• 한국철도학회논문집
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• 제4권4호
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• pp.131-137
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• 2001

The dynamic behavior of high speed train is very important because of its safety and passengers' ride comfort. The railway vehicle is composed of many suspension components, such as 1st springs, 1st dampers, 2nd springs and 2nd dampers, that have an influence on the dynamic characteristics of high speed train. Also, the wheel/rail shapes and the track geometry affect the dynamic behavior of high speed train. This paper reviews the dynamic behavior of KHST in the KTX test line. The VAMPIRE program is used for this simulation. The simulation results are within the limits of safety criteria. Thus the KHST can operate safely at 350 km/h in the KTX test line.

• 대한전기학회:학술대회논문집
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• 대한전기학회 1999년도 하계학술대회 논문집 F
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• pp.2745-2747
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• 1999

Recently, the eddy current braking system has an advantage as the high speed railway train is developed. Because it is independent on wheel-rail coefficient of adhesion and it can be used in adverse weather conditions by reason of non-acting on wheels. In this paper we designed down-scaled eddy current brake model and developed control algorithm to generate constant braking torque. Our algorithm is verified through experiments to generate constant torque.

• 한국정밀공학회:학술대회논문집
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• 한국정밀공학회 2000년도 추계학술대회 논문집
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• pp.703-707
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• 2000

This paper studied on the lateral motion of the gantry crane which is used for the automated container terminal. Though several problems are occurred in driving of gantry crane, they are solved by the motion by the operator. But, if the gantry crane is unmanned, it is automatically controlled without any human operation. Especially, the collision between wheel-flange and rail is a very critical problem in driving of unmanned gantry crane. To bring a solution to these problems, the lateral and yaw dynamic equations of the driving mechanism of gantry crane are derived. And this study used PD(Proportional-Derivative) Controller to control the lateral displacement and the yaw angle. The simulation result of the driving mechanism using the Runge-Kutta method is presented in this paper.

• 한국소음진동공학회:학술대회논문집
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• 한국소음진동공학회 2008년도 춘계학술대회논문집
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• pp.510-518
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• 2008

This paper presents recent development of (semi)-active steering bogies for railway vehicles and introduce the state-of-art of related technologies. Steering bogies have been studied in various researchers since they can offer high ride quality for passengers and reduce the maintenance costs of wheel and rail wear. Especially, they are considered to be a fundamental solution to dramatically reduce the squeal noise on tight curves. However, passive steering bogies such as self-steering bogies and forced steering bogies have shown their limits to cope with the various running conditions. Therefore, (Semi)-active steering bogies have been studied to overcome the drawbacks of the passive steering bogies. As a result, an active steering bogie, so called mechatronic bogie, is developed successfully in Europe and it has shown remarkable performance in test line.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2000년도 추계학술대회 논문집
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• pp.271-281
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• 2000

A number of variables and environment are concerned for the basic design of train. The design of train ran be optimized by the ruining simulation. And using the simulation result the consuming energy, regenerating power, adhesion coefficient, train traction control capacity are respectable. Considering these variables and for more information operating time, operating period, standard velocity and limit speed, the all factors of train are optimized. The light-tail tram is mainly divided into linear motor train, road surface train, iron wheel train and rubber tire train, and the most profitable one for adhesion coefficient is rubber tire train and the train will be designed.

• 한국철도학회논문집
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• 제9권5호
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• pp.550-554
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• 2006

In the early stage of operation of KTX, passengers complained of the excessive cabin noise as the passes the tunnel. The noise is caused partly by wheel-rail contact and partly by airflow around the carbody. In this study, to reduce the cabin noise, the effect of the mud-flaps located between the cars is investigated. A series of tests was conducted to clarify the influences of the type and length of mud-flap, and train speed on the cabin noise. The optimum length of mud-flap was found. The shedding vortices around the mud-flap is thought to be the cause of the aerodynamic noise. Strouhal number and the resonant shedding frequency around the mud-flap correlated well with the cabin noise level.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2007년도 춘계학술대회 논문집
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• pp.351-357
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• 2007

The transition zone between railway embankment and structures, or different track types is known to be an area in which problems often arise and where extra care needs to be taken with maintenance. Differences in track stiffness have dynamic effects and these increase the force in the track and the extent of deformation. In this study, the criteria for the change ratio of track stiffness along transition area, and proper transition length are presented through train/track interaction analyses. Those are derived on the basis of permissible limitations of train and track performances such as rail stress, uplift force of fastener, reduction of dynamic wheel force, and acceleration of car body. A feasible method of evaluation of track stiffness which is necessary when a designer reviews whether the criteria are satisfied or not is also presented.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2007년도 춘계학술대회 논문집
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• pp.438-443
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• 2007

In the recent railway construction, the concrete slab track is highlighted as the maintenance-free track and the main stream is moving from ballasted track to concrete slab track. However, in spite of many merits of concrete slab track, the higher noise generated from the concrete slab track is a troublesome question to solve and, by this reason, many studies on noise reduction of concrete slab track are carried out. The railway noise can be classified into the reflection noise emitted from wheel/rail contact and the structure-borne noise transmitted through railway structures. In this presentation, we would like to introduce an example of the successful reduction of structure-borne noise at track retrofitting to maintenance-free concrete slab track in elevated Changdong Station which was built with ballasted track on Rahmen structure.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2007년도 춘계학술대회 논문집
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• pp.1044-1049
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• 2007

The construction of concrete slab track system is increased because the system has advantages which are maintenance free and so on, the other side, the system has weak points such as increase of the cost of the early stage construction and noise levels. The increment of noise is due to the reflection of generated noise on the slab tracks. Therefore the acoustic-absorptive materials are considered to reduce noise level. It has been made clear that acoustic-absorptive materials are effective for reducing the wheel/rail noise on slab tracks. The important performance of the acoustic-absorptive material is absorption rates and absorption rates are verified for the considered absorber elements using acoustic duct method. In addition, the required provisons for installing acoustic-absorptive block on slab tracks are considered.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2010년도 춘계학술대회 논문집
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• pp.1026-1032
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• 2010

In this paper, To estimate the train exterior noise and environment noise which are occur when High-Speed EMU is driving with the speed of 370km/h, Estimated sound source about noise that is appeared during operation based upon noise SPL values. Based on aero-dynamic noise source and wheel-rail noise source, these were already used to the existed research, we have estimated each sound power about measured noise, and computed the sound source to apply on the High-Speed EMU, and also calculated the sound power in case of the maximum operation speed of 370km/h.