IEEE TRANSACTIONS ON INSTRUMENTATION AND MEASUREMENT, VOL. 61, NO.

3, MARCH 2012 749

A Mixed Filtering Approach for Track Condition

Monitoring Using Accelerometers on
the Axle Box and Bogie
Jun Seok Lee, Sunghoon Choi, Sang-Soo Kim, Choonsoo Park, and Young Guk Kim

Abstract—This paper describes a method of estimating irregu-

larities in railway tracks using acceleration data measured from
high-speed trains. Track irregularities are the main causes of
the vibration of high-speed trains and thus should be carefully
monitored to maintain the stability and ride quality of the trains.
A mixed filtering approach is proposed for stable displacement
estimation and waveband classification of the irregularities in
the measured acceleration. Accelerometers are mounted on the
axle box and the bogie of a high-speed train to measure the
acceleration in the lateral and vertical directions. The estimated
results are compared with those of a commercial track geometry
measurement system. Finally, the performance of the proposed
approach and the relationship between the mounted location
of the accelerometers and the estimated track irregularities are
discussed.
Index Terms—Accelerometer, axle box, bogie, high-speed train,
mixed filtering, track condition monitoring.
Fig. 1. Concept of the railway track, bogie, and measurement setup.
I. I NTRODUCTION

T RAINS ARE guided on railway tracks by wheelsets that

consist of wheels and axles, which are connected to the
bogie frame via the axle box and the suspension, as shown in
Fig. 1. Due to heavy traffic loads and unexpected ground move-
ment, the track is deformed laterally or vertically, which leads
to directional track irregularities. When a train passes through
such track irregularities, the wheelsets experience abnormal
motion that results in the vibration of the train. The vibration
may lead to poor ride quality or derailment. Therefore, track
irregularities should be carefully monitored and repaired with
appropriate methods to maintain good ride quality and stability
of trains.
Analysis of track irregularities in wavebands is very im-
portant because each waveband affects the stability or ride
Manuscript received May 2, 2011; revised August 3, 2011; accepted
August 4, 2011. Date of publication October 28, 2011; date of current version
February 8, 2012. This work was supported by the Next-Generation High-
speed Train Project (Grant number A01) from the Development of Future
Rail Technology Program funded by the Ministry of Land, Transport and
Maritime Affairs of the Korean government. The Associate Editor coordinating
the review process for this paper was Dr. Antonios Tsourdos.
J. S. Lee is with the University of Science and Technology/Korea Railroad
Research Institute, Uiwang, 437-757, Korea (e-mail: junseok@krri.re.kr).
S. Choi, S.-S. Kim, C. Park, and Y. G. Kim are with the High-speed
Rail Systems Research Division, Korea Railroad Research Institute, Uiwang
437-757, Korea (e-mail: schoi@krri.re.kr; sskim@krri.re.kr; cspark@krri.re.kr;
ygkim@krri.re.kr).
Color versions of one or more of the figures in this paper are available online
at http://ieeexplore.ieee.org.
Digital Object Identifier 10.1109/TIM.2011.2170377
0018-9456/$26.00 © 2011 IEEE
quality of a train. It is well known that vibration components
lower than 2 Hz greatly influence ride quality and vibration
components from 2 to 10 Hz are closely related to stability. As
the vibration frequency relates to the train speed via the basic
relationship between wavelength, frequency, and speed, it is
more convenient to use the waveband instead of the frequency
band to describe track irregularities. For speeds that are less
than 250 km/h, track irregularities with a waveband from 3 to
25 m are related to running stability, and track irregularities
with a waveband from 25 to 70 m are related to ride quality.
For speeds that are greater than 250 km/h, a waveband from
3 to 70 m contributes to running stability, and that from 70 to
150 or 200 m contributes to ride quality [1], [2].
Track irregularities are usually measured in displacement
by a track geometry measurement system that uses versine
with 10 m of symmetrical chord with contact probes during
maintenance work [3]. The contact probes have a speed limit
during the measurement, however, which is lower than the
typical speeds of in-service high-speed trains. Furthermore,
this method cannot be used to measure the irregularities with
wavebands above 25 m [4]. Another measurement system using
a laser beam and a charge coupled device (CCD) camera is
introduced to monitor track irregularities in displacement of an
in-service high-speed train [5]. The laser beam equipment and
CCD camera are very expensive and sensitive to a harsh railway
environment and are not suitable for frequent measurement.
One affordable alternative to such methods is to estimate track
irregularities in displacement from acceleration data measured
750 IEEE TRANSACTIONS ON INSTRUMENTATION AND MEASUREMENT, VOL. 61, NO. 3, MARCH 2012

with accelerometers on the axle box or the bogie of an in-

service high-speed train.
Theoretically, the displacement data can be simply calculated
via double integration of the acceleration data. In reality, how-
ever, double integration usually results in unrealistic drifts. The
two most significant causes of such drifts are the nonzero initial
condition of the data and low-frequency error or direct current
(dc) offsets due to mechanical or electrical hysteresis in the
sensors or cables [6], [7].
Recently, various track irregularity measurement meth- Fig. 2. Setup for measuring acceleration. (a) Axle-box-mounted accelerome-
ods using accelerometers were proposed. Kawasaki and ters. (b) Bogie-mounted accelerometers.
Youcef-Toumi [8] proposed a method based on the car-body
acceleration for track condition monitoring. The car-body ac-
celeration is highly dependent on the primary and the secondary
suspension, so the effect of the track irregularities is difficult
to extract from such data. Weston et al. [9], [10] measured the
motion of a bogie to monitor lateral and vertical irregularities by
using accelerometers and gyroscopes and processing the data
with double integration and high-pass filtering wavelengths
that are above 70 m. Such high-pass filtering is unsuitable for
measuring long wavelength track irregularities. Takeshita [11]
and Naganuma et al. [12] proposed an inertial midchord offset
method with axle-box accelerometers in in-service trains to
monitor irregularities. The midchord offset method has an in-
herent limitation in monitoring irregularities with wavelengths Fig. 3. Track geometry measurement system [19].
greater than 25 m [2], [4]. Alfi and Bruni [13] proposed a
method for estimating track irregularities above 20 m by using a
II. M EASUREMENT S ETUP
model-based identification procedure with vehicle acceleration
measurements in the frequency domain with piecewise constant The lateral and vertical accelerometers that were mounted
functions. This approach has limitations in estimating track on the axle box and the bogie of an in-service high-speed
irregularities because the relationship between vehicle acceler- train are shown in Fig. 2. Capacitive-type accelerometers were
ation and track irregularities is highly nonstationary, resulting selected for the measurement to estimate long wavelengths of
in functions that are not constant in time [14], [15]. up to 200 m, which is equivalent to 0.42 Hz at 300 km/h. Each
Several methods were already proposed by the authors using signal was acquired with a sampling frequency of 2048 Hz.
a Kalman filter for estimating the displacement from the axle- DC coupling was used to take account of both dc and ac
box accelerometers [16] and several sets of the bandpass filters signals. They were conditioned and converted from analog to
for classifying the estimated results in wavebands [17], [18]. In digital with a data acquisition board, and the converted signals
those studies, the estimation of vertical irregularities was found were stored in a laptop computer. In addition, the train speed
satisfactory. However, the estimation of lateral track irregulari- signal was measured and stored synchronously, so that it could
ties and irregularities with wavelengths greater than 70 m was be used to rearrange the filtered data from the time domain
not satisfactory. In this paper, a mixed filtering approach, based to the spatial domain with 0.25 m sampling intervals. The
on Kalman, bandpass, and compensation filters, is proposed to rearranged data were compared with the track irregularities that
solve the problem by using the axle-box- and bogie-mounted were measured via a track geometry measurement system, as
accelerometers. Compensation filters are used to compensate shown in Fig. 3, which can measure the profile and geometry
for the discrepancies in the amplitude and phase, which are of a track [19]. For the profile measurement, a light sectioning
caused by the lateral motion of the axle box or the bogie technique was used, which employs a thin laser band as a sharp
relative to the track and by the phase delay of the previous edge; and the position is determined in the camera’s field of
filters. The parameters of the compensation filters are derived view. For the geometry measurement, an inertial measurement
using the recursive least square (RLS) method, in which the using gyros and accelerometers was used with close proximity
acceleration and track irregularity data are obtained with a to the laser and camera. Their signals were processed in the time
commercial track geometry measurement system with optical domain and transformed into the spatial domain via filtering
and inertial sensors. The performance of the proposed approach and resampling with a synchronization clock. The measurement
is examined in detail by estimating the mean square error system was installed in a prototype high-speed train that could
between the estimated and measured irregularities. The main measure up to 320 km/h.
objective of this research is to propose a method of monitoring Measurement tests were carried out on a track section com-
the track irregularities in displacement with simple acceleration posed of both ballast and slab beds, with some notable track
measurement using a small number of accelerometers mounted irregularities in the section. The slab is usually more robust
on in-service trains. to external loading, and thus, little irregularity was observed.
LEE et al.: MIXED FILTERING APPROACH FOR TRACK CONDITION MONITORING 751

⎡ ⎤
Such was confirmed from the measurement that is presented in 1
Section IV. G = ⎣0⎦ (6)
0
1
III. M IXED F ILTERING A PPROACH H = 2 [1 − 2 1]. (7)
Ts
As mentioned in the introduction, displacement estimation
from noisy acceleration via direct double integration often In the matrix, α is a model parameter with 0  α ≤ 1, and
exhibits unrealistic drifts. Instead of direct double integration, Ts is the sampling interval. In the state-space form, F is the
the mixed filtering approach is proposed to resolve this issue. state transition matrix for updating the previous state, G is the
The approach can be summarized as follows: First, an estima- input matrix for the noise, and H is the measurement matrix
tion method is introduced to estimate the values of the states for mapping the estimated displacement onto the measured
or parameters from the measured data. Then, bandpass filters acceleration. The noise u(n) and w(n) are assumed to be
are applied to obtain the results in wavebands. Finally, the mutually independent and zero-mean white Gaussian noise
amplitude and phase of the estimated data are compensated processes. The initial displacement x(0) is assumed to be zero.
by some compensation filters to obtain the information on The autocovariance and the cross-covariance in the model are
the track irregularities from the estimated lateral and vertical compactly denoted as follows:
⎡⎡ ⎤ 
displacements. u(n) ⎡ ⎤∗ ⎤ ⎡ Q(n) S(n) 0
⎤
u(m) δ
⎢⎢ w(n) ⎥ ⎣ ⎥ ⎢ S ∗ (n) R(n) nm 0 ⎥
E ⎣⎣ ⎦ w(m) ⎦ ⎦=⎣ 0 0 Π0 ⎦
.
x(0)
A. State-Space Model and Kalman Filter x(0)
1 0 0 0
The relationship between the measured acceleration and the (8)
estimated displacement can be represented with the discrete-
In this equation, Q(n) and R(n) are the autocovariance of
time state-space model, which is based on the statistical random
u(n) and w(n), respectively, S(n) is the corresponding cross-
walk model. For this representation, two assumptions should
covariance of the noise, and Π0 is an autocovariance of the
be made [20], [21]: First, the model follows a random process
initial displacement x(0).
whose future probabilities are only determined by present val-
A Kalman filter algorithm is used to estimate the displace-
ues and are independent of past values, which is the Markov
ment from the measured acceleration data. The discrete-time
process assumption, and second, the model is represented by
Kalman filter algorithm in covariance form is summarized as
the process and measurement models.
follows:
The discrete-time state-space model for displacement esti-
• Initial condition
mation from noisy acceleration is as follows.
• State (or transition) model
(0| − 1) = 0
x (9)
P (0| − 1) = Π0 . (10)
x(n + 1) = F x(n) + Gu(n). (1)
• Recursion relations are presented in (11)–(15), shown at
• Space (or measurement) model
(n + 1|n) is the estimate
the bottom of the page, where x
of x(n) and P(n + 1|n) is the state error covariance
a(n) = Hx(n) + w(n) (2)
information in n step.
wherein
B. Bandpass Filters
x(n) ∈ R3×1 (3)
After Kalman filtering, a series of discrete Butterworth spa-
a(n),⎡u(n), w(n)⎤∈ R1×1 (4)
tial frequency bandpass filtering is applied for classifying the
α 0 0 displacement in the following wavebands: from 3 to 25 m, from
F = ⎣ 1 0 0⎦ (5) 25 to 70 m, and from 70 to 150 m (for the vertical direction)
0 1 0 or 200 m (for the lateral direction). The bandpass filters are

− Innovation :
(n|n − 1)
e(n) = a(n) − H x (11)
− Innovation covariance : Re (n) = HP (n|n − 1)H ∗ + R(n) (12)
∗
− Kalman prediction gain : K p (n) = (F P (n|n − 1)H + GS(n)) R−1
e (n) (13)
− State estimation :
(n + 1|n) = F x
x
(n|n − 1) + K p (n)e(n) (14)
∗ ∗
− State error covariance : P (n + 1|n) = F P (n|n − 1)F + GQ(n)G − K p (n)Re (n)K ∗p (n) (15)
752 IEEE TRANSACTIONS ON INSTRUMENTATION AND MEASUREMENT, VOL. 61, NO. 3, MARCH 2012
realized by the following general linear constant-coefficient
difference equation [22]:
N
 M
l(n) = − ak l(n − k) +
(n − k).
bk x
k=1 k=0
This equation performs a selective filtering operation on the
estimated displacement x
(n) to produce filtered displacement
l(n) with the parameters bk and ak which determine the filter’s
spatial frequency response from Butterworth polynomials.
C. Amplitude and Phase Compensation Filters
A set of compensation filters compensates for the discrepan-
cies in the amplitude and phase caused by the lateral motion of
the axle box or bogie relative to the track and by the inherent
filter characteristics such as phase delay. It is well known that
the relationship between lateral displacement and lateral track
irregularities is dependent on the effective wheel conicity and
suspension characteristics, while the vertical direction closely
follows the vertical track irregularities [23]. In addition, a signal
takes a certain amount of time to pass through a filter, which
leads to a change in the transmission phase angle with respect
to the frequency, called the phase delay [24].
A compensation filter that uses a finite impulse response
(FIR) filter with M adjustable parameters is proposed. It is
described as follows:
y(n) = htM (n)LM (n)
where hM (n) and LM (n) are their corresponding vectors.
It is very difficult to identify these parameters by analytical
methods because several different kinds of mechanisms are
simultaneously involved, such as the lateral motion of the axle
box or bogie with respect to the track and phase delay. Instead
of using analytic methods, an adaptive filtering method based
on an RLS algorithm with the measured data is proposed. It
adjusts its parameters to minimize the squared error εM (n)
between the output of the model y(n) and that of an un-
known system d(n) with a weighting factor λ in the range of
0λ≤1
eM (n) = d(n) − y(n)
n
εM = λn−1 |eM (n)|2 .
l=0
− Error : eM (n) = d(n) − LtM (n)hM (n − 1)
− Gain vector : KM (n) =
(16)
Fig. 4. Integrated block diagram for implementation of the proposed method.
The recursive computation of the filter parameters is as follows
[22]: In (20)–(23), shown at the bottom of the page, RM (n) is
the autocorrelation of the input vector, and hM (n) and RM (n)
are initialized by setting hM (−1) − 0 and RM (−1) = δIM ,
where δ is a small positive number.
To determine the adaptive filtering parameters, two trials with
the estimated displacement from measured acceleration and
track irregularities in a 50 km section were selected. The trials
were carried out with a seven-day interval. The acceleration
and track irregularities were measured per 0.25 m with a track
(17)
geometry measurement system [19]. The acceleration is used
as an input for the unknown system and the FIR filter model,
and the track irregularities are used as outputs. The number of
adjustable parameters of the FIR filter model is set at 40. The
parameter values are determined via recursive computation.
The 40 parameters are obtained from the RLS algorithm at the
end of the 200 000th iteration of each irregularity and waveband
case.
Finally, the integrated block diagram is constructed for im-
plementation of the mixed filtering approach in the measure-
ment setup, as shown in Fig. 4.
IV. R ESULTS
(18)
A. Estimation of Parameters for the Compensation Filters
(19) The mean square errors of the RLS method for each wave-
band are shown in Figs. 5 and 6. The spatial frequency
(20)
R−1 ∗
M (n − 1)LM (n)
−1 (21)
λ + LM (n)RM (n − 1)L∗M (n)
t

1  −1

− Correlation matrix update : R−1
M (n) = RM (n − 1) − KM (n)LtM (n)R−1
M (n − 1) (22)
λ
− Filter parameter vector : hM (n) = hM (n − 1) + KM (n)eM (n) (23)
LEE et al.: MIXED FILTERING APPROACH FOR TRACK CONDITION MONITORING
Fig. 5. Mean square error during adaptation process: Lateral direction.
Fig. 6. Mean square error during adaptation process: Vertical direction.
Fig. 7. Spatial frequency response of the compensation filter: Lateral
direction.
responses of the lateral and vertical compensation filters are
shown in Figs. 7 and 8. These figures show that the mean square
error and frequency response characteristics of the two trials are
very similar to each other.
B. Validating Effectiveness of the Proposed Approach
To validate the effectiveness of the mixed filtering approach,
its results are compared with those of the estimation using
the reference filtering whose parameters are estimated with the
120th-order RLS adaptive filter for each waveband. The inputs
of the adaptive filter are the acceleration data, and the desired
output is the measured displacement via the track geometry
753
Fig. 8. Spatial frequency response of the compensation filter: Vertical
direction.
Fig. 9. Comparison of lateral irregularity: Reference filtering versus mixed
filtering.
Fig. 10. Comparison of vertical irregularity: Reference filtering versus mixed
filtering. (a) 70 ∼ 150 m. (b) 25 ∼ 70 m. (c) 3 ∼ 25 m.
measurement system. The parameters of each reference filter
are obtained at the end of the adaptation process.
The lateral and vertical irregularities of the 1 km section,
which are estimated with the reference and the mixed filtering,
are compared in Figs. 9 and 10, and their power spectral den-
sities are also compared in Figs. 11 and 12. In the comparison,
both the reference and the mixed filtering were found similar
to those of the track irregularities from 3 to 70 m, but only
the mixed filtering was similar to the track irregularities that
were above 70 m. These mean that the mixed filtering approach
754 IEEE TRANSACTIONS ON INSTRUMENTATION AND MEASUREMENT, VOL. 61, NO. 3, MARCH 2012
Fig. 11. Power spectral density of the lateral track irregularity: Reference
filtering versus mixed filtering.
Fig. 12. Power spectral density of the vertical track irregularity: Reference
filtering versus mixed filtering.
effectively estimates lateral and vertical track irregularities over
all wavebands.
C. Estimation of Track Irregularities
1) Using Axle-Box-Mounted Accelerometers: The esti-
mated irregularities from the axle-box-mounted accelerometers
are illustrated in Figs. 13 and 14. On the whole, the amplitude
of the irregularities in the ballast section from 0 to 1.7 km is
larger than that of the slab section from 1.7 to 6 km. This is
because the ballast track is more easily deformed than the slab
track under the dynamic loads of high-speed trains.
A significant lateral track irregularity is clearly observed at
1.7 km in the waveband from 25 to 70 m. This is presumed
to be the impact when the train passed the lateral irregularity
associated with the transition from a slab track to a ballast
track. However, this irregularity cannot be found in the other
wavebands for the lateral direction or in any of the wavebands
for the vertical direction. A vertical track irregularity is clearly
observed at about 5 km in the slab section and is notable in
the waveband from 25 to 70 m, although significant lateral
irregularities are not observed at the same location. This is
presumed to be caused by uplift in the slab.
2) Using Bogie-Mounted Accelerometers: The estimated
track irregularities from the bogie-mounted accelerometers are
Fig. 13. Comparison of lateral irregularity: Using the lateral axle-box-
mounted accelerometer. (a) 70 ∼ 200 m. (b) 25 ∼ 70 m. (c) 3 ∼ 25 m.
illustrated in Figs. 15 and 16. The lateral track irregularities us-
ing the bogie-mounted accelerometers are very similar to those
using the axle-box-mounted accelerometers. This is because
there is no suspension between the axle box and the bogie in
the lateral direction, so the lateral motion of the bogie frame
closely follows that of the axle-box.
The estimated vertical track irregularities are similar to the
measurement system results at all the wavebands. It is note-
worthy that the estimation from 70 to 150 m agrees well
with that in the slab section, which is contrary to the case
when the axle-box accelerometers are used. The effect of the
proposed compensation filters is not very significant for any
of the wavebands. This implies that the vertical motions of
the bogie and the axle box closely follow the vertical track
irregularities in all the wavebands, which is surprising because
of the presence of the suspension system between the axle box
and the bogie in the vertical direction.
LEE et al.: MIXED FILTERING APPROACH FOR TRACK CONDITION MONITORING
Fig. 14. Comparison of vertical irregularity: Using the vertical axle-box-
mounted accelerometer. (a) 70 ∼ 150 m. (b) 25 ∼ 70 m. (c) 3 ∼ 25 m.
The lateral irregularity at 1.7 km and the vertical irregularity
at about 5 km are also clearly observed in the 25–70 m wave-
band, with predicted amplitudes that are similar to those with
the axle-box-mounted accelerometer. Additionally, the vertical
irregularity is well defined in the 70–150 m waveband and
agrees well with the measurement system results. At a first
glance, it would seem that the axle box follows the vertical
irregularity more closely than the bogie at all the wavebands
because vertical track irregularities directly affect the motion
of the wheelset and the axle box. However, it is found that
estimates from the bogie-mounted accelerometer follow the
vertical irregularity more accurately at all the wavebands. The
reason for this is unknown, and further research should be
carried out to explore this phenomenon more fully.
3) Mean Square Error Analysis: The performance of the
compensation filter is evaluated quantitatively using the mean
square error shown in Figs. 17 and 18. A chart is provided
in Fig. 19 to evaluate the improvement in the mean square
755
Fig. 15. Comparison of lateral irregularity: Using the lateral bogie-mounted
accelerometer. (a) 70 ∼ 200 m. (b) 25 ∼ 70 m. (c) 3 ∼ 25 m.
error by using the compensation filters. In these figures, the
compensation filter is very effective in the lateral irregularity
in the wavebands from 70 to 200 m and from 25 to 70 m for
both accelerometers. It is moderately effective in the lateral
irregularity from 3 to 25 m, in the vertical irregularity from
25 to 70 m for both accelerometers, and from 3 to 25 m for
the axle-box accelerometer. It is insignificant in the vertical
irregularity from 3 to 25 m for the bogie accelerometer and from
70 to 150 m for both accelerometers.
V. S UMMARY AND C ONCLUSION
A new method is proposed to estimate lateral and vertical
track irregularities using data collected from accelerometers
mounted on the axle box and the bogie of in-service high-
speed trains. The method is based on a mixed filtering approach,
which consists of a Kalman filter for displacement estimation,
bandpass filters for waveband classification, and compensation
756 IEEE TRANSACTIONS ON INSTRUMENTATION AND MEASUREMENT, VOL. 61, NO. 3, MARCH 2012
Fig. 16. Comparison of vertical irregularity: Using the vertical bogie-mounted
accelerometer. (a) 70 ∼ 150 m. (b) 25 ∼ 70 m. (c) 3 ∼ 25 m.
Fig. 17. Mean square error of the measured and the estimated lateral track
irregularity.
Fig. 18. Mean square error of the measured and the estimated vertical track
irregularity.
Fig. 19. Improvement of the mean square error by using the compensation
filters.
filters for amplitude and phase compensation. The estimated re-
sults are compared with those of a track geometry measurement
system. The key findings from the comparison are summarized
as follows.
1) The mixed filtering approach successfully estimates the
lateral and vertical track irregularities from the accelera-
tion data in all the wavebands, in contrast to the reference
filtering that is derived using high-order adaptive filters.
2) In the mixed filtering approach for estimating the lateral
track irregularity, the compensation filters are very effec-
tive with respect to the results obtained from the axle-box
and the bogie accelerometers in the wavebands from 25
to 70 m and from 70 to 200 m, and they are moderately
effective in the waveband from 3 to 25 m, presumably
because of wheel conicity and suspension behavior under
lateral motion.
3) In the mixed filtering approach for estimating the vertical
track irregularity, the compensation filters are a little
effective in the wavebands from 3 to 25 m for the axle-
box accelerometers and from 25 to 70 m for the axle-
box and bogie accelerometers. However, the filters are
insignificant in the wavebands from 3 to 25 m for the
LEE et al.: MIXED FILTERING APPROACH FOR TRACK CONDITION MONITORING
bogie accelerometers and from 25 to 70 m for the axle-
box and the bogie accelerometers.
4) In the estimation of the vertical track irregularity, the
results from the bogie-mounted accelerometers are better
than those from the axle-box-mounted accelerometer in
the waveband from 70 to 150 m, even though the axle
box should follow the irregularity more closely than the
bogie. The reason for this phenomenon is unknown and
will be explored in further research.
ACKNOWLEDGMENT
The authors would like to thank T. Igusa, Ph.D., a professor
at the Department of Civil Engineering of Johns Hopkins Uni-
versity, Baltimore, MD, USA, for his many helpful suggestions
and the anonymous reviewers for their valuable comments.
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Jun Seok Lee was born in Pusan, Korea. He received
the B.S. and M.S. degrees in mechanical engineering
from Pusan National University, Busan, Korea, in
2000 and 2002, respectively.
Since 2006, he has been with the University of
Science and Technology/Korea Railroad Research
Institute, Uiwang, Korea, where he is currently work-
ing toward the Ph.D. degree. He has been involved in
the next-generation high-speed train project for four
years. His research interests are focused on measur-
ing technique, signal processing, and data analysis of
noise and vibration in railway.
Sunghoon Choi was born in Korea. He received
the B.S. degree in mechanical engineering from
Korea Advanced Institute of Science and Technology
(KAIST), Daejeon, China, in 1990, and the M.S. and
Ph.D. degrees in theoretical and applied mechanics
from Northwestern University, Evanston, IL, in 1992
and 1995, respectively.
He joined the technical staff of Samsung Ad-
vanced Institute of Technology and worked for five
years in the computational science and engineering
group. Then, he joined KAIST as a Research Profes-
sor in the Department of Mechanical Engineering. Since 2002, he has been
with Korea Railroad Research Institute, Uiwang, Gyeonggi, Korea, where
he is involved in the development project of the high-speed train system.
His research activities focus on structural acoustics and vibration, and he is
currently working on the identification and mitigation of noise and vibration of
rail vehicles.
Sang-Soo Kim was born in Cheongju, Korea. He
received the B.S. degree in mechanical engineering
from Chungbuk National University, Cheongju, in
1996, and the M.S. and Ph.D. degrees from Ibaraki
National University, Ibaraki, Japan, in 1999 and
2002, respectively.
He worked as a Researcher of the mechatronics
group at Akita Research Institute of Advanced Tech-
nology (AIT) from 2002 to 2004 in Japan. He is
currently a Senior Researcher with Korea Railroad
Research Institute, Uiwang, Gyeonggi, Korea. His
research interests are in the area of test evaluation, system engineering, and
vibration control of high-speed railway.
758 IEEE TRANSACTIONS ON INSTRUMENTATION AND MEASUREMENT, VOL. 61, NO. 3, MARCH 2012
Choonsoo Park was born in South Korea in 1963.
He received the B.S., M.S., and Ph.D. degrees in
mechanical engineering from the Yonsei University,
Seoul, Korea, in 1989, 1991, and 2005, respectively.
From January 1991 to June 1996, he was a Re-
searcher in the rolling stock division at the institute
of Hyundai precision company. Since August 1996,
he has been a Chief Researcher with Korea Rail-
road Research Institute, Uiwang, Gyeonggi, Korea.
During this period, he had participated in the de-
velopment project for the Korean high-speed train.
From January 2006 to December 2006, he was in Johns Hopkins University,
Baltimore, MD, USA as a Visiting Researcher. He is a Subproject Leader for
the development of the HEMU-400X high-speed train from 2007.
Young Guk Kim was born in Yangpyeong, Korea.
He received the M.S. degree in production engi-
neering from the Korea Advanced Institute Science
and Technology, Daejeon, Korea, in 1986, and the
Ph.D. degree in dynamics of railway vehicle from the
University of Ajou, Suwon, Korea, in 2003.
He is currently with Korea Railroad Research
Institute, Uiwang, Korea, where he is involved in the
high-speed rail division for the development of the
high-speed railway vehicle.