• Proceedings of the KSR Conference
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• 1998.11a
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• pp.119-128
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• 1998

An electromagnets and a single-sided linear induction motor(SLIM) are used for suspension and propulsion equipment respectively. The electromagnets and SLIM are installed in the same frame, called a bogie, to reduce the volume under the vehicle floor and to raise the response charateristics to follow the track. Then the 3-dimensional forces(thrust force, normal force, side force) generated by SLIM direct]y affect the suspension system as the disturbance force. Moreover, in the running condition, the gap length variation in the electromagnets is the same as the SLIM. Therefore, the mutual interaction between the electromagnets and the SLIM is an important problem to realize the smaller gap length. In this paper, the dynamic interaction is analyzed and confir

• Proceedings of the KSR Conference
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• 1998.11a
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• pp.210-218
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• 1998

The ATO(Automatic Train Operation) System is used for train operation instead of drivers. It is interfaced with TCMS(Train Control and Monitoring System) and ATC/TWC system in the train and wayside facilities. In this paper describes configuration of ATO, specification of ATO hardware, construction of ATO software and the algorithm fur automatic train speed regulation in the carborn ATO system. ATO Application Software is consist of ART, SPR, REG, SRV and PSM tasks. ART task is main control part of the ATO that determine ATO control, ATO mode, state transition. SPR determine speed reference according to train motion status, track data, train data and restricted train speed. REG task regulated train speed form the starting of one station to the precision stop at the other station under the result of ART and SPR tasks. In this paper, a algorithm for the train speed regulation while running is described.

• Proceedings of the KSR Conference
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• 2008.11b
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• pp.1628-1633
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• 2008

Safety of railroad is result of reliability which is received from test & evaluation of system. Railroad system is consisted of various sub system such as vehicle, supply of electric power, signal, communication, rail track construction, operation. To secure safety of railroad, evaluation about parts, assembly, sub system, whole system etc.. that compose railroad is essential. In this paper, I wish to describe for results that analyze korean tilting vehicle's derailment coefficient developed by national research achievement. Result that evaluation korean tilting vehicle's running safety, verified that secure even if speed-up 30 km/h than operating speed of present in curved line.

• Proceedings of the KSR Conference
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• 2008.11b
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• pp.1389-1396
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• 2008

There are many studies on the ride comfort for the train from the viewpoint of passenger. But there are only a few studies on the ride comfort for engineers in the locomotive. The railway has the track conditions, such as irregularities, rail joints, turnout, level crossing, transition curves and super-elevation ramps, which cause vibrations. Generally, the ride comfort for the train is evaluated by using the vibrations. In this study, vibration accelerations have been measured in the cabin rooms of locomotives, such as DL(Diesel-electric Locomotive), DHC(Diesel Hyduralic Car) and NEL(New-Electric Locomotive) when running on the Kyoungbu conventional line. And then, their ride comforts has been analyzed and evaluated by statistical method according to UIC 513R.

• Journal of Korean Society of Occupational and Environmental Hygiene
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• v.17 no.1
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• pp.13-20
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• 2007

This study was performed to investigate the concentrations of PM($PM_{10}$, $PM_{2.5}$, $PM_{1}$) and it's affecting factors in the subway from line 1 to line 8 in Seoul metropolitan area, from Sep. 1 to 30, 2005. PM concentrations were measured at the entrances and centers in subway passenger cabins by a light scattering equipment. And the affecting factors to PM were estimated based on the number of passenger, door open and close and running area etc. The geometric means of $PM_{10}$, $PM_{2.5}$ and $PM_{1}$ concentration in Seoul subway passenger cabins were $214{\mu}g/m^3$, $86.6{\mu}g/m^3$ and $27.0{\mu}g/m^3$, respectively. These mean concentrations in subway carriage were higher when it ran on an underground track than on a ground track. And running time(7AM-9AM, 11AM-13PM, 6PM-8PM) significantly influenced to the concentrations of $PM_{10}$, $PM_{2.5}$ and $PM_{1}$. Daily profile of $PM_{10}$ and $PM_{2.5}$, $PM_{1}$ expressed as an 10 minutes average, showed similar variation pattern over day period. In correlation analysis, significant relations among $PM_{10}$, $PM_{2.5}$ and $PM_{1}$ were detected(p〈0.01). In particular, correlation coefficient between $PM_{10}$and $PM_{1}$ was highly significant(r=0.94). Further study is needed to identity the sources of PM in subway cabins and to compare pollutants concentration among subway lines.

• Journal of the Korean Society for Railway
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• v.17 no.4
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• pp.251-259
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• 2014

The transition zone between an earthwork and a bridge effect to the vehicle's running stability because support stiffness of the roadbed is suddenly changed. The design criteria for the transition structure on ballast track were not particular in the past. However with the introduction of concrete track is introduced, it requires there is a higher performance level required because of maintenance and running stability. In this present paper, a transition structure reinforced with geosynthetics is suggested to improve the performance of existing bridge-earthwork transition structures. The suggested transition structure, in which there is reinforcing of the approach block using high-tension geosynthetics, has a structure similar to that of earth reinforced abutments. The utilized backfill materials are cement treated soil and gravel. These materials are used to reduce water intrusion into the approach block and to increase the recycling of surplus earth materials. An experiment was performed under the same conditions in order to allow a comparison of this new structure with the existing transition structure. Evaluation items are elastic displacement, cumulative settlement, and earth pressure. As for the results of the real-scale accelerated testing, the suggested transition structure has excellent performance for the reduction of earth pressure and settlement. Above all, it has high resistance the variation of the water content.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.35 no.2
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• pp.131-140
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• 2022

Installing Continuous Welded Rail (CWR) is one of the economical ways to resolve the challenges of noise, vibration, and the open-deck steel railway bridge impact, and the SSF method using the interlocking sleeper fastener has recently been developed. In this study, the method employed for determining the optimum vertical stiffness of the sleeper pad installed under the bridge sleeper, which is utilized to adjust the rail height and absorb shock when the train passes when the interlocking sleeper fastener is applied, is presented. To determine the optimal vertical stiffness of the sleeper pad, related existing design codes are reviewed, and, running safety, ride comfort, track safety, and bridge vibration according to the change in the vertical stiffness of the sleeper pad are estimated via flexible multi-body dynamic analysis,. The flexible multi-body dynamic analysis is performed using commercial programs ABAQUS and VI-Rail. The numerical analysis is conducted using the bridge model for a 30m-long plate girder bridge, and the response is calculated when passing ITX Saemaeul and KTX vehicles and freight wagon when the vertical stiffness of the sleeper pad is altered from 7.5 kN/mm to 240 kN/mm. The optimum stiffness of the sleeper pad is calculated as 200 kN/mm under the conditions of the track components applied to the numerical analysis.

• Convergence Security Journal
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• v.13 no.3
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• pp.17-23
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• 2013

Clustering is required to configure clustering interdependent structural technology. Clustering handles variable workloads or impede continuity of service to continue operating in the event of a failure. Long as high-availability clustering feature focuses on server operating systems. Active-standby state of two systems when the active server fails, all services are running on the standby server, it takes the service. This function switching or switchover is called failover. Long as high-availability clustering feature focuses on server operating systems. The cluster node that is running on multiple systems and services have to duplicate each other so you can keep track of. In the event of a node failure within a few seconds the second node, the node shall perform the duties broken. Structure for high-availability clustering efficiency should be measured. System performance of infrastructure systems performance, latency, response time, CPU load factor(CPU utilization), CPU processes on the system (system process) channels are represented.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.43 no.4
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• pp.347-354
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• 2007

This paper describes on the real-time monitoring of net setting and hauling process for fishing operations of Danish seine vessels in the southern waters of Korea as an application of a PC based ECDIS system. Tracking of fishing process was performed for the large scale Danish seine vessel of G/T 90 and 350 PS class using the fishing gear which the length of net, ground rope, head rope and sweep line including warp in both sides were 86m, 104m, 118m and 3,200m, respectively. Tracking information for net setting and hauling process was continuously recorded for 23 fishing operations performed on November and December, 2003. All measurement data, such as trawl position, heading, towing course and past track which was individually time stamped during data acquisition, was processed in real time on the ECDIS and displayed simultaneously on the ENC chart. The results indicated that after the separation of a marker buoy from Danish seiner, the averaged running speed of vessel and the averaged setting period while shooting the seine on the course of diamond shape to surround the fish school in the 23 fishing operations were 8.3 knots and 13.1 minutes, respectively. And with the maker buoy taken on board, the averaged running speed of vessel and the averaged towing period while closing the seine on the straight route was 1.0 knots and 47.0 minutes, respectively. After the closing stage of hand rope, the hand rope was towed by the averaged speed of 2.2 knots during the 13.0 minutes. The average area for route of diamond shape swept by sweep lines of the seine in 23 fishing grounds was $709,951.6m^2$. Further investigation is also planed to provide more quantitative tracking information and to achieve more effective surveillance and control of Danish seine vessels in EEZ fishing grounds.

• Journal of the Korean Society for Railway
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• v.20 no.5
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• pp.577-587
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• 2017

In the design process of dynamic characteristics of a railway vehicle, demand for analysis, testing and estimation methods of running stability are increasing as railway vehicle speed is increasing. Critical speed tests and estimation have been carried out using computer simulation or special test facilities, like roller rigs, because real track testing at critical speed is very dangerous. This paper introduces a test and assessment method for critical speed and estimates the validity using several roller rig tests. The test results show that it is difficult to estimate the critical speed using safety and instability assessment method in UIC 518, but that there is good agreement between the reduction of the equivalent damping ratio and the critical speed.