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양인동(In-Dong Yang),윤한훈(Han-Hun Yoon),김동철(Dong-Cheol Kim),조성희(Sung-Hee Cho),최종관(Jong-Kwan Choi),허상영(Sang-Young Heo),신재범(Jae-Bum Shin) 대한전기학회 2011 대한전기학회 학술대회 논문집 Vol.2011 No.4-1
To grow into global partner who guide "Rail Network" realization and eco-friendly green growth that make the safe and convenient world, Korea Rail Network Authority(KR) have improved railroad technique intellectually. Specially parts of roadbed, rail and architecture have contributed in railroad technology business elevation by setting standard reunified special specifications of construction. However, there was a little inconvenient point because the special specifications are not established in occasion of electrical part but collect of opinion of connection engine hereupon and establishes railroad construction electricity field full text specifications to industrial complex itself December, 2010 via examination and technology consideration of industrial complex inside business committee who is consisted of electricity technical expert and was published. Therefore, we wish to help comprehension for special specifications of railroad by other explains contents that arrange special specifications present condition and special specifications for electric part enactment present condition, and is collected in special specifications.
김종락(Jong-Rak Kim),양인동(In-Dong Yang),이성하(Sung-Ha Lee),서우석(Woo-Suk Seo),남궁현(Goong-Hyun Nam),호종호(Jong-Ho Ho) 한국철도학회 2019 한국철도학회 학술발표대회논문집 Vol.2019 No.11
전기철도 부하는 대용량의 단상 이동부하로, 전기철도 차량 기동 시 부하변화가 매우 크고 급격한 특징이 있으며, 그로 인해 전압강하, 역률저하 등 다양한 전력품질 문제가 발생하여 왔다. 또한, 그 여파가 상위 계통에 파급되어 전기철도 계통의 전력품질 향상을 위한 설비 도입이 시급한 실정이다. 이와 같은 전력품질 문제를 해결하기 위한 장비로, 연속적인 무효전력 보상 및 전압조정이 가능한 FACTS (Flexible AC Transmission System)설비인 SVC(Static Var Compensator)을 적용하여 전압강하 보상이 가능한 전력품질개선장치를 연구개발하고자 한다.
고속철도 전차선로 드로퍼 클램프 내구성 기준 정립에 관한 연구
오완식(Wan-Shik Oh),양인동(In-Dong Yang),박병곤(Byung-Gon Park),홍석진(Seok-Jin Hong),김성철(Seong-Cheol Kim) 대한전기학회 2017 전기학회논문지 Vol.66 No.9
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 250㎞/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.
유승위(Seung-Wui Yu),양인동(In-Dong Yang),조성희(Sung-Hee Cho),박순달(Sun-Dal Park),김동철(Dong-Chul Kim) 대한전기학회 2010 대한전기학회 학술대회 논문집 Vol.2010 No.7
Value Engineering(VE) is process that improve its value by confirming and evaluating the function of certain product or project. According to relevant construction law, we have to held VE at least 1 time in step of design over working expenses 10 billion wons, but railroad electricity field is no legal duty. However, we started from 2007 for cost reduction and customer satisfaction, design examination etc.. Therefore, KR wish to argue about progress method and results of design VE for electrical field of railway system.
유향복(Hyang-Bok Ryoo),박민주(Min-Ju Park),정상국(Sang-Gug Jeong),양인동(In-Dong Yang),박윤철(Yoon-Cheol Park) 한국철도학회 2016 한국철도학회 학술발표대회논문집 Vol.2016 No.10
우리나라의 고속철도 전차선로는 300km/h 급(경부), 350km/h 급(호남 및 수도권), 400km/h 급(호남)이 건설되어 운영되고 있다. 경부고속철도는 프랑스로부터 도입된 설비로 설계속도는 350km/h 이나 최고운행속도는 파동전파속도의 70% 수준인 308km/h 로 제한되고 있다. 호남고속철도는 설계속도와 최고운행속도가 동일하게 350km/h(400km/h 일부)로 건설되었다. 수도권고속철도는 350km/h 급으로 설계하였으나 TPS 결과에 따라 최고운행속도를 310km/h 수준으로 하여 가선장력을 20kN 으로 적용 설치하였다. 향후 수도권고속철도 선로조건에서 310km/h 이상 증속이 가능한 차량이 도입될 경우 전차선로의 일부 개량이 필수적으로 요구된다. 본 논문에서는 최고속도별 전차선로 동특성과 가선장력간의 관계를 분석하여 350km/h 로 증속시 전차선로의 시설개량에 대한 방안을 제시하고자 한다. The Catenary system of Korean High Speed Railways (HSR) is currently under operation at speeds of 300km/h (Gyeongbu HSR) and 350km/h (Honam HSR) in Korea. The Gyeongbu HSR(Seoul~Busan) adopted from the French TGV, was originally designed to run at speeds of 350km/h, but the maximum operating speed is limited to 308km/h, which is 70% of wave propagation speed of catenary system. The Honam HSR(Osong-Gwangju) was designed and constructed so that it can run up to speeds of 350km/h. Suseo-Pyeongtaek HSR is being constructed for the maximum operating speed of 310km/h lowering the tension of the catenary from 26kN to 20kN, even though the designed speed was 350km/h. If Korea adopts new rolling stock which can run at speeds over 310km/h under current railway conditions, we cannot delay the improvement of the catenary system. This paper is to suggest the best ways to improve the catenary facilities in order to accelerate the train speeds to 350km/h by analyzing the relationship between catenary system’s dynamic characteristics and tensions, where between electric car lines, depending on the various maximum speeds.
유향복(Hyang-Bok Ryoo),박민주(Min-Ju Park),양인동(In-Dong Yang ),이기형(Ki-Hyung Lee) 한국철도학회 2017 한국철도학회 학술발표대회논문집 Vol.2017 No.05
2011.4 월 우리나라는 올림픽유치위원회에 2018 년 동계올림픽 유치 비드파일을 발표하였고 2011.7 월 개최지로서 “평창”이 결정되게 된다. 이후 국토교통부에는 전담 팀이 구성되고 철도인프라의 지원방안이 마련되게 된다. 특히 인천국제공항으로 입국하는 외국 선수단 및 관광객의 이동에 대한 해결부분이 매우 중요하게 대두되었고, 정시성과 대량 수송이라는 장점을 갖고 있는 철도의 역할이 재조명되는 계기가 되었다. 인천공항으로부터 올림픽 경기장이 있는 진부까지는 철도 기준으로 236.5km 이며, 인천공항철도, 신경의선, 경원선, 중앙선과 원주~강릉을 통과하는 장거리 노선이다. 또한 기존 선로는 150km/h 급으로 건설되어 올림픽조직위원회에 제시한 이동시간을 맞추기에 한계가 있다. 이에 원주~강릉 신규 노선은 250km/h 급으로 건설토록 하였으며, 기존선 구간은 궤도, 전차선로 및 신호설비를 개량하여 최고속도 230km/h 까지 운행이 가능하도록 결정하여 개량사업을 추진중에 있다. 이로써 선수단 및 관광객이 무정차로 진부까지 이동할 수 있는 최적의 교통편의를 제공하게 된다. In April 2011, Korea announced the 2018 Winter Olympic bid bidfile to the Olympic bid committee, and “Pyeongchang” was decided as the host city in July, 2011. After that, a dedicated team has been formed in the Ministry of Land Transport and Traffic and the support plan for railway infrastructure has been prepared. Particularly, the resoultion of the movement of foreign athletes and tourists entering the Incheon International Airport became very important, and the role of the railway which has the advantages of punctuality and mass transportation was reviewed. It is 236.5km from Incheon International Airport to the Jinbu with the Olympic Stadium, and it is a long-distance route passing through Incheon Airport Railroad, Shingyeongui Line, Gyeongwon Line, Jungang Line and Wonju ~ Gangneung. In addition, the base line, constructed at 150km/h level, have limitations in matching the travel time presented to the Olympic Organizing Committee. accordingly, The new line between Wonju and Gangneung is planned to be constructed at 250km/h, and the baseline section is being modified to be able to operate at a maximum speed of 230km/h by upgrading the track, traction line, and signal facilities. As a result, it provides the best transport to the athletes and tourists with nonstop travel to the Jinbu.