• Journal of the Korean Society for Railway
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• v.11 no.5
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• pp.499-503
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• 2008

The catenary line and feeder line installed on same electrical pole in opened place of AC electrical rail-road. The Electrical pole has receive a different weight from the catenary line and feeder line. So we have designed the Feeder supporting metal with new shape and material based on this fact. And then we have examined the stability of Feeder supporting metal designed a steel pipe by FEM program. New steel pipe compared with existing steel pipe on a economy respect. That result give proof the stability and economy as feeder supporting steel. There-fore this device have a basic of Value Engineering, so we have the need of reflection to design as a device of new electrical pole.

• Proceedings of the KSR Conference
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• 2003.10c
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• pp.493-499
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• 2003

Railroad, a superior mode of public transportation provides safe, efficient, speedy, comfortable and economical service, has fundamentally different characteristics from airplanes, ships and cars. Among the unique characteristics of a railroad is the fact that it operates on fixed track with multiple car trains. The subway system was first selected as the best solution to difficult automobile traffic conditions and environmental problems. Seoul subway no.1line (Jongno line) was opened for service on August 15, 1974. Seoul city has completed and now operates eight subway lines (286.7km) since 1974. At present the subways operate in Busan, Daegu and Incheon city, and are under construction in Gwangju and Daejeon city. The power source for subway trains has been electricity since 1896, and power supply systems are the third rail type and/or the catenary system. The typical catenary system is the rigid bar type. R-bar and T-bar are used in the rigid bar type of catenary system, and the two types of R-bar and T-bar are uesd in Korea also. R-bar is used only for AC 25kV power supply and T-bar for DC 1,500V. From 30 years of subway experience I would like to suggest the most economic catenary system to ensure of safety, reliability and expediency for the railway lines to be constructed and the forthcoming replacement due to the life cycle after studying and analysing the characteristics, advantages and disadvantages of R-bar and T-bar.

• The Transactions of The Korean Institute of Electrical Engineers
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• v.66 no.9
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• pp.1431-1436
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• 2017

The high-speed railway of catenary system, supplies a stable electric power supply to the train by satisfying the special conditions between pantograph and trolley wire, which operates more than 250km/h mutually sliding and feeding electric lines. According to Korean Railway Standard KRS PW 0026-13 (R), the standard for the grip strength of the dropper clamp in conventional line is established, but the high-speed railway line is not yet. When the grip strength of the dropper clamp is detached from the catenary line of the high-speed railway line, various problems may occur, such as damage to the pantograph due to the collision and arcing. In this paper, it is expected to be used as a basic data for establishing the durability criteria of the high-speed railway dropper clamp by verifying the dropper clamp on the Gyeong-bu and Honam high-speed line.

• Proceedings of the KSR Conference
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• 2001.05a
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• pp.341-346
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• 2001

This paper presents a concept design of detail design software for high speed catenary system. In this software, M.D.(mounting diagram) can be peformed and parts D/B can be also managed. french one, used in Kyung-bu high-speed line, is not good at user's interface, and the source code is not opened. So, it is impossible to use it in the different environment and catenary system. Through this program, automation of detail design and user's convenience can be derived.

• Journal of the Korean Society for Railway
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• v.5 no.1
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• pp.32-39
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• 2002

As most railways are gradually electrified with modernized electric cars, the demand for catenary wires and their facilities are also increased. Catenary Wires are exposed to the marine area with air-borne salt or severely polluted industrial area with much corrosive emission gases depending on the locations. Corrosion of catenaty wires can make their actual lifetime shorter than that originally designed. Thus, the messenger and ACSR wires, kinds of catenary wire system, were investigated with respect to corrosion, which include new and used ones collected at the field. Tensile strengths and elongations appeared to decrease when the wires were exposed to corrosive environments. The amount of decrease was more prominent as environmental conditions became more corrosive. They are also vibrated with some amplitude everytime pentographs touch contact line. The frequent cyclic load on the wire may result in a fatigue damage. Surface damage by corrosion can make fatigue crack initiate with ease. In the present study, the fatigue life of the used wire was measured 50 to 60% compared with that of new one in average.

• Proceedings of the KSR Conference
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• 2000.11a
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• pp.636-651
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• 2000

In these days, SNCF replace the connector wire (M-T type) with a dropper has a equivalent role and function of the one in general lines of TGV, and change the connector wire (T-T-M-M-T-T, T-T-M-M-T type, etc) into a New one has more flexible cable in parallel lines (air section air joint, etc) of TGV. The Connector wire has many problems according to a flow of excessive circulation current (or traction current) and a sudden rise of temperature on catenary when electric locomotive is running in high speed. To solve the question at issue of the connector wire in high speed railway catenary system of Fiance, SNCF return their operating experience in TGV lines to design and execution of catenary system Therefore, we have to deal with the question in design and execution of catenary system for kyoungbu HSR line because we will spend a lot of time and more money for maintenance than for construction of that.

• Proceedings of the KSR Conference
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• 2011.10a
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• pp.2306-2309
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• 2011

With the opening of 1st phase and 2nd phase in Gyeongbu High Speed Line, KTX(The Korea Train Express) and Sancheon(2nd generation of High Speed Train) are operating commercially on entire line. Gyeongbu High Speed Line can be separated as several sections. In this entire line, a few types of train has operating by it's own pattern. However, commercial speed of the line compared with the maximum speed of Train is rather slow. Through this study, I found the reason of the slow speed on the Catenary system and suggested a solution.

• Journal of the Korean Society for Railway
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• v.8 no.1
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• pp.51-56
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• 2005

A dynamic simulation program of a catenary-pantograph system including tunnel section and transient section is developed in this study. The simulation program can accommodate for the pantograph of two panheads and three d.o.f model. Using the developed program, the dynamic characteristics with a SCHUNK'S WBL 85-PANTOGRAPH are analyzed at the conventional TAEBAEK line and its tunnel section when the catenary system is supported by a tunnel bracket. The simulation results show that the variation of contact force md uplift displacement is allowable in general section and the entrance and exit of a tunnel, but the uplift displacement and the separation ratio within tunnel section is difficult to allow.

• The Transactions of the Korean Institute of Electrical Engineers A
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• v.52 no.9
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• pp.493-499
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• 2003

This paper presents exact Autotransformers(ATs)-fed AC electric Railroad system modeling using constant current mode for locomotives. An AC electric railroad system is rapidly changing single-phase load, and at a feeding substation, 3-phase electric power is transferred to paired directional single-phase electric power. As the train moves along a section of line between two adjacent ATs. The proposed AC electric railroad system modeling method considers the line self-impedances and mutual-impedances. The constant current mode model objectives are to calculate the catenary and rail voltages with the loop equation. When there are more than one train in the AC electric railroad system, the principle of superposition applies and the only difference between the system analyses for one train. Filially, this paper shows the general equation of an AC electric railroad system, and that equation has no relation with trains number, trains position, and feeding distance.

• The Transactions of The Korean Institute of Electrical Engineers
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• v.64 no.9
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• pp.1406-1410
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• 2015

The railway catenary systems consist of a complex structure, electrical and mechanical conditions are exposed to dangerous environment due to current collection between pantograph and catenary systems. These two types of conditions for the catenary systems are critically assessed for management and are becoming increasingly more dependent on reliable inspection system. In this paper, a new measurement system which enables inspection of catenary faults was studied and implemented. The system uses wavelength band of ultraviolet (UV) and IR (Infrared) to measure the insulation of corona and temperature of catenary wire. In order to determine the sensitivity of implemented system, the performance test such as distance detection range of UV camera and temperature resolution of IR camera were conducted, respectively. The field test of development system was also conducted in metro and high-speed line using mobile type UV and IR multi-composited measurement systems.