• Journal of the Korean Society for Railway
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• v.20 no.5
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• pp.595-601
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• 2017

Due to the electrification of railways, fault at the traction line is increasing year by year. So importance of the fault locator is growing higher. Nevertheless at the field traction line, it is difficult to locate accurate fault point due to various conditions. In this paper railway feeding system current loop equation was simplified and generalized though measured data. And substation, train power data were measured under synchronized condition. Finally catenary impedance was predicted through generalized equation. Also simulation model was designed to figure out the effect of load current for train at same location. Train current was changed from min to max range and catenary impedance was compared at same location. Finally, power measurement was performed in the field at train and substation simultaneously and catenary system impedance was predicted and calculated. Through this method catenary impedance can be measured more easily and continuously compared to the past method.

• Proceedings of the KSR Conference
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• 2000.11a
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• pp.628-635
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• 2000

The catenary system supported by the tunnel bracket which has been used uniquely in KNR was selected as the catenary inside narrow existing tunnel in the electrification of Kyeung-Bu Line for operation of Korea High Speed Train(KTX). It was demanded to judge the maximal operable speed of KTX in this catenary system to implement the planning. To do this, the tunnel bracket was firstly tested to obtain the characteristic data. The stiffness of this bracket are computed depending on the location which catenary installed on. Moreover, the catenary using tunnel bracket is modelled numerically respecting the bracket stiffness. Based on these, the dynamics between this catenary and KTX pantograph are simulated with the program developed by ourselves independently. The simulation result are evaluated according to the generally acceptable criteria. Consequently, the maximal operable speed of KTX in the catenary using KNR(Korean National Railroad) tunnel bracket is predicted and some items which are needed to be kept in the processing of implementation are drawn.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.11 no.8
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• pp.2983-2988
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• 2010

The train control system used in Gyeongbu-line is classified in ATC, IXL and CTC. Domestic railway signaling systems are being developed by electrification. In these systems the electrification of interlocking reaches 57% and the safety equipments of railway crossings in trackside devices have completed their development into an integrated system. Block systems of all the existing sections have not yet electrified and integrated so that they need a number of complement in terms of construction and maintenance. For ABS currently used in existing domestic lines, and LEU being installed in Gyeongbu and Honam lines, although a train is controlled by the signaling information of the same train in the same location, the system is separately installed so that the same information is separately divided and transmitted at the each distinct system. Therefore, in the conventional ABS and LEU, there are a lot of duplicate installed compartments such as lamp detection and a power supply unit. Hence, we have a lot of problems: for maintenance, a lot of manpower and costs need to be invested and the overall manufacturing costs get higher, as well as the construction costs by duplicate. Therefore, this paper suggest design to develop an integrated electronic Block Control Unit by the integration of the currently used ABS, and communication and electronic technology. We are to monitor and manage the block systems in the corresponding station by integrating. And we are to transmit information together with LEU, which is an ATS wayside transmitter.

• Proceedings of the KSR Conference
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• 2002.05a
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• pp.503-508
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• 2002

In this study, the relation between the mtation which are usually caused by the creep of the contact wire, the bar geometry and the forces(wire tensions) for the triangle-shaped distribution bar and straight-shaped one in dependent tensioning device system is reviewed. According to the result a rotation of distribution bar in triangle-shaped one modifies the distribution of the tensions between the three wires hooked in a distribution bar. On the contrary, a rotation on the straight-shaped one leads to no tension distribution change. Therefore, to use the straight-shaped distribution bar instead of triangle-shaped one is recommended. In addition, the design contents of the distribution bar which will be used in electrification of Gyeongbu line are described in this paper.

• Proceedings of the KSR Conference
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• 2006.11b
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• pp.646-658
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• 2006

In this paper, the details of electric traction voltages which are widely used for metro and mainline trains are presented. The problems encountered in catenaries, pressure of the pantograph pan, catenary contact cross sectional area, materials etc are well covered. Catenary height from the rail for main line, bridges, sheds etc is discussed. The catenary running details and switching of one catenary to another are explained. The dead zones in 3 phase grid as well as in DC are presented here. The pantograph structure, blades, shoes etc. for AC/DC EMUs are dealt. The schematic diagram for electrification systems used for railways are given and explained with typical electrical parameters of Indian Railways.

• 제어로봇시스템학회:학술대회논문집
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• 2004.08a
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• pp.1173-1177
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• 2004

The high investment is necessary for the new high speed lines. So the KRRI was interested in the possibility of upgrading the existing line in order to speed up the train in the conventional lines. The tilting train system has been developed because the reconstruction of railway for the cant compensation costs very high. The purpose of the tilting system is to compensate the centrifugal acceleration in order to reduce the lateral acceleration of the passenger at high speed on the curves.The pantograph of the tilting train is indispensable in order to supply the electrification equipments with power in safe. The dynamic interaction between the pantograph and the overhead catenary system causes the variation of the contact force and the contact force variation can cause contact losses, arcing and sparking. If the spark happens between the pantograph and the overhead catenary system, the EMI(electro magnetic interface) and noises may occur. After all, the quality of current collection is deteriorated. This paper deals with the active control of pantograph and presents the LQ-servo controller to reduce the contact force variation.

• The Journal of Korean Institute of Communications and Information Sciences
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• v.42 no.5
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• pp.1110-1116
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• 2017

Depending on the operating characteristics, track circuit is installed for the purpose of direct or indirect control of the signal device, point switch machine and other security device. These are mainly used for train detection, transmission of information, broken rail detection and transmission of return current. Especially, the return current is related to signal system, power system and catenary line, and track circuit systems. It is one of the most important component shall be dealt for the safety of track side staff and for the protection of railway-related electrical system according to electrification. Therefore, an accurate analysis of the return current is needed to prevent the return current unbalance and the system induced disorder and failure due to an over current condition. Also, if the malfunction occurred by the return current harmonics, it can cause problems including train operation interruption. In this paper, we presented measurement and analysis method at return current and it's harmonics by high speed train operation on the honam high speed line.