• 한국철도학회:학술대회논문집
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• 한국철도학회 2008년도 춘계학술대회 논문집
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• pp.996-1001
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• 2008

To stop the train safely within the limited traveling distance and reduce its speed to the desired speed, it is necessary to guarantee the correct braking force. Presently, most trains have electric propulsion system and have adopted combined electrical and mechanical(friction) braking system. The friction coefficient between brake disc and pad is an important parameter in determining the mechanical braking force. In general, friction coefficient data of braking material have been taken through the dynamo-test in a laboratory. This study have suggested two methodologies that can measure friction coefficient of braking material on the train's actual operating condition. The first is the direct method; measure the brake force and the clamping force applied on the mechanical brake by using strain gauges installed at the brake disk, and then calculate it. The second method is the indirect method; obtain the friction coefficient by using the train load and the equivalent brake force which is deducted the longitudinal force, such as resistance to motion, gradient resistance and curved resistance, from the inertia force applied to the train.

• 대한전기학회:학술대회논문집
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• 대한전기학회 2003년도 학술회의 논문집 정보 및 제어부문 B
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• pp.616-620
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• 2003

Brake action is important in train operation. In case of diesel motor cas, coachs and wagon, the brake system is only act on the stop of train, but it is emphasis on safety and convenience in urban transit system such as EMU, subwar, AGT, etc. Brake of EMU has two types. one is called service brake that is used at normal operation. The other is called emergency brake. it is used at emergency operation. Service brake bring a EMU to a halt through a blending brake that form electronic brake and frictional brake. Generally EMU compose motor car and trailer car. Blending brake bring a EMU to a halt through a blending brake that form electronic brake of motor car and frictional brake of trailer car. Blending braking technology have different characteristics each nations or manufacturing companies. but deceleration command that is parameter decide blending brake. According to deceleration command, electronic brake and frictional brake are applied differently So braking power is different. electronic brake and frictional brake must be used appropriately as deceleration command. Also braking facilities must be stopped EMU more economically and safely through revision of algorism about blending brake according to output diagram. Thus The purpose of paper is to propose blending braking control way as consideration of braking output diagram used deceleration command that influence blending brake of EMU.

• International Journal of Aeronautical and Space Sciences
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• 제18권4호
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• pp.623-640
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• 2017

The full nonlinear equations of an unmanned aerial vehicle ground taxiing mathematical dynamic model are built based on a type of unmanned aerial vehicle data in LMS Virtual.Lab Motion. The flexible landing gear model is considered to make the aircraft ground motion more accurate. The electric braking control system is established in MATLAB/Simulink and the experiment of it verifies that the electric braking model with the pressure sensor is fitted well with the actual braking mechanism and it ensures the braking response speediness. The direction rectification control law combining the differential brake and the rudder with 30% anti-skid brake is built to improve the directional stability. Two other rectifying control laws are demonstrated to compare with the designed control law to verify that the designed control is of high directional stability and high braking efficiency. The lateral displacement increases by 445.45% with poor rectification performance under the only rudder rectifying control relative to the designed control law. The braking distance rises by 36m and the braking frequency increases by 85.71% under the control law without anti-skid brake. Different landing conditions are simulated to verify the good robustness of the designed rectifying control.

• 센서학회지
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• 제13권4호
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• pp.270-276
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• 2004

In this paper, we introduce the software and hardware of the measuring system for on-line test and performances evaluation of traction and braking in KTX(Korea Train Express). The measuring system focuses on the verification of the performance and acquisition of test data. The hardware is connected many kinds of sensors, such as speed sensor, thermocouple. The software controls the hardware of the measuring system, performs the analysis and calculation of measurement data and acts as interface between users and the hardware. For this purpose, three programs, such as a measuring program, a back-up program and a analysis program, have developed.

• 대한기계학회논문집A
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• 제33권11호
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• pp.1294-1299
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• 2009

The Korean tilting train called Hanvit 200 was launched recently in Korea to improve train speed up to 200 km/h at conventional lines. In this paper, we propose a HILS system for simulations of mechanical braking of the Hanvit 200 train using actual ASCU, actual dump valves, Simulink, dSPACE board, and ControlDesk software. In the proposed HILS system, dynamics of wheelsets, bogies and car body, brake force generation, creep force generations are realized via mathematical models, and anti-skid logic is realized using actual components. The validity of the proposed HILS system is demonstrated via comparing results of real-time and off-line simulations.

• 한국컴퓨터정보학회논문지
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• 제25권6호
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• pp.91-98
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• 2020

급제동 시 추돌사고를 방지하기 위하여 비상등 자동작동 기능이 없는 기존 차량에 손쉽게 추가장착이 가능한 비상등 자동작동 시스템을 제안하였다. 급제동을 인식하기 위해서는 몇 가지 방법이 있지만 GPS를 사용하면 시스템이 터널에서 작동하지 않으며 차량 속도 센서를 사용하면 기존 차량에 시스템을 추가로 설치하기 어렵다. 따라서 제안한 시스템은 가속도 센서를 사용하여 이러한 문제점들을 제거하고 차량의 급회전 및 급바운스도 인식 할 수 있도록 하였다.

• 대한전기학회:학술대회논문집
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• 대한전기학회 2006년 학술대회 논문집 정보 및 제어부문
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• pp.263-265
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• 2006

The pure electric braking system need to be developed to stop the electric train to zero speed by electricity. This system has advantages like reduction of weight, maintenance cost, noise, and dust generated by disk friction. Therefore, we will study this system for Korean urban transit system.

• 한국산학기술학회논문지
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• 제20권6호
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• pp.86-94
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• 2019

본 논문은 보다 높은 실재감과 안전성을 확보하기 위한 무인차량 원격주행제어 환경 개발에 대한 내용을 설명한다. 주로 무인차량 원격주행제어를 위한 환경은 조이스틱 형태의 장치를 활용하여 조향과 가/감속이 가능하도록 개발되어 사용되었다. 그 외 일반 차량처럼 간이 조향-휠(steering-wheel)을 기반으로 개발된 시뮬레이터 환경도 있으나, 현재 주행 상황을 피드백하는 기술이 적용되어 있지 않거나 가/감속부를 포함하지 않는 것이 대부분이다. 피드백 기술이란 일반 차량을 직접 운전할 때 조향-휠과 가/감속 페달을 통해 느껴지는 현재 주행 상황을 시뮬레이터 환경에 구현하는 것을 의미한다. 이렇듯 무인차량 원격주행제어에 이질감을 감소시키는 피드백 기술 개발과 더불어 실재감을 높일 수 있는 시뮬레이터 환경 구축이 필수적이다. 따라서 본 연구에서는 선행 연구를 통해 개발된 힘반향 햅틱제어 기술을 적용할 수 있는 시뮬레이터 환경을 구축하고 시뮬레이터 하드웨어의 최소 요구사양을 도출하는 연구를 수행하였다. 하드웨어 구성은 일반 차량과 유사한 조향-휠 모듈과 가/감속 페달 모듈로 구성하였으며, 조향부와 가/감속부 모두 피드백 기술을 적용할 수 있도록 별도의 액추에이터를 설치하였다. 또한 제어부 PC를 통해 두 가지 조작부에 피드백 명령을 전달할 수 있도록 CAN(controller area network) 통신 환경을 구성하였다. 이렇게 구성한 시뮬레이터 환경의 성능을 검증하기 위하여 기 개발된 힘반향 햅틱제어 알고리즘을 직접 적용하여 각 상황 별 알고리즘 동작을 평가하였다.

• 대한전기학회:학술대회논문집
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• 대한전기학회 1997년도 하계학술대회 논문집 A
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• pp.342-345
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• 1997

To achieve adequate brake performance in high-speed trains the brake system should : ${\bullet}$ offer high reliability and high availability, ${\bullet}$ permit deceleration of the train with as little wear as possible, and ${\bullet}$ display good control characteristics with, if possible, infinitely variable control of the braking effort. For these reasons, high-speed train is to be equipped with three different and largely independent brake system : ${\bullet}$ a regenerative brake with regenerative feedback in the driven cars, ${\bullet}$ a linear eddy-current brake in the nondriven cars and ${\bullet}$ a pneumatic disc brake in all cars. This paper describes the conceptual design of braking system for Korea High Speed Train with the maximum speed of 350km/h

• 한국철도학회:학술대회논문집
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• 한국철도학회 2000년도 추계학술대회 논문집
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• pp.652-658
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• 2000

TCMS(Train Control ＆ Management System) control monitor and test the main on-board equipments including propulsion/brake unit by the serial transmission line. TCMS reduces interface circuits and number of train lines by the software logic and utilizing serial communication method. This paper describes the method of powering and braking control by TCMS software logic, and the software logic is verified by running test at Seoul Subway Line＃ 6. By running test result, we can see TCMS successfully control Powering/Braking of train