• Journal of Power System Engineering
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• v.3 no.1
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• pp.38-44
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• 1999

Subway is one of the most important transportation and its facilities are increased by the drift of population to cities in these days. But heat generation results from lighting, human and traffic increase in subway, half-closed space, gives uncomfortable sense to the subway passengers. Therefore, natural ventilation by piston effect is done to relieve uncomfortable sense. But train wind by piston effect gives uncomfortable sense to the subway passengers, too. So the numerical calculation of inflow and outflow amounts is important to predict thermal environment and reduce train wind. In case of actual survey of train wind in target station, the amount of train wind are about $3100m^3/train$ at the minimum, about $6000m^3/train$ at the maximum, about $4200m^3/train$ on average. When comparison between simulation for train wind prediction and actual survey for accuracy was done train wind prediction program showed similar results.

• Proceedings of the KSR Conference
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• 2011.05a
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• pp.1563-1571
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• 2011

In the commercial trains, there are monitors hung on the ceiling which simply display broadcasted contents so a passenger in a cabin has only one choice of passively watching them or not. To lead the application of IT in railway, keep a passenger from tedious journey, or help a passenger having a productive time, an MCS(Multimedia Contents System) was analyzed, designed, and implemented. A passenger can select and use a content from a smart terminal that is attached at the passenger's seat. A smart terminal is one that has its own memory and processor to handle informations and interact with a user. In this paper, the contents, such as train schedule, transfer information, traveling information, e-book, TV, music, and game, that the MCS can provide were introduced. To validate the applicability of the MCS on a next generation high-speed train, a testing environment will be set on a pre-production car and tested. The successful installation of the MCS will boost up the competitive power of the next generation train in the world market.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2006.05a
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• pp.1449-1452
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• 2006

When fluid at high speed flows over an open cavity, large acoustic pressure fields inside the cavity are produced by fluid/structure interactions at the downstream end of the cavity. The inter-coach spacing is one of the most important sources of the aero-acoustic noise of a high-speed train. This noise can usually be heard as low frequency structure-borne noise inside the train. In this study experiments were performed in order to investigate the effects of mud-flap length on the aeroacoustic noise generation inside high-speed trains. Results of the measurement confirmed that the characteristics of the noise generated from the inter-coach spacing are strongly dependent on the size of the gap. Also investigated are the characteristics of the turbulent flow after the inter-coach spacing and consequent generation of the aeroacoustic noise inside the cabin.

• The Transactions of the Korean Institute of Electrical Engineers P
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• v.53 no.1
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• pp.32-39
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• 2004

Railway signaling systems consist of several vital computerized equipment such as CTC(Centralized Traffic Control), EIS(Electronic Interlocking System), ATC(Automatic Train Control) and so on. Currently, the project for development of railway signaling systems for the next-generation high-speed train is progressed according to the G7 project and railway signaling related several companies and research institute are joined this project consortium. The railway signaling systems, being developed in this project, called as a kTCS(Korean Train Control System), is composed of kTCS-CTC, kTCS-IXL, kTCS-ATC and etc. kTCS signaling systems have to be operated at the laboratory testing level as integrated signaling systems by interface between each railway signaling systems before railway field installation and revenue service. To solve this matter, communication protocols between each signaling equipment are designed and message codes for each defined protocols have defined. And also several equipment has developed for the railway integrated signaling systems for laboratory testing. We has plentifully tested and verified the designed protocols and the characteristics of integrated railway signaling systems with our developed each kTCS signaling equipment and communication protocols. In this paper, the integrated kTCS system including communication protocols is presented.

• Journal of the Korean Society for Railway
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• v.18 no.3
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• pp.186-193
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• 2015

In this paper, a reliability growth analysis for a next-generation high-speed train was conducted. First, the high-speed train was decomposed into 6 sub-systems and main equipment of the high-speed train was derived from functional diagrams. Next, failure rates were calculated for each sub-system from the failure data obtained during commissioning tests. Then, reliability growth analysis was conducted for the high-speed train using the Duane model. The results show that activities to increase reliability were carried out throughout the test runs from the reliability growth results.

• International Journal of Railway
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• v.7 no.4
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• pp.100-108
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• 2014

A numerical analysis method for predicting aerodynamic noise at inter-coach space of high-speed trains, validated by wind-tunnel experiments for limited speed range, is proposed. The wind-tunnel testing measurements of the train aerodynamic sound pressure level for the new generation Korean high-speed train have suggested that the inter-coach space aerodynamic noise varies approximately to the 7.7th power of the train speed. The observed high sensitivity serves as a motivation for the present investigation on elucidating the characteristics of noise emission at inter-coach space. As train speed increases, the effect of turbulent flows and vortex shedding is amplified, with concomitant increase in the aerodynamic noise. The turbulent flow field analysis demonstrates that vortex formation indeed causes generation of aerodynamic sound. For validation, numerical simulation and wind tunnel measurements are performed under identical conditions. The results show close correlation between the numerically derived and measured values, and with some adjustment, the results are found to be in good agreement. Thus validated, the numerical analysis procedure is applied to predict the aerodynamic noise level at inter-coach space. As the train gains speed, numerical simulation predicts increase in the overall aerodynamic sound emission level accompanied by an upward shift in the main frequency components of the sound. A contour mapping of the aerodynamic sound for the region enclosing the inter-coach space is presented.

• Proceedings of the KIEE Conference
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• 2003.11c
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• pp.802-805
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• 2003

The aim of this paper is to provide a guide to those methods of train detection which are available, or are likely to become available, to the designer of train control or other relevant systems. In broad terms, train detection may be defined as the process of generating information which describes the location and movement of trains. Train detection information is difficult to define in isolation. Consider, for example, the train detection information required in a modern train control system. This may vary considerably : in a future high performance train control system, it might be necessary to know the precise position, direction of movement, speed, and possibly even the acceleration or braking, of all trains in the control area : in a less demanding application, it might be sufficient to know only the location of trains in terms of the occupation of sections of track.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2006.11a
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• pp.65-68
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• 2006

Experiments were performed to investigate the effects of mud-flap width on the aeroacoustic noise generation inside high-speed trains. The open-circuit type wind tunnel was used. The measurement setup was custom-built to simulate intercoach spacing. From the measurements, the characteristics of the turbulent flow after the intercoach spacing and consequent generation of aeroacoustic noise inside the cabin was investigated. Especially the effects of mud flap length on the characteristics of the characteristics of the turbulent flow were identified. The mechanism of noise generation by analyzed interactions with structure vibration characteristics and generation characteristics of blocked pressure was investigated.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.18 no.10
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• pp.681-687
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• 2017

We investigated the potential for wind-power generation using the wind produced by express trains. We built equipment to detect the wind velocity, including wind meters and a data analyzer. We considered various conditions that might change the wind. First, we measured the velocity and duration of the wind at three locations distinguished by the presence of a tunnel and a valley landscape. We analyzed the changes in the wind according to the geometric conditions. Also, we analyzed the changes in the wind according to three different heights relative to the train. We also compared the wind produced by a KTX train and an SRT train. Finally, we used the results to derive the wind power energy harvested from the wind and discuss the expected utility.

• 한국전산유체공학회:학술대회논문집
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• 2011.05a
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• pp.362-367
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• 2011

The aerodynamic performance of the pantograph of the next generation high sped train is analyzed. The calculation of the flow around pantograph is carried cut by FLUENT; by the steady state flow calculation with ${\kappa}-{\omega}$ SST turbulence model, the lift force of the pantograph is computed. For the verification of the numerical schemes am grid systems, flow calculations are performed with the pantograph shape which was used at the experiments performed at Railway Technical Research Institute (RTRI) in Japan. Then, the difference of lift force between numerical am experimental results is about 10%. Therefore, selected numerical schemes and the current grid system is adequate for the analysis am prediction of the aerodynamic performance of panthograph system. Based on these numerical schemes am grid system, the flow around pantograph of the next generation high sped train is calculated and the lift force of the pantograph is predicted; the lift force of the pantograph is about 146N.