameters of the mass ratio of the car body and the bogie frame in railway rolling-stock for KT-23 type passenger vehicle. According to the results of simulation and the small scale car test. optimal condition was obtained for the mass ratio of the car body and the bogie frame. Also. it is usefull to improve the technology of the ride quality of passenger vehicle.

• Journal of Advanced Marine Engineering and Technology
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• 제10권3호
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• pp.1-10
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• 1986

This paper describes a new, effective method developed at the National Research Council Canada for rolling element bearing incipient failure detection. This method can detect not only outer race damage, previously published, but also inner race damage with a 100% detection rate based on a sample size of 32. The prediction of the exact angular location of the damage spot along the raceway is illustrated and experimental confirmation is presented. For the first time, a statically measurable parameter for inner and outer race damage is introduced as a means of verifying other techniques which do not offer absolute proof, but resort only to "overwhelming evidence". A brief comparison with other methods such as Shock Pulse Method, Kurtosis Analysis and High Frequency Resonance Technique is presented. A computerized automatic monitoring system utilizing the new method is described and experimental results are presented.presented.

• 제어로봇시스템학회:학술대회논문집
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• 제어로봇시스템학회 1994년도 Proceedings of the Korea Automatic Control Conference, 9th (KACC) ; Taejeon, Korea; 17-20 Oct. 1994
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• pp.21-29
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• 1994

This paper presents a method to accommodate failures that affect aircraft dynamical characteristics, especially control surface jams on a large transport aircraft. The approach is to use the slow effectors, such as the stabilators or engines, in the feedforward manner. The simulation results indicate the performance of the RFCS. In some cases of control surface jam, the aircraft cannot recover without using the stabilators. Although the inputs to the slow effectors are determined using the nominal parameters, the effects of parameter change can be compensated by adjusting the control parameters for the fast surfaces. In the case of rudder jam, if the remaining control surfaces and the differential thrust cancel the moments produced by the stuck rudder, using the engine control improves time responses and reduces deflection angles of the control surfaces. If not, however, the aircraft starts a large rolling motion following a yawing motion. In that case, the stabilators should be used to damp the induced rolliig motion, instead of trying to directly cancel the moments caused by the stuck rudder. Unfortunately, the proposed control law for the stabilators does not give such inputs, because it does not take into account the dynamical effects which stuck surfaces have on the aircraft motions. However, we have shown through simulation that the aircraft can be recovered by giving the stabilators the control inputs that counteract the induced rolling moment. Besides, the method has also been shown through simulation to be effective in maintaining control during a situation similar to an actual accident. Finally let us mention a problem with the RFCS. As stated above, we have not established a method to select a trim point which call be reached as easily as possible using the remaining control effectors. In fact, recovery performance considerably depends on the trim states. As pointed out in Ref. 11, finding the best trim point for impaired aircraft will be one of the most difficult questions in RFCS design.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2007년도 추계학술대회 논문집
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• pp.1370-1378
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• 2007

고속철도 교량은 고속주행 열차의 차축 주기하중 효과와 교량 고유의 동적특성에 의한 동적 증폭 효과로 인하여 구조물의 안전성에 영향을 받는다. 그리고 교량의 과도한 변형으로 인하여 차륜과 레일의 접촉력 감소, 궤도틀림 등의 윤중 변동이 일어나 열차의 주행안전성 및 승차감을 저해할 수 있다. 이러한 궤도 안전성을 확보하기 위하여 동적거동에 대한 교량상판수준의 수직가속도 제한, 차륜-레일간의 접촉과 열차주행 안전성 확보를 위한 상판 면틀림 제한, 단부 회전각 변위 제한, 차량하중에 의한 교량의 수직 처짐 제한을 반드시 만족시켜야 하며, 필수적으로 공진에 대한 검토도 이루어져야 한다. 신설되는 호남고속철도에서는 기존의 경부고속철도와 다른 콘크리트 도상을 적용하고, 궤도간격, 설계열차하중 등이 변경되어 적용되므로 새로운 동적안정성 요구조건을 적용하게 된다. 본 연구에서는 콘크리트교량에 비해 진동특성이 취약한 것으로 알려진 강합성 거더 고속철도 교량의 동적거동 분석을 수행하였다.

• 비파괴검사학회지
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• 제23권1호
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• pp.7-13
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• 2003

형상기억복합재료를 제조하기 위하여 핫프레스 방법을 이용하여 최적의 제조조건을 도출하였으며 냉간압연에 의해 기지재와 강화재의 계면접합을 강화하여 강도를 증가시켰다. 이러한 방법에 의해 제조된 형상기억복합재료에 대하여 외부 하중에 의한 손상정도와 균열의 발생을 감지하여 균열 발생 및 진전을 억제하는 온라인 모니터링 시스템을 개발하고자 한다. 이를 위하여 음향방출 신호의 파라미터를 이용하여 손상에 따른 최적의 AE 파라미터를 도출하였으며 가역시스템을 이용하여 형상기억합금을 가열함으로써 형상기억합금의 수축에 의한 복합재료 내부에 균열진전을 억제시키는 시스템을 개발하였다

• 대한금속재료학회지
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• 제47권8호
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• pp.482-487
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• 2009

In order to investigate the effects of intermediate heat treatment between cold rolling passes on the hardness and corrosion properties of a Zr alloy incorporating Nb (Zr-1.49Nb-0.38Sn-0.20Fe-0.11Cr) strip, three different intermediate heat treatment processes ($580^{\circ}C{\times}4hrs$, $600^{\circ}C{\times}2hrs$ and $620^{\circ}{\times}1hrs$) were designed based on a recrystallization map and an accumulated annealing parameter. Test samples from the different processes were investigated by a hardness test, corrosion test, and microstructure analysis and appropriate heat-treatment conditions were thereupon proposed. The sample subjected to an intermediate heat treatment of $580^{\circ}C{\times}4hrs$ was harder than that undergoing $600^{\circ}C{\times}2hrs$ and $620^{\circ}C{\times}1hr$ while the corrosion resistance of the sample that received an intermediate heat treatment of $580^{\circ}C{\times}4hrs$ was superior to that of the other specimens. Considering the trade-off of hardness and corrosion resistance, an intermediate heat treatment process of $600^{\circ}C{\times}2hrs$ is proposed to improve the manufacturing process of the alloy strip.

• International Journal of Automotive Technology
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• 제6권3호
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• pp.221-227
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• 2005

Aim of this study is to investigate an aerodynamic effect of a drag-reducing device on a heavy-duty truck. The vehicle experiences two different kinds of aerodynamic forces such as drag and uplifting force (or downward force) as it is traveling straight forward at constant speed. The drag force on a vehicle may cause an increase of the rate of fuel consumption and driving instability. The rolling resistance of the vehicle may be increased as result of the negative uplifting or downward force on the vehicle. A device named roof-fairing system has been applied to examine the reduction of aerodynamic drag force on a heavy-duty truck. As for a engineering design information, the drag-reducing system should be studied theoretically and experimentally for the best efficiency of the device. Four different types of roof-fairing model were considered in this study to investigate the aerodynamic effect on a model truck. The drag and downward force generated by vehicle has been obtained from numerical calculation conducted in this study. The forces produced on four fairing models considered in this study has been compared each other to evaluate the best fairing model in terms of aerodynamic performance. The result shows that the roof-fairing mounted truck has bigger negative uplifting or downward force than that of non-mounted truck in all speed ranges, and drag force on roof-fairing mounted truck has smaller than that of non-mounted truck. The drag coefficient $(C_D)$ of the roof-fairing mounted truck (Model-3) is reduced up to $41.3\%$ than that of non-mounted trucks (Model-1). A downward force generated by a roof-fairing mounted on a truck is linearly proportional to the rolling resistance force. Therefore, the negative lifting force on a heavy-duty truck is another important factor in aerodynamic design parameter and should be considered in the design of a drag-reducing device of a tractor-trailer. According to the numerical result obtained from present study, the drag force produced by the model-3 has the smallest of all in all speed ranges and has reasonable downward force. The smaller drag force on model-3 with 2/3h in height may results of smallest thickness of boundary layer generated on the topside of the container and the lowest intensity of turbulent kinetic energy occurs at the rear side of the container.