• Convergence Security Journal
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• v.13 no.6
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• pp.61-68
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• 2013

Needs for a new technologies of infrastructure systems arose, following the development of next generation EMU(Electric Multiple Unit) train with maximum speed over 400km/h. For high-speed operation tests of the new EMU, a high-speed railway infrastructure test-bed was constructed in a 28km long section of the Honam High-speed Railway. Diverse sensors and monitoring system was installed for continuous monitoring of the railway. Due to such effort, further demands and needs of the integrated monitoring system was derived in a more comprehensive and long-term perspective.

• Journal of Sensor Science and Technology
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• v.12 no.4
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• pp.164-169
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• 2003

Recently, as the road capacity reaches the limit and environmental problems becomes serious, there is gradually increased a need for railroad vehicles that are environment-friendly and have time regularity, reliability and safety. Accordingly, in addition to conventional railroad vehicles, lots of vehicles are being newly developed. We developed the hardware and software of the measurement system for on-line test and evaluation of korean high speed train. The software controls the hardware of the mesurement data and acts as interface between users and the system hardware. In this paper, we is studied for electric apparatus performance of railway vehicle using sensor. In order to this test is developed signal conversion system. Using this system, we obtained important result for pantograph voltage, battery voltage, axle speed, and inverter current.

• The Transactions of The Korean Institute of Electrical Engineers
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• v.64 no.10
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• pp.1523-1527
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• 2015

Traction power is supplied by three-phase alternating current of 154 kV power grid and electric trains are operated on single phase feeding system. It becomes important to use all the three phases equally and convert them into two-phase electric power (90 degree phase rotation) for traction supply. This is achieved by special transformer from the adjacent traction substation which is separated by a neutral section. Neutral section locations are in front of the substation and between the two substations. The first stage of the Seoul-Busan high-speed railway, design curve radius is larger than 7,000 m and the greatest slope is 25‰. The railway track conditions are evaluated as good enough to install a neutral section at the first stage, but a few factors of coasting operation of the train should be considered at the second stage of Seoul-Busan high-speed railway. The neutral section was located at Kim-cheon substation, which made some neutral section problems produced by the operating train, and the neutral section was moved about 1.5 km to the south toward Dong Dae-gu station due to the track operation condition. Some of the trains which stopped at the existing Kim-cheon Gu-mi station produced another motor block failure after moving the neutral section. In this paper, power quality, system performance and track condition, etc. are suggested to solve the problems.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.15 no.2
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• pp.1157-1163
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• 2014

Needs for a new technologies of infrastructure systems arose, following the development of next generation EMU(Electric Multiple Unit) train with maximum speed over 400km/h. For high-speed operation tests of the new EMU, a high-speed railway infrastructure test-bed was constructed in a 28km long section of the Honam High-speed Railway. Diverse sensors and monitoring system was installed for continuous monitoring of the railway. Due to such effort, further demands and needs of the integrated monitoring system was derived in a more comprehensive and long-term perspective.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.38 no.7
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• pp.817-822
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• 2014

Since the opening of the double-track railway for the Gyeongchun local electric train and the semi-high speed train ITX, floating population between Seoul and Chuncheon has rapidly increased. This is attributable to the competitiveness of the railway service in terms of punctuality and safety of operation, mass transportation and low fare. However, many passengers have expressed strong dissatisfaction and displeasure towards the interior noise and its high rate of increase, particularly in tunnel sections. In this study, the interior noise characteristics of Gyeongchun local electric train and ITX were analyzed and compared. Noise levels, frequency spectrum and sound quality indices were compared for the open land, tunnel and bridge. Finally, from the noise levels depending on the location in the vehicle compartment, the noise transmission path was determined and a basic strategy for reducing the interior noise was developed.

• The Transactions of The Korean Institute of Electrical Engineers
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• v.64 no.11
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• pp.1618-1625
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• 2015

The reliability of catenary system is very important for uninterrupted train operation as it supplies electric power to train without redundant facilities. This paper provides a systematic approach to the reliability analysis of the catenary system based on FMECA procedures defined by global standards such as MIL Std 1692a and IEC 60812. Field failure data collected from the operation and maintenance of high-speed railway catenary system for 9 years are used to derive critical failure modes and to evaluate the criticality of the failure modes. Evaluation of the criticality are carried out by quantitative procedures defined by MIL Std 1692a and by criticality matrix defined by IEC 60812. FMECA results suggests that three critical failure modes should be checked carefully during maintenance work, which include strand break of dropper and voltage equalizing wire, power supply failure of feeder. Maintenance procedure of catenary system in order of importance is suggested too. These results can be applied to maintenance planning and design of catenary system to improve the reliability of electric railway system.

• Proceedings of the KSR Conference
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• 2003.05a
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• pp.580-585
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• 2003

Korean high speed train (KHST) has adopted a combined electric/ mechanic (friction) braking system. Electric brakes are consist of rheostatic brake, regenerative brake and eddy current brake and mechanical brakes are composed of disc brake, wheel disc brake and tread brake. In this paper, we introduce the braking performance test and the measuring method of mechanical brake. And disc brake performance has been reviewed by the experimental method. The on-line test of KHST has been carried out up to 260 km/h and proved that the disc braking capacity of KHST is sufficient.

• 한국전산유체공학회:학술대회논문집
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• 2004.10a
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• pp.177-180
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• 2004

The development of a tilting train with construction of electric line on the conventional railway is required for speed-up on the conventional railway with many curving sections. For development of tilting train, the study and development of the tilting system and tilting bogie having the different mechanism with a general high speed train will play a main role for improving the technology in the field of Korean railway The study and development of the pantograph tilting mechanism in order to keep a good contact behavior between a pantograph and a contact wire by tilting a pantograph on the opposite direction of the vehicle tilting direction. In this study, we analyzed the aerodynamic characteristic of a developing pantograph on the tilting train and obtained the contact force with catenary by aerodynamic lift force by the aerodynamic analysis. We also performed the numerical analysis for design the device controlling lift force on a pantograph. From the aerodynamic simulation and parameter study for a device to control the lift force, we will suggest the various shape and the optimal shape of it corresponding to a developing tilting pantograph. The Fluent software is used for the calculation of flow profile in this study.

• Proceedings of the KSR Conference
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• 2010.06a
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• pp.1100-1105
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• 2010

The high speed line and conventional line are a single-phase AC feeding system; and power supplies of different phases meet at SS(SubStation)s or SP(Sectioning Post)s. These sections should be negotiated with the main circuit breaker in the traction vehicle switched off, whereby the length of the neutral zone prevents the pantographs shunting adjacent overhead line section. In order for electric railway vehicles to make power running there, there must be a power supply changeover section (approx. for 1km), where a changeover switch changes a power supply to the other power supply of a train running direction sequentially. For a thorough changeover switching control, the precise train position detection is necessarily required. In this paper, to realize the ground-based train position detection method, configuration scheme of train position detection equipment is suggested by using track circuit and axle counter.

• The Transactions of The Korean Institute of Electrical Engineers
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• v.62 no.9
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• pp.1343-1347
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• 2013

This paper presents an analysis methods for current collection quality in catenary system by means of video image based monitoring system. Arcing is the sparking at the interface point between pantograph and contact wire when the electric trains have traction current values at speed. Percentage of arcing at maximum line speed is measurable parameters for compliance with the requirements on dynamic behaviour of the interface between pantograph and contact wire in accordance with requirement of IEC and EN standards. The arc detector and video is installed on a train aim at the trailing contact strip according to the travel direction. The arc detector presented and measured verity of value such as the duration and power density of each arc and the video image is measured a image when the arc is occurred in pantograph. In this paper we analysis of video image in accordance with power density of arcing from arc detector and compared with video image and power density of arcing so as to produce quality of arcing from image.