This article needs to be updated.(October 2022) |
HEMU-430X | |
---|---|
Manufacturer | Hyundai Rotem |
Family name | KTX |
Constructed | 2010–2011 |
Number built | 1 |
Number in service | 0 |
Formation | TC+4M+MC
[1]
|
Operators | Korail |
Depots | Osong |
Lines served |
Gyeongbu High Speed Railway Honam High Speed Railway |
Specifications | |
Car body construction | Aluminium, composite [2] |
Train length | 147.4 m (483 ft 7+1⁄8 in) |
Car length | End cars: 23.5 m (77 ft 1+3⁄16 in)
[2] Intermediate cars: 25.1 m (82 ft 4+3⁄16 in) |
Width | 3,100 mm (10 ft 2+1⁄16 in) [2] |
Height | 3,720 mm (12 ft 2+7⁄16 in) [2] |
Maximum speed | Planned in tests/design: 430 km/h (267 mph) Planned in service (KTX-III): 350–370 km/h (217–230 mph) |
Weight | Axle load: max. 14 t (15.4 short tons; 13.8 long tons) [1] |
Traction system | 18 three-phase asynchronous
induction motors and permanent magnet
synchronous motors IGBT-based VVVF inverters [1] |
Power output | 20 x 410 kW (550 hp) (8.2 MW or 11,000 hp) |
Acceleration | 0.5 m/s2 (1.8 km/(h⋅s)) up to 150 km/h (93 mph)
[1] 0 to... |
Electric system(s) | 25 kV/60 Hz AC overhead line [1] |
Current collector(s) | Pantograph [1] |
UIC classification | 2'2' + Bo'Bo' + Bo'Bo' + Bo'Bo' + Bo'Bo' + Bo'Bo' |
Braking system(s) | Eddy current, regenerative, rheostatic, disc |
Safety system(s) | TVM 430, ATP, ATC |
Multiple working | Yes [1] |
Track gauge | 1,435 mm (4 ft 8+1⁄2 in) standard gauge |
HEMU-430X (standing for High-Speed Electric Multiple Unit 430 km/h eXperimental) is a South Korean high-speed train intended for a maximum speed of 430 km/h (267 mph). On 31 March 2013, it achieved 421.4 km/h (261.8 mph) in a test run, making South Korea the world's fourth country after France, Japan and China to develop a high-speed train running above 420 km/h (261 mph). [3] The main new feature of the train compared to older South Korean high-speed trains is distributed traction. The commercial versions of the trains, tentatively named the EMU-260 (as of October 2022, officially "Eum") and EMU-320, were delivered to Korail from 2020 to 2021.
The original 1991 plan for the Korea Train Express (KTX) high-speed rail system foresaw an operating speed of 350 km/h (217 mph) to enable a travel time under two hours between Seoul in the northwest and Busan in the southeast of South Korea, the termini of the first line. [4] Later, planned top speed was reduced to the 300 km/h (186 mph) maximum of existing high-speed trains on the market. [4] Korail then ordered high-speed trains on the basis of Alstom's TGV Réseau, the KTX-I, which started KTX service on 1 April 2004, [5] and operate at a top speed increased slightly to 305 km/h (190 mph) in November 2007. [6]
In a project, South Korean government research institutes and rail industry companies were directed in 1996 to fully localise high-speed rail technology. The know-how gained in the technology transfer for the KTX-I was used as the basis to develop the experimental train HSR-350x, [7] which was to be tested at up to 385 km/h (239 mph) so that the commercial version could have a top speed of 350 km/h (217 mph). [8] However, the maximum speed achieved in the HSR-350x tests was 352.4 km/h (219.0 mph) on 16 December 2004; [9] and the design and top speeds of the commercial version, the KTX-II (KTX-Sancheon) were set to be the same as those for the KTX-I. [10]
The aim to develop commercial trains with a top speed of 350 km/h (217 mph) was taken up again in the project to build another experimental train, the HEMU-400X (High-speed Electric Multiple Unit - 400 km/h eXperiment), which was launched in July 2007. [11] The six-year project schedule was originally set to last until July 2013, and involved 100,000 km (62,000 mi) of test runs with speeds reaching 400 km/h (249 mph). [2] [12] The project is led by the Korean Railroad Research Institute (KRRI) and Hyundai Rotem, and also involves the Korea Institute of Construction & Transportation Evaluation and Planning (KICTEP), [11] 20 other companies, 13 universities, and one other organisation. [2] The project budget was set at 97.11 billion won, with a government contribution of 69.2 billion won. [2]
Following a call by Nam-Hee Chae, the president of the Korea Railroad Research Institute, for proposals for a generic name for Korean-made high-speed trains, [13] on 5 April 2007, Chae announced the name Hanvit ( Hangul: 한빛), [14] which means a streak of intense light in Korean. [8] Under the new naming scheme, HEMU-400X is also called Hanvit 400. [14]
The preliminary design was presented to the public in May 2009. [15] A full-scale mock-up of an end car was first shown in June 2009 at the RailLog 2009 exhibition in Busan. [16] Detailed designs were presented in October 2010, [1] when the prototype was expected to be completed in 2011 and start line tests in 2012. [17]
A prototype, named HEMU-430X was unveiled in May 2012. The unit is expected to undergo around 100,000 km of testing up to 2015. [18]
In contrast to the articulated passenger coaches between traction heads configuration of the KTX-I, HSR-350x and KTX-II trains, the 6-car HEMU-400X is fitted with distributed traction: traction equipment is underfloor and all axles of all four intermediate cars are powered. [19] The detailed plans released in October 2010 changed the trailing end driving trailer of the experimental train into a powered car, deviating from the planned commercial version. [1] The new high-power configuration is to provide for higher acceleration: [2] the 8-car commercial configuration was calculated to reach 300 km/h (186 mph) in less than four minutes and less than 12 kilometres (7.5 mi); the top test speed of 400 km/h (249 mph) is to be reached in 673 seconds and 56.98 kilometres (35.41 mi). [1] Similarly to JR East's Fastech 360 programme, the plan is to develop and test both asynchronous induction motors and permanent magnet synchronous motors in the train. [2]
Research in the G7 programme showed that the bulk of the longitudinal aerodynamic resistance ( drag) of the pantograph and the largest component of vertical aerodynamic forces ( lift) acting on it derive from the contact shoe. [20] For the HEMU-400X, researchers developed an aerodynamically optimised contact shoe cross section that reduced drag by about 40% and lift amplitude by about 25% in comparison to the contact shoe of the KTX-II pantographs. [20]
The train is designed with active suspension for increased ride comfort. [2] To save weight, in addition to aluminium, composite materials are to be used in the carbody. [2] The development of new transformers, batteries and a number of other electric system components also focuses on reducing weight and size. [2] The train is also intended as basis for Rotem to compete in high-speed train tenders abroad, and is designed to conform with European high-speed rail standards. [2]
Nose styling was designed using a genetic algorithm, starting with the hybridization of the nose shapes of existing French TGV and German ICE high-speed trains. [21] A double-deck configuration was also considered. [21]
In the experimental train, the first two cars will test first class seating, the fourth car will be fitted out with a bar and special passenger compartments, the fifth car will test standard class seating. [1] Data acquisition equipment for the on-board measurements are foreseen in the third and sixth cars. [1]
EMU-260/320, formerly known as KTX-III, is the commercial derivative of HEMU-400X . [22] It is expected to enter service in late 2020 or early 2021. [15] According to the initial information, In normal 8-car, 197.6 m (648 ft) configuration, KTX-III would consist of two driving trailers at either end and six motorized intermediate cars giving 9.84 MW of power, [1] with an option of extension to 10 cars. [15] The second, fourth and seventh cars will house transformers, each connected to inverter groups on the neighbouring third, fifth, respective sixth car. [1] The end cars will house the batteries, while pantographs will be installed on the extreme intermediate cars. [1]
The goal for maximum operating speed was originally 350 km/h (217 mph), which was expected to enable Seoul-Busan travel times of 1 hour 50 minutes. [15] In plans released in October 2010, planned service speed was raised to 370 km/h (230 mph). [1] In the default configuration, the first two cars will be first class with 2+1 seating, the third car will house a bar and special passenger compartments with facing pairs of 3 or 2 seats, the fourth to eighth cars will be standard class with "3" seating, with foldable seats offering altogether 378 seats. [1]
In September 2016, the designs of the EMU-260 and EMU-320 were decided, and it was known that the EMU-260 and EMU-320 will share the same design but with different patterns.[ citation needed]
In May 2017, the EMU-260's mock-up and interior design were released to the public, and public opinion on the mock-up and interior design was collected.[ citation needed]
The first EMU-260 was released in November 2019 into trial operation.[ citation needed]
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