• Journal of the Korean Society of Manufacturing Technology Engineers
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• v.23 no.3
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• pp.310-317
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• 2014

The Next-generation High-speed Rail Technology Development Project was started in 2007 by the Korean Government with the aim of developing the core technologies for a high-speed electric multiple unit (EMU) railway system. This is the first attempt to develop a high-speed EMU railway. High-speed EMU trains have superior acceleration and deceleration compared to push-pull high-speed railways such as KTX(Korean Train eXpress). A prototype train was developed and tested on a high-speed line starting in 2012. The new train must maintain running safety during the test. Generally, the international standard (UIC518) is adopted to evaluate the running safety of trains. This method suggests that the test zone must have over 25 sections, and the length of each section must be 500 m. However, it is difficult to implement these test conditions for a real high-speed line. In this study, we analyzed the running safety using several test section lengths (100 m to 500 m) and compared the results. The results of this study will be used to establish a running safety evaluation method for high-speed EMU railways.

• Proceedings of the KSR Conference
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• 2011.10a
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• pp.2256-2262
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• 2011

In this study, sound transmission loss (STL) is investigated on the multi-layered windows used in the KTX-sancheon and next generation HEMU-400x high speed train. Using TLOSS, which is developed as a special purpose STL analysis program, STLs of the multi-layered glass windows are analytically investigated and compared with the mass law result. Window specimens for the two train models are manufactured and intensity transmission losses are measured based on ASTM E2249-02. The problems in aspect of sound insulation are diagnosed on the two window models. The aim of this study is to provide useful data for the improvement of the interior noise in the high speed train.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2011.10a
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• pp.457-462
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• 2011

The sidewall of the HEMU-400x consists of two parts. One is the multi-layered structure including aluminium extruded panel and the other is the double glazed window. When the train runs in a tunnel, the equivalent sound insulation performance of the side wall significantly influences the internal noise levels. In aspect of the sound insulation strategy, it is important to make two parts have similar performance. In this study, the intensity sound transmission loss (ITL) is measured on the specimens of the two parts. Mass law deviation (MLD) is considered in order to compare the sound insulation performance of the two parts in respect of the weight. Contribution of each part to the sound insulation is analyzed and the sound insulation strategy is investigated to reduce the interior noise.

• Proceedings of the KSR Conference
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• 2011.10a
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• pp.556-562
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• 2011

Railroad started from invention of stream locomotive at the beginning of the industrial revolution. Development of diesel and electric locomotives in railroad induced science and technology since the industrial revolution. Korean high-speed train so-called high-speed train project, is localized 86.7%(compared to price), 92%(compared to number of parts). This technology has been contributed to KTX since 2004. High-speed railway was developed to integrated system, which is contained high technology such as civil, mechanical and electrical technology. This effects to advanced technology across the board science, technology, industry. High-speed railway is fast, safe, comfortable, eco-friendly as next generation's representative transportation. Furthermore it is inaugurate the era of the new railroad. Korea is opened the high-speed railway following Japan, France, Germany, Spain. Korea became the fifth nation of the high-speed railway. It joins the rank of developed countries operating at the speed of 300km/h. Especially, KTX is emerging as advanced transportation with reducing logistics costs significantly due to time advantage and transportation revolution. The purpose of this study is to present the strategy through internal and external railway market's analysis for Korea railway system's globalization expansion(overseas expansion).

• Proceedings of the KIEE Conference
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• 2003.11c
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• pp.802-805
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• 2003

The aim of this paper is to provide a guide to those methods of train detection which are available, or are likely to become available, to the designer of train control or other relevant systems. In broad terms, train detection may be defined as the process of generating information which describes the location and movement of trains. Train detection information is difficult to define in isolation. Consider, for example, the train detection information required in a modern train control system. This may vary considerably : in a future high performance train control system, it might be necessary to know the precise position, direction of movement, speed, and possibly even the acceleration or braking, of all trains in the control area : in a less demanding application, it might be sufficient to know only the location of trains in terms of the occupation of sections of track.

• Journal of the Korean Society for Railway
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• v.16 no.1
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• pp.32-39
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• 2013

The next generation high-speed train(HEMU-430X) is Korea's first electric multiple unit type, high speed vehicle resulting from a national R&D project. Tests have been conducted on the Kyungbu High Speed Line running at speeds up to 354.64km/h, and analysis of the dynamic behavior of the train was carried out to evaluate its safety. In this study, a simplified method using an accelerometer(the method specified in UIC 518 OR) was chosen to analyze the safety of the train's dynamic behavior. The section chosen for analysis section was ${\pm}10{\sim}20km/h$ with respect to the maximum speed point. In addition, we analyzed the trend of this dynamic behavior with increasing speed by comparing the analyzed values with those of UIC 518 OR. The dynamic behavior results met the limit values of UIC 518 OR and the study indicates that this trend is predicted to continue at speeds above 354km/h.

• Archives of design research
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• v.17 no.3
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• pp.123-132
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• 2004

This paper shows a study on the "Korean High Speed Train Design" method, its design process and the result in the form of aerodynamic optimal exterior design development of a prototype test train(HSR 350${\times}$). It was developed from 1996 until 2002, six years long in R '||'&'||' D project titled "Development of High Speed Railway Technology" The end result of the project is a prototype test train, which has two power cars, two motorized trailers and three trailers, had been tested successfully in the year 2003 to the highest speed limit 380km/h on high speed line. The improved conceptual design work of a new commercial train and next generation's train is also performed for future needs.uture needs.

• Proceedings of the KSR Conference
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• 2008.06a
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• pp.1201-1208
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• 2008

Ubiquotuous technology should be adopted in railroad business to provide passenger's security and convenience. In this project, IT and smart sensor technologies are reviewed, benchmarked, designed, and implemented. The target system is the next generation high speed train to be developed and operated in Korea with the maximum speed of 400km/h. Wireless sensor network with smart sensors is implemented around a train car. PC-like IT terminal will be designed and implemented so an individual passenger can use it to do information retrieval through the Internet, personal data processing, the e-learning, shopping on the railroad, and so on. These provision will give comfort, convenience, and safety of a passenger during his/her trip.

• Proceedings of the KSR Conference
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• 1998.11a
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• pp.445-452
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• 1998

The dynamic performance design of catenary-pantograph system which collects current for the next generation Korean high speed train(KHST) was considered. Used was the same dynamic model of the catenary-pantograph system as that of TGV-K which will be introduced for Kyung-bu corridor. Using the model , sensitivity analysis fer design variables were made to improve dynamic performance of KHST system. The results of sensitivity analysis and performance improvement are as follows: (1) It was found that aerodynamic force, tension of contact wire, mass of contact strip, mass of supporting contact strip, mass of clamp, mass of steady arm, and stiffness of plunger were the design variables most influencing the dynamic performance of the system. (2) Pantograph with reductions of 20% aerodynamic force, 34% weight of supporting contact strip, 20% spring constant of plunger, and 34% equivalent mass of steady arm was very possible system for the KHST which will be running at maximum operating speed 350 km/h.

• Proceedings of the KIEE Conference
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• 2004.04a
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• pp.250-252
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• 2004

The aim of this paper is to provide a guide to those methods of train detection which are available, or are likely to become available, to the designer of train control or other relevant systems. In broad terms, train detection may be defined as the process of generating information which describes the location and movement of trains. Train detection information is difficult to define in isolation. Consider, for example, the train detection information required in a modern train control system. This may vary considerably : in a future high performance train control system, it might be necessary to know the precise position, direction of movement, speed, and possibly even the acceleration or braking, of all trains in the control area : in a less demanding application, it might be sufficient to know only the location of trains in terms of the occupation of sections of track.