실용화 자기부상열차의 부상용 전자석 설계 검토

강병관(Kang Byung-Gwan),김국진(Kim Kuk-Jin),김봉섭(Kim Bong-Sub),최규철(Choi Gu-Chul) 한국철도학회 2004 한국철도학회 학술발표대회논문집 Vol.- No.-

MAGLEV is the vehicle which can run in levitated condition by the electro-magnets, and the vehicle can run without any contact condition. In MAGLEV system achieving a high magnetic field for minimum weight is a noteworthy goal. Unfortunately the two aspects of this goal high field and low weight are contradictory. Suitable designs must be sought using optimization techniques. In this paper, magnet attraction force is calculated and conformed by experimental data for designing a electro-magnet.

상전도흡인식 자기부상열차 부상용전자석 정격 부상력 산정 기준

강병관(Kang Byung-Gwan),김국진(Kim Kuk-Jin),김행구(Kim Heng-Gu),이종민(Lee Jong-Min) 한국철도학회 2009 한국철도학회 학술발표대회논문집 Vol.2009 No.11월

본 논문에서는 상전도흡인식 자기부상열차의 부상용전자석의 정격부상력을 결정하는 절차 에 대하여 연구한다. 상전도흡인식 자기부상열차는 U 자 형태의 부상용 레일에 대하여 전자석의 흡 인력을 이용하여 차량을 부상시켜 비접촉으로 차량이 주행하게 된다. 따라서 부상용전자석의 용량은 초기 차량설계단계에서 매우 중요한 요소로서 본 논문에서는 자기부상열차 실용화사업으로 개발되고 있는 차량의 제원을 이용하여 그 용량을 산정해 본다. In this paper, the calculation guideline of electro magnet attraction force is presented for maglev. A study of normal attraction force in maglev train is presented. The levitation and guidance magnet provides vehicle with contact-less supporting of the vehicle with high reliability and high stability. It realizes good riding comfort with less impact to the environment than conventional transportation systems. Levitation magnets are of normal conducting and attractive type. It has U-shaped iron core to obtain nautral stability in the lateral direction.. The attraction force of levitation magnet must be satisfied for vehicle load, passenger load and dynamic load. By using the Korea commercial maglev vehicle data, norminal attraction force for levitation magnet was proposed.

화학공정에서의 안전성 자동 분석기 AHA 의 개발에 관한 연구

강병관(Byoung Gwan Kang),강경욱(Kyung Wook Kang),이병우(Byung Woo Lee),서정철(Jung Chul Suh),윤인섭(En Sup Yoon) 한국화학공학회 1999 Korean Chemical Engineering Research(HWAHAK KONGHA Vol.37 No.3

There are many kinds of complicated equipment in chemical plants. So, the chemical plants always have high possibility of accidents. Hazard analysis is one of the basic tasks to ensure the safety of chemical plants, but it is an arduous, tedious, time-consuming work and requires multidisciplinary knowledge, and demands considerable cognitive load from the analysts. To overcome these problems, there have been various attempts to automate this work by utilizing computer technology, particularly knowledge-based technique. However, many of the past approaches are lacking in properties: safeguard consideration, accident diversity, cause and consequence diversity, pathways leading to accidents, and various hazard analysis reasoning. Therefore, in this study, deviation analysis algorithm, malfunction analysis algorithm, and accident analysis algorithm were proposed using multimodel approach of representing a chemical process adequately for hazard analysis in view of function, behavior, structure, and material property. Unit knowledge base is devised to model a process unit. It consists of unit behavior model and unit function model. In unit knowledge base, a process unit is modeled in different terms of variable and function. Variables describing unit are divided into inlet, internal, and outlet variables explicitly, by interconnecting behavior model and function model through these variables. This model represents physical hazards. In structure model, process is separated into several streams which represent different connections. In material knowledge base, chemical properties are considered according to NFPA code. A hazard analysis system, AHA, was developed on G2. The system was applied to feed section

무가선 저상트램 개발 및 시험 현황

김행구(Haeng-Koo Kim),강병관(Byung-Gwan Kang),김동일(Dong-Il Kim),엄경수(Kyong-Su Eom),김국진(Kuk-Jin Kim) 한국철도학회 2013 한국철도학회 학술발표대회논문집 Vol.2013 No.5

국토교통부 지원 하에 2009년에 개발을 착수하여 2012년 2월에 제작을 완료한 국내 최초 무가선 저상트램은 162kWh급 에너지 용량을 가진 리튬 폴리머 배터리를 탑재하여 별도의 급전 및 충전 시설없이 배터리에 저장된 에너지만으로 현존하는 무가선 트램 중에서 최장 거리 운행이 가능한 차량이다. 또한, 장거리 주행 및 배터리 충전시간을 줄이기 위해서 유가선 주행도 가능하도록 설계가 되어 있기 때문에 유연한 노선 설계에도 대응이 가능하다. 2012년 5월부터 8월까지 여수엑스포 전시기간 동안에 여수엑스포역에서 전시운행을 실시하여 일반인에게도 시승의 기회를 제공하였다. 2012년 11월에는 오송에 약 1km 구간의 트램시험선을 완공하여 현재까지 연속 주행시험을 실시하고 있다. 또한, 2013년 2단계 기술개발 기간 착수 후에는 신호시스템을 탑재하고, 유가선 구간의 시험선을 연장하여 종합 운행 시험을 실시할 예정이다. The first catenary-free low floor tram in Korea has started to be developed in 2009 and finished manufactured in Feb. 2012 supported by Ministry of Land, Infrastructure and Transport. Equipped with litium-polymer battery of 162kWh energy capacity, it is able to run the longest distance in existing catenaryfree trams only using on-board battery energy without additional charging or supplying power. As it is designed to run with catenary for the purpose to operate longer distance and reduce battery charging time, track design is enabled more flexible. During Yeosu Expo exhibition from May to August 2012, it has been demonstrated to the public at the Yeosu Expo station. In Nov. 2012, the construction of tram test track with 1km section has been finished and the tram has continued running test until now. After starting the phase 2 R&D period in 2013, the signaling system will be installed, extend the test track with catenary and the integration test will be conducted.

경량화를 위한 공기압축기 직입기동 설계

박민우(Min Woo Park),강병관(Byung Gwan Kang),이종민(Jong Min Lee),조홍덕(Hong Deok Jo) 한국철도학회 2016 한국철도학회 학술발표대회논문집 Vol.2016 No.5

도시형 자기부상열차 경량화를 위하여 공기압축기 직입기동을 적용하여 공기압축기 기동장치(Compressor Motor Starting Box, CMSB)를 미 적용하여 1 량 기준으로 약 68kg 의 중량 절감 및 재료비 절감 효과와 경량화로 인한 에너지 소비 감소를 기대할 수 있다. Urban Maglev lighter to an air compressor directly to wear the same applied to air compressors Starters (Compressor Motor Starting Box, CMSB) the non applied one train based on approximately 68kg in weight reduction and material cost savings and weight as a result of energy consumption It can be expected to decrease.)

입력전압 크기에 따른 자기부상열차의 시스템 특성

김국진(Kuk-Jin Kim),강병관(Byung-Gwan Kang) 대한전기학회 2007 대한전기학회 학술대회 논문집 Vol.2007 No.10

본 논문은 "도시형 자기부상열차 실용화 사업"으로 개발 중인 차량에 있어서 입력전압의 크기(직류 1,500V, 750V)에 따라 추진 및 보조전원시스템의 특성을 비교/검토하여 차량시스템 및 관련 타 시스템에 미치는 영향을 고려한 결과를 보여주고자 한다.

Poly (phenylene oxide, PPO) 고분자 전해질을 이용한 불균질 바이폴라막 제조 및 물분해 특성

김인식 ( In Sik Kim ),황성연 ( Seong Yeon Hwang ),강병관 ( Byung Gwan Kang ),황택성 ( Taek Sung Hwang ) 한국화학공학회 2019 Korean Chemical Engineering Research(HWAHAK KONGHA Vol.57 No.1

본 연구에서는 PPO 이온선택성 용액과 이온교환수지의 혼합비율을 달리하여 캐스팅법으로 불균질 이온교환막을 제조하였고 이를 이용하여 불균질 바이폴라막을 제조하였다. 불균질 양이온교환막 및 음이온교환막의 함수율은 각각 60~80% 이었고 이온교환용량은 2.81~3.26 meq/g, 2.31~2.74 meq/g 이었으며 전기저항은 1.65~1.45Ω·㎠, 1.55~1.05 Ω·㎠ 이었다. 또한 불균질 이온교환막의 최대 수지함량은 60 wt% 이었다. 불균질 바이폴라막의 인장강도는 관능화 전 PPO 수지의 인장강도(700 Kgf/㎠) 보다 모두 낮았고, 촉매층이 형성된 불균질 바이폴라막의 인장강도는 무촉매 불균질 바이폴라막보다 인장강도가 낮았다. 또한 촉매층이 형성된 불균질 바이폴라막의 물분해 전압은 최소 1.7~1.8 V, 최대 3.9~4.0 V로 낮고 매우 안정적이었고, 무촉매 불균질 바이폴라막의 물분해 전압은 3.8~4.0 V로 일정하였다. In this study, heterogeneous ion exchange membranes were prepared by casting method with various mixing ratios of PPO ion-selective solution and ion exchange resin. Then heterogeneous bipolar membranes were prepared by using this. The water content of heterogeneous cation and anion exchange membranes were 60~80% respectively, the ion exchange capacity was 2.81~3.26 meq/g, 2.31~2.74 meq/g and electrical resistances were 1.65~1.45 Ω·㎠ and 1.55 ~1.05 Ω·㎠. The tensile strength of heterogeneous bipolar membrane was lower than that of PPO resin before functionalization (700 Kgf/㎠). The tensile strength of heterogeneous bipolar membrane with catalyst layer was lower than that of non-catalytic heterogeneous bipolar membrane. The water splitting voltage of the heterogeneous bipolar membrane with catalyst layer was low and stable at a minimum of 1.7~1.8 V, maximum 3.9~4.0 V, and the water splitting voltage of the non-catalytic heterogeneous bipolar membrane was constant at 3.8~4.0 V.

자기부상열차의 부상제어 요구 성능을 고려한 시스템의 설계

조정민(Jo Jeong-Min),이종민(Lee Jong-Min),강병관(Kang Byung-Gwan),박성호(Par,Sung-Ho),김철호(Kim Cheol-Ho),최종묵(Choi Jong-Mook),김국진(Kim Kuk-Jin) 한국철도학회 2008 한국철도학회 학술발표대회논문집 Vol.- No.-

The performance of magnetic levitation controller is affected from not only levitation control algorithm but also the interaction between compositing system, so it is important to design maglev system considering the character of magnetic levitation controller in order to get the required performance of Maglev. The factors affecting the levitation controller of maglev are the dynamics of levitation magnet, the carrying weight of the overall system, the normal force and lateral force of traction motor and rail condition. In this paper the interaction between magnet and vehicle weight is analysed on side of stability of levitation controller in order to get the required performance of levitation controller.

도시형 자기부상열차 추진특성에 관한 성능연구

김봉섭(Bong-Seup Kim),고준균(Joon-Kyun Koh),박도영(Do-Young Park),강병관(Byung-Gwan Kang) 한국철도학회 2011 한국철도학회 학술발표대회논문집 Vol.2011 No.10

This paper introduces the performance test of the prototype vehicle which will be in operation for Urban Maglev Program. While common trains with steel wheels use rotary induction motors for propulsion maglev trains gain thrust force from linear induction motors maintaining the constant airgap with levitation electromagnets. Therefore not only the behavior of the linear induction motor should be well understood but also the way of propulsion that minimizes its effect on the levitation system should be took into account. Performance test procedures of maglev trains are proposed and carried out and the characteristics of acceleration and deceleration are verified to agree with the design criteria. Tests are mainly performed on the linear section of the test line and the driving characteristics on the section with a 6‰ incline are examined additionally. As a result the performance of the prototype vehicle in the reverse operation can satisfy the requirement about the acceleration and deceleration 4.0m/s2. And the design modifications of the commercial vehicle and the performance specifications required on the demonstration line are investigated.