• Proceedings of the KSR Conference
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• 2010.06a
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• pp.2292-2296
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• 2010

2020 Korea GHG reduction goal is decreasing 4% compared with that of 2005. Effective counterplan of GHG redection goal needs to set for inductrial allocation and various reduction GHG technologies and policies for transportation have been developed. Modal shifr is one of these main policy and it focused on shifting as much freight as economically meaningful under current market conditions. It improves energy efficiency, consequently reduces GHG effect. This study is proposed as a preliminary studay of analyzing Modal shift effect. modal shift of car travelers to train is concerned in Seoul-Busan section, This study is based on a scenario which can maximize passenger occupancy rate to get the GHG reduction effect and the effect of modal shift of car to train is identified. According to this result, we can get GHG reduction effect through dealing with maximizing passenger occupancy rate on train. Therefore, in order to enhance this modal shift effect, train using rate need to increased and also improvement of policies and cost system are need to be considered to promote increasing use of train.

• Proceedings of the KSR Conference
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• 2010.06a
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• pp.984-988
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• 2010

In Korea, the next generation high-speed train, whose target is maximum speed of 400km/h and operating speed of 370km/h, has been developed since 2007. In this paper, the safety of the next generation high-speed train is compared UIC 518OR under the malfunctioning situation of the suspension system. The bogie of the next generation high-speed train has two suspensions. Two different vehicle models of the next generation high-speed train are created by using VAMPIRE and ADAMS/Rail, which are specialized to design railway vehicle. And Those models are showed same dynamic properties. First of all, the sensitivity analysis of ModelCenter is performed using model of VAMPIRE. One suspension element which has significant effects on the safety are selected by result of the sensitivity analysis. And then, the dynamic analysis when the suspension element is broken is performed using ADAMS/Rail. The 30km track between Pungsegyo and Biryong tunnel in Gyeongbu High-speed Line was used at the dynamic analysis. The estimated value is found by using the normal method of UIC 518OR. The estimated values on the normal/fault state and the limit values of UIC 518OR are compared. Finally, the safety of the next generation high-speed train is verified.

• Transactions of the Korean Society of Automotive Engineers
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• v.16 no.6
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• pp.157-167
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• 2008

Through this study, the standard design guidelines for high speed train with power cars have been derived to meet the crashworthiness requirements of the Korean rollingstock safety regulation. The crashworthiness regulation requires some performance requirements for two heavy collision accident scenarios; a train-to-train collision at the relative speed of 36 kph, and a collision against a standard deformable obstacle of 15 ton at 110 kph. A standard high speed train composition was defined as 2PC-2ET-6T with 17ton axle load, similar to KTX-2 for the Honam express line. Using theoretical and numerical analyses, some crashworthy design guidelines were derived in terms of mean crush forces and energy absorptions for major crushable components. The derived design guidelines were evaluated and improved using one dimensional spring-mass dynamic simulation. It is shown from the simulation results that the suggested design guidelines can easily satisfy the domestic crashworthiness requirements.

• 제어로봇시스템학회:학술대회논문집
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• 2003.10a
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• pp.2169-2173
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• 2003

The development project of Korean High Speed Train (KHST) was started in 1996. As a national research project, the KHST project aims for a development of the next generation prototype train that has a maximum speed of 350 km/h. The development process of prototype KHST including 7 vehicles was completed last year and currently the prototype train is on its way of test running over the test track with gradually increased speed. The prototype KHST uses the real time network called TCN (Train Communication Network) for exchanging information between various onboard control equipments. After 10 years of development and modification period, TCN was confirmed as international standard (IEC61375-1) for the electrical railway equipment train bus. In the prototype KHST, all major control devices are connected by TCN and exchange their information. Such devices include SCU (Supervisory Control Unit), ATC (Automatic Train Control), TCU (Traction Control Unit), and so forth. For each device that sends and receives data using TCN, a device has to find out whether TCN is in normal or failure state before its data exchange. And also a device must have a proper method of data validation that was received in a normal TCN state. This is a one of the major important factors for devices using network. Some misleading information can lead the entire system to a catastrophic condition. This paper briefly explains how TCN was implemented in the prototype KHST train, and also shows what kind of the fault diagnosis method was adopted for a fail safe operation of TCN system

• The Journal of Korean Physical Therapy
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• v.14 no.4
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• pp.398-411
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• 2002

Objectives: The purpose of present study was to investigate the experience and point prevalence rate and factors related with Low Back Pain (LBP) in train egineers. Methods: Questionnaires were completed by 324 train engineers in Daejeon railroad administration from May 2002. The information was used to estimate odds ratio (OR) and 95$\%$ confidence intervals (CI) for factors relation to LBP. A retrospective study design was used. Results: The experience rate for LBP was 67.9$\%$, 54$\%$ in one year interval prevalence, 53.4$\%$ in 6 months interval prevalence, and 47.8$\%$ in a point prevalence rate. Variables significantly associated with LBP experience were age (p=0.0327), train vibration(p=0.0015), labour hour(p=0.0034), and pay(p=0.0534). As subjects got older, the higher experience for LBP was (OR=1.1, 95$\%$ CI 1.0-1.2). LBP experience rate for people who had felt train vibration was a higher than those who did not (OR=2.5, 95$\%$ CI 1.4-4.4, OR=2.3 95$\%$ CI 1.3-4.0 in a point prevalence). The people who worked for long hour was a higher than those who did not (OR=2.8, 95$\%$ CI 1.4-5.6, OR=2.2, 95$\%$ CI 1.1-4.5 in a point prevalence). The people who were not satisfied with pay was a higher than those who were (OR=1.7, 95$\%$ CI 1.0-3.0). Factors related to a point prevalence rate were train vibration(p=0.0027), chair vibration (p=0.0444), and labour hour(p=0.0340). LBP a point prevalence rate for people who had felt the vibration of train chair was a higher than those who did not (OR=1.8 95$\%$ CI 0.7-2.0). Conclusions: Results from present study indicated that a statistically significant factors associated with LBP experience were age, train vibration, labour hour, and pay, Factors related to a point prevalence rate were also train vibration, the vibration of train chair, and labour hour.

• Proceedings of the KSR Conference
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• 2006.11b
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• pp.1454-1460
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• 2006

This paper assesses communication performance using a roaming simulator when roaming occurs between onboard and ground wireless communication devices for communication based train control system (CBTC). Generally, CBTC is defined as the system regularly collecting location and speed data from each train, transmitting distance information to a train, and optimizing train speed according to train performance. When a train is moving, roaming is also performed to continuously transmit and receive train control information between the ground controller and the train. To operate CBTC, packet loss rate should be less than 1%, roaming time less than 100ms during roaming. We developed a roaming simulator to check communication performance before installing ground and onboard equipments on actual wireless sections. The roaming simulator to be introduced in this paper is for roaming simulation before conducting CBTC field test, which is the project to develop Urban Rail Signaling System Standards, being conducted in KRRI. The simulation consists of one onboard wireless communication device and three ground wireless communication devices, and the roaming simulator estimate packet loss rate occurring during roaming process of the two devices. Therefore, if you use the roaming simulator before the field test, you can predict various problems to occur in actual environment and reduce time, cost and people necessary to resolve these problems.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.16 no.9
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• pp.6274-6281
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• 2015

Radio-based train control system has driving headway shortening effect by real-time train interval control using two-way radio communication between onboard and wayside systems, and reduces facility investment because it does not require any track-circuit. Automatic train protection(ATP), the most significant part of the radio-based train control system, makes sure a safe distance between preceding and following trains, based on real-time train location tracing. In this paper, we propose the overall ATP train interval control algorithm to control the safe interval between trains, and preprocessing-based speed profile calculation algorithm to improve the processing speed of the ATP. The proposed speed profile calculation algorithm calculates the permanent speed limit for track and train in advance and uses as the most restrictive speed profile. If the temporary speed limit is generated for a particular track section, it reflects the temporary speed limit to pre-calculated speed profile and improves calculation performance by updating the speed profile for the corresponding track section. To evaluate the performance of the proposed speed profile calculation algorithm, we analyze the proposed algorithm with O-notation and we can find that it is possible to improve the time complexity than the existing one. To verify the proposed ATP train interval control algorithm, we build the train interval control simulator. The experimental results show the safe train interval control is carried out in a variety of operating conditions.

• Journal of the Korean GEO-environmental Society
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• v.17 no.8
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• pp.17-27
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• 2016

High-speed trains have been developed widely in European countries and Japan in order to transport large quantity of people and commodities in short time. Additionally, a high speed train is one of the most desirable and environmentally friendly transportation methods. When a high speed train enters a tunnel, aerodynamic resistance is generated suddenly. This resistance causes micro pressure wave and discomfort to passengers. Due to this aerodynamic pressure against the train, a large amount of traction is required for the operation of a train in a tunnel. Therefore, it is essential to incorporate a pressure relief system in a tunnel in order to reduce aerodynamic resistance caused by a high-speed train. A pressure relief duct and a vertical shaft are representative measures in a tunnel. This study represents the effect of pressure relief ducts in order to alleviate positive and negative normal pressures acting on a train. One-dimensional numerical simulations were carried out in order to estimate the effect of pressure relief systems.

• Proceedings of the KSR Conference
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• 2011.05a
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• pp.993-997
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• 2011

Highlighted is significance of the floating slab track for mitigating vibrations induced by train, together with the recent trends towards speed-up of railways. In the design of the floating slab track, it is more beneficial to increase the slab length since a significant impact can be induced on the train and track at the discontinuous points between slabs with the finite slab length. However, if the slab length is too long, the tensile stress of slab concrete and the additional stress on rail due to the temperature change and shrinkage of concrete slab. Thus it is of great importance to relevantly determine the slab length. In this study, to understand these phenomena and establish the countermeasures, the dynamic behaviors of train and track at the inter-slab discontinuous points have been explored and the effect of dowel joints as one of countermeasures has been analytically investigated.

• Proceedings of the KSR Conference
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• 2011.10a
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• pp.2934-2940
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• 2011

The railway system in Korea is developing more and more rapidly. After development the next generation hi-speed train(HEMU-400X), Korea can compete against developed country. But, speed increasing will cause the greater rolling and aero dynamic noise. In this study shows that measurement noise of the KTX train by 300kn/h class, and KTX-Sancheon train by 350km/h class. The measurements are carried out on open area and noise protection barrier installed area. The microphones were placed at a distance of 3m from the center line of the track at a height of 0.5m above the upper surface of the rail and at a distance of 7.5m from the center line of the track at a height of each 0.6m above(Max 3.6m) the upper surface of the rail. One microphone was placed at a distance of 25m for check the environmental noise.