• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.14 no.10
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• pp.999-1006
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• 2004

Recently, the ride comfort problem becomes increasingly important because of today's needs for train speedup. The railway has the track irregularities which cause vibrations, such as rail joints, turnout, level crossing, transition corves and super-elevation ramps, and variations in the track level(z-axis) and the gauge(y-axis). In Korea, the service run of the high speed train has been made since the 1st of April, 2004. The commercial high-speed trains must be run on the compound lines which are composed of high-speed line and conventional line. The high speed lines in both Kyoungbu line and Honam line have 57.5％ and 33.8％, respectively In this Paper, the ride comfort has been reviewed by the various experimental methods when the high-speed trains are operated on both Kyoungbu line and Honam line. The results show that the high-speed train has no problems from the viewpoint of the comfort ride during the operation on the high speed line and conventional line.

• Proceedings of the KSR Conference
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• 2002.10a
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• pp.104-112
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• 2002

The Honam conventional railroad was already exceseed the limit capacity of transportal ion at some sect ion. Therefore Honam railroad axis needs new high speed railroad line for increasing of transportal ion capacity now. This report was studied about the system technical specification of rolling stock based on new technology or high speed train or advenced countries, KHST and KTX for Honam high speed railroad.

• The Transactions of The Korean Institute of Electrical Engineers
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• v.65 no.9
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• pp.1605-1609
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• 2016

The measurement of current collection performance between pantograph and contact wire of overhead catenary system is intended to prove the safety of operation and the quality of the current collection system. The results of interaction performance of current collection system are required for approving with commercial operation on railway lines. The methods of interaction performance of current collection system are defined on interactional standards such as IEC 62486 and EN 50317. In this paper, the interaction performance is evaluated by the percentage of arcing on Honam high-speed line and the results are used for adjustment of the overhead catenary line structure. The experimental results in Honam high-speed line confirm that the duration of an arc lasting longer 25 ms between pantograph and contact wire was depended on the conditions of overhead contact line after installation.

• Journal of the Korean Society for Railway
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• v.7 no.4
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• pp.332-338
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• 2004

The two projects about the high speed train have been performed in Korea, one project is the commercial run of high speed train(KTX) from Seoul to Busan and the other is the development of original high speed train(HSR 350x). As the successful results, the service run of KTX had been launched on the 1st of April, 2004 and HSR 350x had been fabricated in June, 2002 and has been tested in the Kyoungbu line and Honam line since then. The railway has the track irregularities which cause vibrations, such as rail joints, turnout, level crossing, transition curves and super-elevation ramps, and variations in the track level(z-axis) and the gauge(y-axis). Generally, the ride comfort for railway is evaluated by using the vibrations. In this paper, the ride comfort indices according to mc 513R and ISO 10056 have been reviewed when the high-speed trains are operated on both Kyoungbu line and Honam line. Also, the ride characteristics for KTX and HSR 350x on the high speed line and the conventional line have been analyzed and evaluated. The results show that the high-speed train has no problem from the viewpoint of the comfort ride on the high speed line and the conventional line and the ride index for HSR 350x is same as that for KTX in the high speed(300 km/h).

• Journal of the Korean Institute of Electrical and Electronic Material Engineers
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• v.32 no.1
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• pp.1-5
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• 2019

The overhead contact line (OCL) is a key piece of equipment for transmitting electrical energy to the pantograph of rail cars. Recently, a 400 km/h OCL was applied to the Honam high-speed line, and its performance was examined by running HEMU-430X. For the study, we analyzed the current of catenary wire concurrently while running HEMU-430X in the Honam high-speed line. Specifically, this study recorded the currents for each speed during operation of the railway vehicle. The analysis of the frequency of line current showed generation of third-harmonics, 15th-harmonics, 17th-harmonics, and 19th-harmonics. The current of catenary wire is a basic technology assessment used to determine the electrical safety of electric railway systems, and it can be used as a technology for analyzing circulating currents generated in the current configuration, as well as for analyzing electric fatigue of the OCL components.

• The Transactions of The Korean Institute of Electrical Engineers
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• v.64 no.8
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• pp.1256-1261
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• 2015

Along with the increase of railway catenary system operation speed to 400 km/h, there have been growing demands for good quality current collection systems that satisfy quality standards as well as criteria for safe working. Retaining uniform elasticity tension of contact wires is essential in maintaining high quality contact between pantograph and OCL (Overhead Contact Line) of current collection systems in high speed railways. Therefore, the tension of contact wire must be kept within tight tolerance limits in both working conditions and adverse weather conditions of catenary system. In accordance with these conditions, this paper presents a real time monitoring system for the tensioning device of the newly installed catenary system on the special route of Honam high speed line for 400 km/h operation. For the verification of the true value of tension of contact wires, we have developed ring-type tensioning sensors which were installed on supporting points of mast which compose the catenary system. According to the field test performed on the Honam high speed line catenary system, variation of tension was measured accurately in real-time.

• Proceedings of the KSR Conference
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• 2000.11a
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• pp.250-257
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• 2000

The speed-up of conventional trains is considered as one of the efficient methods to relieve traffic jam and to increase the capacity of transportation. In this study, we measured and analyzed the ride comfort of a push-pull Saemaeul Train with speed-up of 5km/h in curves and 10km/h on straight tracks as compared with present operation speed of the push-pull Saemaeul Trains. Four main lines-Honam, Kyungboo, Janghang, Kyungjeon- were chosen as representative lines for speed-up feasibility study. The increase of mean ride comfort index in case of speed-up is 0.5-2㏈. The mean ride comfort index of vertical direction in case of speed-up is 107-110㏈ for Honam line, 104-112㏈ for Kyungboo line, 108-112㏈ for Janghang line and 105-108㏈ for Kyungjeon line, which are rather high as compared with German trains of similar grade with maximum vehicle speed of 160km/h.

• The Transactions of The Korean Institute of Electrical Engineers
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• v.63 no.12
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• pp.1742-1746
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• 2014

In order to develop a overhead catenary system for the maximum speed of 400 km/h on Honam high-speed line, increasing tension of contact wire, changing dropper distributions, reducing a hard point and etc. should be considered. And it is also essential to develop core components taking account of the increased tension. Therefore we developed a new steady arm for the max. speed of 400 km/h in this study. FEM (Finite Elements Method) analysis was performed to ensure the strength of the arm. An oval shape was applied to the arm, so that 25 % of strength was increased and 9 % of weight was decreased. And a type test according to the code KRSA-3012 was performed to ensure the performance. Fatigue test in KRRI (Korea Railroad Research Institute)'s test-bed was also performed to evaluate its performance. Some section of the Honam High-speed line was constructed with the developed steady arm.

• Proceedings of the KSR Conference
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• 2007.11a
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• pp.899-902
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• 2007

The KTX train which brings April 2004 high-speed railroad commerce operation time is operated currently Kyungbu line Seoul-Gwangmyeong-Daejeon-Dongdaegu-Pusan and Honam line Youngsan-Gwangmyeong-Seodaejeon-Kwangju/Mokpo. The high-speed railroad opening to traffic after KTX train interior noise follows in railway line quality change and it is changing together. From the research which it sees until opening to traffic after present time of the KTX vehicle it executed an interior noise quality change from Kyungbu line.

• Proceedings of the KSR Conference
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• 2008.06a
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• pp.1039-1044
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• 2008

By the result of efforts for the technology development of G7 trainset, the technology of domestic high-speed train KTX-II has lately been put to practical use while a forward countries of railway, which have their own developing ability of high-speed train, are competing against each other for the development of faster high-speed train system. Japan has been commissioning of FASTECH 360 which was developed in June 2005. Also France and Germany have been commissioning of next generation high-speed train such as AGV and ICE-3, developed basing on technology of their existing high-speed train system(TGV and ICE), its maximum commercial running speed is 360kph, and adopted multiple unit system. For the development of technology of domestic high-speed train and enhancement of national technology competitive power, HEMU (High-speed Electrical Multiple Unit) development project has been carried out as a national R&D project from last August. For the executing of HEMU's maximum speed test, we have investigated the high speed line characteristics (i.e. radius of curvature, gradient, cant etc.) of Seoul-Pusan line and Honam line which is under construction. We'd like to examine a study of condition for the best HEMU T&C line considering HEMU's characteristics (i.e. acceleration, deceleration etc.) and its interface with infrastructure in this paper.