KR100877531B1 - Train route controll system for closed-loof type, method for train toute control and train traveling management using the same - Google Patents

Abstract

The train occupancy control system of the mobile occlusion method, the train operation management method and the train route control method using the same are provided in a vehicle on-board unit that provides train information, and trains are controlled and managed through train information provided by the on-board unit. And a ground communication unit and a wireless communication unit connecting the on-vehicle unit and the ground unit. According to this, it is possible to shorten the operating time, to increase the space utilization due to the entry of multiple trains in the traveling road, and to prevent the second line entry to prevent train collision and derailment accident.

Train, moving occlusion, career control system, onboard device

Description

Train route control system using train occlusion, train route control method and train operation management method using the same {train route controll system for closed-loof type, method for train toute control and train traveling management using the same}

1 relates to a conventional system according to the present invention.

Figure 2 is a block diagram showing a train control system of the moving block system in accordance with the present invention.

Figure 3 is a conceptual diagram showing a train simulation device unit of the train occupancy control system of the mobile occlusion method according to the present invention.

Figure 4 is a block diagram showing the ground of the train control system of the moving block system in accordance with the present invention.

Figure 5 is a conceptual diagram showing an interlocking processing unit of the train control system of the moving block system in accordance with the present invention.

6 is a conceptual diagram showing a path control unit interface of the train control system of the moving block system according to the present invention.

7 is a conceptual diagram showing an interface between the train interval control unit of the train control system of the moving block system in accordance with the present invention.

Figure 8 is a block diagram showing the occupancy range of the train line of the train control system of the moving block system in accordance with the present invention.

9 is a conceptual diagram illustrating a train management unit interface of a train occupancy control system of a mobile occlusion method according to the present invention;

10 is a block diagram showing a wireless communication device of the train control system of the moving block system according to the present invention.

Figure 11 is a block diagram showing the NMS interface of the train control system of the mobile occlusion system according to the present invention.

Figure 12 is a block diagram showing a track of the train control system of the moving block system according to the present invention.

The present invention relates to a train path control system of a mobile occlusion method, a train path control method and a train operation management method using the same. More specifically, the on-vehicle unit having information about the train, the on-vehicle unit receives the train information from the on-vehicle unit, and includes a ground unit for controlling and managing the train and a wireless communication unit for connecting the on-vehicle unit and the ground unit The present invention relates to a train control system of a mobile occlusion method, a train operation management method and a train path control method using the same.

Train control system using mobile occlusion method is developed or operated at home and abroad. The train control system composed of the track circuit-based signal system currently operating in Korea includes ATC (Automatic Train Control) that performs train interval control, ATS (Automatic Train Supervision) that performs train operation management, and train path control (IS). It is composed of an interlocking device that performs a system. The interlock device compares the train track information transmitted from the ground ATC (Automatic Train Control), the track circuit information and the track circuit information directly transmitted from the track circuit to control the signal and the line changer. The development and operation of the train occupancy control system is focused on ATS and ATC.

Although the safety of train track control using track circuits has been sufficiently verified, it is impossible to carry out train interval control and train track control if a fault occurs in the train detection due to a track breakage or track circuit breakage due to any cause. In order to solve such a problem, there is a dual scheme, but in the case of a track circuit, it is difficult to physically implement it.

The interlock currently in use is open loop control. The train control system that detects the occupied position of the train using the track circuit transmits a signal signal or an ATC (automatic train control) signal to the train, and cannot form a closed loop between trains and the ground. Although the closed loop principle is applied between the control device and the target device, there is a problem in that it cannot be determined that sufficient safety is secured as an open loop that cannot effectively exchange control and monitoring information during the train-ground control period.

Another problem is that it is impossible to identify trains that are driving or stopping by occupying the actual course. Each train is allocated to the course set according to the train operation schedule, but it is impossible to identify the train that is running or stopped by occupying the actual course. In other words, the train control system based on the track circuit cannot transmit train ID information between the ground and the vehicle using the track circuit, and thus cannot use the train ID in preparing the train control logic. Therefore, in the case of the train path control using only the train occupancy information of the track circuit, problems such as misdeparture starting from the adjacent signal or departure of the train sequence changed due to the loss of the train order change have occurred.

Another problem relates to career obstruction. In the station yard, the vehicle detection is blocking the set path by tying up the track circuits arranged in sequence. End of occlusion There is a problem that a train must stop at the beginning or end of a course occlusion because the track circuit cannot be allowed to enter the course when the track circuit fails.

An object of the present invention for solving the problems described above is a closed loop for exchanging information between the ground and the vehicle by forming a loop between the ground signal device and the on-board signal device including the train path control system. To provide a closed-loop train track control system and a train track control method and train operation management method using the same. Since the existing interlock system cannot receive the necessary train information, it secures the safety of train path control by setting the time in the access lock and hold lock. The new train track control system can receive the necessary train information response in a closed loop configuration, allowing the user to set a stoppable position when recovering a non-entry road. If the stoppable position is not the inside of the driving route, the driving route can be immediately returned, so that it is not necessary to set a certain time to secure safety like the existing interlocking device.

Another object of the present invention is to provide a simulation apparatus using a train occupancy control system of a mobile occlusion system capable of entering multiple trains in a traveling path. The runway consists of several blocks. The block information includes the train number, direction and status, and transmits an entry permit from the block that can be driven to the train. Unlike the blockage of the existing track circuit, one block itself can form a single path, so that a plurality of trains can enter a driving path composed of a block set. Also, if conditions are satisfied, a plurality of trains may occupy one same block together.

Still another object of the present invention is to provide a simulation apparatus using a train occupancy control system of a mobile occlusion method capable of preventing entry of two wires. The new train track control system is based on the assignment of train numbers to tracks and uses the train number ID of each train. For this reason, if the wrong course setting is made while the train is unstable, the interlocking device can perform appropriate measures if the ID number of the approaching train does not match the ID of the approaching train.

In order to achieve the above object, the train occupancy control system of the present invention and the train route control method and train operation management method using the same include a train unit providing train information and train information provided by the train unit provided in the onboard unit. It includes a ground device unit for controlling and managing the wireless communication device unit for connecting the on-vehicle unit and the ground apparatus unit. The ground apparatus unit includes a track setting unit including a driving tracker for setting a driving track section, a local controller for setting a control section, and a local path controller for setting a path control section, a path control unit for requesting a train path, and the path control. An interworking unit providing a response to a train request of the unit, a line changer receiving instructions from the interlocking unit and indicating a status, and a train interval control unit receiving train entry permission from the interlocking unit and providing train information; Include. The career control unit is an interlocking processing unit that handles an automatic career control device that requires a career setting, a central mode / local mode switching, a career setting, and a line changer alone, and a central mode / local mode status, a career setting status, and train occupancy. It includes a control panel that displays the position and line changeover direction on the monitor. The linkage processing unit includes a track switching status table, a section status table, a set track information, and a track status table for registering train IDs to be driven when a track switcher is included in the requested track. The ground apparatus unit further includes a train management unit that performs a train management function. The onboard unit comprises a train simulator comprising a speed sensor for detecting the speed of a running train and a grounder for providing real-time location information of the train. The grounder includes a multiplier / divider for confirming the absolute position correction and the course control section entry and exit by the grounder.

In addition, the train path control method according to the present invention through the course control unit to the course selection according to the course setting conditions and the line conditions, and to determine the competition of the set course, to determine the front line, and to determine the access decision and chain processing To control the course and tracker.

In addition, the train operation management method according to the present invention divides the operating line section into a plurality of control sections including a local controller for controlling the interval of the train and a local route controller for controlling the course of the train, each of the control section a plurality of paths The controller is divided into control sections, and each controller sets automatic train control for the control section to create a profile including a track profile, an inverse profile, a track changer profile, a grounder profile, and a ground antenna profile.

Hereinafter will be described in detail the configuration, function and effect of the preferred embodiment of the train control system of the mobile occlusion system according to the present invention.

1 relates to a conventional system according to the present invention, and shows a configuration of a track circuit based signal system.

As shown in the figure, as an example of a train control system operating in the country is composed of an ATC (automatic train control) to perform the train interval control and the interlocking device to perform the train path control. The ATC controls the operation of the train and secures safety to serve to instruct the train operation. The interlock device compares the train track information transmitted from the ground ATC, the track circuit information, and the track circuit information directly transmitted from the track circuit, and controls the signal and the line changer.

Although the safety of train track control using track circuits has been sufficiently verified, it is impossible to carry out train interval control and train track control if a failure occurs in the train detection due to a track breakage or track circuit breakage due to any cause. In order to solve such a problem, there is a dual scheme, but in the case of a track circuit, it is difficult to physically implement it.

Figure 2 is a block diagram showing a train path control system of a moving block system according to the present invention.

The train occupancy control system of the mobile occlusion system according to the present invention includes a vehicle onboard unit, a ground unit and a wireless communication unit. The on-vehicle unit has information about a train, and the ground unit receives train information from the on-vehicle unit, controls and manages the train, and the wireless communication unit connects the on-vehicle unit and the ground unit.

 As shown in the figure, the on-vehicle device portion of the train occupancy control system of the mobile occlusion method according to the present invention includes a train simulator unit, the ground apparatus unit, a track setting unit, a path control unit, an interlocking processing unit, a line changer, It includes a train interval control unit and a train management unit. The track setting unit includes a driving tracker for setting a driving track section, a local controller for setting a control section, and a local path controller for setting a path control section, and the path setting unit requests a train path and performs the interlocking process. The unit receives a train route request from the course control unit and provides a response, and the line changer receives a command from the interlocking unit and informs the status, and the train interval control unit receives a course entry permission from the interlocking unit. Provide train information, the train management unit performs a train management function.

Figure 3 is a conceptual diagram showing a train simulation device unit of the train occupancy control system of the mobile occlusion method according to the present invention.

The onboard unit comprises a train simulator unit, the train simulator unit comprising a speed sensor and a grounder. The speed sensor detects the speed of a running train, and the grounder provides position information of the train, and includes a multiplier / divider for checking the absolute position correction and the course control section entry and exit by the grounder, Enter the number of pulses. Ground pulse encoder pulses are 600 pulses per revolution and train encoder pulses are 50 pulses per revolution.

As shown in the figure, data such as trains, train characteristics and train types set in the train management unit are received from the train simulator unit and transmitted to the ground apparatus unit through the wireless communication unit.

The onboard unit transmits real-time train location information to the ground unit. The simulation apparatus of the present invention uses real-time train position information using a tacho generator and a grounder. The train occupancy control system of the mobile occlusion method according to the present invention uses real-time train location information so that two trains can enter the set course. In particular, since one blockage can also be set as a course, it is also possible for two trains to enter. The on-vehicle device has the function of setting the train type and train characteristics in order to implement the characteristics of the train path control system. In addition, trains of multiple trains are run in the track control section to verify train contention, train interval control and train collision in the track control section. In the embodiment of the present invention, five trains are driven, but they can be adjusted according to the characteristics of the train path control section.

Figure 4 is a block diagram showing the ground of the train control system of the moving block system according to the present invention.

As shown in the figure, a multiplier / divider is used to confirm the absolute position correction and the entry and exit of the course control section by the grounder. Since the ground set signal must be generated by the line setting unit, enter a high number of pulses.

5 is a conceptual diagram showing the interlocking process of the train control system of the moving block system according to the present invention.

The interlocking processing unit includes a line switching state table, a section state table, and a course state table. The track switching status table is created when the track switching device is included in the required path, and the track status table serves to register the set career information and the train ID to be driven.

As shown in the figure, the line setting / track control unit, which is responsible for automatic path control, remote control, and local control panel (LCP) operation of an automatic train supervision (ATS), has a train path interlocking unit. Ask. The interworking unit creates a career status table corresponding to the requested course and performs interworking based on this. If the required route includes the line diverter, prepare the line diverter status table and register the route control commands there. After the changeover of the track changer is completed in accordance with the registered command and the determination is completed, the set course information and the train ID to be driven are registered in the course status table. The career information set by the train interval control unit and the same train ID are transmitted.

6 is a conceptual diagram illustrating a path control unit interface of a train path control system of a mobile block system according to the present invention.

The career control unit includes an automatic career control device and a control panel. The automatic path control apparatus includes a train operation planning function and a path setting function, and the control operation panel includes a control mode, a path setting function, and a line changer alone control.

The course control unit automatically sets a course according to a train operation state, a driving plan, or a timeline, and after confirming that logic contradiction or contention does not occur when the train operates a set course, requesting a course setting to an interlocking processing unit. It handles automatic path control device and center mode / local mode switching, course setting, single line changeover, center mode / local mode, course setting state, train occupancy position, line changeover direction It includes a control panel that displays on the monitor.

As shown in the figure, the train control unit requests the train route to the interlocking unit automatically or manually. The train track request function is performed in the control train panel of the automatic train track control device of the ATS (automatic train supervision) and the electronic linkage device.

The automatic career control system performs the automatic career control function. The course is automatically set according to the train operation status, schedule, or timeline. After confirming that logical contradiction or contention does not occur when the train runs on the set course, request setting of the course to the interlocking processing unit. If the train operation plan does not match the operating speed, train operation adjustment is automatically performed.

In addition, the control panel performs the function of the interlocking control panel of the existing electronic interlocking device. Thermal sequence control is divided into central mode and local mode. In the case of the central mode, the automatic route control function is responsible for the train route request. In the case of the local mode, the control panel is responsible. Functions in the control panel handle central mode / local mode switching, career setting, and track switching alone. In addition, there is a function to display the central mode / local mode status, career setting status, train occupancy location, and track changer direction.

The career request information includes a driving route, a train ID, a direction setting, a track changer ID, and the like.

7 is a conceptual diagram illustrating an interface of a train interval control unit of a train control system of a mobile occlusion method according to the present invention.

As shown in the figure, the train interval control unit and the train simulator unit in charge of the thermal interval control in the course control section. Smart train control system is in charge of train interval control and train path control using wireless communication method. Train interval control unit manages limited information for train positioning and train interval control based on the speed and position information generated by the train simulator unit.

The train interval control unit includes a database and performs train position detection, train interval control, and train automatic operation.

Hereinafter, the database of the train interval control unit, train position detection and train interval control function will be described in detail.

The train interval control unit is a device that performs the role of automatic train control (ATC) and is configured with the same hardware for each control area. The line data differs depending on the line conditions in each control area. This track data stores pioneer data, train tracking constants, electronic interlock data, and ground installation data.

The train interval control unit determines the initial position for the train position detection and tracks the train position.

This applies to establishing a standard when tracking train positions in train control systems, such as when trains depart from a station and restart after a failure of the train control system. Since the train control system must use relative position values, a method for initial positioning should be presented separately.

In the train simulator unit, train speed and train position values are calculated using the speed sensor and the ground ruler signal. The train position calculated in the train and the absolute position of the train do not coincide with the train skew, the track curve radius, the track kent, the track disturbance factors, and the train disturbance factors such as slip and slide of the train wheels. In order to solve this problem, a separate method should be suggested. The train interval control unit tracks train positions based on train speed and position information to be transmitted from the train simulation unit.

In addition, as shown below, the train occupancy information is output for the train interval control, the train speed limit information and the train stop point are generated, and the following station distance information, communication obstacle train protection, train emergency braking command is performed. .

The train interval control unit generates a track length occupied by the train based on the generated train position tracking information and transmits the track length to the interworking unit and the course control unit.

If there is a speed limit factor while the train travels to the next station stop, it creates a speed limit section. The speed limit section includes the curve limit section, the branch limit section, the crossing limit section, and the temporary speed limit section.

In order to secure the safety of the train, the train must create a position where the train must stop, such as the re-election position of the preceding train, the entry prohibited zone, and the stop position at the end of the runway. A train driving pattern (ATC pattern) is created based on the distance to this stop.

If it is determined that it is necessary to ensure safety, an emergency stop command is generated, and next station distance information is generated.

If a train fails and its location cannot be tracked, the train is located and prohibited from entering the section.

8 is a view showing the occupancy range of the train line of the train control system of the moving block system according to the present invention.

As shown in the figure, the track occupancy section is a section including the clearance distance as much as the train length and the clearance distance before and after the train.

9 is a conceptual diagram illustrating a train management unit interface of a train occupancy control system of a mobile occlusion method according to the present invention.

The ground apparatus unit further includes a train management unit that performs a train management function.

The train management unit receives train ID and train route control section train entry information from the train interval control unit, and transmits train ID, train type, and train length information to the course control unit, train ID, train type, train length, Select train characteristics and train simulator and send data to train simulator unit.

As shown in the figure, the train management unit performs a train management function. The train control system is based on urban, trunk and high-speed railways. In addition, there are various types of trains entering and leaving the career control section. Each train type has its own acceleration and braking characteristics. In accordance with such operating conditions, the train management function was subdivided as follows.

First, it is subdivided according to train type setting function. The types of trains are divided into distributed and centralized, depending on the power type. The intensive type generally includes diesel locomotives, electric locomotives, and high-speed electric vehicles that travel on trunk lines. Decentralized vehicles include subways and high-speed trains. The train type decision includes train schedule information.

Second, it is subdivided according to the train characteristic setting function, and after setting the train type, it sets the train formation length, the train maximum performance speed, the train maximum travel speed, and the acceleration and deceleration performance of the train.

The graph below shows the train acceleration performance of the train control system of the mobile occlusion system according to the present invention.

               Graph 1

As shown in the above graph 1, the acceleration response characteristics are set in the train acceleration performance. It sets the time from the output of the back command to the time that the train responds. Acceleration accuracy is set for all speed ranges (eg ± 10%). In addition, the jerk performance value considering the riding comfort is also set.

The graph 1 transmits an acceleration command to the train simulator device in the train interval control unit, and the train simulator device transmits a back command to the motor in accordance with the acceleration command. Backlash does not occur due to the delay of related devices (controller, braking device, propulsion device) until time t1 elapses. This is called princess time. In addition, when time t2 elapses, 63% of the target value is reached, which is called a time constant. By setting the times t1 and t2, various kinds of trains (high speed rail, Saemaul lake, Mugunghwa lake, subway, light rail, etc.) can be set.

The following graph is a graph showing the train deceleration performance of the train control system of the moving block system according to the present invention.

               Graph 2

As shown in Graph 2, the deceleration response characteristic for the braking command is set in the train deceleration performance. It sets from the time when the braking command is output from the signal controller to the time when the train responds. Deceleration accuracy is set for all speed ranges (eg ± 10%). In addition, the jerk performance value considering the riding comfort is also set.

The graph 2 transmits the deceleration command from the train interval control unit to the train simulator device, and the train simulator device transmits a braking command to the motor in accordance with the deceleration command. Braking does not occur due to the delay of related devices (controller, braking device, propulsion device) until time t1 elapses. This is called princess time. In addition, when time t2 elapses, 63% of the target value is reached, which is called a time constant. By setting the times t1 and t2, various kinds of trains (high speed rail, Saemaul lake, Mugunghwa lake, subway, light rail, etc.) can be set.

10 is a block diagram showing a wireless communication device of the train control system of the mobile occlusion system according to the present invention.

The wireless communication unit is responsible for connecting the onboard unit and the ground unit.

As shown in FIG. 10, the apparatus includes a wireless communication device installed in a train, a wireless communication device installed in a train control area with a line changer and field equipment, and a device for managing a wireless communication network.

11 is a block diagram showing the NMS interface of the train control system of the moving block system according to the present invention.

As shown in Fig. 11, the wireless communication network function transmits various information (train ID, position, direction, speed) generated in the train simulator unit to the interworking unit. It is in charge of NMS (network management system) and is connected by wire without using wireless device. The NMS is manufactured by reflecting the contents of the interface considering the application of the wireless communication device.

The course setting unit calculates the input of the speed sensor, determines that the train has entered the course control section, and transmits it to the train simulator device. The train simulator unit requests the NMS to allocate a channel and then secures the channel. And train information required for train path control is transmitted to NMS. The NMS transmits the information transmitted from the train simulator unit to the interworking unit.

The course setting unit calculates the input of the speed sensor, determines that the train is out of the course control section, and transmits it to the train simulator device. The train simulator unit stops communication after requesting NMS to cancel the channel. When the NMS transmits the communication stop content from the train simulator unit, the interlock processing unit treats the train as being out of the course control section and proceeds with the related process.

In addition, the train path control method according to the present invention is a train path control method of the train path control system of the moving block system, through the path control unit to select the path in accordance with the path setting conditions and the line conditions, the competition of the set path Determining the line war, judging and chaining the access decision, and controlling the course and the line changer.

In addition, the train operation management method according to the present invention is a train operation management method of the train path control system of the mobile occlusion method, including a regional controller for controlling the distance between the train track section and the local route controller for controlling the course of the train The control section is divided into a plurality of control sections, each control section is divided into a plurality of career control sections, and each controller sets automatic train control for the control section, so that the line profile, the inverse profile, the line changer profile, the grounder profile, Create a profile that includes the ground antenna profile.

The present invention described above is not limited to the above-described embodiment and the accompanying drawings, and various substitutions, conversions, and modifications are possible within the scope without departing from the technical spirit of the present invention. It will be evident to those who have knowledge of.

As described above, according to the present invention, by implementing a closed loop method for exchanging information between the ground unit and the on-vehicle unit, it is possible to shorten the train route control time, thereby reducing the operating time.

In addition, it has the effect of increasing the space utilization by allowing the entry of a plurality of trains in the runway.

In addition, it is assumed that the train ID is assigned to the driving route, and thus, the train can be prevented from entering the train, thereby preventing the train collision and the derailment accident.

Claims (9)

delete On-vehicle device unit for providing train information; A ground apparatus unit for controlling and managing a train through train information provided by the onboard apparatus unit; Including a wireless communication unit for connecting the on-vehicle unit and the ground unit, The ground apparatus unit includes: a line setting unit including a driving line for setting a driving line section, a local controller for setting a control section, and a local path controller for setting a course control section; A course control unit for requesting a train route, An interworking unit providing a response to the train path request of the course control unit; A line changer for receiving an instruction from the interlocking processing unit and informing a status thereof; And a train interval control unit configured to receive a career entry permission from the interworking processing unit and provide train information. The method of claim 2, The career control unit An automatic career control device requiring a career setting as an interlocking processing unit; and It handles central mode / local mode switching, career setting, single line switching, It includes a control panel that displays the central mode / local mode status, career setting status, train occupancy position, and track switcher direction on the monitor. Train obstruction control system of mobile occlusion. The method of claim 2, The interlocking unit is A line conversion status table, which is prepared when the request path includes a line changer; Interval status table; And It includes a career status table that registers the set career information and the train ID to be driven. Train obstruction control system of mobile occlusion. The method of claim 2, The ground device unit Further comprising a train management unit for performing a train management function Train obstruction control system of mobile occlusion. The method of claim 2, The on-vehicle unit It consists of a speed sensor that detects the speed of a running train and a grounder who provides real-time location information of the train. Including train simulator units Train obstruction control system of mobile occlusion. The method of claim 6, The groundman It includes a multiplier / divider to confirm the absolute position correction and entry and exit of the path control section by the grounder. Train obstruction control system of mobile occlusion. A train track control method using a train track control system of a mobile occlusion method according to any one of claims 2 to 5, Through the career control unit, the career selection according to the career setting conditions and track conditions, Judging the contention of the set course, the line battle is decided. To approve and chain the access decision, To control the course and changeover Train path control method. A train operation management method using a train occupancy control system of a mobile occlusion method according to any one of claims 2 to 5, Divides the service line section into a plurality of control sections including a regional controller for controlling the distance between trains and a local route controller for controlling the course of the train, Each control section is divided into a plurality of career control sections, Each controller sets an automatic train control for a control section to create a profile including a track profile, an inverse profile, a track switcher profile, a grounder profile, and a ground antenna profile. Train operation management method.

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