• Proceedings of the KIEE Conference
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• 2006.07b
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• pp.1112-1114
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• 2006

Tilting train has been developed to increase the operational speed of the trains on conventional lines which have many curves. This train are tilted at curves to compensate for unbalanced carbody centrifugal acceleration to a greater extent than compensation produced by the track cant, so that passengers do not feel centrifugal acceleration and thus trains can run at higher speed at curves. This paper show that results of normal capacity calculations of the electrical equipments such as Main transformer, PWM converter, VVVF inverter, traction motor in TTX(tilting train express) with maximum operation speed 180km/h

• Proceedings of the KIEE Conference
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• 2007.11a
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• pp.200-201
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• 2007

Tilting train has been developed to increase the operational speed of the trains on conventional lines which have many curves. This train are tilted at curves to compensate for unbalanced carbody centrifugal acceleration to a greater extent than compensation produced by the track cant, so that passengers do not feel centrifugal acceleration and thus trains can run at higher speed at curves. This paper show that results of normal capacity calculations of the electrical equipments such as Main transformer, PWM converter, VVVF inverter, traction motor in TTX(tilting train express) with maximum operation speed 180 km/h.

• Proceedings of the KIEE Conference
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• 2007.11a
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• pp.202-203
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• 2007

Induction Motor is important at tilting train. Tiling train induction motor should be operated to commercial servicespeed 180km/h at Korea Conventional Line upgrade railroad. As the induction motors are without commutators, maintenance is easy and it is far lighter than the conventional motors with the same capacity. The induction motor, however, posed problems in use as its motor torque is not large enough compared with DC motors. With the recent advances in power semiconductors, it is possible to apply the induction motors to trains by applying VVVF inverter control method to the traction motor. In this study, we realize the stable measurement AC motor temperature characteristic of TTX train.

• Proceedings of the KIEE Conference
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• 2005.07b
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• pp.1604-1606
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• 2005

Tilting train has been developed to increase the operational speed of the trains on conventional lines which have many curves. This train are tilted at curves to compensate for unbalanced carbody centrifugal acceleration to a greater extent than compensation produced by the track cant, so that passengers do not feel centrifugal acceleration and thus trains can run at higher speed at curves. This paper show that results of normal capacity calculations of the electrical equipments such as Main transformer, PWM converter, VVVF inverter, traction motor in TTX(tilting train express) with maximum operation speed 180 km/h

• Proceedings of the KSR Conference
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• 2005.11a
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• pp.665-670
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• 2005

This paper introduces the propulsion system(Motor Block) stabilization test result for Korean High Speed Railway(HSR). The developed propulsion system using high power semiconductor, IGCT(Integrated Gate Commutated Thyristor) consists of two PWM converter and VVVF inverter. In this paper, overall configuration of propulsion system is briefly described and stabilization tests are made to verify the developed propulsion system. The presented test results shows beatless control method of inverter output current at the 200km/h and performance test of BCH.

• Proceedings of the KSR Conference
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• 2005.05a
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• pp.291-298
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• 2005

This paper describes the characteristic feather of propulsion system adopting mass production. The train formation is composed of 4 cars by 2 Motor cars and 2 Train cars. Acceleration rate must be 3.0 km/h/s or more when the car starts up to 35km/h by 16ton of passenger load. The system information supervision is easy because the system is controlled to perfect digital circuits, all information of an action is stored in a memory and is managed. The control system is composed of a fully digital circuit and a high level software such as C language. The DSP TMS320C31 is used for main processor and has the capability of 50MHz, 32bit floating point operation and has a C compiler. Therefore, the implementation of control algorithm and the change of function are easy. VVVF inverter using IGBT conducted variable combined test, environment test using chamber, interface test and field test etc.

• Proceedings of the KIEE Conference
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• 2002.11d
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• pp.325-329
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• 2002

This paper is intended as an investigation of the interface between Neutral section insulators and pantograph interface. Neutral section insulators are installed at the boundary between AC catenary system and DC catenary system, which should provide electrical insolation between two different catenary systems and pass the trains without interruption. As the number of the pantographs installed on the train increased, which is necessary for the VVVF inverter drive trains introduced in recent years, there occurs an serious aspects of the interaction between pantographs and Neutral section insulators. These effects hinder the automatic switch operation of MCB(Main Circuit Breaker) after passing through the section insulators, and lead to the extra-ordinary wear of FRP insulator material of section insulators. Countermeasures in terms of the interface between the Neutral secton insulators and electric collection system of train are provided too.

• The Transactions of the Korean Institute of Electrical Engineers A
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• v.52 no.11
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• pp.639-646
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• 2003

Nowadays traction motors in the urban rail transit vehicle are controlled by VVVF inverter and have capability of regenerative braking. The algorithms to deal with the regenerating vehicle in simulation for the DC traction power supply is introduced in this paper. Substations have to be separated from the system to represent reverse biased rectifiers in substations. The model of the trains in regenerative braking has to be changed from the ideal current source to the constant voltage source since the train input voltage has to be controlled below the certain train maximum voltage. Some mismatches are unevitable because the constraint of the regenerated power can not be imposed with the constant voltage source. The mismatches represent the unused regenerated power. A computer program is developed to verify the validity of the algorithm. The test run result shows the program behaves as it is expected and proves the algorithm's validity.

• Proceedings of the KIEE Conference
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• 1996.07a
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• pp.625-628
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• 1996

Recent power converting system for an electric train has characteristics of a complex electromechanical system, which includes VVVF inverter, bidirectional converter, ac motor and controller and etc. So in order to analysis its dynamic characteristics reliably, a powerful and flexible simulation technique is needed. Concerned with this respect, because the Simulink has a veriety of powerful functions and analysis tools not available in conventional power electronics simulation packages, it can be effectively applied to the simulation of the power converting system. In this paper, a schematically similar model for an electric train power converting system is derived on the Simulink Window, based on the Dynamic Node Technique, and several simulations have been implemented with the model. With the simulation results, the characteristics of the power converting system and the easeness of the proposed Simulink-based simulation technique could be verified clearly.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.11 no.7
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• pp.253-260
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• 2001

A Study of interior noise reduction in the magelv train is presented. Tarin speed of interest is low such that aero-dynamic noise is negligible and power supply system is a dominant noise source. Based on the measurements of interior noise and acceleration levels during running and zero speed conditions, dominant noise sources are identified. After spectra characteristics of noise sources are investigated several noise reducing methods are studied such as STL increasement of floor panels. sealing. and absorption treatment It is found that the most important noise sources are VVVF inverter and SLM in running condition, whereas air conditioner and DC/DC converter are dominant in zero speed. Sine the major noise sources are under the floor complete sealing and high STL of the floor panel are shown to be the most crucial factors in noise reduction After sound absorbing material, which is polyurethan foam of 50 mm thickness, is thickness, is attached to the downward side of the floor in addition to sealing treatment, the interior noise is reduced by 3~4 dB.