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Demiryolu işletmesinde teknik ve işletmesel sebepler hemzemin geçit havai hat gibi demiryolu elemanlarında düzensizliklere sebep olabilir. Ama bu tür arızalarda tren trafiğinin alınan önlemlerle minimum kapasite ile çalışması sağlanabilir. Bu tür arıza durumlarında tren trafiği ve güvenliği dispeçer ve sürücü arasında diyalog ile sağlanır. Ancak güvenliğin tamamen insan yönetiminde olması, daha fazla riski de beraberinde getirir. Gelecekte bunun üstesinden gelebilmek için otonom sistemler ile kesin çözümler üretilebilir. Bu sistemler arıza durumunda gerekli önlemleri alarak sistemin en azından minimum kapasite ile çalışmasını sağlayabilir. Bu çalışmanın amacı ATO (Automatic Train Operation) sisteminin seçilen arızalar için şimdiki ve gelecekteki “Yedek Sistem”* yöntemlerini tanımlamaktır. Bunun için olası arızaların bir listesi yapılarak bunların işletmeye olan etkileri analiz edildi. Bugünkü sistem ile Yedek Sistemin kullanılacağı gelecekteki otonom trenler için Yedek Sistemin nasıl tasarlanacağı UML (İng. Unified Modelling Language) diyagramları ile tanımlandı. ATO sistemi için gerekli değişiklikler de bu çalışma da incelendi. Bu çalışma gösterdi ki bugünkü sisteme kıyasla ATO sistemine gelecekte daha teknolojik yeni parçaların eklenmesi gerekmektedir. Ayrıca sürücünün üstlendiği görevlerin bazılarını otonom sisteme aktarmak mümkün olmayabilir. Buna rağmen alınacak önlemler bu çalışmada irdelenmiştir, ancak bu önlemler önce simule edildikten sonra gerçek anlamda uygulanabilir.
Technical and operational reasons in the railway operation may cause irregularities in the railway elements such as the passenger airline. However, in such a failure, the train traffic can be operated with a minimum capacity with the measures taken. Traffic and safety in such disadvantages are provided by dialogue between the dispatcher and the driver. But being fully managed by human security, it brings more risks with it. In the future, it is possible to use autonomous solutions to overcome this. These systems can take the necessary measures in case of failure to ensure that the system works with at least a minimum capacity. The aim of this study is to identify the current and future "Returning System" methods for selected failures in the ATO (Automatic Train Operation) system. For this purpose, a list of possible faults was made and the effects on the operations were analyzed. How the replacement system will be designed for future autonomous trains that will be used with the current system (UML). Unified Modelling Language (Unified Modelling Language). The necessary changes to the ATO system have also been examined. This study showed that more technological new parts should be added to the ATO system in the future compared to the present system. It may also not be possible to transfer some of the tasks the driver takes over to the autonomous system. However, the measures to be taken have been reflected in this study, but these measures can be implemented in the real sense after they have been simulated before.
Abstract: Irregularities may be caused by many technical or operational reasons. In railway operation, there may be a failure of the interlocking system, a power failure in the overhead line, a technical fault in a level crossing, or other unexpected unpleasant effects may happen. However, railway operation must be continued in all cases. As some of the technical facilities do not work, train rides are carried out with written orders. This means “deviation from the regular mode”. The safety of railway operations depends on deviation from the regular mode mainly on the people involved. When facing with the challenge the solutions must be developed in order to carry on autonomously in case of deviations from regular mode. The autonomous system must therefore also be able to take the correct measures even in the case of deviations from the control mode. In this work, the associated procedures in fall-back level under the ATO system are described for selected faults from the railway operation. By means of data collection, the possible faults in railway operation were first collected. Afterwards, the impact on the farm was analysed and today's fall-back level were described. In the further step, today's procedures were transferred to the future ATO system and described using a UML diagram. The necessary modifications for the ATO system were developed. The comparison of today's approaches and those under the ATO system shows that for the system, considerableamounts of new components must be invested in the future. In addition, it has been shown that some tasks cannot be transferred directly to the ATO system by the train driver. These measures have not yet been carried out, but the logic of the measures has been mentioned in this work. They can be simulated first and then applied in reality.
Field : Mühendislik
Journal Type : Uluslararası
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