• Proceedings of the KSR Conference
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• 2008.11b
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• pp.1264-1269
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• 2008

We designed a track circuit of Tag in-tag out type that can be used for light rails and monorails. This method is called RFID-Tag and it literally uses RFID-Tag and replaces a fixed track circuit and implements a moving block. The distance between RFID-Tags is set to the length of a train and thus a train is always in contact with one of the tags. A train runs in RFID-Tag in -RFID-Tag out type at all times and the distance between trains can be precisely controlled through the application of a moving block combined with the basic principle of a fixed block, which enables the continuous speed control and enhances the satisfaction of passengers. When constructing a track circuit using RFID-Tag the Tag in-tag out brings us the cost reduction and is more economical than the existing fixed track circuit in that sense and easy for installation and maintenance. The wireless communication between onboard and wayside makes the continuous control possible and can improve the control capacity of ATP/ATO by the implementation of a moving block on top of a fixed one.

• Journal of KIISE:Information Networking
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• v.33 no.3
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• pp.269-276
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• 2006

This paper proposes a seamless handover scheme for high-speed trains using dual mobile routers to minimize service disruption time and packet loss during handovers. In the proposed scheme, each of the dual mobile routers is located at each end of the moving network for space diversity. One of the two mobile routers can continuously receive packets from its home agent, while the other is undergoing a handover, but they act as one logical mobile router. Analytical and simulation results showed that the proposed scheme could provide no service disruption or packet losses during handovers.

• Journal of the Korean Society for Railway
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• v.15 no.1
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• pp.23-28
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• 2012

In this paper, noise of Korean high-speed trains (KTX) running at different speed from 150 to 300km/h was measured by a microphone array system. From the measurement, relation between maximum sound pressure levels and train moving speeds of KTX was drawn and a regression coefficient from the relation was also derived. Moreover, increases of SPL with speeds of KTX were analyzed in the frequency domain. From the analysis, sound characteristics of passing-by noise of KTX were provided. Then, dominant noise source areas were obtained from the measurements and propagation patterns of KTX in vertical direction were also investigated. Finally, noise sources of KTX were identified from inspection of noise maps.

• Proceedings of the KSR Conference
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• 2002.10a
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• pp.715-720
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• 2002

The dynamic load effects, generated by moving trains, are transferred to the railway bridges through tracks. The dynamic load effects may vary due to the dynamic characteristics of the applied vehicle loads and the railway bridges including the track system. However, the track models have been neglected or simplified by spring elements in the most studies since it is quite complicated to consider the track systems in the dynamic analysis models of railway bridges. In this study track system on railway bridges are modeled using a three-dimensional discrete-support model that can simulate the load carrying behavior of tracks. A 40m simply supported prestressed concrete box-girder system adopted for high-speed railway bridges are modeled for simulation works. The train models are composed of 20 cars for KTX. The dynamic response of railway bridges are found to be affected depending on whether the track model is considered for not. The influencing rate depends on the traveling speed and different wheel-axle distance. The dynamic bridge response decreases remarkably by the track systems around the resonant frequency. Therefore, the resonance effect can be reduced by modifying the track properties in the railway bridge, especially for KTX trains.

• Proceedings of the KSR Conference
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• 2010.06a
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• pp.1044-1053
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• 2010

Transmitting correct train control information is important in a train control system which demands safety. The train control information includes the maximum speed of trains, position of preceding trains, incline of tracks and curve sections etc. A radio frequency-communication based train control system is influenced by the noise and interference because the train control information is transmitted by wireless between a on-board system and wayside system. The radio frequency-communication based train control system is a mobile communication system due to moving trains. The inter symbol interference(ISI) occurs by the multipath fading in the mobile ommunication system. As signal-to-noise ratio(SNR) is decreased by the ISI, the train control information is not received correctly. In case of tunnel section, numerous reflected waves exist. Therefore, the power density of receiver is decreased by difference among the received times, magnitudes, phases through the multipath. So, the train suddenly is stopped by the fail-safe operation in the train control system on account of decreasing the power density of receiver. In this paper, a line of sight model-(Additive White Gaussian noise(AWGN) channel), rayleigh and rician fading model are presented. Probability density functions which are related to the SNR are derived from the models. The fading phenomenon severely occurs as a result of analyzing the probability density functions. So, the space diversity method is used in order to reduce the fading effect and it is demonstrated by using Matlab program.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.21 no.10
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• pp.345-353
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• 2020

On conventional railway lines, trains with different speeds are operated. Therefore, trains moving on curved sections with cants must accept various ranges of balanced cants, cant deficiency, and cant excess, which is essential for the comfort and safety of train operation. In this study, the correlation between the curve radius, cant, and train speed on a track was analyzed to check the cant range that satisfies the criteria of train types, operation speed, cant deficiency, and cant excess. Also, the range of setting the cant by the curve radius and balanced cant were calculated by a regression analysis of train speed according to the frequency of operation in the case of mixed trains. The results could make it possible to improve the speed of the operation route, reduce the loss of ride quality, reduce the risk of derailing caused by cant deficiency, and minimize the load deflection by excess cant. This will ensure the safety of trains running on curves and improve the efficiency of track maintenance.

• Journal of the Korean Society for Precision Engineering
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• v.17 no.11
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• pp.165-175
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• 2000

In recent years, it becomes a very important issue to consider the mechanical systems such as high-speed vehicles and railway trains moving on elastic beam structures. In this paper, a general approach, which can predict the dynamic behavior of constrained mechanical system and elastic beam structure, is proposed. Also, various supporting conditions of a foundation support are considered for the elastic beam structures. The elastic structure is assumed to be a nonuniform and linear Bernoulli-Euler beam with proportional damping effect. Combined Differential-Algebraic Equations of motion are derived using multibody dynamics theory and Finite Element Method. The proposed equations of motion can be solved numerically using generalizd coordinate partitioning method and Predictor-Corrector algorithm, which is an implicit multi-step integration method.

• Journal of Korean Society of Occupational and Environmental Hygiene
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• v.29 no.2
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• pp.185-194
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• 2019

Objective: This study was conducted to investigate the intensity of the extremely low frequency magnetic fields(ELF-MF) generated inside of the cabins during subway operation. Methods: The ELF-MF intensity were investigated on 30 subway lines in Korea, including in the Greater Seoul Metropolitan Area(Seoul and Gyeonggi-do Province), Incheon, Busan, Daegu, Daejeon, and Gwangju. ELF-MF intensity was measured at 0.9 m from the floor using EMDEX II meters with a resolution of $0.01{\mu}T$. All data were collected every three seconds and analyzed with EMCALC 2013 version 3.0B software. Basic characteristics of subway operation, including alternative current(AC) or direct current(DC), voltage level, and opening year of the line were investigated. Real-time information during measurement, such as the time of departure, moving and arrival of trains, were also recorded. Results: The arithmetic mean(AM) and maximum(Max) intensity of ELF-MF were $0.62{\mu}T$ and $11.51{\mu}T$, respectively. Compared by region, the ELF-MF intensity measured inside cabin were the highest in the Seoul Metropolitan Area($AM=0.80{\mu}T$), followed by Busan($AM=0.30{\mu}T$), Daegu($AM=0.29{\mu}T$), Incheon($AM=0.14{\mu}T$), Gwangju($AM=0.04{\mu}T$) and Daejeon($AM=0.03{\mu}T$). The average ELF-MF level measured in AC trains($AM=1.36{\mu}T$) was also significantly higher than in DC trains($AM=0.28{\mu}T$). In terms of the opening year of the subway, trains opened before 1990($AM=0.85{\mu}T$) was the highest and the lowest was 2000-2009($AM=0.24{\mu}T$). Conclusions: The AC supply has the greatest influence on the generation of the ELF-MF intensity in subway cabins.

• Journal of the Earthquake Engineering Society of Korea
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• v.3 no.2
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• pp.67-76
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• 1999

Resonance of the bridge can be occurred with the coincidence between a natural frequency of the bridge and a crossing frequency of moving loads which is determined from the speed and effective beating interval of the vehicle. In case of the railway bridge, the effective beating interval of the vehicle is fixed under the passage of specific trains. In the present study, resonance and cancellation of the bridge subjected to moving high-speed train are analyzed with the variations of span length. A steel-concrete composite railway bridge is idealized by the combinations of plate elements and space frame elements. High-speed train is idealized with moving constant forces and a 3-dimensional full modelling. From analyzing dynamic responses of D.M.F of vertical displacement, maximum vertical acceleration of the slab, and end rotation according to the variations of span length of the bridge, design criteria of span length of the bridge which satisfies dynamic safety is discussed.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.15 no.4
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• pp.693-702
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• 2002

The aim of this study is to develop a 3-dimensional dynamic analysis model, capable of considering the interaction between vehicles and bridges more accurately. The dynamic analysis model is developed with the high-speed train (KTX) and a 2-span continuous prestressed concrete box girder bridge with a double track. The 20-car model is developed using the moving vehicle model for the regular trainset. Three-dimensional frame elements are used for the bridge model. Using the developed models, a dynamic behavior analysis program is coded. The analytical results are compared with the dynamic field test results and found to be valid to yield quite accurate dynamic responses. Based on the results of this study, the hybrid model, made up of the moving vehicle model for the heaviest power car and the moving force model for the other cars, is quite simple and effective without loosing the accuracy that much. Under the coincidence condition of two trains traveling with resonance velocity in the opposite directions, it is necessary to check not only the dynamic responses of the bridge with one-way traffic but those with two- way coincidence.