• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2011.04a
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• pp.158-160
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• 2011

• Journal of the Korea Academia-Industrial cooperation Society
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• v.16 no.8
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• pp.5534-5540
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• 2015

This In the railway signaling system, applications of axle counter in addition to track circuit goes on increasing for detecting train position. Consequently, this paper compares sensor methods of axle counter with between geo-magnetism method and proximity sensor method. And it presents differences and results, to improve reliabilities of train detection and axle counting. Also, this article presents an applied result which is based on field experience, with regard to installation, considering attachment condition of sensor part for accurate axle counting. This study acquires expandability that is able to perform not only axle counting function but also various other functions (direction detection of train, speed detection of train, and so on). It was a result of a change of design in order to judge phase difference of sensors, to improve reliability of axle counting. Furthermore, it does not subordinate to characteristics (type, weight of train). And it is confirmed that the omission of axle counting was not occurred in 350km/h. This was the result of Lab test after the construction of transfer equipment of trial axle and Test Bed for axle counting. Both of them are self-productions. Through this, it prepares foundation which is able to apply not only to train detection but also to speed of passing trains, formation number of trains, detector locking condition - when the train passes the section of switch point, and level crossing devices. Furthermore, it would be judged to contribute safety train operation if proximity sensor method applies to the whole railway signaling system from now on.

• Journal of KSNVE
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• v.7 no.6
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• pp.959-966
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• 1997

In general, the booming noise intensity at tunnel exit is strongly related to the gradient of the compression wave front created by high speed train entering the tunnel. This paper presents some results in relation with the compression wave front produced when the high speed train enters a tunnel. Four kinds of tunnel entrance shape with real dimensions were studied to investigate the formation of compression wave front inside tunnel by train entering tunnel. Computations were carried out using three-dimensional compressible Euler equation with vanishing viscosity and conductivity of fluid. According to the results, the flow disturbances occured at tunnel entrance were eliminated by tunnel hood with same cross sectional area. The compression wave front is formed completely at 30-40m from tunnel entrance. The maximum pressure gradient of compression wave front is reduced by 29.8% for the inclined tunnel hood and reduced by 21.5% for the tunnel hood with holes at the top face with tunnel without hood. The length of the inclined hood is 15m and the length of the hood with holes is 20m.

• Proceedings of the KSR Conference
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• 2010.06a
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• pp.448-454
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• 2010

Currently a KTX train of 20-car formation is 388m long and carries 931 passengers including one captain and three crews which is quite a few to cover the lengthy service area and many customers. On the other hand, if a passenger wants to talk to an attendant, he has to wait for an attendant passing by his/her seat or walk to an intercom which is placed at every other car. Any of these choices is inconvenient. So, in this paper, we presented a system design for developing an audio/visual communication system for a passenger and an attendant. The system was analyzed and designed according to the Object-Oriented methodology with UML (Unified Modeling Language). Based on a problem statement, a Use-case Diagram, Sequence Diagrams, Class Diagram, State Charts, collaboration Diagram were generated. The design will be used in system implementation to a HEMU-400X test train and to be tested.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 1997.04a
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• pp.627-635
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• 1997

In general, the booming noise intensity at tunnel exit is strongly related to the gradient of the compression wave front created by high speed train entering the tunnel. This paper presents some results in relation with the compression wave front produced when the high speed train enters a tunnel. Four kinds of tunnel entrance shape with real dimensions were studied to investigate the formation of compression wave front inside tunnel by train entering tunnel. Computations were carried out using three-dimensional compressible Euler equation with vanishing viscosity and conductivity of fluid. According to the reslts, the flow disturbance occured at tunnel entrance were eliminated by tunnel hood with same cross sectional area. The compression wave front is formed completely at 30-40m from tunnel entrance. The maximum pressure gradient of compression wave front is reduced by 29.8% for the inclined tunnel hood and reduced by 21.5% for the tunnel hood with holes at the top face with tunnel without hood. The length of the inclined hood is 15m and the length of the hood with holes is 20m.

• Journal of the Korean Institute of Electrical and Electronic Material Engineers
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• v.35 no.2
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• pp.134-142
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• 2022

As industry and technology go through advancement, it is hard to search new materials which satisfy various standards through conventional trial-and-error based research methods. Crystal Graph Convolutional Neural Network(CGCNN) is a neural network which uses material's features as train data, and predicts the material properties(formation energy, bandgap, etc.) much faster than first-principles calculation. This report introduces how to train the CGCNN model which predicts the formation energy using open database. It is anticipated that with a simple programming skill, readers could construct a model using their data and purpose. Developing machine learning model for materials science is going to help researchers who should explore large chemical and structural space to discover materials efficiently.

• 수도
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• v.24 no.4 s.85
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• pp.79-87
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• 1997

In an effort to prevent the formation of DBPs from disinfection and the microbial regrowth in distribution systems, the ozonation followed by biological filtration process in drinking water treatment train has been recently developed as an alternative process to reduce effectively water-born organic matter as precursor. There are, however, insufficient for the consistent information and data about the relation between ozone dosage based on organic surrogate parameter, TOC or DOC and effect of ozonation on BDOC formation. This study is to review critically for the effect of ozonation on biodegradability on the basis of published technical papers including the output from author's research laboratory. It truned out that : 1. ozonation in the presence of organic matter has a tendancy to increase in BDOC content, 2. the rate of BDOC formation was maximum below 1mg $O_3/mg$ DOC of ozone dose, but about maximum content of BDOC was obtainable at the range from 1.5mg $O_3/mg$ DOC to 2mg $O_3/mg$ DOC, 3. from above 1mg $O_3/mg$ DOC, the rate of BDOC formation became slow down, 4. from above 2mg $O_3/mg$ DOC, BDOC formation was quantitatively negligible, In conclusion, it needs further systematic study and research concerned to biodegradability and treatability by ozonation in terms of organic characteristics and experimental conditions because it was hard to find out the consistent experimental data comparable each other that were performed by numbers of research authors.

• Proceedings of the KSR Conference
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• 2005.05a
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• pp.291-298
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• 2005

This paper describes the characteristic feather of propulsion system adopting mass production. The train formation is composed of 4 cars by 2 Motor cars and 2 Train cars. Acceleration rate must be 3.0 km/h/s or more when the car starts up to 35km/h by 16ton of passenger load. The system information supervision is easy because the system is controlled to perfect digital circuits, all information of an action is stored in a memory and is managed. The control system is composed of a fully digital circuit and a high level software such as C language. The DSP TMS320C31 is used for main processor and has the capability of 50MHz, 32bit floating point operation and has a C compiler. Therefore, the implementation of control algorithm and the change of function are easy. VVVF inverter using IGBT conducted variable combined test, environment test using chamber, interface test and field test etc.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.23 no.11
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• pp.1020-1026
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• 2013

An accurate railway environmental noise prediction model is required to make the proper solution of the railway noise problems. In this paper, an engineering model for predicting the noise of conventional passenger cars is presented considering the acoustic source strength in octave-band frequencies and the propagation over grounds with varying surface properties. Since the formation of a train can be variable, the source strength of each locomotive and passenger car was estimated by measuring the pass-by noise and analysing the wheel-rail rolling noise. Some validation cases show on the average small differences between the predictions of the present model and the measurement results.

• Journal of Korean Society of Environmental Engineers
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• v.33 no.12
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• pp.893-899
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• 2011

The occurrence of THMs, the characteristics of THMs formation and removal of THMs were investigated. The treatment train of M plant consists of prechlorination, flocculation, sedimentation, filtration, ozonation, activated carbon and postchlorination. The study of THM formation indicated that about 92% of the THMs were formed in the flocculation/sedimentation/filtration process which affected by prechlorination. The formation of THMs was highly correlated to $KMnO_4$ consumption and water temperature in raw water. The regression model had showed 0.72~0.80 of determination coefficient so it could be used to predict the amount of THMs formation in finished water. Compared to the prechlorination process, the THMs formation was reduced in interchlorination process. With the addition of PAC, fewer THMs were formed in PAC-chlorination process than in chlorination-PAC process. Our results showed that air stripping could be used to remove the existing THMs.