• Proceedings of the Korean Society of Precision Engineering Conference
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• 2008.11a
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• pp.683-684
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• 2008

• Journal of the Korean Society for Railway
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• v.10 no.5
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• pp.619-625
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• 2007

The dynamic characteristic test result of electric rail car which is operated in Incheon International Airport Railroad is described in this paper. Express train in Incheon International Airport Railroad drives at 120km/h first in the country and derailment coefficient was measured for empty car and full-loaded car respectively. The measurement result of derailment coefficient, a key safety indicator about derailment, of empty car was higher than full-loaded car and both were lower than 0.8. The railway state wasn't good in operated section where is serviced about 80eh and derailment coefficient also increased. Horizontal pressure was below 2.1 ton at empty car and below 2.4 ton at full-loaded car. The electric rail car in Incheon International Airport Railroad has been confirmed it's running safety at 120km/h by the measurement of derailment coefficient. But the way of assessing applied in this paper has demerits such as complication of test method, difficulty for measurement device installation and high cost. Therefore the method which is simple to measure and can certify vehicle's safety even when service driving has to be researched.

• Proceedings of the KSR Conference
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• 2011.05a
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• pp.830-835
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• 2011

DMT Freight is judged that economic performance is good because can increase cargoes than existing freight. However, the existing freight cars, each with a different balance to the body structure is bogie because the vibrations may occur. Thus, by minimizing vibration over the existing freight securing the safety of the driving if you will not have major problems in cargoes. In this study, multi-body dynamic analysis tool, VI-Rail using the actually Gyeongbu Railroad line and an empty, full freight condition include curve radius, track irregularity, cent. DMT freight of the derailed wagons were assessed for safety analysis. Full and empty freight conditions for parity in the Gyeongbu Railroad line(Dongdaegoo ${\leftrightarrow}$Gyungsan) derailment safety analysis, such as derailment safety coefficient and the radius wheel road decrement, echoing the curve and the orbit is affected by the irregularity was found. Full freight condition than the empty conditions showed a significant derailment safety. Overall, the limits of derailment coefficient (Q/P=0.8) and wheel road decrement limits (${\Delta}P/P=0.6$) is less safe with me confirmed that the derailment safety.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.21 no.7
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• pp.637-642
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• 2011

The DMT freight is judged that economic performance is good because can increase cargoes than existing freight. However, the existing freight cars, each with a different balance to the body structure is bogie because the vibrations may occur. Thus, by minimizing vibration over the existing freight securing the safety of the driving if you will not have major problems in cargoes. In this study, multi-body dynamic analysis tool, VI-Rail using the actually Gyeongbu Railroad line and an empty, full freight condition include curve radius, track irregularity, The DMT freight of the derailed wagons were assessed for safety analysis. Full and empty freight conditions for parity in the Gyeongbu Railroad line(Dongdaegoo${\leftrightarrow}$Kyungsan) derailment safety analysis, such as derailment coefficient and the wheel unloaded, echoing the curve and the orbit is affected by the irregularity was found. Full freight condition than the empty conditions showed a significant derailment safety. Overall, the limits of derailment coefficient(Q/P = 0.8) and wheel unload decrement limits(${\triangle}P/P$ = 0.6) is less safe with me confirmed that the derailment safety.

• Journal of the Korean Society for Railway
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• v.10 no.6
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• pp.806-811
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• 2007

The derailment is defined as phenomena in which the wheels run off the rail due to inordinate lateral force generated when wheel flange contacts with the rail. Derailment coefficient is typical standard assessing running safety and derailment. The traditional method measuring by strain gage adhered to wheels is very complicated and easy to fail. It also requires too much cost and higher measurement technique. Therefore it can hardly ensure safety because we can't confirm at which time we need to identify safety. In this paper, we principally researched the method measuring easily wheel load generated by contacts between wheel flange and the rail, and lateral force. Correlation of vibration and displacement which was related physical amounts of wheel load and lateral force, was investigated and analyzed through analysis, experiment and measurement. And it is presents new measurement method of derailment coefficient which can estimate derailment possibility only by movement of vibration and displacement, by which we understand the rate for acceleration and displacement to contribute wheel load and lateral force and compare actual data of wheel load and lateral force measured from wheel.

• Proceedings of the KSR Conference
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• 2006.11b
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• pp.138-143
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• 2006

Oscillatory wheel load fluctuation of considerable amplitude is almost always observed on railway vehicle running at high speed. From the acceleration measured on the axle-box, the frequency of this fluctuation is estimated to be approximately within 70 Hz. By the conventional measuring method, continuous outputs of wheel load can not be obtained, so it is difficult to investigate such a high frequency phenomenon exactly. We have developed a new method of measuring the forces and derailment coefficient continuously, using two pairs of strain gauge bridges whose output phases are shifted by 90 degree, and summing up the outputs with a weighting function. This method is available for measuring the forces between wheel and rail up to high frequency. In this paper, continuous method of measuring forces between wheel and rail and derailment coefficient.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2007.05a
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• pp.297-303
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• 2007

Derailment is likely to have a direct connection with human life and must be eliminated. A traveling safety evaluation method based mainly on derailment coefficient has already established. But this method is very difficult because Derailment is caused by multiple factors. To evaluate the derailment factor of running train that runs on the curved track, we make use of mechanism that wheel loads and lateral forces were affected by track and rolling stock parameter. In this paper, deal with a search on the parameter and derailment factor. According to results of computer simulation value of Q/P, running safety is connected with operation velocity, curve radius, cant, track irregularity, suspension stiffness and static wheel load ratio, SMRT train Line No. 5 Bogie is selected to do numerical study considering rolling stock and track condition.

• Proceedings of the KSR Conference
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• 2006.11b
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• pp.72-79
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• 2006

Derailment is likely to have a direct connection with human life and must be eliminated. A traveling safety evaluation method based mainly on derailment coefficient has already established. But this method is very difficult because Derailment is caused by multiple factors. To evaluate the derailment factor of running train that runs on the curved track, we make use of mechanism that wheel loads and lateral forces were affected by track and rolling stock parameter. In this paper, deal with a search on the parameter and derailment factor. According to results of computer simulation value of Q/P, running safety is connected with operation velocity, curve radius, cant, track irregularity, suspension stiffness and static wheel load ratio, etc.

• International Journal of Railway
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• v.5 no.2
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• pp.93-101
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• 2012

Owing to the lightening of railway vehicles and increased operation speeds, the reduction of running safety in the presence of crosswind is becoming an important problem. In particular, the running safety tends to decrease when vehicles run on curved track. When a crosswind acts on a vehicle negotiating a curve from the outer side, flange climbing can occur. In this study, a full-vehicle model was constructed using the multi-body simulation software SIMPACK, and a simulation of a bogie vehicle with two-axle trucks negotiating a curve was carried out to examine the running safety under the condition where a crosswind acts on the vehicle from the outer side of the curve. As a result, it was verified that the derailment coefficient of the first wheelset becomes large in the exit transition curve and the coefficient of the third wheelset does in the entrance transition curve, and this trend becomes pronounced at low operation speeds in the presence of a stronger crosswind. It was also shown that the critical derailment coefficients obtained by modified Nadal's formula considering the effect of attack angle become close to the actual derailment coefficients at the timing that flange climbing occurs.

• Journal of the Korean Society for Railway
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• v.10 no.5
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• pp.626-631
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• 2007

Technical requirements associated with derailment to ensure running safety of train are discussed. By using estimated derailment coefficient ratio, interaction of various parameters such as operation velocity, curve radius, cant, track irregularity, suspension stiffness and static wheel load ratio are analyzed to enhance derailment safety. Sensitivity analysis in terms of pattern and passage speed of curve is performed by using rolling stock and track conditions associated with SMRT Line No. 5.