• Proceedings of the KSR Conference
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• 2001.10a
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• pp.125-130
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• 2001

It is vary importance that stopping distance for the freight train and need to design parameter of the brake force and friction coefficient. Acoording to the brake force between shoe and wheel less than the adhesion between wheel and rail. Because of vary difference between empty and weight car of 0∼500kN, this solution was made to application for variable loaded brake system. When the V=110km/h. the emergency stopping distance of freight train is about 700m, so this study was considered on the two condition, one of the increse brake force and to be different of the increse friction coefficient on the brake shoe. It was useful increse friction coefficient. Result of study, analyze effect of the brake shoe on the brake force of the freight car and high friction coefficient were proposed. To do this, ${\mu}$=0.155${\pm}$10% when S=600m on the V=110km/h of the train, 2 groove of friction surface on the temperature distribution were considered.

• 유공압시스템학회:학술대회논문집
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• 2010.06a
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• pp.93-97
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• 2010

Wheel skids may occur during train operations due to low adhesion at the wheel-rail contact point abnormally, and the skids, in turn, result in flats appearing on the wheels, which affect safety and ride comfort significantly. Thus, anti-skid control has a crucial role for safe braking and prevention from flats that could cause a disastrous train accident. This paper presents simulation studies on an anti-skid control unit (ASCU) with a brake system of a rolling stock including a pneumatic model for brake power supply and dump valve operation.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.33 no.2
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• pp.169-178
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• 2009

The presence of low adhesion at the wheel-rail contact point can result in skid of train wheels, and the skid, in turn, results in flats appearing on the wheels. Thus, anti-skid control has a crucial role for safe braking and prevention from flats that could cause a disastrous train accident. This paper presents dynamic modeling of a tilting train and the brake system of the tilting train, and analyzes the anti-skid logic used in the tilting train. The validity of the analysis is demonstrated via simulation study using Simulink for skid and re-adhesion circumstances of the tilting train.

• Proceedings of the KSR Conference
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• 2000.11a
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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.

• Proceedings of the KIEE Conference
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• 1999.07f
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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.

• The Transactions of the Korean Institute of Electrical Engineers B
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• v.48 no.11
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• pp.611-616
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• 1999

The introduction of the eddy current braking(ECB) system in HSRT(high speed railway train) is known to be advantageous, in that the system is independent on wheel-rail adhesion coefficient which is greatly affected by weather condition. It also minimize the maintenance of the brake system and does not require any additional electric energy because it is powered form the regenerated power at the time of the braking. In this study, the braking and attraction forces of the ECB are simulated by 2-D FEM and are experimentally verified on a down-scaled prototype. A control algorithm of the ECB is proposed to generate constant braking torque using linear variation of the reference current according to speed. Experimental results shows that the constant torque is generated over all operating speed region by developed control algorithm.

• Journal of The Korean Society For Urban Railway
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• v.6 no.4
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• pp.319-326
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• 2018

The safety interval to prevent collision between trains in a train control system is based on the braking distance according to the emergency braking of the train. The evaluation of the braking performance is based on the longitudinal train dynamics or the commissioning test in the test track, but since the conditions such as the weakening of the adhesion coefficient between the wheel and rail can not all be considered, these conventional methods are not sufficient to design of the train control systems. Therefore, in this study, the Monte Carlo Method (MCM) which can consider various environments is used to analyze braking performance and limitations. The braking model is based on the air braking used in the emergency braking and is modeled to take into account the braking pressure, efficiency, friction coefficient, adhesion condition, and vehicle mass distribution. It is confirmed that braking performance can be improved by controlling the quality of braking device. In addition, the change of the braking performance was confirmed according to the vehicle constituting the train. The results of this study are expected to be used as basic information for designing safety clearance for the train control systems and as a basis for improving the braking performance of railway vehicles.