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송용수(Yong-Soo Song),백종현(Jong-Hyen Baek),고태균(Tae-Kyun Ko),김용규(Yong-Kyu Kim) 한국철도학회 2011 한국철도학회 학술발표대회논문집 Vol.2011 No.10
A Consider the dead man's switch installed in each and every locomotive cab which support operational safety on railways around the world. The concept is very simple every 150 to 180 seconds an illuminated push-button demands to be acknowledged so as to know that the Train Driver is alive and active. In the absence of a response over a period of minutes the vigilance control will automatically apply the train brakes and bring the train to a stand. If we multiply the resetting of the vigilance control 60 times per hour by a 10-hour shift it equals 600 presses of the button during the shift that a Train Driver must pay attention to and acknowledge. This adds a fair bit of pressure on the train driver's job particularly when he/she is driving through stations with passengers moving about on platforms in an environment of complex signaling arrangements all the while looking out for restricting signals. From this perspective the Vigilance System's demand to be acknowledged every 150/180 seconds is disturbing and can unnecessarily take a driver's attention away from what is happening outside the confines of the cab. A much more dramatic situation can happen when a train driver is driving hour after hour at night when by Mother's Nature request - people need to sleep. Experience and research shows that the the dead man's switch can be pressed by train driver in a state of deep relaxation and'micro-sleep'. The vigilance control system which is applied to reduce the drive load considering bio-response multiple unit train is proposed.
송용수(Yong-Soo Song),이재호(Jae-Ho Lee),김용규(Yong-Kyu Kim),창상훈(Sang-Hoon Chang) 한국철도학회 2011 한국철도학회 학술발표대회논문집 Vol.2011 No.10
The purpose of this study was to analyze and improve the communication interferences in the wireless communication equipments of the CBTC applied to a model intelligence train control system. So far train positions have been traced by the conventional fixed blocking system to control the operation of the trains but the new CBTC system uses the on-ground location to transmit the train positions wirelessly to the ground control center continuously so being more vulnerable to communication interferences. Although the researcher analyzed and improved such interferences in the communication equipments of the CBTC system there remain more rooms for its improvement.
송용수(Yong-Soo Song),김용규(Yong-Kyu Kim),신덕호(Duck-Ho Shin),창상훈(Sang-Hoon Chang) 한국철도학회 2011 한국철도학회 학술발표대회논문집 Vol.2011 No.10
The maintenance of the turnout is composed of signal field and track field on business the electrical and mechanical field on system. adjustment and maintenance carry forward through coordination with these fields. In the case of turnout equipment used in a first phase of Seoul-Busan high-speed train it is treated by classifying as mechanical adjustments and electrical adjustments. Mechanical adjustment is conducted with focus on fine adjustment to meet maintenance standards limits(1mm or less) about interval of basic rail and tongue rail about each part of track transition equipment. This refers to mechanical adjustments performed mainly with physical changes and movement characteristics between basic rail and tongue rail by considering the overall environment surrounding track side of section installed track transition equipment. However these series of maintenance are conducted in state that high-speed train is not in the process from 1 am to 4 am at night but common workers for maintenance are not familiar with the operation and checking about various situation and the workers are even insufficient. Maintenance training using mixed reality is conducted in the place of business we tried to overcome several problems of safety and time reduction through this training.