• 한국철도학회논문집
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• 제12권1호
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• pp.65-71
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• 2009

축대칭 Navier-Stokes 방정식에 기반한 전산유체역학을 이용하여 고속철도차량 객실 내 압력변동을 평가하였다. 차량 내부의 압력변동은 차내 압력변화율과 차 내외부 압력변동의 선형 관계식에 근거한 1차 차분식을 이용하여 계산되었다. 전산해석 결과, 새로운 한국형 고속철도 차량이 경부고속선 터널을 330km/h로 통과할 시 발생하는 객실 실내압 변동은 해당 차량이 기밀도 국내기준을 만족한다고 가정하였을 시 철도차량의 실내압력변동 국내 기준치를 잘 만족하는 것으로 나타났다.

• 대한기계학회:학술대회논문집
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• 대한기계학회 2003년도 추계학술대회
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• pp.1453-1457
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• 2003

The pantograph for Korean High Speed Train was developed by home-grown technology. In this study, a system to measure the contact force of pantograph is developed and installed on the prototype high speed train, Contact force prevents the pantograph from separating from the catenary. However, excessive contact force causes rapid erosion of catenary. The contact force can be divided into lift force and spring force. Contact force measurement is conducted while the train runs on the test track. The lift force is measured by the load cell on the roof separately and combined with the spring force of pan-head to form the contact force. Measured results show that the contact force of the pantograph of Korean High Speed Train is below the upper limit regulated by the high speed train standards. The contact force measuring system provides data to evaluate safety of the catenary system.

• 한국소음진동공학회논문집
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• 제22권3호
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• pp.244-252
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• 2012

Recently, the speed of a train has been increased. So the trains are being exposed to wind more severely than before. Because of the operation of high speed trains and lightweight of the train, risks of train derailment have being increased. In this study, aerodynamic effects of a newly designed high speed train, HEMU-400x, are evaluated. For aerodynamic effect evaluation, analysis method is selected by examining the safety standards for high speed train. The condition of aerodynamic effects is selected by adverse effect conditions. In order to calculate $C_s$ coefficients, numerical analysis is conducted. Using $C_s$ coefficients, the side force is calculated. Through dynamics analysis, derailment and wheel unloading are obtained. Using these results, derailment evaluation is performed.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2004년도 춘계학술대회 논문집
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• pp.192-198
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• 2004

KTX is the high speed train which is designed for 300km/h in maximum operation speed. But its long train set may cause unstable characters as swaying of the tail of a train and when the train is running on conventional line not on the high speed line, its funning safety is a point to be considered cautiously. In this study, we evaluated the running safety by the numerical analysis using VAMPIRE and compared the result with the test result of KHST, which is being in performance tests, for verifying the validity of analysis results.

• Journal of Mechanical Science and Technology
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• 제20권10호
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• pp.1548-1556
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• 2006

Appropriate contact force is required for the pantograph on the high speed train to collect current from the catenery system without separation. However, at high speed, large aerodynamic lifting force is generated by the contact plate and the body of pantograph, which may cause wear of the contact wire. In this study, to confirm the interface performance of the pantograph on Korea High Speed Train, a method to measure the contact force of the pantograph was proposed and the related measuring system was developed. The forces acting on the pantograph were clarified and a practical procedure to estimate the forces was proposed. A special device was invented and applied to measure the aerodynamic lifting force. Measured contact forces were displayed by the developed system and evaluated based on the criteria.

• 대한전기학회:학술대회논문집
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• 대한전기학회 2015년도 제46회 하계학술대회
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• pp.1595-1596
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• 2015

This study presents the review of technical requirements of safety and security for the developed high-speed freight train which will be serviced on the existing route of the high-speed line. There is no any experience to make a system design of high-speed freight train in Korea until now. We need to make a new regulations of commercial service.

• International Journal of Railway
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• 제7권4호
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• pp.100-108
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• 2014

A numerical analysis method for predicting aerodynamic noise at inter-coach space of high-speed trains, validated by wind-tunnel experiments for limited speed range, is proposed. The wind-tunnel testing measurements of the train aerodynamic sound pressure level for the new generation Korean high-speed train have suggested that the inter-coach space aerodynamic noise varies approximately to the 7.7th power of the train speed. The observed high sensitivity serves as a motivation for the present investigation on elucidating the characteristics of noise emission at inter-coach space. As train speed increases, the effect of turbulent flows and vortex shedding is amplified, with concomitant increase in the aerodynamic noise. The turbulent flow field analysis demonstrates that vortex formation indeed causes generation of aerodynamic sound. For validation, numerical simulation and wind tunnel measurements are performed under identical conditions. The results show close correlation between the numerically derived and measured values, and with some adjustment, the results are found to be in good agreement. Thus validated, the numerical analysis procedure is applied to predict the aerodynamic noise level at inter-coach space. As the train gains speed, numerical simulation predicts increase in the overall aerodynamic sound emission level accompanied by an upward shift in the main frequency components of the sound. A contour mapping of the aerodynamic sound for the region enclosing the inter-coach space is presented.

• 한국철도학회논문집
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• 제9권5호
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• pp.544-549
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• 2006

The characteristics of dynamic vibration are generally analyzed by an acceleration of a car body of high speed train and the acceleration can be applied to evaluation of running safety. The test of process and the analysis method about it are well explained on UIC Code 518 OR which is the spacial international standard about running safety and dynamic behavior on the line test for railway vehicle. Korean High Speed Train designed to operate at speed 350km/h has been tested on high speed line since it was developed in 2002 and it recorded the highest speed 352.4km/h at the 16th Dec. 2004 in Korea. This paper includes the analysis of running behavior of this train at speed 350km/h and the analysis of dynamic safety is presented in it, extending to the range of high speed while the UIC 518 limit the speed below 200km/h.

• Structural Engineering and Mechanics
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• 제81권1호
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• pp.69-79
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• 2022

The dynamic responses of a pier-pile-soil system subjected to a barge/flotilla collision are analyzed. A coupled high-speed train and bridge system with a damaged pier after barge/flotilla collision is established by taking the additional unevenness of the track induced by the damaged pier as the self-excitation of the system. The whole process of a CRH2 high-speed train running on the 6×32 m simply-supported PC (prestressed concrete) box-girder bridge with a damaged pier is simulated as a case study. The results show that the lateral displacements and accelerations of the bridge with a damaged pier are much greater than the ones before the collision. The running safety indices of the train increase with the train speed as well as with the number of barges in the flotilla. In flotilla collision, the lateral wheel/rail forces of the train exceed the allowable values at a certain speed, which influences the running safety of the trains.

• Journal of Mechanical Science and Technology
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• 제18권9호
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• pp.1614-1622
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• 2004

When a High Speed Train (HST) passes through a station with no stop, effects of wind pressure transients caused by this passing train have to be considered for the safety of passengers on the platform and for the possible structural safety problems as well. In Gwangmyeong and Daejeon stations of the Korean high speed railroad, tunnels inside stations for the passing train are proposed to reduce the noise and wind pressure transients to the passengers on the platform. In the present study, transient 3-D full Navier-Stokes solutions with moving mesh to implement train movement are obtained and compared with the results obtained by the towing tank experiment. Investigations on flow phenomena for various train speeds and design modifications are also performed.