• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.15 no.1
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• pp.77-86
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• 2016

Drivers can receive diverse types of traffic information through a number of methods. However, there are not enough information services considering human factors. In this study, as a basic research on human factors of the drivers, characteristic analysis on drivers' mean glance (fixation) durations with different running speeds on the expressway was performed under diverse running environments. To control variables other than running speeds, running environments were categorized into 4 types: 'daytime running without preceding vehicles', 'daytime running with preceding vehicles', 'nighttime running without preceding vehicles', and 'nighttime running with preceding vehicles'. Furthermore, ANOVA Test was used to divide speed groups. As a result of performing a multiple comparison to compare differences in glance behavior per each group, the road item and the preceding vehicles item showed an increase in mean glance durations as the speed increased, while the front view showed a decrease in mean glance durations. It was confirmed that the road sign showed no statistically significant difference in glance durations as the speed varied.

• Journal of the Korea institute for structural maintenance and inspection
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• v.20 no.2
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• pp.34-39
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• 2016

Structural behaviour of PSC box bridge, on which KTX train runs, is analysed up to 500 km/h speed considering 12 stages track irregularity and interaction between bridge and vehicle. To evaluate wheel forces and rotations of vehicle, lateral wheel forces, derail factor and offload factor calculated on the track combining the bridge and 170 m normal track are compared with existing allowed limits. Maximum longitudinal displacement and accumulated sliding distance of the brige bearings for simply supported and 2 span continuous PSC bridges are presented by each running speeds. Long-term friction tests based on EN-1337-2 are conducted between PTFE and DP-mate plates. Finally, the long-term friction tests are proposed to consider the increasing speed of next generation high-speed train.

• Journal of the Korean Society for Railway
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• v.4 no.2
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• pp.19-28
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• 2001

고속철도에서는 고속주행으로 인한 탈선을 방지하기 위하여 연직 또는 평면선형에 대하여 매우 엄격히 제한하고 있다. 종방향 경사는 2.5% 이하, 평면곡선반경에 대하여는 7,000 m 이상으로 규정하고 있으므로, 도로는 물론 일반철도에 비하여 교량구조물 발생은 더욱 증가된다. 한편 고속철도 교량은 구조물의 안전성 뿐만 마니라 승차감을 위하여 동적거동에 대하여 엄격히 제한된다. 또한 교량과 레일의 상호작용 등에 따라 무한장 개념의 레일에 악영향을 피하기 위해 교량의 종방향 변위도 제한되기 때문에 지간 장이 짧고 상판 구조물은 큰 강성을 갖게 된다. (중략)

• 전기의세계
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• v.39 no.5
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• pp.68-75
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• 1990

급속한 경제발전과 이에 대응한 교통인구의 증가로 운송시스템의 속도 경쟁은 날로 심화되고 있다. 그러나, 기존의 차륜구동 시스템은 본질적으로 궤도와 차륜의 마찰에 의하여 추진력을 얻기 때문에 평균 최대속도 250Km/h(상한 최대속도 350Km/h)수준이며 소음, 진동 등의 많은 문제점이 있다. 이러한 단점을 극복하기 위하여 선진 외국에서는 부상식 열차의 개발에 관심을 표명하여 1960년대 후반부터 열차와 공기부상식 열차에 대한 연구를 병행하였다. 1970년대 중반까지 프랑스, 영국, 미국 등에서 개발이 진행된 공기 부상식 열차는 고속 주행 및 환경 문제 등에 문제점이 많아 실용화에는 이루지 못하고 신교통 시스템에 부분적으로 적용되고 있는 실정이다. 그러나 자기부상 열차는 Power Electronics 및 자기관련 기술의 급속한 발전에 힘입어 현재 실용화 단계에 이르고 있다. 특히 자기부상(Magnetic Levitation : Maglev) 시스템은 레일과의 마찰력에 의해 추진하는 방식이 아니기 때문에 본질적으로 고속성, 무공해, 안정성, 신뢰성, 경제성 그리고 승차감이 뛰어나다. Maglev는 레일 표면에서 자력을 이용해서 약 1.0cm 또는 10cm 가량 부상한 상태에서 주행하기 때문에 외부와의 물리적인 접촉이 필요 없어 마찰에 의한 소음, 공해, 마모 등이 없는 대단히 이상적인 미래의 운송 수단으로 각광을 받고 있다.

• Proceedings of the KIEE Conference
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• 2007.07a
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• pp.1591-1592
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• 2007

본 논문에서는 상태궤환을 이용한 철도차량의 능동조향을 위한 제어기법에 대해 다루었다. 능동조향은 곡선부 주행시 발생되는 승차감 저하 및 차륜/레일의 마모, 소음을 줄이고 고속주행을 위한 조향성능 및 주행안정성을 확보하기 위한 기술이다. 논문에서 사용된 제어 방법은 반대차(Half Bogie) 차량모델을 기초로 측정된 휠-레일의 횡변위(Lateral Displacement) 와 요각(Yaw Ang;e)정보를 토대로 휠에 요모멘트를 제어하였으며 시뮬레이션을 통해 제안한 방법에 대한 성능을 검증하였다.

• Journal of the Korean Society for Railway
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• v.14 no.1
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• pp.57-65
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• 2011

The estimation of traffic safety and passenger comfort when the train is running on the bridge is a estimation unique to the railway bridge. The standards for such estimation are included in the Eurocode, the Shinkansen design criteria, and the design guideline of the Honam High-speed railway. The items are bridge responses including vertical displacement of bridge, vertical acceleration, and slab twist. In principle, a direct estimation based on the train responses has to take place. However, the estimation based on the bridge responses can be seen as an indirect estimation procedure for the convenience of the bridge designer. First, it is general practice that traffic safety can be verified as a derailment coefficient or wheel load decrement The general method of estimating passenger comfort is to calculate the acceleration within the train car-body. Various international indexes have been presented for this method. In the present study, traffic safety and passenger comforts are estimated directly by bridge/train interaction analysis. The acceleration and wheel load decrement are obtained for the estimation of traffic safety and passenger comforts of a suspension bridge which has main span length of 300m. Also, the consideration of seismic load with simultaneous action of moving train is done for bridge/train/earthquake interaction analysis.

• Journal of the Korean Society for Railway
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• v.12 no.6
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• pp.961-966
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• 2009

When constructing a high-speed railroad, the reduction of the distance between track centers and the width of track bed will save the construction cost. However the shortening the distance between track centers may cause the stability problems due to higher wind pressure. Therefore the extensive technical review and aerodynamical study should be performed to determine the adequate distance between track centers. In this study, the impact that the increase in wind pressure due to the change of aerodynamic phenomena with the change of the distance between track centers may have on two trains passing by each other was predicted, and the stability of train operation was analyzed in order to review the distance between track centers suitable to Honam HSR trains. We conducted the parametric study of the effects of train wind on the running stability.

• Journal of the Korean Society for Railway
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• v.15 no.3
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• pp.231-236
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• 2012

In this paper, aerodynamic noise characteristics of high-speed trains were deduced from the beamforming method. First, pass-by noise of high-speed trains was measured by a microphone array system. This measurement suggested that the majority of the aerodynamic noise produced came from the bogie area, the pantograph and its cover, and inter-coach gaps. Then, beampower outputs of a position in high-speed trains were obtained from the beamforming method. By Fourier transform, sound characteristics of the position in the frequency domain were deduced from the beamforming power spectrum. From this study, aerodynamic noise characteristics from the major sources of high-speed trains were drawn.

• Proceedings of the KIEE Conference
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• 2006.07b
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• pp.1119-1120
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• 2006

고속철도 운행 및 급증하는 철도교통 수요에 대처하기 위해 기존선 속도향상이 요구됨에 따라 180km/h급 틸팅차량을 개발 중에 있다. 일반적으로 곡선부에서 승객들의 승차감을 위해 열차의 통과속도를 제한하지만 틸팅차량은 대차에 틸팅장치를 장착하여 차량의 곡선 통과속도를 향상시킬 수 있다. 곡선부에서 증가된 속도로 이 열차를 주행할 수 있도록 허용할 뿐만 아니라, 운전자의 실수, 고속주행으로 인한 탈선을 예방하기 위해 연속적으로 열차속도를 감시하는 것이 필요하다. 게다가, 기존선의 어떤 구간에서는 엄격한 틸팅의 승인이 있어야 하는 구간이 존재할지도 모른다. 틸팅열차가 열차간 충돌, 터널, 다리, 반대편의 열차와 충돌을 피해만 한다. 이러한 문제점의 해결은 TASS장치의 개발과 설치로 해결될 수 있다. 본 논문은 EMU 타입 틸팅열차에 적합한 TASS 장치의 적용방안을 제시한다.

• The Journal of the Acoustical Society of Korea
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• v.34 no.5
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• pp.385-393
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• 2015

The speed of train has rapidly been increased in accordance with the developed railway technology. Nowadays, high-speed trains were introduced which has the speed faster than 400 km/h. In Korea, a lots of efforts were undertaken to increase the speed of train faster than 350 km/h, however noise and vibration are still the main problems to solve for realization of the high-speed train. In the case of operation speed faster than 350 km/h, it can be easily presumed that the noise and vibration damages could be increased in the train stations which are close to the passing railway tracks. Thus, the noise in the five different types of high-speed train stations were analyzed including stations built on the ground, underground, under rail, and two types on rail. The present paper predicts noises inside the stations depending on the speed of the passing trains and analyze the noise comparing with noise criteria (NC). Sound insulation performance of each part of buildings was calculated using the transmission noise formula and computer modeling, Finally, a series of processes were introduced to satisfy the aural environment with the optimum interior noise criteria by changing interior finishing materials.