KR100873322B1 - Train occupation detection system and method - Google Patents

Abstract

A train occupation detection system and a detecting method thereof are provided to prevent an accident due to a sudden stop or the speed lowering of an ATS(Automatic Train Stop) vehicle by blocking a transmission signal of ATO(Automatic Train Operation) vehicle in only a track circuit where the ATS vehicle occupies. A train occupation detection system includes a track circuit unit(10), a vehicle information receiving unit(30), and a train occupation checking device(50). The track circuit unit supplies the first rated frequency signal for the traffic control to the first terrestrial signal apparatus installed in a train railway line. The track circuit unit detects the track occupation or non-occupation state of the first train railway line controlled by the first rated frequency signal and the second train track railway line controlled by the second rated frequency signal. A vehicle receives information about the first train controlled by the first rated frequency signal. The train occupation checking device receives the track occupation information from the track circuit unit.

Description

Train occupancy detection system and its method {TRAIN OCCUPATION DETECTION SYSTEM AND METHOD}

The present invention relates to a train occupancy detection system and a method thereof, and more particularly, to detect a normal running train on a subway track, and to determine a track occupancy and type of a train (ATS vehicle or ATO vehicle) in a track circuit just occupied. The present invention relates to a train occupancy detection system and a method for blocking a transmission signal of ATO ground equipment output information that obstructs the operation of an ATS vehicle.

The subway, which occupies the core of public transportation in medium and large cities, has made great progress since the early signal equipment installation. In particular, since the purpose of using the subway is to transfer human resources, it is ultimately aimed at customer safety and convenience services.

Accordingly, the signal equipment of the subway operation system has been developed and replaced from time to time with the development of safe and customer-friendly systems, and nowadays, signal equipment considering the convenience of signal handling has appeared.

Currently, there are two types of subway vehicles in operation: Automatic Train Stop (ATS) vehicles and Automatic Train Operation (ATO) vehicles. Automatic Train Stop (ATS) And an Automatic Train Operation (hereinafter referred to as an ATO device), which is a system signal facility of an ATO vehicle.

The ATS device is a device that warns the driver by an indicator light or a bell or a chime as an alarm in the vehicle when the driver drives the vehicle at a speed indicated by the signal, especially when stopping or a low-speed section below 45 km / h. The ATS onboard device of the ATS vehicle operates normally only at the ATS frequency (78 to 130 kHz) output from the ATS ground equipment, which is an ATS ground facility.

In addition, the ATO device is a device that automatically performs functions such as acceleration, deceleration, and exact stop of a train in order to improve driving performance in a manual driving mode by a conventional engineer. It operates normally only at ATO frequency (9.5 ~ 14.5㎑) output from

Recently, in order to automate such a subway driving system, a phased vehicle replacement is performed to replace an ATS vehicle with an ATO vehicle, and all vehicles will be replaced by ATO vehicles in the future.

Therefore, ATS and ATO vehicles are mixed and currently operated, but ATS and ATO signaling facilities are mixed and operated. However, when ATS and ATO signaling facilities are mixed, the S-bond transmission frequency of ATO signaling equipment ( 9.5 ~ 14.5㎑) causes the ATS vehicle to generate a frequency recognition malfunction (malfunction caused by recognizing the frequency range of ATO vehicle S-bonds outside the ATS frequency range), causing the ATS vehicle to stop suddenly or slow down. It creates a situation that can cause many dissatisfaction and accidents to customers. Therefore, there is a need for a solution for an early solution.

Accordingly, an object of the present invention is to solve the above problems, and detects the track occupancy of the running train and determines the type of train (ATO or ATS) so that only the track circuit occupied by the ATS vehicle transmits ATO ground equipment output information. The present invention provides a train occupancy detection system and a method for blocking a signal.

According to an aspect of the train occupancy detection system according to the present invention for achieving the above object, the first rated frequency signal for controlling the train is supplied to the first ground signal device installed on the train track, the first rated frequency A track circuit unit for detecting track occupancy / non-occupancy status of a first train controlled by a signal or a second train controlled by a second rated frequency signal, and a first train controlled by the first rated frequency signal. If the vehicle information receiving unit for receiving only information and the track occupancy information of the running train from the track circuit unit, and the information about the first train from the vehicle information receiving unit is not received, the track occupancy running train to the second train And a train occupancy detecting device that recognizes and blocks the first rated frequency signal for the track circuit occupied by the second train.

In addition, the train occupancy detection system is an electronic interlocking device for receiving track occupancy / non-occupancy information of the operating train detected from the track circuit unit, track occupancy / non-occupancy information of the operating train transmitted from the electronic interlocking device, and And an interface device for receiving the first train information transmitted from the vehicle information receiving unit and transmitting the received first train information to the train occupancy detecting apparatus.

Particularly, the train occupancy detecting device receives only the track occupancy information of a running train from the interface device, and outputs a relay cutoff signal when the first train information is not received, and a relay cutoff output from the PLC control unit. And a relay control unit for blocking the first rated frequency signal by cutting off a relay connected to the track circuit connection occupied by the second train by a signal.

The relay control unit may be configured of a circuit for controlling a short point using a drop contact of a relay at a point on a track circuit connection occupied by the second train.

On the other hand, according to one aspect of the train occupancy detection method according to the present invention for achieving the above object, the process of supplying a first rated frequency signal for controlling the train to the first ground signal device installed on the train track, and Detecting track occupancy / non-occupancy status of the first train controlled by the first rated frequency signal or the second train controlled by the second rated frequency signal, and receiving track occupancy information of the detected operating train; And when the information on the first train is not received, recognizing a track occupying train as a second train and cutting off a first rated frequency signal for a track circuit occupied by the second train. It is done.

According to the present invention, the track occupancy detection of the running train and the type of train (ATO or ATS) are determined so that only the track circuit occupied by the ATS vehicle cuts out the signal of the ATO ground equipment output information, thereby rapidly stopping or slowing down the ATS vehicle. Safety accidents can be prevented in advance.

In addition, there is an effect that it is possible to induce the normal train operation of the ATS vehicle by suppressing the occurrence of malfunction by the ATS car box without replacing or discarding existing facilities.

DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, detailed descriptions of preferred embodiments of the present invention will be described with reference to the accompanying drawings. It should be noted that reference numerals and like elements among the drawings are denoted by the same reference numerals and symbols as much as possible even though they are shown in different drawings. In the following description of the present invention, if it is determined that a detailed description of a related known function or configuration may unnecessarily obscure the subject matter of the present invention, the detailed description thereof will be omitted.

1 is a view showing the operation concept of the train occupancy detection system (TODS) according to the present invention, Figure 2 is a diagram showing the configuration of a short-circuit point control circuit using the TODS relay drop contact of FIG.

As shown in FIG. 1, the present invention provides an FTGS track circuit unit 10, an electronic interlocking device 20, an ATO vehicle information receiver (TWC) 30, an interface device (IFC) 40, and a train. Occupancy detection device (TODS) 50, and the line side connection box (Connection Box) 60 is configured to include.

The FTGS track circuit unit 10 supplies 30 to 50 [V] transmission voltage of the ATO frequency of 9.5-14.5 [Hz] to the line side junction box 60, and outputs 9.5-14.5 [out of the line side junction box 60]. 10 [V] voltage is supplied to the S bond 70 installed on the train track. At this time, the voltage output from the line side junction box 60 is 10 [V] due to the reaching distance from the FTGS track circuit section 10 to the line side junction box 60. The transmission voltage of 30 to 50 [V] is lost. Because it becomes.

In addition, the FTGS track circuit unit 10 is a device that detects the existence of the vehicle by shorting the left and right rails to the axles (wheels) of the train, and electronically link the detected track occupancy / non-occupancy information by detecting the occupancy of the track. To the device 20.

The electronic interlock device 20 receives the track occupancy / non-occupancy information detected from the FTGS track circuit unit 10 and transmits the information to the interface device (IFC) 40.

The ATO vehicle information receiver (TWC) 30 is a receiver for receiving only information on the ATO vehicle except for the ATS vehicle, and transmits the received ATO vehicle information to the interface device (IFC) 40. Here, the ATO vehicle information includes organization number information of the corresponding ATO vehicle.

That is, the ATO vehicle information receiver (TWC) 30 does not transmit the information about all the vehicles to the interface device (IFC) 40, and transmits only the information about the ATO vehicle to the interface device (IFC) 40. Done.

The interface device (IFC) 40 detects track occupancy / non-occupancy information transmitted from the electronic interlocking device 20 and ATO vehicle information transmitted from the ATO vehicle information receiver (TWC) 30. Pass in 50.

The train occupancy detecting device (TODS) 50 receives the track occupancy information of the operating train from the interface device (IFC) 40, and recognizes the track entry vehicle as the ATO vehicle when receiving the program number information for the ATO vehicle. In response to receiving the track occupancy information of the operating train from the interface device (IFC) 40 and not receiving the program number information of the ATO vehicle, the track entry vehicle is recognized as the ATS vehicle.

In particular, when the train occupancy detection device (TODS) 50 determines that the track entry vehicle is an ATS vehicle, the train occupancy detection device (TODS) 50 blocks the transmission signal of the ATO ground equipment output information only for the track circuit occupied by the ATS vehicle, thereby preventing the malfunction of the ATS vehicle in advance. Control so that it can be prevented. At this time, the train occupancy detection device (TODS) 50 performs a function of exchanging the terminal end information of the station through the TODS and the Ethernet (Ethernet) communication line of the left / right adjacent station to determine the train operation information.

That is, the vehicle information that the train occupancy detection device (TODS) 50 recognizes through the interface device (IFC) 40 is all ATO vehicle information, and the vehicle information transmitted from the ATO vehicle information receiver (TWC) 30 is used. All occupied trains on the track will be recognized as ATO vehicles.

The train occupancy detection device (TODS) 50 that performs this function is configured to include a PLC control unit 51 and a relay control unit 52, in particular, the relay control unit 52, as shown in Figure 2, FTGS track circuit wiring It consists of a circuit that controls a short-circuit point using a drop contact of a relay on one of the contacts.

That is, the line from the FTGS track circuit unit 10 to the line connection box 60 is normally operated and is connected to the relay control unit 52 by a relay cutoff signal output from the PLC control unit 51. When the relay is excited, the line is opened. At this time, if the line is open, the ATO transmission frequency is cut off to prevent the malfunction of the ATS vehicle, but since it cannot receive the train occupancy state, to compensate for this, the resistor circuit is configured in parallel with the relay operation circuit to detect the train occupancy. To make it possible.

Here, the resistance 52a of the resistor for detecting the train occupancy is set to a unit of 50 [Ω] so as to set the resistance of the minimum term capable of performing the train occupancy detection in a state in which the transmission frequency is cut off with respect to the transmission voltage of the track circuit itself. It consists of a variable circuit, so that the output voltage of the track circuit sufficient to detect the occupancy of the train through this resistance circuit can be transmitted.

In other words, the PLC control unit 51 receives only the track occupancy information of the running train from the interface device (IFC) 40, and recognizes the relay cutoff output signal by recognizing it as an ATS vehicle when it does not receive the program number information for the vehicle. Transfer to the relay control unit 52.

The relay control unit 52 cuts off the ATO transmission frequency transmitted from the FTGS track circuit unit 10 by controlling the relay to be opened by operating the relay according to the relay interrupt output signal from the PLC control unit 51.

Accordingly, the ATO transmission frequency output of the S-bond 70, which is a ground equipment connected to the rail, is cut off, thereby preventing the ATS vehicle box from malfunctioning due to ATO frequency recognition, thereby enabling normal train operation of the ATS vehicle.

That is, the frequency recognition error generated by the ATS vehicle of the subway vehicle is generated when the vehicle equipped with the ATS vehicle of the model passes the track circuit section in which the S-bond is operating normally (orbiting the track). do. In this case, by opening the orbital transmission frequency circuit, the ATO frequency output of the S-bond is cut off to prevent the frequency recognition error of the ATS vehicle box.

As described above, the train occupancy detection system of the present invention causes ATO transmission frequency recognition malfunction due to the difference between all the routes or the mixed vehicle in which the ATO vehicle is put in the line in which the ATS vehicle is operating in supporting the safe operation of the train. It is a suitable system for all routes of mixed formation.

3 is a view showing a train occupancy detection method according to the present invention.

As shown in Fig. 3, in order to determine whether or not the train occupies the track in the FTGS track circuit unit, 30 to 50 [V] transmission voltage of the ATO frequency of 9.5-14.5 [㎑] is supplied to the line side junction, and the line side junction The 10 [V] transmit voltage of 9.5-14.5 [kW] is supplied to S-bond installed on the train track (S10). At this time, the voltage output from the line side junction box is 10 [V] because the transmission voltage of 30 to 50 [V] is lost due to the reach distance from the FTGS track circuit section to the line side junction box.

Subsequently, the FTGS track circuit unit detects whether the train occupies the track (S20), and when the track occupancy of the train is detected, the detected track occupancy information is transmitted to the train occupancy detection device (TODS) through the electronic interlocking device and the interface device (S30). do.

Subsequently, the train occupancy detecting apparatus TODS determines whether vehicle information is received through the interface device (S40), and when the vehicle information is not received, recognizes the track occupied train as an ATC vehicle and outputs a relay cutoff signal (S50). Done. However, if vehicle information is received, the track occupying train is recognized as an ATO vehicle so that the ATO vehicle operates normally (S60).

Subsequently, when the vehicle information is not received, the relay is blocked by the relay cutoff signal output (switch open) (S70), so that the transmission frequency signal of the ATO ground equipment output information is cut off (S80) to the track circuit occupied by the ATS vehicle. The ATS vehicle in operation may be operated normally (S90).

Subsequently, the ATS vehicle or the ATO vehicle operates normally and exits the occupied track circuit. Thus, the FTGS track circuit unit uses a 30 to 50 [V] transmission voltage of the ATO frequency 9.5-14.5 [㎑] to determine whether the train occupies the track. S20 and below process is performed to supply again and continue to detect the track occupancy of the train.

In the above, specific preferred embodiments of the present invention have been illustrated and described. However, the present invention is not limited to the above-described embodiment, and various modifications can be made by any person having ordinary skill in the art without departing from the gist of the present invention attached to the claims. will be.

1 is a view showing the operation concept of the train occupancy detection system (TODS) according to the present invention.

FIG. 2 is a diagram showing a short circuit control circuit configuration using the TODS relay drop contact shown in FIG. 1; FIG.

3 is a view showing a train occupancy detection method according to the present invention.

Explanation of symbols on the main parts of the drawings

10: FTGS track circuit unit 20: electronic interlocking device

30: ATO vehicle information receiver 40: interface device

50: train occupancy detection device 51: PLC control unit

52: relay control unit 60: line side connection box

70: S-bond

Claims (5)

In the train occupancy detection system, A second train controlled by a first train or a second rated frequency signal controlled by the first rated frequency signal, by supplying a first rated frequency signal for controlling a train to a first ground signal device installed on a train track; A track circuit unit for detecting the occupied / non-occupied state of the track, A vehicle information receiver configured to receive only information on a first train controlled by the first rated frequency signal; When the track occupancy information of the running train is received from the track circuit unit and the information about the first train is not received from the vehicle information receiving unit, the track occupancy service train is recognized as a second train and the second train is occupied. A train occupancy detecting system comprising a train occupancy detecting device for blocking a first rated frequency signal for a track circuit. The method of claim 1, An electronic interlocking device for receiving track occupancy / non-occupancy information of a traveling train detected by the track circuit unit; And an interface device for receiving the track occupancy / non-occupancy information of the running train transmitted from the electronic interlocking device and the first train information transmitted from the vehicle information receiving unit and transferring the received train information to the train occupancy detecting device. Train occupancy detection system. The method of claim 2, The train occupancy detection device, A PLC controller for receiving only track occupancy information of a running train from the interface device and outputting a relay cutoff signal when the first train information is not received; And a relay control unit for blocking the first rated frequency signal by cutting off the relay connected on the track circuit connection occupied by the second train by the relay cutoff signal output from the PLC control unit. Detection system. The method of claim 3, wherein The relay control unit, And a circuit for controlling a short-circuit point using a drop contact of the relay at one point on the track circuit connection occupied by the second train. In the train occupancy detection method, Supplying a first rated frequency signal for controlling a train to a first ground signal device installed on a train track; Detecting a track occupancy / non-occupancy state of a first train controlled by the first rated frequency signal or a second train controlled by a second rated frequency signal; Receiving the track occupancy information of the detected operating train, if the information on the first train is not received, recognizes the track occupying operating train as a second train to the first for the track circuit occupied by the second train Train occupancy detection method comprising the step of blocking the rated frequency signal.

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