• 한국철도학회:학술대회논문집
• /
• 한국철도학회 2005년도 춘계학술대회 논문집
• /
• pp.220-224
• /
• 2005

EMU(Electric Multiple Unit) operated in local area is mostly consist of moving system on the rail and the traction motor drives the gear and wheel with the mechanical propulsion force. Most of countries are interested in Magnetic Levitation Vehicle for the transportation system on next generation and they have been studying about it continuously. Thus this paper is studied the Linear Induction Motor as the propulsion equipment of Magnetic Levitation Vehicle

• 한국철도학회:학술대회논문집
• /
• 한국철도학회 2010년도 춘계학술대회 논문집
• /
• pp.549-556
• /
• 2010

Reliable fast working maglev switch is one of the key technologies needed for the maglev system to be commercialized. Switch for the maglev system is large, heavy, complicated, expensive compared with that of the traditional wheel-on-rail system. This paper reports the development of a segmented maglev switch for urban transit maglev system under construction for the 6.1 km long double track maglev commercialization line in Inchon international airport in 2012. Test results along with details of the segmented maglev switch components are reported.

• 한국철도학회:학술대회논문집
• /
• 한국철도학회 2008년도 춘계학술대회 논문집
• /
• pp.238-242
• /
• 2008

Transitional zones, one of the typical weak area of earthworks, require lasting a maintenance work due to a differential stiffness of substructures. It is very difficult problem that transition zone was perfectively prevented against a differential settlement. The transitional zone will deteriorate at an accelerate rate. This may lead to pumping ballast, swinging or hanging sleepers, permanent rail deformations, worn track components, and loss of surface and gauge. In this study, it is performed that settlement behavior in transitional zone was compared with small model test.

• 한국철도학회:학술대회논문집
• /
• 한국철도학회 2008년도 춘계학술대회 논문집
• /
• pp.1143-1147
• /
• 2008

This test is performed to reduce slip/slide which are generated from VVVF inverter. when the adhesive force between wheel and rail is not ensured, slip/slide are mainly originated. In this paper, we carried out real test adopting acceleration changes to find optimized method minimizing the amount of generation of slip/slide. Through this real test, we obtained optimum result on reducing slip/slide and especially focused on decrease in slip. This method is currently applied to real train.

• 한국철도학회:학술대회논문집
• /
• 한국철도학회 1998년도 창립기념 춘계학술대회 논문집
• /
• pp.287-290
• /
• 1998

Wheel impact due to the joint discontinuity is a major source of uncomfortable vibration in the railway vehicles. Since the impact signal is measured using sensors attached to the bogie and its energy content is small compared to the other vibrations from the machineries such as motors and gear systems, the seperation of the impact signal is generally difficult. In this study a technique using an evolutionary spectrum is proposed in order to estimate the impact signal due to the rail joint discontinuity.

• 한국철도학회:학술대회논문집
• /
• 한국철도학회 2004년도 추계학술대회 논문집
• /
• pp.1455-1460
• /
• 2004

In electric motor coaches, when the adhesion force coefficient between rail and driving wheel decreases suddenly, the electric motor coach has slip phenomena. The characteristics of adhesion force coefficient is strongly affected by the conditions between rails and driving wheels, such as moisture, dust, and oil on the rails and so on. This paper proposes the vector control structure for the improved re-adhesion control with paralleled control of induction motors under the sudden variation of the adhesion force coefficient.

• 한국철도학회:학술대회논문집
• /
• 한국철도학회 2002년도 춘계학술대회 논문집
• /
• pp.312-316
• /
• 2002

Tilting train is the best solution to provide faster passenger service on conventional railway lines without too costly modification of infrastructure. Kinematic envelope gauging is very important when applying tilting trains % conventional railways with limited clearance. Due to tilting motion, the kinematic envelope of tilting train is larger than that of non-tilting train. This study was done to estimate the maximum dimension of tilting train being suitable for Korean conventional lines. In this study the two worst cases of tilting train movement was assumed and related suspension displacements, geometrical overthrow of train on une, wear of wheel ＆ rail were combined to determine kinematic envelope.

• 한국철도학회:학술대회논문집
• /
• 한국철도학회 1998년도 추계학술대회 논문집
• /
• pp.129-136
• /
• 1998

The LIM can be used as a transport system with wheel structure. The structural tolerance cause the airgap unbalance and that effects on the LIM performance. The effect of airgap unbalance on the motor performance such as thrust force, velocity and armature current are investigated by using Finite Element Analysis (FEA). From this numerical works, it is known that the airgap unbalance almost does not effect on the motor performance and LIM for transport system is robust to the structural tolerance.

• Structural Engineering and Mechanics
• /
• 제75권4호
• /
• pp.507-518
• /
• 2020

With the rapid development of rail transit, rail transit noise needs to be paid more and more attention. In order to accurately and effectively analyze the characteristics of low-frequency noise, a prediction model of vibration of box girder was established based on the hybrid FE-SEA method. When the train speed is 140 km/h, 200 km/h and 250 km/h, the vibration and noise of the box girder induced by the vertical wheel-rail interaction in the frequency range of 20-500 Hz are analyzed. Detailed analysis of the energy level, sound pressure contribution, modal analysis and vibration loss power of each slab at the operating speed of 140 km /h. The results show that: (1) When the train runs at a speed of 140km/h, the roof contributes more to the sound pressure at the far sound field point. Analyzing the frequency range from 20 to 500 Hz: The top plate plays a very important role in controlling sound pressure, contributing up to 70% of the sound pressure at peak frequencies. (2) When the train is traveling at various speeds, the maximum amplitude of structural vibration and noise generated by the viaduct occurs at 50 Hz. The vibration acceleration of the box beam at the far field point and near field point is mainly concentrated in the frequency range of 31.5-100 Hz, which is consistent with the dominant frequency band of wheel-rail force. Therefore, the main frequency of reducing the vibration and noise of the box beam is 31.5-100 Hz. (3) The vibration energy level and sound pressure level of the box bridge at different speeds are basically the same. The laws of vibration energy and sound pressure follow the rules below: web

• 한국산학기술학회논문지
• /
• 제14권8호
• /
• pp.4068-4076
• /
• 2013

열차가 주행할 때 발생하는 차륜-레일 상호작용력은 열차의 주행속도, 차량축중과 선형조건(곡선반경, 캔트) 등 여러 변수의 영향을 받는다. 구조물의 안정성을 확보하기 위해서는 증속이전에 각 변수별로 구조물에 대한 영향 평가가 필요하다. 최근 차세대고속철도사업으로 국내에서 개발된 HEMU 430-X는 지난 2013년 3월, 경부 2단계구간에서 최고 421.4km/h의 속도를 달성한 바 있다. 향후 호남고속선 Test-Bed 구간(오송기점 K.P 100-128km)에서 추가적인 증속주행시험을 하는 경우 동적효과 증가로 인한 동적하중증가와 원심하중에 의한 외측레일에 대한 궤도작용력에 대한 검토가 필요하다. 본 논문에서는 HEMU열차의 추진력, 실측주행저항과 호남고속선의 선로선형을 고려하여 TPS 분석을 수행하여 선로에서의 속도변화를 계산하였다. 그리고 HEMU 열차주행시 곡선구간에서의 원심하중과 충격계수를 고려한 궤도부담력을 평가하였다.