KR100756186B1 - Automatic train stop control system and methode for stop position of train - Google Patents

Abstract

An automatic train stop control system and a method for controlling the same are provided to prevent an accident by stopping the train on an accurate position by transmitting data for an amount of braking deceleration speed to a train. An automatic train stop control system includes a ground signal controller(100) and a train signal controller(200). The ground signal controller(100) is installed on a ground, obtains a speed of a train, a deceleration speed of the train, and a braking deceleration quantity for stopping the train on an accurate position, then transmits the information obtained for braking the train. The train signal controller(200) is installed on the train, receives a train braking control signal transmitted from the ground signal controller(100), and controls a braking operation of the train by applying the train braking control signal to a train braking system.

Description

AUTOMATIC TRAIN STOP CONTROL SYSTEM AND METHODE FOR STOP POSITION OF TRAIN}

1 is a configuration diagram showing one configuration of the present invention "automatic train stationary stop automatic control system",

2 is a configuration diagram showing the configuration of a conventional train braking system;

3 is a view showing a step control method of a control method of a conventional train braking system;

4 is a view showing a PWM control method of a control method of a conventional train braking system;

5 is a configuration diagram showing another configuration of the present invention "train automatic stop position automatic control system",

FIG. 6 is a circuit block diagram showing one configuration of a vehicle phase signal control unit of the present invention.

7 is a circuit block diagram showing another configuration of the in-vehicle signal control unit of the " train regular position stop automatic control system " of the present invention;

FIG. 8 is a circuit block diagram showing still another configuration of the vehicle phase signal control unit of the invention.

9 is a waveform diagram showing a PWM control signal control method according to the present invention "train stop position automatic control system "

10 is a control flow diagram showing one configuration of a method for controlling a ground signal control unit in a control method of an automatic control system for exactly stopping a train according to the present invention;

11 is a control flowchart showing one configuration of a method for controlling a vehicle phase signal control unit in a control method of an automatic control system for exactly stopping a train according to the present invention;

12 is a control flow diagram showing another configuration of the control method of the vehicle phase signal control unit in the "control method of the automatic stationary position stop automatic control system" of the present invention;

FIG. 13 is a control flowchart showing still another configuration of a method for controlling a vehicle phase signal control unit in the control method of an automatic control system for automatically positioning a train.

   Explanation of symbols on the main parts of the drawings

  1: braking controller 2: weekly controller

  3: braking signal distributor 4: braking electronic control unit

  5: Braking System 6: Braking Line

  7: In-Place Stop 8: Management Office

  9: net

100: ground signal control unit 110: train detection unit

120: speed detection unit 130: signal transmission unit

140: ground control unit 150: database unit

200: on-board signal control unit 210: signal receiving unit

220: ground control unit 230: braking signal output unit

240: signal switching unit 250: switching control unit

260: zero crossing detection unit

The present invention relates to an automatic control system for the exact stop of a train to allow a train entering the station yard to stop at a fixed position, and particularly, to a method of controlling the train. Detects the speed, position, time, and distance to the exact stop, calculates the deceleration of the train and the amount of braking deceleration for the exact stop, and transmits it to the train so that the train stops exactly at the exact stop. By controlling the operation of the train braking system automatically to prevent stop position and unsafe braking to prevent accidents and inconvenience caused by this.

In this case, the non-safe braking refers to a braking in which a passenger's tipping phenomenon occurs due to braking. For example, even though the distance to the exact stop is 3m, when the train braking system recognizes the brake as 5m and the driver brakes, the driver should increase the braking force to brake the stop of the 3m. The braking beyond the point where it feels causes the passenger to be oriented in the direction of travel, which is called unsafe braking. Same as below.

The train is braking because it recognizes the stop position is 5m, but the driver's understanding shows that the driver stops by suddenly increasing the braking force to 3m.

The human body due to train inertia force can not feel the shock

As is well known, trains are mass transportation means that high safety and accuracy must be secured first and foremost. AUTOMATIC TRAIN STOP SYSTEM (ATS) Many train operation control devices, such as the automatic train protection system (ATP), the automatic train control system (ATC), the automatic train operating system (AUTOMATIC TRAIN OPERATING SYSTEM: ATO), etc. Ongoing research and development is underway to improve safety, accuracy and operational efficiency and to provide a convenient driving environment.

The safety and accuracy of such trains are required throughout the entire process from the departure of the train to the stop. Especially, the safety and accuracy of the stops for the passengers getting on and off are emphasized more in terms of improved ride comfort and protection of passengers. to be.

In fact, unsafe braking stops caused by inexperienced driving or inaccurate control of train operation control devices may cause passenger injuries, and inaccurate stops may cause confusion in the platform to reduce driving efficiency and cause accidents. Of course, there was a problem that the exchange of train operation information in the station premises is not smooth.

As technology has advanced and passenger traffic on trains has increased, SCREEN DOOR SYSTEM has been developed to ensure the safety of passengers in the platform.

The screen door system is a very useful facility to improve passenger safety, air conditioning efficiency and air quality in the station by installing a fixed door and a movable door at the end of the platform to block the platform and the track part.

However, such a screen door system completely blocks the platform and the track part with the screen door in between, and thus requires an accurate stop for passengers to get on and off.

This will be described as follows.

As is well known, in the case of a domestic subway, the error limit of the stop position is limited to 35cm left and right, and the screen door is manufactured and installed accordingly, so that the driver needs to accurately stop the train within the error range of 35cm.

FIG. 1 is a system diagram showing an example of a conventional train braking system. As shown in the drawing, a brake signal distributor 3 connected to a brake controller 1 and a daytime controller 2, and this brake signal distributor 3 And a braking electronic control unit (MICROPROCESSOR CONTROLLED ELECTRONIC CONTROL UNIT: ECU) 4 connected to the braking line 6 and a braking device 5 connected to the braking electronic control unit 4.

In the conventional train braking system, a braking signal is generated when a braking command is generated by a braking control unit 1 that receives a braking command from a train running control device such as an ATC or an ATO, or a daytime controller 2 operated by a crew member. Encoded through the distributor 3 and transmitted to the brake electronic control unit 4 installed in each vehicle through the braking line 6, wherein the braking electronic control unit 4 according to the transmitted command Control the operation of (5) to brake the train.

This will be described in detail as follows.

When the train enters the station yard, in the case of ATO autonomous driving, the distance between the current position of the train and the exact stop (7), the number of trains and the average load are calculated, and the train is moved to the exact stop (7). After calculating the braking force (braking deceleration amount) required to stop, it is input to the braking signal distributor 3 through the braking control unit 1.

The brake signal divider 3 generally consists of an encoder, and encodes a brake signal input from the ATO and outputs the brake signal to the brake line 6.

As shown in FIG. 3, the braking line 6 comprises three signal lines a, b and c for commercial braking and one signal line e for secure braking. By using a, b, and c), a seven-step braking command from B1 to B7 is transmitted to the braking electronic control unit 4 mounted on each vehicle (hereinafter referred to as "step control method"). Step control signal).

Then, the braking electronic control unit 4 receives the command transmitted through the braking line 6 to control the operation of the braking device 5 to perform the commanded braking operation.

In the case of manual operation, the driver operates the daytime controller 2 and encodes the signal generated by the braking control unit 1 and the braking signal distributor 3 through the braking line 6 through the braking line control unit 4. In this case, the same operation as described above is performed except that the initial braking signal generator is the driver.

For reference, in the case of the train braking system adopting the step braking method, there is also a system in which the braking line 6 directly applies the step braking signal to the braking line 6 without the braking signal distributor 3.

However, the conventional train braking system as described above has a problem in that the braking force calculated in the case of automatic driving does not coincide with the actual braking force, so that the stopping of the fixed position stop point 7 is not easy. Because of having to rely solely on skill and sensation, there is a problem that a highly skilled person is required, as well as comfortable and smooth stopping is not easy.

This will be described in detail as follows.

As described above, in the case of automatic driving, the braking force (braking deceleration amount) is calculated in consideration of the current speed of the train, the distance to the stop position 7 of the train, the time of arrival, the number of the trained vehicles and the average load.

However, the load of the train varies depending on the number of passengers in addition to the load of the train itself, and furthermore, there is a problem that structural errors occur in the braking force calculation because the passengers are frequently getting on and off.

In addition, in calculating the distance from the exact stop 7, there is a problem that an accurate stop is difficult due to an error between the actual distance and the distance recognized by the train due to wear of the wheel.

In fact, there was an accident of 10 minutes of repetition of the forward and reverse movements for a fixed stop at the station of the station where the screen door system was installed, resulting in 10 minutes of congestion on the entire route.

Therefore, the braking control step, which was conventionally 7 steps (B1 to B7), is further subdivided through PWM (PULSE WIDTH MODULATION) control as shown in FIG. Although a system for inducing accurate exact position stops has been developed and commercialized (hereinafter referred to as a "PWM control method" and this signal is referred to as a "PWM signal"), there is a problem that the conventional problems as described above remain.

That is, in the case of the conventional train braking system, since the braking force is generated by calculating various operating conditions in the train, which is the subject of braking, the structural errors of the various conditions are included in the braking force (braking deceleration) as it is, so that the correct position can be obtained. There was a problem that stopping was difficult.

In addition, the error occurrence requirements such as the change in the wheel diameter due to the change of the load or wear of the train, which is constantly changing, are difficult to solve the problem, which inevitably makes it difficult to stop the correct position accurately. Braking occurs and such unsafe braking and inaccurate stops cause deterioration of train quality, confusion of platform, and in some cases, fatal accidents.

SUMMARY OF THE INVENTION An object of the present invention is to solve the conventional problems as described above. In particular, after calculating the braking deceleration amount of a train entering a platform on the ground, the train is transmitted by transmitting data on the braking deceleration amount to the train. By automatically controlling the braking operation of the train braking system so that it is correctly positioned in the correct position, firstly, to prevent unsafe braking due to incorrect braking control, so that a comfortable and smooth stop is achieved. It is to provide a "train stop position automatic control system and its control method" that can prevent the accident caused by this.

That is, after installing a plurality of train inspection means for detecting the train along the track, the speed of the train to enter the platform is continuously detected, and the speed of the train from the speed of the train passing through the train detection means and the speed of the train Calculate the degree, calculate the amount of braking deceleration of the train from the distance from the exact stop and transmit the data (train brake control signal) to the train to automatically control the braking operation of the train braking system. Will be achieved.

In order to achieve the above object, the present invention "train automatic position stop automatic control system",

In a train braking system for braking a train by transmitting a braking signal generated from the braking control unit 1 and the daytime controller 2 to the braking electronic control unit 4 to control the operation of the braking device 5,

Ground signal control unit is installed on the ground, and calculates the speed and deceleration of the train to enter the platform, the amount of braking deceleration necessary for the stop position, and transmits the train braking control signal to the train;

A vehicle signal control unit installed in the train and controlling the braking operation of the train by receiving the train braking control signal transmitted from the ground signal controller and applying the train braking control signal to the train braking system; And,

Detecting the deceleration from the position and speed of the train entering the platform through the ground signal control unit calculates the amount of braking deceleration necessary to stop the right position and transmits the train braking control signal to the vehicle signal control unit, the vehicle signal Controlling the braking operation of the train braking system so that the train stops in position;

It is configured to include a technical feature of the configuration.

Operation control of the braking system of the train through the ground signal control unit and the on-vehicle signal control unit is characterized in that it is continuously carried out two or more times until the train stops.

The train braking control signal transmitted from the ground signal controller to the on-vehicle signal controller is a signal for the position of the train detected by the ground signal controller, or a distance between the current position of the train and the stop position 7 of the train. A signal, a signal for a time passing between two train detecting means, a signal for a speed of a train, a signal for deceleration, a signal for a braking deceleration amount, or the braking deceleration amount It is characterized in that the braking control signal of the train braking system calculated by the signal or the signal to increase or decrease the braking deceleration of the current train, combined with one or more signals selected as needed.

In addition, the configuration 1 of the ground signal control unit,

A train detecting unit which consists of two or more train detecting means installed along a track at predetermined intervals, and sequentially detects a position of a train entering a platform;

A speed detector for continuously detecting a speed of a train entering the platform;

It is connected to the train detection unit and the speed detection unit, calculates the deceleration for each position from the data on the train position sequentially applied by the train detection unit, and the data about the speed applied by the speed detection unit, and the fixed position stop point ( A ground control unit for calculating the amount of braking deceleration necessary to stop the vehicle in position from the distance up to 7) and outputting a train braking control signal; And,

And a signal transmission unit for transmitting the train braking control signal calculated by the ground control unit to the train.

The speed detection unit is composed of a Doppler sensor is characterized in that to continuously detect the speed of the train.

For example, after installing the ultrasonic Doppler sensor, the optical Doppler sensor, or the microwave Doppler sensor, it is configured to continuously detect the speed of the train entering the platform.

The ground signal controller configured as described above continuously detects the speed of the train entering the platform through the speed detector, and detects the speed and the deceleration of the position where the train detection means of the train detector is mounted. It calculates and transmits the amount of braking deceleration necessary for the exact stop from the distance to).

In addition, the ground signal control unit,

A train detection unit which consists of three or more train detection means installed along a track at predetermined intervals, for sequentially detecting a position of a train entering a platform;

The speed and deceleration of the train are calculated from the data on the train position and time sequentially applied by the train detection unit, and the amount of braking deceleration required for the exact position stop from the distance to the exact position stop point. After calculating the ground control unit for outputting a train braking control signal; And,

And a signal transmission unit for transmitting the train braking control signal calculated by the ground control unit to the train.

The ground signal control unit configured as described above calculates the speed of the train from the train passing time and the distance between the train detecting means for each position applied from three or more train detecting means, and then decelerates the deceleration rate from the change amount and time of the speed. By calculating, the amount of braking deceleration necessary for the exact position stop is calculated from the distance to the exact position stop 7, and the speed and deceleration of the train can be detected without the configuration of the speed detector as in the configuration 1. .

The train detecting means of the train detecting unit comprises a known contact and non-contact sensor capable of detecting the presence of a train, such as a wheel sensor, an ultrasonic sensor, an optical sensor, a magnetic sensor, a proximity sensor, and detects a train by detecting train wheels. It is preferable that the wheel sensor to be configured.

The terrestrial control unit is preferably composed of an input / output terminal, a calculation module, a memory, and optionally a microcomputer with an A / D converter function. In this case, the memory may be configured as an internal memory of the microcomputer or an external memory or a memory card under the control of the microcomputer.

The ground control unit is characterized in that for transmitting the train braking-related data to the management room via a dedicated line or the Internet network.

The ground control unit is intended to facilitate maintenance and repair by allowing the management room to monitor the situation related to the train braking.

In the above configuration, the ground signal control unit, characterized in that the database further comprises a database for information on the stationary stop position 7, the position data for the train detection means, and the data on the train braking It is done.

The database unit is intended to facilitate maintenance and repair by making various data relating to train braking into a database.

On the other hand, Configuration 1 of the vehicle signal control unit, the signal receiving unit for receiving a train braking control signal transmitted from the ground signal control unit;

A vehicle control unit connected to the signal receiver and outputting a signal for controlling a braking operation of the train braking system from a train braking control signal received through the signal receiver; And,

And a braking signal output unit connected to the onboard control unit and applying a signal output from the onboard control unit to the braking control unit 1 of the train braking system.

Preferably, the in-vehicle control unit is composed of an input / output terminal, a calculation module, a memory, and a microcomputer with an A / D converter function in some cases. In this case, the memory may be configured as an internal memory of the microcomputer or an external memory or a memory card under the control of the microcomputer.

The on-vehicle control unit, after calculating the braking deceleration amount from the train braking control signal transmitted from the ground signal control unit, it is applied to the braking control unit 1 of the train braking system through the braking signal output unit.

That is, the train braking control signal, first, the signal for the time passing between the two train detection means, the signal for the position of the train, and the distance between the current and the exact position stop 7 of the train In the case of a signal, the speed and deceleration of the train are calculated from this to calculate the amount of braking deceleration necessary to stop the vehicle in position. Second, in the case of the signal of the distance between the speed of the train and the stop position of the train, From this, the deceleration of the train is calculated to calculate the amount of braking deceleration necessary to stop in position. Third, in the case of a signal for the distance between the deceleration of the train and the point of stop in position (7), the amount of braking deceleration is calculated therefrom. It calculates and inputs it to the braking control part 1 of the said train control system.

In addition, the on-vehicle control unit, when the train braking control signal transmitted from the ground signal control unit is a signal to increase or decrease the amount of braking deceleration of the current train is characterized in that it inputs a signal indicating this to the train braking system .

That is, a signal is applied to the braking control unit 1 of the train braking system or a signal is input to a train running control device such as an ATO for braking by applying a signal to increase or decrease the amount of braking deceleration currently being braked. It is. In this case, when directly applied to the braking control unit 1, the control logic of the braking control unit 1 is changed to accommodate the change. Since the method for changing the control logic of the braking control unit 1 is well known, detailed description thereof will be omitted.

The on-vehicle signal control unit configured as described above applies the train braking control signal transmitted from the ground signal control unit to the braking control unit 1 of the train braking system according to the control logic of the braking control unit 1, The braking operation of the train braking system is controlled by controlling the operation of the control line 6, the braking electronic control unit 4, and the braking device 5.

On the other hand, Configuration 2 of the vehicle signal control unit, Signal receiving unit for receiving the train braking control signal transmitted from the ground signal control unit;

A vehicle control unit connected to the signal receiver and outputting a signal for controlling a braking operation of the train braking system from a train braking control signal received through the signal receiver;

A signal switching unit comprising a multi-contact switching means and installed at an input of a brake electronic control unit (4) of the train braking system to switch the signal flow input to the brake electronic control unit (4);

A switching unit connected between the in-vehicle control unit and the signal switching unit and operated according to a control signal applied from the in-vehicle control unit to control a signal flow of the signal switching unit; And,

And a braking signal output unit connected between the in-vehicle control unit and the signal switching unit to apply a signal output from the in-vehicle control unit to the braking electronic control unit 4 through the signal switching unit.

The on-vehicle control unit calculates a braking deceleration amount from the train braking control signal transmitted from the ground signal control unit, converts the braking deceleration amount into a step control signal, and then brakes the train braking system through the braking signal output unit and the signal switching unit. Characterized in that the input to the electronic control unit (4).

As described above, the vehicle control unit, as described above, first calculates a braking deceleration amount from the train braking control signal transmitted from the ground signal control unit, converts it to a step control signal, and secondly, a braking signal through a switching operation of the signal switching unit. After changing the signal flow flowing from the distributor 3 to the braking electronic control unit 4 so that the signal flows from the braking signal output unit to the braking electronic control unit 4, third, the amount of braking deceleration converted into a step control signal is obtained. By directly applying to the braking electronic control unit 4, a quick response characteristic can be obtained.

The on-vehicle control unit calculates a braking deceleration amount from the train braking control signal transmitted from the ground signal control unit, and converts the braking deceleration amount into a PWM control signal to convert the braking deceleration amount into a PWM control signal. Characterized in that the input to the braking electronic control unit (4).

The on-vehicle control unit, which is to be applied to the train braking system that performs the PWM control, as described above, after finally calculating the amount of braking deceleration from the train braking control signal transmitted from the ground signal control unit to convert the PWM control signal By transmitting this to the braking electronic control unit 4 to control the braking operation of the train braking system.

Such a vehicle controller can apply a braking signal directly to the braking electronic control unit 4 without passing through the braking control unit 1 and the braking signal distributor 3 to obtain a fast response characteristic.

In addition, configuration 3 of the vehicle signal control unit, the signal receiving unit for receiving the train braking control signal transmitted from the ground control unit;

A zero crossing detection unit connected to the signal input terminal of the braking electronic control unit 4 to detect a zero crossing point of the PWM control signal generated in the train braking system;

Connected to the signal receiving unit and the zero crossing detection unit, first, a zero crossing point of a PWM control signal is detected through the zero crossing detection unit, and second, a braking deceleration amount is calculated from the train brake control signal received through the signal receiving unit. And a third vehicle control unit for converting the calculated braking deceleration amount into a PWM control signal synchronized with the zero crossing point; And,

A braking connected between the on-vehicle control unit and the braking electronic control unit 4 to superimpose the PWM control signal output from the on-vehicle control unit to the PWM control signal generated by the train braking system and output to the braking electronic control unit 4. And a signal output unit.

The on-vehicle signal control unit superimposes the PWM control signal generated by the train braking system on the basis of the PWM control signal converted from the braking deceleration amount transmitted from the ground signal control unit to convert the superposed braking deceleration amount into the braking electronic control unit ( By controlling the operation of the braking device 5 by input to 4), it is possible to control the stationary stop of the train by applying the technical idea of the present invention without changing the design of the conventional train braking system.

That is, while the signal output terminal of the brake signal output unit according to the present invention is connected in parallel to the PWM signal line for inputting the PWM control signal generated in the conventional train braking system to the brake electronic control unit 4, it is output through the brake signal output unit. The PWM control signal is applied to the braking electronic control unit 4 by synchronizing the PWM control signal with the PWM control signal generated in the train braking system.

Then, the braking electronic control unit 4 is to control the operation of the braking device 5 based on the superimposed PWM control signal.

Signal transmission of the signal transmission unit and the signal reception unit, using a known RF signal transmission method, or optical communication, or using a train operation control device such as ATC, ATO, ATP, or the Republic of Korea patent of the applicant As described in Korean Patent Application No. 10-2006-0024549, "Train signal transmission apparatus and control method thereof, and a screen door control system using the same, and a control method thereof", a signal using a short-range non-contact method through frequency induction by impedance matching Characterized in that the transmission.

On the other hand, the present invention "control method of the train fixed position stop automatic control system",

A train braking system for transmitting a braking signal generated from the braking control unit and the daytime controller to the braking electronic control unit to control the operation of the braking device to brake the train;

A ground signal controller installed on the ground and including a train detector comprising a train detector, a ground controller, a signal transmitter, and, in some cases, a speed detector and a database; And,

It is installed in the train, including a signal receiving unit, the on-vehicle control unit, the braking signal output unit, optionally the signal switching unit, the switching control unit, and a zero crossing detection unit comprising a; In the control method of the automatic stationary stop automatic control system for controlling the

The control method,

After detecting the position and speed of the train entering the platform through the ground signal control unit or the passage time for each position, the deceleration of the train and the amount of braking deceleration necessary to stop the train are calculated. A ground signal controller controlling step of transmitting to the on-vehicle signal controller; And,

And an on-vehicle signal control unit controlling the braking operation of the train braking system by receiving the train braking control signal transmitted by performing the ground signal controller and controlling the braking operation of the train braking system. It is characterized by the methodological configuration.

The ground signal control unit control step,

A first position train detecting step of continuously detecting whether a train is detected in the first train detecting means of the train detecting unit installed along the track, and transmitting the data to the ground control unit when the train is detected;

After performing the first position train detection system, the train continuously detects whether a train is detected in a train detecting means installed at a next position and, when a train is detected, transmits data on the next position train to the ground control unit. Detecting step;

The speed and deceleration of the train are calculated from the data on the previous position train detection and the data on the position train detection detected by performing the next position train detecting step, and the data is determined from the data on the distance from the stop position of the train. A train braking control signal calculating step of outputting a train braking control signal by calculating a braking deceleration amount necessary for stopping the position; And,

And a transmission step of transmitting the train braking control signal calculated by performing the train braking control signal calculation step to the on-vehicle signal control unit through a signal transmission unit.

The data transmitted to the ground control unit when the train passes in the first position train detection step or the next position train detection step is data on the location of the train, data on the speed of the train, or at a time when the train passes. Characterized in that it consists of one or more data selected according to the need for the data.

In the above, the next position train detection step, the train braking control signal calculation step, and the transmission step is characterized in that it is performed repeatedly to the last installation position of the train detection means train detection means.

In addition, after performing the transmitting step, the database control step of storing the train braking control signal and the train braking control signal calculation history in the database unit, or any one or more of the management room transmission step of transmitting to the management room through a communication network. If necessary, it is characterized by further comprising a selection.

On the other hand, configuration 1 of the vehicle signal control unit control step,

A receiving step of receiving a train braking control signal transmitted from the ground signal control unit;

A control signal calculation step of calculating a control signal for controlling a braking operation of the train braking system from the train braking control signal detected by performing the receiving step;

A control signal input step of inputting a control signal calculated by performing the control signal calculation step to the braking control unit 1 of the train braking system; And,

A train braking step of controlling the operation of the braking device 5 by controlling the control signal output to the braking electronic control unit 4 according to the control signal input by performing the control signal input step to stop the train in position; Characterized in that configured to include.

The control signal calculated in the control signal calculation step is a signal for a braking deceleration amount calculated from the train braking control signal transmitted from the ground signal control unit, or a signal for increasing or decreasing the braking deceleration amount of the current train. It is characterized by one.

In the on-vehicle signal control unit control step, by applying the train braking control signal transmitted from the ground signal control unit directly to the braking control unit 1 of the train braking system according to the control logic of the braking control unit 1 brake signal distributor (3) By controlling the braking operation of the train braking system through the control line 6, the braking electronic control unit 4, and the braking device 5, the train is stopped in position.

Configuration 2 of the difference signal control unit control step,

A receiving step of receiving a train braking control signal transmitted from the ground signal control unit;

A control signal calculation step of calculating a control signal for controlling a braking operation of the train braking system from the train braking control signal detected by performing the receiving step; And,

The control signal calculated by performing the control signal calculation step is applied to the braking electronic control unit 4 by controlling the operation of the signal switching unit and the switching control unit to control the operation of the braking device 5 to stop the train in position. Direct braking step; characterized in that comprises a.

The control signal calculated in the control signal calculation step may be a step control signal or a PWM control signal for the braking deceleration amount calculated from the train braking control signal transmitted from the ground signal control unit.

The vehicle signal control unit may be configured to calculate a braking deceleration amount of the train from a train braking control signal transmitted from the ground signal control unit and convert it into a step control signal, or convert it into a PWM control signal, and then convert the braking electronic control unit ( By controlling the input terminal of 4), the calculated signal is directly input to the braking electronic control unit 4 to control the operation of the braking device 5 so as to have a fast response characteristic.

Configuration 3 of the on-vehicle signal control unit control step,

A receiving step of receiving a train braking control signal transmitted from the ground signal control unit;

A zero crossing detection step of detecting a zero crossing point of the PWM control signal generated in the train braking system after performing the receiving step;

After detecting the zero crossing point of the PWM control signal generated in the train braking system by performing the zero crossing detection step, the braking deceleration amount is calculated from the received train braking control signal by performing the receiving step, and the zero crossing is performed. PWM signal conversion step of converting into a PWM control signal synchronized to the point; And,

The PWM control signal generated in the PWM signal conversion step is superimposed on the PWM control signal generated in the train braking system, and then applied to the braking electronic control unit 4 to control the operation of the braking device 5. PWM braking step of making a stop; characterized in that comprises a.

In the on-vehicle signal control unit control step, the braking deceleration amount of the train is calculated from the train braking control signal transmitted from the ground signal control unit and synchronized with the PWM control signal generated by the conventional train braking system, and then overlaps the braking electronics. By controlling the operation of the braking device 5 by inputting it to the control unit 4, it has a quick response characteristic and can be used without changing the design of the train braking system.

Hereinafter, the technical concept of the present invention "train automatic position stop automatic control system and control method" configured as described above will be described in detail with reference to the embodiment.

In describing the embodiments, the same names and same reference numerals are used for components having the same configuration and function.

Example 1

In the first embodiment, the ground signal control unit configures the speed detection unit and the data jay unit to continuously detect the speed of the train and to database the detection history.

This is because the ground signal control unit having a configuration different from that of the first embodiment can be easily configured from the first embodiment.

In addition, in this Embodiment 1, the train detection part is demonstrated using the example comprised using five train detection means.

In addition, in the first embodiment, the train braking control signal transmitted from the ground signal control unit to the on-vehicle signal control unit will be described as the amount of braking deceleration required to stop the train at the home position.

This is because the amount of braking deceleration can be easily calculated from the configuration of other train braking control signals.

In addition, in the first embodiment, the wheel sensor is used as the train detection means, and the signal transmission method and the signal reception part use the RF signal transmission method, and the speed detection part uses the ultrasonic Doppler sensor.

Since the wheel sensor, the RF signal transmission method, and the configuration and operation principle of the ultrasonic Doppler sensor are well known, their detailed description will be omitted.

Incidentally, the vehicle signal control unit according to the first embodiment is configured and described for the vehicle signal control unit according to configuration 1 according to the technical idea of the present invention.

Hereinafter, the configuration of the first embodiment will be described in detail with reference to the accompanying drawings.

First, as shown in Figure 1, five train detection means (111 ~ 115) are installed along the track at predetermined intervals to configure the train detection unit 110, and the speed detection unit 120 is installed at the platform end After connecting the ground controller 140 to the signal output terminal of the train detector 110 and the speed detector 120, the signal transmitter 130 is connected to the signal output terminal of the ground controller 140. The ground controller 100 according to the first embodiment is configured by mounting the database unit 150 to the signal input / output terminal of the controller 140.

At this time, the other signal input and output terminal of the ground control unit 140 is connected to the management room 8 through the Internet network (9).

In the memory of the database unit 150 or the ground control unit 140 stores data about the installation position and the stop position 7 of the train detecting means 111 to 115.

In addition, the signal output terminal of the signal receiver 210 is connected to the signal input terminal of the vehicle controller 220, and the signal output terminal of the vehicle controller 220 is connected to the brake signal output unit 230. 230 is connected to the input terminal of the braking control unit 1 to configure the on-vehicle signal control unit 200 according to the first embodiment and installed in the train.

Hereinafter, the operation and the effect of the first embodiment configured as described above will be described in detail.

When the train enters the platform, the speed detector 120 of the ground signal controller 100 continuously detects the speed of the train at a predetermined time interval (for example, 10 msec), and then the train detects the first train 111. When passing through the first position train detection step (S110) for transmitting the train passing data for the train position, speed and time at this time to the ground control unit 140.

Then, when the train passes the installation position of the second train detecting means 112, the next position detection step (S120) of transmitting the train passing data for the ground control unit 140 is performed.

After detecting the train passing data of the first train detecting means 111 and the train passing data of the second train detecting means 112 by performing the next position train detecting step (S120), the ground control unit 140 trains the train. By performing the braking control signal calculation step (S130) to calculate the deceleration of the train from the train passing data passing through the first position train detecting means 111 and the second train detecting means 112, the train stop position From the distance to (7), the amount of braking deceleration required to stop the train at the exact stop 7 is calculated.

After calculating the braking deceleration amount by performing the train braking signal calculation step (S130), the transmission step (S140) of transmitting the train braking deceleration signal to the on-vehicle signal control unit 200 is performed.

After performing the transmission step (S130) to transmit the braking deceleration amount (train brake control signal) to the vehicle signal control unit 200, the ground control unit 140, the database control step (S150) and management room transmission step (S160) ), The braking deceleration amount and the braking deceleration amount calculation history are stored in the database unit 150 and transmitted to the management room 8 through the communication network (dedicated network or the Internet network) 9, and the train lasts. This operation is repeated until the train detecting means 115 passes to stop the train in position.

On the other hand, when the braking deceleration amount is transmitted from the ground signal controller 100, the vehicle control unit 220 performs the receiving step (S210) to the braking deceleration amount transmitted from the signal transmission unit 130 of the ground signal controller 100. A receiving step (S210) of receiving a signal (train brake control signal) through the signal receiving unit 210 is performed.

After receiving the signal for the braking deceleration by performing the receiving step (S210), performing the control signal calculation step (S220), the braking deceleration received through the signal receiving unit 210 of the braking control unit (1) The control signal is converted to the input format.

Thereafter, the control signal input step (S230) is performed to input the control signal output in the control signal calculation step (S220) to the braking control unit (1) through the braking signal output unit (230) of the braking control unit (1). The control logic stops the train in position by performing the train braking step (S240) of controlling the train braking.

That is, when the ground signal controller 100 calculates and transmits a braking deceleration for stopping the train in the correct position, the ground signal controller 100 receives the received signal from the on-vehicle signal controller 200 and inputs it to the brake controller 1. ) Outputs a braking control signal according to the input signal and inputs it to the braking electronic control unit 4 through the braking signal distributor 3 and the control line 6. Then, the braking electronic control unit 4 stops the train by controlling the operation of the braking device 5 according to the input braking control signal.

In other words, the actual deceleration of the train and the amount of braking deceleration necessary to stop the vehicle in the right position are detected by the ground signal control unit 100, and the train braking control operation according to this is repeated as many as the number of train detecting means 111 to 115. As a result, it is possible to accurately stop the train at the fixed position stop point 7 by eliminating an error in a change in the load of the train with respect to the number of passengers or an error in a change in the wheel diameter due to wheel wear.

However, in Example 1 mentioned above, although an Example was comprised with five train detection means, it turns out that the technical idea of this invention is not limited to this.

In addition, in the first embodiment, the speed of the train is detected using the speed detection unit, but the technical spirit of the present invention is not limited thereto.

That is, the speed of the train can be detected by calculating train passing position, time and distance using two or more train detecting means without using the speed detecting unit, and the deceleration can be detected using three or more train detecting means. Let's find out.

In addition, in the first embodiment, the present embodiment is configured by using the train braking control signal transmitted from the ground signal controller to the vehicle signal controller as the braking deceleration amount, but the technical spirit of the present invention is not limited thereto.

That is, the signal for the position of the train detected by the ground signal control unit, or the signal for the distance between the current position of the train and the stop position of the exact position, or a signal for the time passing between the two train detection means Or a signal for the speed of a train, a signal for a deceleration, a signal for a braking deceleration amount, a braking control signal of a train braking system calculated by the braking deceleration amount, or a braking of a current train. Note that it can be configured using signals to increase or decrease the amount of deceleration.

At this time, when transmitting data until the braking deceleration amount is calculated, the vehicle deceleration control unit calculates the braking deceleration amount.

Example 2

The second embodiment is an embodiment according to the configuration 2 of the on-vehicle signal control unit according to the technical idea of the present invention.

Therefore, the description, configuration, operation, and operation effects of the ground signal control unit overlapping with the first embodiment will be omitted, and the characteristic elements of the configuration 2 of the on-vehicle signal control unit will be mainly described.

In the second embodiment, as in the first embodiment, the ground signal control unit transmits a signal indicating the amount of braking deceleration.

Hereinafter, the configuration of the second embodiment will be described.

First, as shown in FIG. 5, the output terminal of the signal receiver 210 is connected to the input terminal of the on-vehicle controller 220, and the switching controller 250 and the brake signal output unit 230 are connected to the on-vehicle controller 220. After connecting to the output terminal, the signal switching unit 240 is connected to the output signal of the braking signal output unit 230 and the switching controller 250 to configure the difference signal control unit according to the second embodiment.

As shown in FIG. 6, the signal switching unit 240 is configured by installing three three-contact switches SW1, SW2, and SW3 at the braking signal input terminal of the braking electronic control unit 4 (step control method). Or, as shown in Fig. 7, two three-contact switches SW11 and SW12 (PWM control method) are provided and constituted.

Hereinafter, the operation and the effect of the second embodiment will be described.

First, as shown in Figure 12, after performing the receiving step (S310) and the control signal calculation step 320 to detect the amount of braking deceleration transmitted from the ground signal control unit 100 to calculate the control signal after the The switching operation of the three contact switches SW1, SW2, SW3, SW11, and SW12 of the signal switching unit 240 is controlled through the switching controller 250 to input the control signal to the brake electronic control unit 4 to brake the brake. By automatically controlling the operation of the device (5) to perform a direct braking step (S340) to stop the train in position.

This will be described in detail as follows.

First, the step control method will be described.

As described above, when the braking deceleration amount is received by performing the reception step S310, the vehicle control unit 220 converts it to a step control signal.

That is, as shown in FIG. 3, a control signal calculation step (S330) of determining the input braking deceleration amount corresponding to the braking control signals of B1 to B7 and converting it into the corresponding step control signal is performed.

Thereafter, the vehicle controller 220 outputs a control signal to the switching controller 250 to change the contact point of the three contact switches SW1, SW2, and SW3 of the signal switcher 240 to the brake signal output unit 230. After switching the signal flow so that the output signal is input to the braking electronic control unit 4, the braking deceleration amount converted into the step control signal is output.

Then, the braking electronic control unit 4 controls the operation of the braking device 5 according to the step control signal applied from the braking signal output unit 230 to brake the train. The train is repeatedly performed until the train reaches the detection means 115 to stop the train in position.

On the other hand, when the train braking system uses a PWM control signal, as shown in Fig. 7, the signal switching unit 240 is composed of two three-contact switches SW11 and SW12, and then the braking electronic control unit 4 It is installed at the input terminal to change the signal flow of the PWM braking signal input to the braking electronic control unit (4).

Subsequently, the control signal calculation step S330 is performed to convert the received braking deceleration amount into a PWM control signal by performing the reception step S310.

In addition, after the control signal calculation step (S330) is performed to convert the braking deceleration amount into a PWM control signal, the signal switching unit 240 is controlled through the control of the switching controller 250 by performing the direct braking step (S340). By switching the switching of the control signal calculation step (S330) to convert the PWM control signal to the braking electronic control unit 4 to control the operation of the braking device (5).

Unlike the first embodiment, the second embodiment can obtain fast response characteristics by directly applying the step control signal to the braking electronic control unit 4, and can control the braking of the train just before the train stops. It works.

In other words, by providing a quick response characteristics by controlling the braking of the train continuously until just before the train stops, it is possible to achieve a more precise stop position as well as to achieve a high-quality stop of comfort and comfort.

Example 3

The third embodiment is an embodiment according to the configuration 3 of the on-vehicle signal control unit according to the technical idea of the present invention.

Therefore, descriptions of the configuration, operation, and operation effects overlapping with those of the first and second embodiments will be omitted, and the characteristic elements of the third signal control section 3 will be mainly described.

In the third embodiment, as in the first embodiment, the ground signal control unit transmits a signal indicating the amount of braking deceleration.

Hereinafter, the configuration of the third embodiment will be described.

First, as shown in FIG. 8, an output terminal of the signal receiver 210 and the zero crossing detection unit 260 is connected to an input terminal of the on-vehicle control unit 220, and a brake signal output unit ( 230).

In addition, the signal output terminal of the braking signal output unit 230 is connected to the PWM control signal input terminal of the brake electronic control unit 4, and the zero crossing detection unit 260 is connected to the PWM signal lines (e, f). The difference signal control section according to Example 3 is configured.

Hereinafter, the operation and the effect of the third embodiment will be described.

First, when the train braking control signal indicating the amount of braking deceleration is transmitted from the ground signal controller 100, as shown in FIG. 13, the receiving step S410 of detecting the signal is performed through the signal receiver 210.

Thereafter, the vehicle controller 220 performs a zero crossing detection step S420 to detect a PWM control signal generated by the train braking system to detect a zero crossing point of the PWM control signal.

After detecting the zero crossing point of the PWM control signal generated by the train braking system by performing the zero crossing detection step S420, the received braking deceleration amount is transmitted to the zero crossing point by performing the receiving step S410. The PWM signal conversion step (S430) of converting the synchronized PWM control signal is performed.

After that, the vehicle phase controller 220 performs the PWM braking step S440 and superimposes the PWM control signal generated in the PWM signal conversion step S430 on the PWM control signal generated by the train braking system. It is applied to the control unit 4 to control the operation of the braking device 5 to stop the train in position.

This will be described as follows.

As shown in FIG. 9, when two digital signals are output in synchronization with a digital signal, the two signals overlap and a signal having a small duty ratio is mixed with a signal having a large duty ratio.

Therefore, when the signal of the braking signal output unit 230 synchronized with the PWM control signal generated in the train braking system is input to the braking electronic control unit 4, the superimposed PWM control signal waveform is generated.

Fig. 9A shows an example of a braking deceleration amount converted to a PWM control signal, and Fig. 9B shows an example of a PWM control signal generated in a train braking system. As shown in the figure, S1 When (A) signal having a duty ratio of 70% of the PWM control signal of the train braking system having a duty ratio of 50% at the time is applied, it shows a process having a duty ratio of 70% from the time S2.

Accordingly, the braking electronic control unit 4 has the same effect as that of the signal output from the braking signal output unit 4 (increasing the braking deceleration amount by the hatched portion). By controlling the movement, the train stops in position.

This third embodiment has an effect that can be easily used without changing the design of the conventional train braking system by omitting the switching control unit and the signal switching unit while having a fast response characteristics as in the second embodiment.

As described above, in the present invention, the "constant train automatic stop control system and control method thereof", in particular, after calculating the braking deceleration amount of the train entering the platform on the ground, the data on the braking deceleration amount is calculated. By controlling the braking operation of the train braking system so that the train is correctly positioned in the correct position by transmitting to the train, first, to prevent unsafe braking caused by inaccurate braking control, so that a comfortable and smooth stop is achieved. It is a very useful invention that has the effect of preventing inconvenience and accidents caused by poor location.

Claims (25)

In a train braking system for braking a train by transmitting a braking signal generated from a braking control unit and a daytime controller to a braking electronic control unit to control the operation of the braking device, Ground signal control unit is installed on the ground, and calculates the speed and deceleration of the train to enter the platform, the amount of braking deceleration necessary for the stop position, and transmits the train braking control signal to the train; And, Installed on the train, the vehicle signal control unit for controlling the braking operation of the train by receiving the train braking control signal transmitted from the ground signal control unit to the train braking system; system. The system of claim 1, wherein the operation control of the train braking system through the ground signal controller and the on-vehicle signal controller is continuously performed two or more times until the train stops. The train braking control signal transmitted from the ground signal controller to the on-vehicle signal controller is a signal for the position of the train detected by the ground signal controller, or between the current position of the train and the stop position of the train. Signal for distance, signal for time passing between two train detection means, signal for train speed, signal for deceleration, or signal for braking deceleration, or A brake control signal of a train braking system calculated by the braking deceleration amount, or a signal to increase or decrease the braking deceleration amount of the current train. The ground signal controller of claim 1, A train detecting unit which consists of two or more train detecting means installed along a track at predetermined intervals, and sequentially detects a position of a train entering a platform; A speed detector for continuously detecting a speed of a train entering the platform; It is connected to the train detection unit and the speed detection unit, calculates the deceleration of the train from the data on the train position sequentially output from the train detection unit, and the data about the speed output from the speed detection unit, the distance to the exact stop position A ground control unit for calculating a braking deceleration amount necessary for stopping a fixed position from the vehicle and outputting a train braking control signal; And, And a train transmitting unit for transmitting the train braking control signal calculated by the ground control unit to the train. [5] The automatic control system for stop position of train according to claim 4, wherein the speed detector comprises a Doppler sensor to continuously detect the speed of the train. The ground signal controller of claim 1, A train detection unit which consists of three or more train detection means installed along a track at predetermined intervals, for sequentially detecting a position of a train entering a platform; The speed and deceleration of the train are calculated from the data on the train position and time sequentially applied by the train detection unit, and the amount of braking deceleration required for the exact position stop from the distance to the exact position stop point. After calculating the ground control unit for outputting a train braking control signal; And, And a train transmitting unit for transmitting the train braking control signal calculated by the ground control unit to the train. 7. The automatic stationary stop control system according to any one of claims 4 to 6, wherein the ground signal control unit transmits train braking related data to a management office through a communication network. 7. The ground signal control unit according to any one of claims 4 and 6, wherein the ground signal control unit comprises a database unit for databaseing information on the stationary stop position of the train, position data on the train detecting unit, and data on train braking. Train automatic stop position control system characterized in that it further comprises. The method of claim 1, wherein the difference signal control unit,  A signal receiver for receiving a train braking control signal transmitted from the ground signal controller; A vehicle control unit connected to the signal receiver and outputting a signal for controlling a braking operation of the train braking system from a train braking control signal received through the signal receiver; And, And a braking signal output unit connected to the on-vehicle control unit and applying a signal output from the on-vehicle control unit to the braking control unit of the train braking system. 10. The method of claim 9, wherein the vehicle control section, after calculating the braking speed reduction from the train braking control signal transmitted from the ground signal control unit, it is applied to the braking control unit of the train braking system through the braking signal output unit Automatic stationary stop automatic control system. 10. The method of claim 9, wherein the on-vehicle control unit, if the train braking control signal transmitted from the ground signal control unit is a signal to increase or decrease the amount of braking deceleration of the current train to the train braking system Automatic stationary stop automatic control system characterized in that the input box. The method of claim 1, wherein the difference signal control unit, A signal receiver for receiving a train braking control signal transmitted from the ground signal controller; A vehicle control unit connected to the signal receiver and outputting a signal for controlling a braking operation of the train braking system from a train braking control signal received through the signal receiver; A signal switching unit formed of a multi-contact switching means and installed at an input of a brake electronic control unit of the train braking system to switch a signal flow input to the brake electronic control unit; A switching unit connected between the in-vehicle control unit and the signal switching unit and operated according to a control signal applied from the in-vehicle control unit to control a signal flow of the signal switching unit; And, A braking signal output unit connected between the on-vehicle control unit and the signal switching unit to apply a signal output from the on-vehicle control unit to the braking electronic control unit through the signal switching unit; Control system. The brake signal output unit and the signal switching unit of claim 12, wherein the vehicle-level control unit calculates a braking deceleration amount from the train braking control signal transmitted from the ground signal control unit and converts the braking deceleration amount into a step control signal. Automatic stop control system for trains, characterized in that input via the braking electronic control unit of the train braking system. The method of claim 12, wherein the vehicle control unit, After calculating the braking deceleration amount from the train braking control signal transmitted from the ground signal control unit, converting the braking deceleration amount into a PWM control signal to the braking electronic control unit of the train braking system through the braking signal output unit and the signal switching unit. Automatic stationary stop automatic control system characterized in that the input box. The method of claim 1, wherein the difference signal control unit, A signal receiver for receiving a train braking control signal transmitted from the ground control unit; A zero crossing detection unit connected to a signal input terminal of the braking electronic control unit to detect a zero crossing point of a PWM control signal generated in a train braking system; Connected to the signal receiving unit and the zero crossing detection unit, first, a zero crossing point of a PWM control signal is detected through the zero crossing detection unit, and second, a braking deceleration amount is calculated from the train brake control signal received through the signal receiving unit. And a third vehicle control unit for converting the calculated braking deceleration amount into a PWM control signal synchronized with the zero crossing point; And, And a braking signal output unit connected between the on-vehicle control unit and the braking electronic control unit to superimpose a PWM control signal output from the on-vehicle control unit to a PWM control signal generated in a train braking system and output the same to the braking electronic control unit. Automatic stationary stop automatic control system, characterized in that configured by. A train braking system for transmitting a braking signal generated from the braking control unit and the daytime controller to the braking electronic control unit to control the operation of the braking device to brake the train; A ground signal control unit installed on the ground and including a train detection unit comprising a train detection unit, a ground control unit, a signal transmission unit, a speed detection unit, and a database unit; And, It is installed in the train, including a signal receiving unit, the on-vehicle control unit, the braking signal output unit, the signal switching unit, the switching control unit, and the zero crossing detection unit comprising a; In the control method of the automatic control of the train stop position, The control method, After detecting the position and speed of the train entering the platform through the ground signal control unit or the passage time for each position, the deceleration of the train and the amount of braking deceleration necessary to stop the train are calculated. A ground signal controller controlling step of transmitting to the on-vehicle signal controller; And, And an on-vehicle signal control unit controlling the braking operation of the train braking system by receiving the train braking control signal transmitted by performing the ground signal controller and controlling the braking operation of the train braking system. Control method of automatic control system for exact position stop of train. The method of claim 16, wherein the terrestrial signal control unit control step, A first position train detecting step of continuously detecting whether a train is detected in the first train detecting means of the train detecting unit installed along the track, and transmitting the data to the ground control unit when the train is detected; After performing the first position train detecting system, continuously detecting whether a train is detected in the next train detecting means installed in the first train detecting means, and when the train is detected, the data on the train is detected. A next position train detecting step transmitted to the ground control unit; The speed and deceleration of the train are calculated from the data on the position train detection detected by performing the next position train detection step, and the amount of braking deceleration required for the exact position stop is determined from the data on the distance from the train stop position. Calculating a train braking control signal and outputting a train braking control signal; And, And transmitting the train braking control signal calculated by performing the train braking control signal calculation step to the on-vehicle signal control unit through a signal transmission unit. 18. The method of claim 17, wherein the data transmitted to the ground control unit when the train passes in the first position train detection step or the next position train detection step is data on the location of the train or data on the speed of the train, or The control method of the automatic control station stops train, characterized in that the data about the time when the train passed. 18. The automatic stationary stop automatic control system according to claim 17, wherein the next position train detecting step, the train braking control signal calculation step, and the transmitting step are repeatedly performed to the last installation position of the train detecting unit train detecting means. Control method. 18. The method of claim 17, further comprising: a database control step of storing a train braking control signal and a train braking control signal calculation history in a database unit after performing the transmitting step, and a management room transmitting step of transmitting the train braking control signal and a train braking control signal to a management room through a communication network. Control method of the automatic stationary stop automatic control system characterized in that the configuration. The control method of claim 16, wherein the controlling of the difference signal control unit comprises: A receiving step of receiving a train braking control signal transmitted from the ground signal control unit; A control signal calculation step of calculating a control signal for controlling a braking operation of the train braking system from the train braking control signal detected by performing the receiving step; A control signal input step of inputting a control signal calculated by performing the control signal calculation step to a braking control unit of a train braking system; And, And a train braking step of controlling the operation of the braking device by controlling the control signal output to the braking electronic control unit according to the control signal input by performing the control signal input step to stop the train in position. Control method of automatic control system for exact position stop of train. 22. The method of claim 21, wherein the control signal calculated in the control signal calculation step is a signal for the braking deceleration amount calculated from the train braking control signal transmitted from the ground signal control unit, or increases the braking deceleration amount of the current train. Control method of the automatic stationary stop automatic control system, characterized in that any one of the signal to reduce or reduce. The control method of claim 16, wherein the controlling of the difference signal control unit comprises: A receiving step of receiving a train braking control signal transmitted from the ground signal control unit; A control signal calculation step of calculating a control signal for controlling a braking operation of the train braking system from the train braking control signal detected by performing the receiving step; And, And a direct braking step of controlling the operation of the braking device by controlling the operation of the signal switching unit and the switching control unit to control the operation of the braking device by controlling the operation of the control signal calculated by performing the control signal calculation step. Control method of the automatic stationary stop automatic control system for trains, characterized in that the configuration. 24. The train according to claim 23, wherein the control signal calculated in the control signal calculation step is a step control signal or a PWM control signal for the braking deceleration amount calculated from the train braking control signal transmitted from the ground signal control unit. Control method of exact position stop automatic control system. The control method of claim 16, wherein the controlling of the difference signal control unit comprises: A receiving step of receiving a train braking control signal transmitted from the ground signal control unit; A zero crossing detection step of detecting a zero crossing point of the PWM control signal generated in the train braking system after performing the receiving step; After detecting the zero crossing point of the PWM control signal generated in the train braking system by performing the zero crossing detection step, the braking deceleration amount is calculated from the received train braking control signal by performing the receiving step, and the zero crossing is performed. PWM signal conversion step of converting into a PWM control signal synchronized to the point; And, The PWM braking step of superimposing the PWM control signal generated in the PWM signal conversion step on the PWM control signal generated in the train braking system and applying it to the braking electronic control unit to control the operation of the braking device to perform the stop in position. Control method of the automatic control station stop automatic train control system characterized in that it comprises a.

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