• Proceedings of the KSR Conference
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• 2002.05a
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• pp.111-115
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• 2002

The TGV has been developed in a competition with the domestic air transport. But recently, with congestion, do-regulation of air transport and with the increase of number of cities served by the TGV, operators of rail and air transport are looking for a complementarity between the two modes. In this paper, we'll analyse the background and development of high-speed rail-air links in France for a development plan of high speed transportation network in a national level in Korea.

• Proceedings of the KSR Conference
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• 1998.11a
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• pp.522-529
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• 1998

In this study, system analysis for a train vehicle with an articulated bogie frame adopted in TGV and TGV-K system is performed. System analysis is carried out as follows. First, modal analysis of each subsystem is performed to obtain the natural frequencies and mode shapes. Then modal analysis, of a whole vehicle is performed to obtain the potential interaction between the subsystems. Finallyforced response analysis, such as driving point mobility, is performed to obtain the dynamic response of specific points.

• Proceedings of the KSR Conference
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• 1999.11a
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• pp.526-533
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• 1999

Tn this study, the crashworthy design of the full rake of KHST (Korean High Speed Train under development in G7-project) is numerically evaluated using 2-dimensional crash dynamics. The results of KHST are compared with those of TGV-K (TGV for Seoul-Pusan line). KHST shows better crashworthy behaviors after impact. Specifically, impact forces, decelerations and overriding displacements are much reduced in KHST All the design guidelines under SNCF accident scenario (collision against a movable rigid mass of 15 ton at 110 km/h) are satisfied in KHST.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.28 no.1A
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• pp.95-104
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• 2008

Dynamic behaviors of the two-span continuous bridge which is one of prototypes on Gyoung-Bu high-speed railway are analyzed and some methods for reducing the resonance of the bridge are proposed. The bridge is modeled as a two-span continuous beam and the load is a vehicle of TGV-K (2p+18T) with length of 380.15 meter traveling on the railway bridge at some constant velocity. The equations governing the dynamic behaviors of the bridge are partial differential equations produced by using a system with distributed mass and elasticity. The analysis of the governing equations is performed by the mode superposition method which has modal coordinates solved by Duhamel's integral. Without considering the train velocity the dynamic reponses can be greatly reduced at some special lengths of bridge. It is different from the results of simple bridges researched so far. When the dynamic responses increase rapidly to make a resonance phenomenon depending on the train velocities, the several methods are proposed to deduce the resonance.

• Journal of Chest Surgery
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• v.33 no.4
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• pp.290-300
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• 2000

Background: To evaluate the diagnostic accuracy of EBT(Electron Beam Tomography) in the diagnosis of conotruncal anomaly and to determine whether it can be used as a substitute for cardiac angiography. Material and Method: 20 patients(11M & 9F) with TOF(n=7, pulmonary atresia 2), DORV(n=7), complete TGV(n=4), & corrected TGV(n=2) were included. The age ranged from 7 days to 26 years(median 60 days). We analyzed the sequential chamber localization, the main surgical concenrn in each disease category (PA size, LVED volume and coronary artery pattern for TOF & pulmonary atresia, the LV mass, LVOT obstruction, coronary artery pattern for complete TGV, and type of VSD and TV-PV distance for DORV, etc) and other associated anomalies(e.g., VSD, arch anomalies, tracheal stenosis, etc). Those were compared with the results of echocardiography(n=19), angiography (n=9), and surgery(n=11). The interval between EBT and echocardiography/angiography was within 20/11 days, respectively except for an angiography in a patient with corrected TGV (48 days). Result: EBT correctly diagnosed the basic components of conotruncal anomalies in all subjects, compared to echocardiography, angiography or surgery. These included the presence, type and size of VSD(n=20), pulmonic/LV outflow tract stenosis(n=15/2), relation of great arteries and the pattern of the proximal epicardial coronary arteries(16 out of 20). EBT proved to be accurate in quantitation of the intrapericardial and hilar pulmonary arterial dimension and showed high correlation and no difference compared with echocardiography, angiography, or surgery(p>0.05) except for left pulmonary arterial & ascending arterial dimension by echocardiography. LVED volume in seven TOF(no difference: p>0.05 & high correlation: r=0.996 with echocardiography), and LV mass in 4 complete TGV were obtained. Additionally, EBT enabled the cdiagnosis of subjlottic tracheal stenosis and tracheal bronchus in 1 respectively. Some peripheral PA stenosis were not detected by echocardiography, while echocardiography appeared to be slightly more accurate than EBT in detecing ASD or PDA. Conclusion: EBT can be a non-invasive and accurate modality of for the evaluation of most anatomical alteration including peripheral PS or interruption in patients with conotruncal anomalies. Combined with echocardiography, EBT study provides sufficient information for the palliative or total repair of anomalies.

• 전기의세계
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• v.31 no.6
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• pp.411-416
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• 1982

본고의 내용은 다음과 같다. 1. TGV의 특징 1.1 선로시설 1.2 전철설비

• 기계와재료
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• v.10 no.4 s.38
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• pp.67-77
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• 1998

• Railway Journal
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• v.19 no.2
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• pp.61-65
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• 2016

• Journal of the Korean Society for Railway
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• v.2 no.3
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• pp.18-25
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• 1999

A high speed train named Korean High Speed Train (KHST) with its maximum operating speed 350 km/h is now under development. For the successful design of a quiet and comfortable high speed train, it is important to understand the general features of the noise and vibration characteristics of high speed train. This paper reviews extensively collected materials on the noise and vibration characteristics of existing high speed trains. Based on the noise and vibration characteristics of TGV systems, a simple indoor-noise prediction rule is proposed for the TGV-type high speed trains such as KHST The indoor-noise of KHST at 350km/h is expected to be larger than at least 71 dBA. Some important researches conducted for designing KHST during last two years under the G-7 project are also briefly introduced at the last part of this paper.

• Proceedings of the KSR Conference
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• 2005.05a
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• pp.922-929
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• 2005

본 논문은 TGV 개발을 중심으로 한 프랑스 철도정책 공동체의 정치, 사회, 경제적 배경과 정책결정자, 정책의 추진과정 및 설득과정을 분석함으로써 1960년대 이후 프랑스 공공정책 분야에서 급속하게 발달하게된 자유주의적 개혁을 설명함을 목표로 하고 있다. 프랑스 국영철도(SNCF)는 2차 대전이후 국민경제의 재건을 목표로 한 정부의 적극적인 지원하에 기술 및 생산성에서 세계적인 기록들을 수립했으나 민간부문의 교통수단들과의 경쟁에 직면해 경영의 어려움을 겪게 되었다. 이에 정부는 철도부문에 민간의 경영방식을 도입하고 적극적인 시장의 재탈환에 나서도록 이니셔티브를 부여함으로써 SNCF로 하여금 고속철도 기술을 개발하도록 이끌게 되었다. 나아가 이 과정에서 나타난 정책결정 구조와 정책의 설득과정에 대한 분석은 프랑스 철도정책 공동체의 특수성을 이해하게 해 줄 것이다.