• 한국철도학회:학술대회논문집
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• 한국철도학회 2001년도 추계학술대회 논문집
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• pp.179-186
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• 2001

As the freight traffic becomes heavier, the high speed of existing freight cars is essential instead of the construction of a new railway. The high speed can be achieved by the design modifications of the freight bogie. In this paper, an analytical model of freight bogie including the lateral force between rail and the flange of wheel is developed to decide the critical speed, which activates a hunting motion and tells the running safety of freight bogie. The dynamic responses of the analytical model were compared with an experimental data from a running test of a freight bogie and showed good agreements between them. The analytical model is used to find the design modifications of the freight bogie by parameter studies. The results show that the reduction of wheelset mass ratio and the increase of the axle distance of the freight bogie can increase the critical speed, but the primary lateral stiffness has little effects on the critical speed. And this also study shows that smaller wheel conicity deteriorates the running safety of the freight car, which means the overhauling of the wheel of freight bogie should be done regularly.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2007년도 추계학술대회 논문집
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• pp.1031-1035
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• 2007

When vehicles running, vertical force and lateral force act except load of vehicles to rail and wheel. This force happens by complex motion at running. If mark vertical force by P and lateral force by Q, derailment coefficient displays Q/P, most important indicator pointer of running safety judgment. If Q is grown than P from derailment coefficient, than arrived to derailment because wheel climb or jumps over rail. Wheel climb derailment among kind of derailment is when attack angle is +, wheel and rail strike and flange rides to rail. This derailment occurs much in curved line and occurs in low speed. In this study, occurred when running at low speed on curved line, analyze cause of derailment and presented the countermeasure plan.

• 전기학회논문지
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• 제56권11호
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• pp.1955-1961
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• 2007

In this paper, we propose the mathematical model for the vehicle system including running characteristics. The well defined model for a system is necessary to study and to enhance system performance. To model the dynamic properties of vehicle system, we have considered two fundamental parts. The first part is the motion equations for vehicle based on Newton's second law. The second part is the torque dynamics of the traction motor. These parts are affected by outer conditions such as adhesive coefficient, running resistance and gradient resistance. The each parts are presented by the numerical formula. To test the driving characteristics of the developed model, we performed the simulations by dynamic system simulation software, "SIMULINK" and the results are given for several conditions.

• 한국운동역학회지
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• 제28권4호
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• pp.237-244
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• 2018

Objective: Flat-footed people struggle with excessive ankle joint motion during walking and running. This study aimed to investigate the effects of customized three-dimensional 3D-printed insoles on the kinematics of flat-footed people during daily activities (walking and running). Method: Fifteen subjects (height, $169.20{\pm}2.61cm$; age, $22.87{\pm}8.48years$; navicular bone height, $13.2{\pm}1.00mm$) diagnosed with flat feet in a physical examination participated in this study. Results: The customized 3D-printed insoles did not significantly affect 3D ankle joint angles under walking and running conditions. However, they shifted the trajectory of the center of pressure (COP) laterally during fast walking, which enhanced the load distribution on the foot during the stance phase. Conclusion: The customized 3D-printed insoles somewhat positively affected the pressure distribution of flat-footed people by changing the COP trajectory. Further research including comparisons with customized commercial insoles is needed.

• 한국운동역학회지
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• 제16권2호
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• pp.1-8
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• 2006

The purpose of this study was to evaluate normalized jerk according to shoes, slope, and velocity during walking. Eleven different test subjects used three different types of shoes (running shoes, mountain climbing boots, and elevated forefoot walking shoes) at various walking speeds(1.19, 1.25, 1.33, 1.56, 1.78, 1.9, 2, 2.11, 2.33m/sec) and gradients(0, 3, 6, 10 degrees) on a treadmill. Since there were concerns about using the elevated forefoot shoes on an incline, these shoes were not used on a gradient. Motion Analysis (Motion Analysis Corp. Santa Rosa, CA USA) was conducted with four Falcon high speed digital motion capture cameras. Utilizing the maximum smoothness theory, it was hypothesized that there would be differences in jerk according to shoe type, velocity, and slope. Furthermore, it was assumed that running shoes would have the lowest values for normalized jerk because subjects were most accustomed to wearing these shoes. The results demonstrated that elevated forefoot walking shoes had lowest value for normalized jerk at heel. In contrast, elevated forefoot walking shoes had greater normalized jerk at the center of mass at most walking speeds. For most gradients and walking speeds, hiking boots had smaller medio-lateral directional normalized jerk at ankle than running shoes. These results alluded to an inverse ratio for jerk at the heel and at the COM for all types of shoes. Furthermore, as velocity increased, medio-lateral jerk was reduced for all gradients in both hiking boots and running shoes. Due to the fragility of the ankle joint, elevated forefoot walking shoes could be recommended for walking on flat surfaces because they minimize instability at the heel. Although the elevated forefoot walking shoes have the highest levels of jerk at the COM, the structure of the pelvis and spine allows for greater compensatory movement than the ankle. This movement at the COM might even have a beneficial effect of activating the muscles in the back and abdomen more than other shoes. On inclines hiking boots would be recommended over running shoes because hiking boots demonstrated more medio-lateral stability on a gradient than running shoes. These results also demonstrate the usefulness of normalized jerk theory in analyzing the relationship between the body and shoes, walking velocity, and movement up a slope.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2011년도 정기총회 및 추계학술대회 논문집
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• pp.75-80
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• 2011

In the area of wheel on rail vehicle, hunting stability which is generated by lateral motion is one of important characteristics for running safety. It might cause not only oscillation of vehicle but also derailment in an unstable area of the high speed. A Maglev vehicle is usually controlled the voltage to maintain the air gap between electromagnet and track. However, in Maglev system, an occurrence possibility of hunting motion could be high, because Maglev vehicle is not controlled directly lateral force between electromagnet and track in the curved guideway. In this paper, running safety is evaluated when Maglev vehicle run on guideway at high speed according to installment of damper between maglev vehicles and bogies, and to analyze the effect of it. Also, the parametric study is carried out for selecting effective lateral damper properties through the simulation. To accurately predict the running safety, 3d multibody dynamics models which are included air spring, guideway conditions and irregularities profile are used. With the results acquired, suggestions were made whether to adopt the damper and how to optimize the damping characteristics.

• 한국소음진동공학회논문집
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• 제16권12호
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• pp.1231-1237
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• 2006

The vibration of a running railway vehicle can be classified on lateral, longitudinal and vertical motions. The important factor on the stability and ride quality of a railway vehicle is the lateral motion. The contact between wheel and rail with conicity influences strongly on the lateral motion. In this study, an experiment for the vibration of a running railway vehicle was performed using a of the scale model of a railway vehicle. Also, the effects on the car-body, bogie and wheelset were examined for the weight and the stiffness of the second suspension system. The experimental results showed that the lateral vibration increases as the wheel conicity and stiffness of the second suspension system increase. And the lateral vibration of the bogie increases as the mass ratio between car-body and bogie increases. Also, the lateral vibration of the wheel becomes high at low speed, while the wheel of 1/20 conicity makes severe vibration at high speed running.

• 한국정밀공학회지
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• 제27권8호
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• pp.7-12
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• 2010

When a vehicle is running, wheel is generating vertical and lateral force on the rail, in addition to load of vehicle, through a complicated set of motions. The derailment coefficient refers to the ratio of lateral force to vertical force(wheel load), and if the value exceeds a certain level, a wheel climbs or jumps over the rail. That's why the value is used as a criterion for running safety. Derailment coefficient of rolling stocks alters according to shape of rail track. I measured three-dimensional angular velocity and acceleration to use 3D Motion Tracker. Test result, derailment coefficient of rolling stocks and shape of rail track examined closely that have fixed relation. Specially, was proved that roll motion has the close coupling relation.

• 대한조선학회논문집
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• 제48권3호
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• pp.267-274
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• 2011

This paper presents the results of prediction of maneuverability of KCS about 4 degree of freedom(DOF) including roll motion. The prediction is carried out by CPMC captive model test. The CPMC(Computerized Planar Motion Carriage) with captive model test equipment including roll moment gage is installed at Ocean Engineering Tank of MOERI. KCS is the container ship open to the world by MOERI. To predict the 4 DOF maneuverability of a ship some tests with roll angle are conducted. And the prediction results of maneuverability by simulation are compared with the results of free running model test. The simulation results agree well with those of free running model tests.

• 한국운동역학회지
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• 제30권3호
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• pp.197-204
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• 2020

Objective: The purpose of this study was to investigate the effect of increased running speed on the magnitude of impact shock attenuation in high frequency (9~20 Hz) at support phase on the treadmill running. Method: Twenty-four healthy male heel-toe runners participated in this study. Average age, height, mass, and preference running speed were 23.43±3.78 years, 176.44±3.38 cm, 71.05±9.04 kg, and 3.0±0.5 m/s, respectively. Three triaxial accelerometer (Noraxon, USA) were mounted to the tuberosity of tibia, PSIS (postero-superior iliac spine), and forehead to collect acceleration signals, respectively. Accelerations were collected for 20 strides at 1,000 Hz during treadmill (Bertec, USA) running at speed of 2.5, 3.0, 3.5, and 4.0 m/s. Power Spectrum Density (PSD) of three acceleration signals was calculated to use in transfer function describing the gain and attenuation of impact shock between the tibia and PSIS, and forehead. One-way ANOVA were performed to compare magnitude of shock attenuation between and within running speeds. The alpha level for all statistical tests was .05. Results: No significant differences resulted for magnitude of the vertical and resultant impact shock attenuation between the tibia and PSIS, and forehead between running speeds. However, significant differences within running speed were found in magnitude of the vertical shock attenuation between tibia and PSIS, tibia and forehead at speed of 2.5, 3.0 m/s, respectively. Conclusion: In conclusion, it might be conjectured that muscles covering the knee and ankle joints and shoe's heel pad need to strengthen to keep the lower extremities from injuries by impact shock at relatively fast running speed that faster than preferred running speed.