• Journal of the Korea Safety Management & Science
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• v.16 no.2
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• pp.19-29
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• 2014

Korean societal concern for the train accidents is fast and widely increasing with an ever-increasing demand and use for KTX. Most of these train accidents are inclined to be caused by human error. Experts used to attribute the causes of human error to the defects in various aspects such as technology, organizational system, practices, corporate culture, and/or human resource itself. Among the diverse causes of human error, an important one, even though it was rarely focused, may be the issue of impact of rule or procedure change on human error. Giving attention to the implicit importance of this issue, this study intends to highlight the theme of frequent procedure change in railway driving manual as a critical factor of human error. To attain this purpose mentioned above, dual methodologies were adopted. One is to qualitatively analyze the real cases of procedure change in relevant manuals followed by the incident case(passing the station scheduled to stop) happened lately. Another is to quantitatively perform statistical analysis based on questionnaires received from 224 train drivers. Results show that frequent changes in internal affairs procedure is or may be an important factor causing stress and human error from train drivers.

• Proceedings of the Korean Society of Precision Engineering Conference
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• 2012.10a
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• pp.965-966
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• 2012

• Journal of the Ergonomics Society of Korea
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• v.25 no.4
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• pp.129-135
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• 2006

he purpose of this study is to measure bio-signal to investigate the driver's physiological response change under real situation using train simulator. The train simulator used in this study is KTX model and according to changes of driving situation, The bio-signal controlled by autonomic nervous system, such as GSR(Galvanic Skin Response), SpO2(Saturation percent O2), HR(Heart Rate), ECG(Electrocardiograph), EEG(Electroencephagram) and movement and response of eye were measured. Statistically significant difference in bio-signal data and eye movement activity pattern were investigated under several different driving speeds using analysis of variance (p<0.05). The GSR and HR value measured in average and mission speed operation is higher than in high-speed operation. β wave of EEG in average speed operation become more activated than in high speed operation. In accordance with a characteristic of rail vehicle, movement and response of eye in high-speed operation requiring relatively simple maneuver become less activated than in either average or mission speed operations. Conclusively, due to more careful driving controls in average and mission speed operation are required than in high-speed operation, level of mental and physical stresses of train driver was increased and observed through changes of bio-signal and eye movement measured in this study.

• Proceedings of the KSR Conference
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• 2010.06a
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• pp.1829-1834
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• 2010

In order to prepare for the commercialization of Korean tilting train, this study was made on the pre-analysis of risk factors that can happen during operation, and emergency measures for safe operation of tilting train. The purpose of the study of emergency measures is to help to make tilting train run safely by making counteraction procedures for unusual situations such as train breakdown or accidents during the operation of a tilting train so that the engineer can quickly take care of each situation. Based on the items of emergency measures for EMU operated by Korean Railroad(or Korail), possible breakdown items during operation were selected and prioritized considering the occurring frequency and emergency level of each breakdown. In addition to these items, by adding items to represent tilting train's typicalfunctions such as tilting function error, tilting storage battery's electric pressure drop, etc, a total of62 emergency items were finally selected and measures for each item was made.

• Proceedings of the KSR Conference
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• 2010.06a
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• pp.942-946
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• 2010

As the major sources of interior noise of train at running condition are the wheel/rail contact noise, the traction motor's noise and the driving gear's noise and these noise sources are transmitted through the car body, the noises of HVAC and air duct can be ignored. But the interior noise of train at standstill condition is decided by HVAC's noise and noise from the diffuser through the air duct. the interior noise prediction of train at standstill condition should be performed considering the shape of air duct, the air velocity and noise reduction property inside the air duct. But it is hard to estimate the interior noise level by the numerical method. Therefore train maker predict the interior noise level using The commercial noise prediction program. This paper introduce the noise prediction method of the train at standstill condition using the commercial program appling the ray tracing method and statistical energy analysis.

• Proceedings of the KSR Conference
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• 2009.05a
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• pp.1172-1178
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• 2009

The Training using a simulator comes into the spotlight as effective and safety training tool in a lot of fields. Driving simulator of KTX-II is for driver's actual training using virtual reality to be improved their ability of operation against when they are faced with urgent situation and various accidents. This paper describes the construction of the propulsion and brake model for KTX-II driving simulator and the utility of the model as a result in comparison with the design data of the real train.

• Smart Structures and Systems
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• v.31 no.6
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• pp.585-599
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• 2023

Field monitoring techniques offer an attractive approach for understanding bridge behavior under in-service loads. However, the investigations on bridge behavior under high-speed train load using field monitoring data are limited. The focus of this study is to explore the structural behavior of an in-service long-span steel truss arch bridge based on field monitoring data. First, the natural frequencies of the structure, as well as the train driving frequencies, are extracted. Then, the train-induced bearing displacement and structural strain are explored to identify the effects of train loads and bearings. Subsequently, a sensitivity analysis is performed for the impact factor of strain responses with respect to the train speed, train weight, and temperature to identify the fundamental issues affecting these responses. Additionally, a similar sensitivity analysis is conducted for the peak acceleration. The results indicate that the friction force in bearings provides residual deformations when two consecutive trains are in opposite directions. In addition, the impact factor and peak acceleration are primarily affected by train speed, particularly near train speeds that result in the resonance of the bridge response. The results can provide additional insight into the behavior of the long-span steel truss bridges under in-service high-speed train loads.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.18 no.10
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• pp.681-687
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• 2017

We investigated the potential for wind-power generation using the wind produced by express trains. We built equipment to detect the wind velocity, including wind meters and a data analyzer. We considered various conditions that might change the wind. First, we measured the velocity and duration of the wind at three locations distinguished by the presence of a tunnel and a valley landscape. We analyzed the changes in the wind according to the geometric conditions. Also, we analyzed the changes in the wind according to three different heights relative to the train. We also compared the wind produced by a KTX train and an SRT train. Finally, we used the results to derive the wind power energy harvested from the wind and discuss the expected utility.

• Journal of Korean Tunnelling and Underground Space Association
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• v.20 no.1
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• pp.11-22
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• 2018

The safety of tunnels is quantified by quantitative risk assessment when planning the disaster prevention facilities of railway tunnels, and it is decided whether they are appropriate. The purpose of this study is to estimate the probability of the train stopping in the tunnels at train fire, which has a significant effect on the results of quantitative risk assessment for tunnel fires. For this purpose, a model was developed to calculate the coasting distance of the train considering the coefficient of train running resistance. The probability of stopping in case of train fire in the tunnel is predicted by the Monte Carlo simulation method with the coasting distance and the emergency braking distance as parameters of the tunnel lengths and slopes, train initial driving speeds. The kinetic equations for predicting the coasting distance were analyzed by reflecting the coefficient train running resistance of KTX II. In the case of KTX II trains, the coasting distance is reduced as the slope increases in a tunnel with an upward slope, but it is possible to continue driving without stopping in a slope downward. The probability of the train stopping in the case of train fire in tunnel decreases as the train speed increases and the slope of the tunnel decreases. If human error is not taken into account, the probability that a high-speed train traveling at a speed of 250 km/h or above will stop in a tunnel due to a fire is 0% when the slope of the tunnel is 0.5% or less, and the probability of stopping increases rapidly as the tunnel slope increases and the tunnel length increases.

• Proceedings of the KSR Conference
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• 2011.05a
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• pp.1618-1628
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• 2011

The Train Diagnostic and Control System(TDCS) has been equipped on the modern Metro Vehicle, Locomotive and High Speed Train. The main purpose of this system is to support the identification of train status by real-time, the fast action against such failure events during revenue service and the fast convenient maintenance processes. Some of newest TCMS, a kind of control and monitoring system, has participated in the main control functions such as pantograph up and down, powering and braking command and so on. But these kind of control functions of the high speed train which has the operating speed over 300km/h are conducted by the train electrical logic circuits. The KTX-I and KTX-II - the local high speed train, are the typical example. The next generation TDCS for the ongoing project of distributed high speed train(HEMU) is designing with the target to increase main train control functions, to increase the reliability/avalibility and to increase the convenient driving. This paper introduces the overall configurations and functions of the new generation TDCS.