• Proceedings of the KSR Conference
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• 2011.10a
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• pp.2064-2071
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• 2011

We are developing an innovative super-speed land transportation system running in a partial vacuum in tunnels with small inside diameter to reduce the aerodynamic drag forces. This paper presents the experimental results obtained on a small scale model when a super-speed train model passing through a tunnel with small inside diameter and a partial vacuum to reduce the aerodynamic drag forces. The experiments were performed on a 1/52-scale moving model rig in which a train model with a diameter of 58 mm and a length of 603 mm was accelerated in a launching tube with 12.27 m length by means of the compressed air launcher and then passed through a tunnel model with 17.149 m length. The partial vacuum was maintained in the tunnel in order to reduce the energy consumption of the propulsion system of the super-speed tube train at super-speed of 700 km/h. In this study, the blockage ratio of train to tunnel model is 0.336. Experimental results show the nonlinear effects of the vacuum on the speed-up of the train model in the tunnel model under the partial vacuum up to 0.21 atm and at the velocity up to 684 km/h. This paper is first study for experiments on the speed-up of a super-speed train model in the partial vacuum tunnels.

• Journal of the Korean Society for Railway
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• v.8 no.1
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• pp.6-14
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• 2005

The mechanism of ballast-flying phenomena by strong wind induced by high-speed trains has extensively been investigated by conducting wind tunnel test and field-measuring of wind velocity in the vicinity of the track. The ballast gathered from the Seoul-Busan high-speed railway track has been classified by mass and shape to find relationship between those properties and the characteristic of movement in high wind and 16-channel Kiel-probe array has been used to examine the detailed flow structure above the surface of the track. The probability of ballast-flying during the passage of the high-speed train has been assessed comparing the results from wind tunnel test and that from field-measuring. The results shows that when the G7 train runs well as the KTX train runs at 300km/h, about 25m/s wind gust is induced just above the tie and the probability far small ballast under 50g to fly is about 50％ when it is on the tie. If the G7 train runs at 350km/h, the wind gust just above the tie increases to 30m/s, therefore radical countermeasure seems to be needed.

• Proceedings of the Korean Society of Computer Information Conference
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• 2011.01a
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• pp.107-108
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• 2011

Since the development of railway technology, the current urban Railway the first train line in the country for safe operation control automatic/unattended operation, automatic train operation equipment available (ATO) on time and reliable operation has introduced. ATO Automatic operation controlled by the value (Target velocity) and the feedback value (Actual velocity) by the error between the backing and braking of the train by repeated low energy efficiency. In this paper, given a fixed distance stations between time operation with minimal energy in the driving characteristics and driving trains are modeled. Therefore, in line 5 real route time sectional drive straight sections for experimental data analysis / draft Section / curved and section of the train on that line is selected according to the changing driving patterns to minimize the energy optimal driving patterns were presented.

• Journal of Biosystems Engineering
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• v.36 no.6
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• pp.422-433
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• 2011

Market demand for hydro-mechanical transmission (HMT) for agricultural tractors has increased recently. To select a type of HMT satisfying design conditions, performance characteristics of 12 HMT types must be understood. This study was conducted to provide tractor engineers with a guideline to select the most appropriate HMT type for their design requirements. Characteristics on speed reduction ratio, power transmission efficiency, power regeneration, lock-up angular velocity, output torque ratio and torque ratio of planetary gear train axis of the 12 HMT types were investigated and presented as either formula or graphical forms. A guideline to select proper HMT type was also presented using 2 parameter: lock-up angular velocity (${\omega}_L$) and torque ratio of the planetary gear train axis. In addition, effect of gear ratio of the planetary gear train on the power transmission efficiency was investigated and a guideline to select the best gear ratio was also presented.

• Journal of the Korean Institute of Gas
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• v.13 no.1
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• pp.1-8
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• 2009

Recently, the vibration of underground structure due to high speed railway loads has been increased substantially as compared with middle and slow speed. The buried gas pipelines under continuous impact forces and repeated loading are more influenced by the vibrational loads than another pipelines. However, the static analysis was not enough to allow for the effect of vibrations because it uses impact factors for the design or analysis process. In this study, characteristics of Pipelines was quantitatively estimated through each conditions of soil covers and train speed, and the new vibration prediction is presented about the vibrational velocity.

• Transactions of the Korean Society of Automotive Engineers
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• v.9 no.3
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• pp.60-67
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• 2001

As a method of variable valve train(VVT), Electro-Mechanical Valve(EMV) has been studied. Compared with conventional VVT system, the EMV system has a relatively simple structure. The system has two electromagnets, springs and an armature. The system can be operated by reciprocal action between armature and two electromagnets. And, the operating event can be controlled by electrical signal from controller. Therefore, reduction of emission and fuel consumption can be achieved through valve event control at each engine operating condition. In this study, characteristics of EMV system were investigated by simulations and experiments. The results of simulation and experiment show that the core shape and material characteristics are dominant parameters on magnetic force and delay time. In order to apply the system to commercial engine, it has a compact size and high stiffness springs(50N/mm) to increase the valve speed. Because of high valve seating velocity, loud noise and high impact force generated, which can lead to reduction of actuator durability. Therefore, further research is required to reduce valve seating velocity.

• Proceedings of the KSR Conference
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• 2008.06a
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• pp.2114-2119
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• 2008

When a train enters into a tunnel, a compression wave is generated by a front nose and a expansion wave is generated by a rear nose each other. Because the compression wave and expansion wave have interactions with the train in a tunnel repeatedly, the internal pressure of the train is dramatically varied. And this pressure variation gives passengers discomfort like ear-ache. In this paper, we had measured the internal pressure variation of TTX developed and being on Test-Running in Honam line and made an analysis of pressure variation rate. As a result, the internal pressure variation was different as to the length of tunnel. Though the entering velocity of TTX is similar on test tunnels, on the short tunnel, the pressure drop was lower then that of the long tunnel. And it was expected that the rates of internal pressure variation would be exceeded the limits on 160km/h entering velocity.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.32 no.9
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• pp.645-651
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• 2008

For a high speed train driving at 300 km/h, aero-acoustic noise is a dominant component among various noise sources. The aeroacoustic noise is mainly due to inter-coach spacings because discontinuities in the train surface significantly disturb turbulent flows. This often leads to the uncomfortableness of passengers. Interestingly, the aero-acoustic noise reduces with decreasing the mud-flap spacing of the inter-couch spacing. We perform numerical simulations to investigate flow characteristics around the inter-coach spacing. We model the inter-coach spacing as a simple 2-D cavity with flaps, and calculate the velocity and pressure field using two equation turbulence models, varying the flap spacing. The results show that a wider flap spacing develops a higher inflection point in mean velocity profiles over the cavity. It is likely that large eddies generated near the inflection point persist longer in the downstream since they are less affected by the wall. This probably induces the more aero-acoustic noises. The wider spacing also results in the larger pressure difference between the inside and outside of the cavity. This is also responsible for the increased noise since the large difference would cause a strong flow oscillations in and out of the cavity.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.17 no.5 s.122
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• pp.427-436
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• 2007

The catenary of a high-speed electrical train is modeled by the finite elements with the upper suspension wire, lower contact wire, and droppers, and the dynamic contact between the catenary and the pantograph is numerically analyzed by solving the whole equations of motion of the pantograph and the catenary system subjected to the contact condition. For the stability of the numerical solution, with the cubic spline interpolation of the catenary displacement, the velocity and acceleration constraints as well as the displacement constraint are imposed on the contact point. Through the various numerical examples, it is shown that the dropper positions as well as the static deflection are crucial to determine the contact and separation of the pantograph of a high-speed train.

• Proceedings of the KSR Conference
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• 2004.06a
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• pp.804-810
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• 2004

Tilting train can pass curve at higher speed without affecting passenger comfort by tilting Carbody. But the centrifugal force proportional to square of velocity increases the track lateral force. This is the one of the problems to be solved when applying tilting train. The one countermeasure we selected the light weight design by applying distributed traction EMU system and light weight materials such as FRP. The other countermeasure was to adopt steering bogie concept in order to reduce the guiding force on Curve track. This paper describes the design study of self steering mechanism applied to the Bogie for 180 km/h Korean Tilting Train(TTX), which was done as a part of the Korean National R&D project.