• Proceedings of the KSR Conference
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• 2000.11a
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• pp.659-665
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• 2000

EMU Traction Control System has been largely relied on foreign technology until now. In this time, this system is developed by own local technology according to national technology development policy during 3 years. In this paper, the new developed Traction Control System of EMU and its testing results are introduced. The Traction Control System is consisted latest IGBT switching elements and its traction control algorithm is realized by the state-of-the-art technology, vector control. The system is fully tested in various conditions and the quality is well verified in those tests.

• The Transactions of the Korean Institute of Electrical Engineers B
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• v.48 no.12
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• pp.709-714
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• 1999

This paper is focused on the adhesion control method to improve traction efficiency using the estimated adhesion for railway propulsion system. Recently, the wheel slippery is frequently occurred due to light weight of train and power increasement of traction parts. This phenomenon occurs a traction loss and a poor ride comport. Therefore, the adhesion control which is able to prevent the slippery and to control the traction on a maximum adhesion is absolutely needed. This paper introduces typical methods for adhesion control and proposes two novel adhesion methods using the estimated adhesion.

• The Journal of Korean Physical Therapy
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• v.32 no.6
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• pp.348-353
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• 2020

Purpose: This study examined the comparison of effects of non-surgical continuous and intermittent traction on pain, balance and physical function in the treatment of knee osteoarthritis. Methods: A total of 30 knee osteoarthritis patients were recruited and randomized to a continuous traction group (n=10), an intermittent traction group (n=10), and a control group (n=10). The continuous traction group and intermittent traction group received a non-surgical continuous and intermittent knee joint traction workout five times a week, for 4 weeks. All subjects were assessed with the numeric rating scale (NRS), timed up and go test (TUGT), and Western Ontario and McMaster Universities Osteoarthritis Index (WOMAC) before and after the 4-week treatment. Results: As a result of comparison within groups, the continuous traction group, intermittent traction group, and control group showed a significant difference for NRS, TUGT, and WOMAC after the experiment (p<0.05). According to the comparison of the three groups, the continuous traction group showed a more effectively significant difference than the intermittent traction group and the control group in the balance and physical functions before and after the experiment (p<0.05). Conclusion: This study showed that non-surgical continuous traction treatment was effective in improving pain, balance ability, and physical function in knee osteoarthritis patients.

• The Journal of Korean Physical Therapy
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• v.17 no.4
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• pp.537-557
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• 2005

The purpose of this study was to investigate the effect of pelvic traction and muscle energy technique(MET) for hemiplegic patients on static standing balance. The scale for static standing balance is measured by using mean balance(%), frequence(Hz), sway area($mm^2$), sway path(mm), max sway velocity(mm/s), ant/post sway angle($^{\circ}$), lateral sway angle($^{\circ}$), sway number, change of pelvic height is measured in relation to the height of ASIS and PSIS. The subjects of this study were thirty hemiplegic patients: 15men and 15 women, with an average ages of 50.80 years. The thirty subjects were divided into 3 group of 10 at random ; ten subjects had pelvic traction after bobath therapy (the pelvic traction group), ten subjects had muscle energy technique after bobath therapy (the MET group), and ten subjects had only bobath therapy (the control group). Static standing balance was measured using BPM (balance performance monitor; data print software version 5.3), pelvic height was measured using height measuring with an adjustable horizontal arm. In order to assure the statistical significant of the result, an one-way ANOVA, the paired t-test, and a person's correlation were applied at the.05 level of significance. The results of this study were as follows: 1) The change in pelvic height were statistically significant between the pelvic traction group, the MET group and the control group on pre-treatment and post-treatment(p<.05). 2) The change in affected and non-affected on weight bearing were not statistically significant between the pelvic traction group, the MET group and the control group on pre-treatment and post-treatment(p>.05). 3) The change in frequency were statistically significant between the MET group, the control group and the pelvic traction group on pre-treatment and post-treatment(p<.05). 4) The change in sway area were statistically significant between the MET group, the control group and the pelvic traction group on pre-treatment and post-treatment(p<.05). 5) The change in sway pa1h were statistically significant between the pelvic traction group, the MET group and the control group on pre-treatment and post-treatment(p<.05). 6) The change in max sway velocity were statistically significant between the pelvic traction group, the MET group and the control group on pre-treatment and post-treatment(p<.05). 7) The change in ant/post sway angle were statistically significant between the pelvic traction group, the MET group and the control group on pre-treatment and post-treatment(p<.05). 8) The change in lateral sway angle were statistically significant between the pelvic traction group, the MET group and the control group on pre-treatment and post-treatment(p<.05). 9) The change in sway number were statistically significant between the pelvic traction group, the MET group and the control group on pre-treatment and post-treatment(p<.05). In conclusion, there was a difference between the experimental group and the control group. In the future, we have to study continuously about pelvic traction and muscle energy technique in hemiplegic patients.

• International Journal of Automotive Technology
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• v.7 no.6
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• pp.687-695
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• 2006

This paper presents a network-based traction control system(TCS), where several electric control units(ECUs) are connected by a controller area network(CAN) communication system. The control system consists of four ECUs: the electric throttle controller, the transmission controller, the engine controller and the traction controller. In order to validate the traction control algorithm of the network-based TCS and evaluate its performance, a Hardware-In-the-Loop Simulation(HILS) environment was developed. Herein we propose a new concept of the HILS environment called the network-based HILS(Net-HILS) for the development and validation of network-based control systems which include smart sensors or actuators. In this study, we report that we have designed a network-based TCS, validated its algorithm and evaluated its performance using Net-HILS.

• Journal of the korean Society of Automotive Engineers
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• v.11 no.3
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• pp.13-21
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• 1989

여기서는 traction control system의 원리와 효과, 제어방법의 비교 및 simulation계산에 의한 해석 예를 소개하는 것과 동시에 최근의 기술동향 및 TCS의 전망에 대해 소개하고자 한다.

• Journal of Drive and Control
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• v.10 no.3
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• pp.1-6
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• 2013

Traction control suppresses the spinning of the driven wheel during drive away or acceleration on slippery road condition. In this study, the estimation method of brake pressure hardly measured is proposed. The estimation method of brake pressure and the brake pressure control with pulse width modulation(PWM) are verified a good performance through experiment. Also, the vehicle simulation on slippery road conditions is validated the applicability of brake pressure control for traction control. The simulation results have showed that the brake pressure can be used the control variable for traction control.

• Journal of Drive and Control
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• v.16 no.3
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• pp.67-74
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• 2019

The automotive market has recently been investing much time and costs in improving existing technologies such as ABS (Anti-lock Braking System) and TCS (Traction Control System) and developing new technologies. Additionally, various methods have been applied and developed to reduce this. Among them, the development method using the simulation has been mainly used and developed. In this paper, we have studied a method to develop SILS (Software In the Loop Simulation) for TCS which can test various environment variables under the same conditions. We modeled hardware (vehicle engine and ABS module) and software (control logic) of TCS using MATLAB/Simulink and Carsim. Simulation was performed on the climate, road surface, driving course, etc. to verify the TCS logic. By using SILS to develop TCS control logic and controller, it is possible to verify before production and reduce the development period, manpower and investment costs.

• Journal of the Korean Society for Railway
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• v.2 no.1
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• pp.56-66
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• 1999

This purpose of this paper is to perform the readhesion control algorithm of the urban railway traction. A study on readhesion control algorithm is done for the adhesion system. This system has all characteristics of the voltage source converter by a process ability to regenerate power. The traction motor is controlled by IGBT inverter. The test equipment composes traction motor, torque-meter, clutch, and a tubular type of interia mass.

• The Transactions of the Korean Institute of Power Electronics
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• v.26 no.2
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• pp.127-134
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• 2021

This study presents an overhang-type rail traction system using dual brushless AC (BLAC) motors with hall sensors. For an accurate position and moving length control of the designed rail traction system, instantaneous position controller using speed reference model and modified disturbance observer for BLAC motor with hall sensor are proposed. The presented speed reference model is designed to satisfy the required performance of 200 mm/s with proper acceleration and deceleration slopes to reduce mechanical vibration. Through the instantaneous speed reference model, instantaneous position and speed errors can be compensated together. Furthermore, the modified disturbance observer for BLAC motors with low-resolution hall sensors can improve the torque and speed control performance. The proposed disturbance observer is based on an actual motor speed. However, the feedback speed information of the hall sensor is not enough for use in the low-speed region. The practical adopted disturbance observer uses an activation speed band to the actual torque controller of the designed rail traction system. The proposed position control scheme is verified by the MATLAB-Simulink model and a practical manufactured traction system. In the computer simulation and experiments, the proposed position control scheme shows advanced control performance.