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권혁빈(Kwon Hyeok-Bin),이관중(Yee Kwan-Jung),이동호(Lee Dong-Ho) 한국철도학회 2000 한국철도학회 학술발표대회논문집 Vol.- No.-
The tunnel booming noise generated by a train moving into a tunnel has been one of the most serious constraints in the development of the high-speed trains. It is well known that the nose shape of the train has the significant influence on the intensity of the booming noise. In this study, the nose shape has been optimized by using the response surface methodology and the axi-symmetric compressible Euler equations. The parametric studies are also performed with respect to the slenderness ratio, the blockage ratio and the train speed to investigate their sensitivities to the optimization results. The results show that it is possible to define more general design space by introducing the Hicks-Henne shape functions, resulting in the more effective nose shape than that of Maeda. The mechanism and the aspects of the train-tunnel interaction were also investigated from the results of the parametric study.
권혁빈(Hyeok-bin Kwon),김태윤(Tae-yoon Kim),권재현(Jae-hyun Kwon),이동호(Dong-ho Lee),김문상(Moon-sang Kim) 한국철도학회 2002 철도저널 Vol.5 No.4
A numerical simulation has been performed to estimate the transient pressure variation in the tunnel when C7 test train passes through the test tunnel in the Kyoeng-Bu high-speed railway. A modified patched grid scheme is developed to handle the relative motion between a train and a tunnel. Also, a hybrid dimensional approach is proposed to calculate the train-tunnel interaction problem efficiently. An axi-symmetric unsteady Euler solver using the Roe's FDS is used for analyzing a complicated pressure field in tunnel during the test train is passing through the tunnel. Usually, this complex phenomenon depends on the train speed, train length, tunnel length, blockage ratio between train and tunnel cross-sectional area, relative position between train and tunnel, etc. Therefore, numerical simulation should be done carefully in consideration of these factors. Numerical results in this study would be good guidance to make test plans, test equipments selection and to decide their measuring locations. They will also supply important information to the pressurization equipment for high-speed train.
강풍 시 열차전복위험도 평가를 위한 자연풍 측정에 관한 연구
권혁빈(Kwon Hyeok-bin),남성원(Nam Seong-won),유원희(You Won-hee),홍유나(Hong You-na) 한국철도학회 2006 한국철도학회 학술발표대회논문집 Vol.- No.-
The measurement method of natural wind to understand the characteristics of the natural wind along the railway lines in Korea has been investigated to be used in the assessment of the risk of train overturn. The weather information service provided by Korea Meteorological Administration has been employed to outline the broad characteristic of natural wind in Korea. Anemometers using CDMA telecommunication for data transfer have been installed near the railway lines to measure velocities and directions of natural wind and the data processing method has been studied using the measured data.
주행속도 시속 500km 달성을 위한 고속철도 차량의 공기저항 저감 목표 및 달성 방안
권혁빈(Hyeok-Bin Kwon),윤수환(Su-Hwan Yun),이형우(Hyung-Woo Lee) 한국철도학회 2011 한국철도학회 학술발표대회논문집 Vol.2011 No.10
The maximum speed of high-speed rail is restricted to various factors such as track condition including slope and radius tunnel and dynamic stability of vehicle. Among the various factors traction effort and resistance to motion is principal and basic factor. In addition at high speed over 300km/h aerodynamic drag amounts up to 80% of resistance to motion that it can be said that aerodynamic drag is the most important factor to decide the maximum speed of high-speed rail system. This paper deals with a measure to increase the maximum speed of high-speed train by reducing aerodynamic drag. The traction effort curve and resistance to motion curve of existing high-speed train under development has been employed to set up the target of aerodynamic drag reduction to reach up to 500km/h without modification traction system. In addition the contribution of various sources of aerodynamic drag to total value has been analyzed and the strategy for implementation of aerodynamic drag reduction has been discussed based on the aerodynamic simulation results around the train using computational fluid dynamics.
권혁빈(Hyeok Bin Kwon),유원희(Won Hee You) 대한기계학회 2010 대한기계학회 춘추학술대회 Vol.2010 No.6
측풍 시 AREX 열차에 가해지는 공기역학적 하중을 측정하기 위하여 풍동시험이 수행되었다. 5% 축소 시험 모델은 연결부, 하부 및 대차부 등을 포함하여 가능한한 자세하게 모델링되었다. 시험에 사용된 풍동은 폭 4m × 높이 3m의 시험부를 가진 한국항공우주연구원(KARI)의 중형 아음속 풍동이다 두 종류의 선로 모형에 놓여진 열차 모델에 가해지는 공기역학적 하중과 모멘트는 요각에 따라 도시되었으며, 실험 조건에 따른 공력 계수의 특성이 분석되었다. This study is devoted to measure the aerodynamic forces acting on AREX train in crosswind using wind tunnel testing. 5 % scaled test model has been modeled as detailed as possible including the inter-car, under-body, and the bogie systems. The aerodynamic forces on each vehicle of the train have been measured in the 4m×3m test section of the subsonic wind tunnel located in Korea Aerospace Research Institute(KARI). The aerodynamic forces and moments of the train model on two different track model have been plotted with regard to various yaw angles and the characteristics of the aerodynamic coefficients have been analyzed relating to the experimental conditions.
권혁빈(Hyeok-Bin Kwon),박춘수(Choon-Soo Park) 한국철도학회 2005 한국철도학회논문집 Vol.8 No.1
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 as well as the KTX train runs at 300km/h, about 25m/s wind gust is induced just above the tie and the probability for 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.