• Proceedings of the KSR Conference
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• 2011.05a
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• pp.377-383
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• 2011

The paper is to perceive accurately speed of the train through redundant processor operation. When Slip/slide is occurred at the axle, the train is applied brake force using the Tachometer and the Doppler sensor which assistance equipment. One of the main features of railway signaling system is that rolling stock is made stop to avoid collision with the rolling stock ahead when the rolling stock exceeds its maximum operating speed in line. In addition, in the case of the rolling stock with automatic train operation, it carries out activities such as braking and propulsion using the difference between its actual speed and target speed at the point. To perform these functions, it is essential to calculate the exact speed of the rolling stock in signaling equipment on vehicles. Train speed detection unit are composed of the Tachometer and the Doppler sensor, and speed information is sent to the SDU unit. The processor of SDU unit calculates the speed of the train using compare logic the received speed information. Even if there are Slip/Slide, signaling system is available to apply exact braking, to improve stop on position and to guarantee the safety of trains.

• Proceedings of the KSR Conference
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• 2008.06a
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• pp.1227-1232
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• 2008

High-speed train of push-pull type called as G7 train has been developed and chosen as the model of KTX-II which will be operated on Honam Line nexr year. However, the EMU-type high-speed train appeared to be the recent trend that foreign markets have shown. Also, in the near future, a great number of new train sets are needed to accommodate the increased passengers in our country. Thus, development of the high-speed EMU was decided, planned, and started. In the development, included were almost all fundamental key technologies such as noise and vibration reduction in a passenger cabin, running characteristics, aerodynamic analysis, crashworthiness evaluation, EMI/EMC analysis, design of the cooling system for the propulsion control system, enhanced performance of transformer and switching converters, synchronous traction motor with permanent magnets, new design of front nose and ergonomic interiors, application of advanced information technology(IT) and smart sensors and the cost reduction of construction of railway bridges, etc. Each key technologies are carried out as sub-project independently but under the supervision of a project. The project will develop the high advanced level of technologies and provide necessary know-why's and support the team in charge of the development of the high-speed EMU, Hyundai Rotem Co. Ltd. The high-speed EMU will be successfully developed with the support of the project.

• Proceedings of the KIEE Conference
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• 2008.07a
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• pp.1695-1696
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• 2008

KRRI (Korea Railroad Research Institute) is developing a bimodal tram since the 2003s. The vehicle will be used in the public transportation system. The bimodal tram has the advantages of both bus and train. Bus system has the advantages of flexibility of the routes delivering passengers to the destination and easy accessibility. Train is to meet the scheduled arrival and massive public transportations. The vehicle is the rubber tired tram and is all wheel steered single articulation. The propulsion system is configured by CNG hybrid system. The length of the vehicle is 18m. The vehicle lanes will be marked with permanent magnets that are buried in the road. The vehicle can be automatically operated by navigation control system (NCS). In this paper, we introduce the driving system of the bimodal tram which is developed by KRRI.

• Journal of the Korean Institute of Electrical and Electronic Material Engineers
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• v.18 no.2
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• pp.153-158
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• 2005

Recently, as the feasibility study shows that trans-Korea railway and trans-continental railway are advantageous, interest in high-speed railway system is increasing. Because railway vehicle is environment-friendly and safe compared with airplane and ship, its market-sharing increases gradually. KHST(Korean High Speed Train) has been developed by KRRI (Korea Railroad Research Institute) for last 6 years to satisfy the need. An electric railway system is composed of high-tech subsystems, among which main electric equipment such as transformers and converter are critical components determining the performance of rolling stock. We developed a measurement system for on-line test and evaluation of performances of KHST. The measurement system is composed of software part and hardware part. Perfect interface between multi-users is possible. A now method to measure temperature was applied to the measurement system. By using the system, fault diagnosis and performance evaluation of electric equipment in Korean High Speed Train was conducted during test running.

• Proceedings of the KSR Conference
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• 2005.05a
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• pp.813-818
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• 2005

In this paper, a re-adhesion control scheme is proposed for 1C2M propulsion system of TTX. The possibility of slip between wheel and rail in railway system is increasing because of the tendency of high speed and a climatic change. This slip results in the decrease of adhesive effort between this wheel and rail, so the control strategy of traction effort which can reduce the speed promptly and make most use of the maximum adhesive force is absolutely necessary. This paper describes the modeling of the TTX system, and this system is verified by the simulation.

• Proceedings of the KIEE Conference
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• 1991.07a
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• pp.102-105
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• 1991

In recognition of the transportation problems of the present and to prepare for the ever increasing demands of the future, government decided to develop the magnetically levitated train domestically and started R&D program office in Korea Institute of Machinery and Metals(KIMM). This office since has established three step by step goals : first to develop a 40 passenger exhibition vehicle for Daejon EXPO'93, second to develop the low to mid-speed maglev system for urban public transportation by 1997 and finally the high speed inter-city maglev train by year 2001. The first two maglev systems will use attractive levitation-LIM driven technologies and these technologies are the ones currently being developed by this office and others. The maglev train system is a product of wide range of technologies from electro-technologies to civil engineering technologies. Some of the technologies are currently available but more have to be developed in the near future and these technologies are owned by or to be developed by various institutions within the science & technology community. The level of the technologies available at the present time are still very rudimentary and their basis are very narrow. Recently we have made a few successes in terms of levitation and propulsion but they are only with small scale modules and results are very qualitative at best. A great deal of development work has yet to be done to refine the technologies and to gain confidence. Full scale levitation/propulsion modules will be tested on the curved guideway within 6 months by this office and another institution. This paper reviews the current status of the maglev technologies in Korea and discuss the development strategies. The Korean maglev program is very ambitious and the schedule is even more so. A steady financial support and strong system engineering and integration are essential to the success of this program.

• Journal of the Korea Institute of Military Science and Technology
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• v.16 no.2
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• pp.225-232
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• 2013

In this paper, the study was conducted on the subject of the hybrid electric vehicles used by the military, and optimized the propulsion system for fuel economy considering energy supply to the mission equipments. For the analysis of the vehicles, a method based on the geometry and some assumptions was applied with basic vehicle dynamics. The sources of energy supply in the military hybrid electric vehicles are an engine, a battery and an ultra-capacitor. The optimal operation point among an engine, a battery and an ultra-capacitor can be found by minimizing energy consumption of driving power train and mission equipments. In the study, it was possible to find the optimal propulsion system by comparing fuel efficiency of the vehicles during the driving cycle.

• Proceedings of the KIEE Conference
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• 2007.10c
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• pp.95-97
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• 2007

This paper proposes a mathematical modelling about Leviation Force and Propulsion Force in a system, where Primary and Secondary LSRM air-gap is irregular. This can be a suitable model for Magnetically levitation Train, where Primary and Secondary air-gap mechanically has to control simultaneously Levitation Force and Propulsion Force.

• Journal of the Korean Society of Propulsion Engineers
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• v.4 no.1
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• pp.74-92
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• 2000

A numerical analysis has been conducted to study the transient flowfield during the transition from the booster to sustainer phase in an integrated rocket ramjet (IRR) propulsion system. Emphasis is placed on the unsteady inlet aerodynamics, fuel/air mixing in an entire ramjet engine during the flow transient phase. The computational geometry consists of the entire IRR engine, including the inlet, the combustion chamber, and the exhaust nozzle. Turbulence closure is achieved using a low-Reynolds-number two-equation model. The governing equations are solved numerically by means of a finite-volume, preconditioned flux-differencing scheme over a wide range of Mach umber. Various important physical processes are investigated systemically, including terminal shock train.

• Proceedings of the KSR Conference
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• 2008.06a
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• pp.996-1001
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• 2008

To stop the train safely within the limited traveling distance and reduce its speed to the desired speed, it is necessary to guarantee the correct braking force. Presently, most trains have electric propulsion system and have adopted combined electrical and mechanical(friction) braking system. The friction coefficient between brake disc and pad is an important parameter in determining the mechanical braking force. In general, friction coefficient data of braking material have been taken through the dynamo-test in a laboratory. This study have suggested two methodologies that can measure friction coefficient of braking material on the train's actual operating condition. The first is the direct method; measure the brake force and the clamping force applied on the mechanical brake by using strain gauges installed at the brake disk, and then calculate it. The second method is the indirect method; obtain the friction coefficient by using the train load and the equivalent brake force which is deducted the longitudinal force, such as resistance to motion, gradient resistance and curved resistance, from the inertia force applied to the train.