http://chineseinput.net/에서 pinyin(병음)방식으로 중국어를 변환할 수 있습니다.
변환된 중국어를 복사하여 사용하시면 됩니다.
최시행(Si-Haeng Choi),차관봉(Gwan-Bong Cha),이종성(Jong-Seong Lee),정수영(Su-Young Chung),이희성(Hi Sung Lee) 한국철도학회 2011 한국철도학회 학술발표대회논문집 Vol.2011 No.10
This study is examination of application on site for performance and stability of real-time broken rail detection equipment development system about connection welded part occurring data errors of broken rail monitoring system. As a result of analysis about data collected in Seoul Metro No.2 Subway from Mar. 2010 to Jan. 2011 we found it is possible to detect crack location(Thermit welding) within the margin of error of ± 1m accurately as the first attenuation was -1.2dB and the second was -1.3dB.
김포도시철도 맞춤형 차량시스템 선정을 위한 발주방안 검토
최시행(Si-Haeng Choi),임병국(Byeong-Gok Lim),전서탁(Tak-Seo Jeon),박종혁(Jong-Hyuk Park) 한국철도학회 2010 한국철도학회 학술발표대회논문집 Vol.2010 No.7
A comprehensive review for the selection of urban rail vehicle systems that best suit Gimpo railway line is taking place with consideration of the project area characteristics in light of line planning, passenger demand, supply of rolling stock, and railway construction and operation. Various aspects of vehicle systems including passenger demand on concerned lines, regional characteristics, vehicle types, and railway construction and operational settings should be taken into consideration. In addition, request for the introduction of customized vehicle systems reflecting the convenience of transit users such as wide and hospitable inner space, low noise, flexible operation of 2 to 4 car train-set and eye catching slim bridge piers is increasing. A study on alternatives to place an order to opt for optimum rolling stock systems considering line characteristics of Gimpo City's urban railway and future passenger demand while meeting the needs of Gimpo City has been conducted.
최시행(Si-Haeng Choi),고광남(Kwang-Nam Ko),정수영(Su-Young Chung),이희성(Hi Sung Lee) 한국철도학회 2011 한국철도학회 학술발표대회논문집 Vol.2011 No.5
As a result of the examination analyzed loop type of Detecting the Broken Rail Monitoring System as a part of prevention of train derailment, installed in the Seoul Metro No. 2 subway line 98.51m section which is Samsung to Seolleung, we found that it is possible to detect crack location(Thermit welding: 48.18m) within the margin of error of ±1m accurately As analysis of the first day, third day, fifty day, and seventh day periodically, we found that Fresnel reflection happened where the crack location 48.18m. However other 3 branches show loss by bending of optical cable(spread reflection from the outside impact)
최시행(Choi Si-Haeng),양회성(Yang Hoe-Sung),추돈호(Choo don-ho),차관봉(Cha gwan-bong) 한국철도학회 2009 한국철도학회 학술발표대회논문집 Vol.2009 No.5월
In case of high-levelled platform in the urban railway system, a certain width of gap is inevitably formed between the train and the platform, and the gap gets wider when it is concerned with curved portion of the tracks at platform. This gap greatly contributes to decrease of passengers' safety while boarding and alighting a train. In particular, it endangers children's safety. Gap filler system is often fitted out to minimize gap and to overcome this safety problem at platform. However, as existing gap fillers are in most case structurally complex and organized to be powered from separate supply unit, there are a range of non-favorable points from the viewpoint of cost, installation and maintenance. In addition, existing gap fillers are due to cause disruptions in operation of train, with failures such as malfunctioning of control system. In this study, the authors will review on the gap filler applicable to the platforms of various height types, which neither requires any modifications of the train nor causes any operational disruptions. The proposed gap filler system here is a by-stage retractile type and based on the idea of interlocking it with train doors open-close mechanism, without any additional power supply unit or control system.
최시행(Si-Haeng Choi),임병국(Byung-Guk Lim),박종혁(Hyuk-Jong Park) 한국철도학회 2012 한국철도학회 학술발표대회논문집 Vol.2012 No.10
김포도시철도는 영업거리가 22.1km, 정거장 9개소, 평균역간거리 2.76km내외로 타도시철도의 평균 약 1km에 비해 3배 정도 길고, 표정속도가 약 42~47km/h로 9호선 급행열차와 비슷하며, 전구간 지하로 건설될 예정이다. 급행열차 운행을 위해서는 완행열차의 대피선을 별도로 설치하여야 하나, 건설비 및 운영비 증가 등의 문제점이 있어 시격조정 및 표정속도 증가 등의 열차운행 조건을 설정하여 상황별 완·급행열차 운행시 미치는 영향을 분석하고 이에 따른 적용성을 검토하였다. Gimpo city urban railway will be built to operating distance 22.1km, station 9 sites, average station distance 2.76km, expression speed of about 42~47 km/h, an entire underground. Gimpo urban railway shall be installed particularly an sidetrack of local train for express train driving. However, We shall set up train driving condition of time interval adjustment and facial expression speed increase etc. in problems of construction costs and operating expenses increase. In this paper, We analyzed an influence to occur in case of local/express train driving by a situation, and reviewed applicability along this.
최시행(Choi Si-Haeng),양회성(Yang Hoe-Sung) 한국철도학회 2009 한국철도학회 학술발표대회논문집 Vol.2009 No.11월
In case of high-level platform in urban railway system, a certain width of gap is inevitably formed between the train and the platform, and the gap width gets varied when it is concerned with curved portion of the tracks at platform, per location. This gap greatly contributes to decrease of passengers' safety while boarding and alighting a train. In particular, it endangers children's safety. Most existing gap filler systems are largely disadvantageous in terms of installation and maintenance, as they are highly complicated in their compositions and activated with a separate source of power. Also, they are seldom put into practical use as their ill functions often bring the train to stop, caused by a break of power supply or malfunction of control system. In this study, the authors will, with due consideration on safe operation of the train when mechanical gap filler systems are fixed to the train doors, explore the possibilities to put it into practical use, by ensuring stabilization of interactive relaying activities between Platform Screen Doors and the train doors, and by securing fault-free solution for installation, and interruption-free operation of trains.
광통신 방식을 이용한 레일절손검지장치 현장적용 및 안정화에 관한 연구
김태건(Kim, Tae-Geon),최시행(Choi, Si-Haeng),차관봉(Cha, Gwan-Bong),정수영(Chung, Su Young) 한국도시철도학회 2013 한국도시철도학회논문집 Vol.1 No.2
본 연구에서는 레일탐상차가 운용되는 기간사이에 발생할 수 있는 레일절손을 검측하기 위하여 개발된 레일절손검지장치를 서울메트로 2호선 실제 운영구간에서 현장적용시럼을 통하여 레일절손장치 성능의 안정성을 높이고자 하였다. 서울메트로 2호선의 삼성~선릉구간에 98.51m의 루프형태로 설치된 레일절손 감시경보시스템을 분석한 결과 크랙개소(테르밋 용접: 48.18m)를 정확하게 ±1m의 오차범위내에 포착이 가능하다는 것을 시험결과를 통하여 확인하였다. 데이터 비교 결과 1차 현장시험에는 감쇄율 ?1.2dB이며, 2차시험 결과 감쇄율 ?1.3dB 결과를 확인할 수 있었다. The objective of this study is to verify the hypothesis that cognitive process of railway drivers would be influenced by train speed. The hypothesis is tested by investigating railway drivers` cognitive processes at different speeds of a locomotion. The experiment shows that human performance of railway drivers decreases as the train speed becomes faster. In addition, simple signals outperformed complex signals at every train speed. Therefore, it is suggested to redesign complex signals simpler for improving driver`s human performance. It is also recommended that the Korean railway safety law should be revised to mention requirement of the signal design. The implications of the experiments are discussed in detail.
운영자입장에서 본 전력 SCADA시스템 변화에 따른 분석
오성효(Oh Sung-Hyo),최상춘(Choi Sang-Chun),최시행(Choi Si-Haeng) 한국철도학회 2008 한국철도학회 학술발표대회논문집 Vol.- No.-
The OCC of Seoul Metro whose operation began in 1974 is in charge of conveying 4,000,000 passengers across 117 subway stations in travel zones of 134.9㎞ in length. It continues to strive to ensure passenger safety by applying state-of-the-art-technology to each control system without delay. The power control center especially designed to provide power system operations for all stations of Seoul Metro(Line 1 to 4) and the rolling stocks implements preventive safety systems with the real time power system operational information on changes in conditions from the field through the power SCADA system(41 substations, 117 stations, 137 terminal units). This paper reports the differences of each line"s power SCADA system(power SCADA systems of Seoul Metro(Line 1 to 4)), the roles and functions of the system, and the system operating characteristics and limits from the standpoint of the operator.