• 한국철도학회:학술대회논문집
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• 한국철도학회 2005년도 추계학술대회 논문집
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• pp.1281-1286
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• 2005

This study shows organizational designs to increase the coordination between infrastructure and rolling stock operation organizations after rail reform based on wheel/rail interface and train/track interaction. Information sharing, face-to-face meeting, liaison role, task force, manager responsible for coordination, and team organization could help to coordinate infrastructure construction plan and train operation plan. It is necessary for the organizations to begin to study the interaction between track and train in Korean environments to make the coordination more efficient.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2004년도 춘계학술대회 논문집
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• pp.789-797
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• 2004

The wear and defects on the wheel tread are caused by the interface between wheel and rail, the suspension system on bogie, the track condition and etc, which are interacted with complex mechanism. Because of the difficulty of analysis of wheel and rail interaction, the measuring data are necessary for improvement of wheel design and maintenance of train. On this case study, the pattern of wheel wears and defects are presented and lifetime of wheel and the reprofiling period are estimated on a basis of the measured results.

• 한국자동차공학회논문집
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• 제8권5호
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• pp.148-156
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• 2000

In this paper, we investigate contact characteristic of wheel-rail interface for rolling stock using the finite element method. Contact stress distribution due to the rail mounting slope is obtained in order to reduce the contact stress. Stress analysis of the rail, firstly, is performed one subjected to elliptical pressure based on Hertz theory. Secondly, we perform stress analysis of the rail subjected to contact stress obtained by this study. Results for the maximum shear stress, its location and the principal shear stress distribution are compared.

• 한국윤활학회:학술대회논문집
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• 한국윤활학회 2003년도 학술대회지
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• pp.112-117
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• 2003

The purpose of this work is to general approach to numerically simulating wear in rolling and sliding contact area between wheel and rail interface based on the analysis of dynamics with general MBS package. A simulation scheme is developed that calculates the wear at a detailed level. The estimation of material removal follows Archard's wear equation which states that the reduction of volume is linearly proportional to the sliding distance, the normal applied load and the wear coefficient and inverse proportional to hardness. The main research application is the wheel-rail contact of Korea High Speed Railway.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2003년도 추계학술대회 논문집(III)
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• pp.369-376
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• 2003

The purpose of this work is to general approach to numerically simulating wear in rolling and sliding contact area between wheel and rail interface based on the analysis of dynamics characteristics with general MBS package. A simulation scheme is developed that calculates the wear at a detailed and various level. The estimation of material removal follows Archard's wear equation which states that the reduction of volume is linearly proportional to the sliding distance, the normal applied load and the wear coefficient and inverse proportional to hardness. The main research application is the wheel-rail contact of Korea High Speed Railway.

• 전기학회논문지
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• 제60권1호
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• pp.85-92
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• 2011

Main characteristic in railroad is the guided movement of the wheel by the track through a metal-to-metal contact, conferring to the rail vehicle a single degree of freedom. There are defects such as head check, shelling, corrugation, squats etc in surface of the rail by interface between the wheel and rail. These defects bring about reducing the life-cycle of rails and track components and increasing noises. In case of bad conditions, it is possible to happen to full-scale accident such as derailment. Recently, the track capacity has been increased for increasing speed and operation efficiency. So, maintenance and indirect cost have been increased. Currently, a coating method of rail construction is proposed by using the ceramics in Korea. Rails are used as the earth in electrical railroad systems. Currently traction return current is flowed through wheels of trains. In case of rails coated, problems are caused in the contact power between wheel and coating material of spray. In this paper, electric model is presented in the AT feeding method. In case of rails coated, electric model is presented. Also, standard resistance of the ceramic is demonstrated by contact power between wheel and coating material of spray.

• 한국분말재료학회지
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• 제25권6호
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• pp.501-506
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• 2018

With the recent remarkable improvements in the average speeds of contemporary trains, a necessity has arisen for the development of new friction modifiers to improve adhesion characteristics at the wheel-rail interface. The friction modifier must be designed to reduce slippage or sliding of the trains' wheels on the rails under conditions of rapid acceleration or braking without excessive rolling contact wear. In this study, a novel composite material consisting of metal, ceramic, and polymer is proposed as a friction modifier to improve adhesion between wheels and rails. A blend of Al-6Cu-0.5Mg metallic powder, $Al_2O_3$ ceramic powder, and Bakelite-based polymer in various weight-fractions is hot-pressed at $150^{\circ}C$ to form a bulk composite material. Variation in the adhesion coefficient is evaluated using a high-speed wheel-rail friction tester, with and without application of the composite friction modifier, under both dry and wet conditions. The effect of varying the weighting fractions of metal and ceramic friction powders is detailed in the paper.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2009년도 춘계학술대회 논문집
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• pp.529-538
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• 2009

A trial run of locally-developed tilting train has been in process on Chungbuk line since the test vehicle was first produced. For the system stabilization, interface verification among the systems including track, structure, catenary and signaling system, not to mention the rolling stock, is very crucial. Therefore, in this study, the dynamic rail force of the tilting (Hanvit 200), high-speed (KTX) and general (Mugunghwa) vehicle caused by driving in transition curve track was measured. And, it compared the tilting response with the other by using the measured wheel load data in transition curve track, and then evaluated probability the range of wheel load fluctuation for the variable dynamic vertical and lateral wheel load. As a result, a range of wheel load by occured a change of cant from the high-speed and general vehicle which had fixed bogie structure was distributed throughout small deviation (${\Delta}8{\sim}13kN$). Otherwise, in case of the tilting train which was consisted of the pendulum bogie structure was distributed wide range about large deviation (${\Delta}25{\sim}28kN$) by changed of cant.

• 한국소음진동공학회:학술대회논문집
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• 한국소음진동공학회 2014년도 춘계학술대회 논문집
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• pp.666-671
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• 2014

To reduce the exterior noise level of EMU, there are several ways have been evaluated. The noise sources for the exterior noise level are the traction motor, driving gear and wheel/rail rolling noise. In this article, the ways to mitigate the noise issue for EMU have been investigated and especially the way to protect the noise radiation from the bogie area and wheel/rail rolling noise. The way to evaluate the effect of the side skirt has been reviewed. To install the side skirt, the interface between the side skirt and the carbody and bogie should be examined and the acoustic design of the side skirt will be evaluated.

• 한국정밀공학회지
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• 제28권9호
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• pp.1078-1085
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• 2011

Prediction of a minimum crack size for growth, which is defined as a crack size that grows fast enough to keep ahead of its removal by contact wear and periodic grinding, is the most demanding work to prevent rail from fatigue failure and develop cost effective railway maintenance strategy In this study, we investigated the wheel load increment due to a rail defect during a train ran over it, and its effect on the minimum crack size for growth. For this purpose, we developed simulation software based on the Fletcher and Kapoor's "2.5D" model and measured wheel load increment during a train passed over a defect. A maximum contact pressure and contact patch size were calculated by 3D FEM and crack growth analyses were performed by varying two of dominant contact contributors; surface friction coefficient(0.1, 0.2, 0.3 and 0.4) and crack aspect ratio. The minimum crack sizes for growth were calculated from 0.29 to 1.44mm depending on the contact conditions. They were decreasing with increasing surface friction coefficient and decreasing with crack aspect ratio(a/b).