KR100965895B1 - System and Method for following speed-limit curve of ATP system using ground equipment of ATS system - Google Patents

Abstract

ATP speed limit curve tracking system using the ATS grounder according to the present invention, the track occupancy detection unit for determining the occupancy status of the train from the track circuit for each section of the track, and the ATS connected to the track occupancy detection unit is installed ATS A grounding device including grounders; And a vehicle box for receiving the speed limit signal of the current occupied section from the ATS grounder, a counter for counting the number of times the speed limit signal is received, a database unit for storing information on the unit separation distance between the ATS grounders, And an on-vehicle controller comprising a vehicle control unit for determining the position of the preceding train from the speed limit signal received by the box and a speed detection unit for detecting the driving speed of the train. The braking distance is calculated from the distance between the ATS ground occupied by the train and the ATS ground ground where the 'stop signal' is manifested and the detected train speed, and the deceleration control is performed when the braking distance is within the predetermined range of the separation distance. According to this, even in the section in which the ATS system (Automatic Train Stop) is operating, it can follow the ATP (Automatic Train Protect) speed limit curve, increase the operating efficiency of the track and increase the operating speed of the train.

ATS, ATP, ATS Ground, Train Auto Stop, Train Auto Protection, Speed Limit Curve

Description

System and Method for following speed-limit curve of ATP system using ground equipment of ATS system

The present invention relates to a system and method for following a speed limit curve for each section of an ATP system using an ATS grounder. Unlike the ballis of the grounder of the ATP system, the present invention provides information on an installation position of a grounder or a distance between grounders. The present invention relates to an ATP speed limit curve tracking system and method using an ATS grounder that can follow a speed limit curve for each section of an ATP system using uncountable ATS grounders.

In general, a large number of trains are operated using a limited track, which has been limited in the use of the train tracks and the speed of the train. In addition, due to the operating characteristics of the train, it is required to prevent collision accidents by adjusting the operation between the preceding train and the following train by operating only along a predetermined track.

Accordingly, various methods for controlling the operating speed of the following trains by determining the occupation status of the preceding trains have been proposed. Among these methods, ATS system (Automatic Train Stop System) and ATP system (train train protection) are proposed. System: Automatic Train Protect System.

The ATS system divides the track operated by a certain section, decelerates at the speed limit in that section, and stops compulsorily if it does not decelerate within a certain time. Whether the preceding train occupies a certain section As shown in FIG. 2, the stop signal R, the alert signal YY, the attention signal Y, the deceleration signal YG, and the progress are shown in FIG. 2 based on the section detected and occupied by the track occupancy unit. As shown in FIG. 1, the stop signal R, the attention signal Y, and the progress signal G are displayed for each section.

At this time, the present signal for each section is transmitted from the ATS grounder installed in each section to the ATS car box of the train. This is a known technique. In brief, it is described by a preceding train in a specific section (hereinafter, 'occupied section of the preceding train'). 1 and 2, when the orbit of the section indicated by 'R' is occupied, the resonant frequency according to the present signal is oscillated by the ATS ground for each section. By detecting the resonant frequency of the ATS terrestrial by the speed is reduced to the speed limit according to the resonant frequency.

Table 1 and Table 2 show the signaling system by section of the 3 and 5 display systems.

Signal form Resonant Frequency of ATS Ground Maximum speed by section G (going signal) 98 ± 3KHz Free driving under 150km / h Y (attention signal) 114 ± 3KHz 65Km / h R (stop signal) 130 ± 3KHz Absolute stop

Signal form Resonant Frequency of ATS Ground Maximum speed by section G (going signal) 98 ± 3KHz Free operation below 150 km / h YG (deceleration signal) 106 ± 3KHz 105Km / h Y (attention signal) 114 ± 3KHz 65Km / h YY (border signal) 122 ± 3KHz 25Km / h R (stop signal) 130 ± 3KHz Absolute stop

1 is a view showing a speed limit curve of a train operating an ATS system in a three-presence system. Hereinafter, in the figure showing the speed limit curve, the vertical axis solid line indicates the position where the ATS grounder is installed, and the vertical axis dotted line indicates the regularly partitioned section.

Referring to FIG. 1 and Table 1, when the preceding train occupies a certain section, the track occupancy detecting unit detects this, and the specific section must be stopped at a resonance frequency of 130 Khz, and the following section is a caution signal. The resonant frequency of 114Khz is oscillated and the following section is oscillated with the resonant frequency of 98Khz. At this time, the ATS grounder indicating the signal of the corresponding zone is installed in front of the 1.2Km of the corresponding section, and when the train passes the ATS ground masturbator, it detects each relevant resonance frequency and decelerates to the train speed limit corresponding to the resonance frequency. Before entering the section, decelerate to the speed limit and enter.

Accordingly, as shown in FIG. 1, the trailing section of the particular section occupied by the preceding train (the 'R' signal manifestation) is displayed with the 'Y' signal and the 'G' signal is displayed with the 'G' signal at the trailing section. For example, the ATS grounder expressing these signals is installed about 1.2 km ahead of the corresponding section, and thus decelerates and enters before entering the corresponding section, following the stepped speed limit curve as shown in FIG. 1.

2 is a diagram illustrating a speed limit curve of a train operating an ATS system in a five-presence system. Referring to FIG. 2 and Table 2, when the preceding train occupies a certain section, the track occupancy detecting unit detects it, and the specific section has a resonance frequency of 130 Khz of the signal which must be stopped, and the following section is a boundary signal. The resonant frequency of 122Khz is oscillated, then the trailing section is oscillated at the resonant frequency 114Khz of the attention signal, the trailing section is oscillated at the resonant frequency 106Khz of the deceleration signal, and the trailing section is oscillated at the resonant frequency 98Khz. . At this time, the ATS grounder indicating the signal of the corresponding zone is installed about 25m in front of the corresponding section, and when the train passes the ATS ground masturbation, it senses each relevant resonance frequency and decelerates to the train speed limit corresponding to the resonance frequency in advance. Allow the train to decelerate at a speed limit before entering the section.

Therefore, as shown in FIG. 2, the trailing section of the specific section occupied by the preceding train (the 'R' signal manifestation) exhibits the 'YY' signal and the 'Y' signal exhibits the 'Y' signal. In the trailing section of the 'Y' signal, the 'YG' signal is displayed, and the trailing section of the 'YG' signal is the 'G' signal. Since it is installed in the front 25m of the section is decelerated before entering the section is entered, following the stepped speed limit curve as shown in FIG.

As such, the ATS system has no information about the separation distance between the preceding train and the following train, the installation location of the ATS ground, and the separation distance between the ATS grounders. Even if the train in operation is separated from the preceding train by more than enough braking distance, there is a problem of inefficient use of a limited track or inefficient operation of the train by mechanically decelerating unconditionally.

On the other hand, Figure 3 is a view showing a speed limit curve of the train operating the ATP system. In the ATP system, the ground balis is installed for each section of the track, and the train antenna receives information on the distance between the preceding train, the location where the ground balis is installed, and the distance between the ground bales from the onboard antenna of the train. Since the separation distance can be grasped, the speed limit curve shown in FIG. 3 can be followed to finally stop the train in the section where the 'R' signal is displayed.

As such, comparing the ATS rate limiting curves of FIG. 1 and FIG. 2 with the ATP rate limiting curve of FIG. 3, the inefficiency of the ATS system and the above problems can be seen.

The present invention was derived to solve the conventional problems as described above, the ATS system was first developed and applied in the development stage of the technology and the ATP system is replaced with the existing ATS system in consideration of the development after that It is an object of the present invention to provide an ATP speed limit curve tracking system and method using an ATS ground level that can follow an ATP speed limit curve and an approximate curve using an ATS ground level in a section where an ATS system is installed.

ATP speed limit curve tracking system using the ATS grounder according to a preferred embodiment of the present invention, the track occupancy detection unit for determining the occupancy status of the train from the track circuit for each section of the track, and the section is connected to the track occupancy detection unit A ground device comprising an ATS grounder installed as a star; And a database unit configured to receive a speed limit signal of the current occupancy section from the ATS grounder, a counter that counts the number of times the speed limit signal is received, and information about a unit separation distance between the ATS grounders. And an on-vehicle control unit that determines a position of a preceding train from the speed limit signal received by the vehicle box, and an on-vehicle device including a speed detecting unit that detects a running speed of the train. By dividing the system, the braking distance is calculated from the ATS ground level of the section occupied by the current train and the ATS ground level where the 'stop signal' is displayed and the detected train speed, and the braking distance is a preset range of the separation distance. If inside, deceleration control.

As a result, it is possible to follow the ATP (Automatic Train Protect) speed limit curve in the section where the ATS system (Automatic Train Stop System) is operated, increase the operating efficiency of the track, and increase the operating speed of the train. In addition, it is possible to obtain the effect of the ATP system by using the existing ATS system without installing the ATP system, which has a relatively high installation cost. It can have the same effect as the ballis of the ATP system and can have the same speed limit curve as that of the ATP system.

Here, the on-vehicle control unit determines, based on the number counted by the counter, the current ground ATS ground occupant of the section occupied by the current train, and from the database unit between the current ATS ground ground and the preceding section ATS ground occupant It is desirable to calculate the separation distance.

As a result, the currently operating train can determine which ATS grounder receives a present signal from a plurality of ATS grounders to determine where the train is operating, and also provide information on unit separation distances between ATS grounders. May have the same effect as the BALI of the ATP system which transmits its location information and the like in a database in advance, and may have the same speed limit curve as the speed limit curve of the ATP system.

In addition, the on-vehicle control unit calculates the signal conversion step from the current signal to the stop signal of the section occupied by the current train, and based on the calculated number of steps ATS ground and the 'stop signal' of the section occupied by the current train It is desirable to calculate the separation distance between ATS grounders.

Thus, since the number of signal conversion stages is variable according to the signal manifestation system of the section in which the train operates, the signal conversion stage is calculated according to the signal manifestation system of the corresponding section and finally the ATS ground and the 'stop signal' of the section occupied by the current train. It is easy to calculate the separation distance between ATS grounders.

In addition, it is preferable to increase or decrease the braking speed of the train according to the calculated distance of the ATS ground and braking distance of the train.

Thus, the braking speed of the current train may be adjusted according to the separation distance between the current train and the preceding train and the operating speed of the current train.

On the other hand, the ATP speed limit curve tracking method using the ATS grounder according to a preferred embodiment of the present invention, the present signal receiving step of receiving a manifestation signal for the occupied section of the current train from the ATS grounders installed for each section of the track; A driving speed detecting step of detecting a driving speed of a current train; A counting step of counting the number of times of reception of the manifestation signal; A ground information reading step of reading distance information of the ATS ground and the next ATS ground corresponding to the counted number from a previously stored database; A separation distance calculating step of calculating a separation distance between the ATS grounder and the ATS grounder representing the 'stop signal' in the current section based on the information read in the grounder information reading step; A braking distance calculating step of calculating a braking distance of a current train from the driving speed detected in the driving speed detecting step; A safety braking determining step of determining whether the braking distance calculated in the braking distance calculating step is within a predetermined range of the separation distance calculated in the separating distance calculating step; And a train deceleration control step of decelerating and controlling the train when the braking distance is within a predetermined range of the separation distance in the safety braking determination step.

As a result, it is possible to follow the ATP (Automatic Train Protect) speed limit curve in the section where the ATS system (Automatic Train Stop System) is operated, increase the operating efficiency of the track, and increase the operating speed of the train. In addition, it is possible to obtain the effect of the ATP system by using the existing ATS system without installing the ATP system, which has a relatively high installation cost. It can have the same effect as the ballis of the ATP system and can have the same speed limit curve as that of the ATP system.

Here, the separation distance calculation step, the signal manifestation determination step of determining the signal manifestation system of the section in which the train operates; A conversion step calculation step of calculating the number of signal conversion steps from the manifest signal to the stop signal in the section occupied by the current train according to the signal manifest system determined in the signal manifest determination step; And a calculation step of calculating a separation distance based on the number of conversion steps calculated in the conversion step calculation step and the read separation distance information.

As a result, the currently operating train can determine which ATS grounder receives a present signal from a plurality of ATS grounders to determine where the train is operating, and also provide information on unit separation distances between ATS grounders. May have the same effect as the BALI of the ATP system which transmits its location information and the like in a database in advance, and may have the same speed limit curve as the speed limit curve of the ATP system.

In addition, it is preferable to increase or decrease the braking speed of the train according to the calculated separation distance and the braking distance of the train.

Thus, the braking speed of the current train may be adjusted according to the separation distance between the current train and the preceding train and the operating speed of the current train.

According to the present invention described above, even in the section in which the ATS system (Automatic Train Stop System) is operated can follow the ATP (Automatic Train Protect) speed limit curve, can increase the operating efficiency of the track and operating speed of the train Can be increased.

In addition, it is possible to obtain the effect of the ATP system by using the existing ATS system without installing an ATP system having a relatively high installation cost.

In addition, since the information about the unit distance between ATS terrestrial units is databased in advance, it can have the same effect as the BALI of the ATP system that transmits its location information and the like, and thus can have the same speed limit curve as that of the ATP system. .

In addition, even when the unit distance between the ATS terrestrial unit is not unified, the unit distance information for each can be a database to safely control the operating speed of the train.

In addition, since the number of signal conversion stages is variable according to the signal manifestation system of the section in which the train operates, the signal conversion stage is calculated according to the signal manifestation system of the corresponding section and finally the ATS ground and 'R signal in the section occupied by the current train. It is easy to calculate the separation distance between ATS grounders.

Hereinafter, an ATP speed limit curve tracking system using an ATS grounder according to a preferred embodiment of the present invention will be described with reference to the accompanying drawings.

4 is a block diagram showing an ATP speed limit curve following system using an ATS grounder according to a preferred embodiment of the present invention.

Referring to FIG. 4, the ATP speed limit curve following system 100 using the ATS grounder according to the preferred embodiment of the present invention includes a grounding device 130 including an ATS grounder 133 and a track detection unit 131. And an on-vehicle device 110 including a vehicle box 113, a speed detection unit 115, a brake unit 117, an on-vehicle control unit 111, a counter 116, and a database unit 114.

As the ground device 130 is installed on the ground where the track is installed, the ATS grounder 133 divides the train track into a plurality of sections and provides the speed limit information of the train passing through the sections by the divided sections, these The unit separation distance between the ATS grounders 133 installed for each section is not mutually uniform (in FIG. 4, d1, d2, d3, d4 ... are not uniform with each other as the unit separation distance of the ATS grounders).

Hereinafter, the unit separation distance indicates the separation distance (d1, d2, d3, d4 ...) between the ATS ground and the adjacent ATS ground, and the separation distance is a section occupied by the ATS ground and the preceding train of the section occupied by the current train. The total separation distance between the ATS terrestrial persons indicating the manifestation signal is to be indicated.

The track detection unit 131 of the ground apparatus 130 determines which section the train is operating on the track divided into a plurality of sections, that is, occupies which section, so that the trailing section in the 5 or 3 prefecture system is determined. By adjusting the oscillation frequency of the ATS terrestrial 133 to determine the speed limit in the section on the vehicle apparatus 110. Since the method of determining whether the train occupies by the track detecting unit 131 is a general technique, detailed description thereof will be omitted.

The on-vehicle device 110 is installed in the vehicle of the train, the car box 113 detects the resonant frequency oscillated from the ATS grounder 133 by the frequency incoming phenomenon to detect the manifestation signal in the section occupied by the train. The received and received manifest signal is transmitted to the onboard controller 111.

The speed detecting unit 115 of the on-vehicle device 110 transmits the detected signal to the on-vehicle control unit 111 as detecting the traveling speed of the train, and the brake unit 117 is a brake device that reduces the running speed of the train.

The vehicle control unit 111 controls the vehicle box 113, the speed detector 115, and the brake unit 117, and displays the current signal and the speed detector 115 in the current driving section transmitted from the vehicle box 113. Receiving the driving speed signal of the train transmitted from the brake to determine whether to control the braking unit 117 of the train.

The counter 116 counts the oscillation frequency from the ATS grounder 133 while the train is running in the vehicle 113, and calculates the basic data for determining which ATS grounder the detected ATS grounder 133 corresponds to. The vehicle is transferred to the vehicle control unit 111 described above.

The database unit 114 previously stores information on a unit distance between ATS grounders installed on the ground. That is, information about the separation distance between the first ground and the second ground, the distance between the second ground and the third ground, and (n-1) Information about the separation distance is stored.

Hereinafter, only the section in which the 5-presence system is operated will be described, and the 3-presence or 4-presence system is omitted because it is based on the same principle.

The on-vehicle control unit 111 determines the number of times that the resonant frequency counted by the counter 116 is detected when the resonant frequency of the ATS grounder 133 on the ground is detected by the car box 113 while the train is running. It is determined on which line the ATS grounder 133 is located, that is, where the train is located.

Subsequently, the on-vehicle control unit 111 determines whether the current signal received from the current ATS grounder 133 is the 'going signal G', that is, if it is determined that the resonance frequency is 98 KHz, the vehicle continues to run freely without deceleration and the 'going signal'. If it is determined that the (G) 'is not the control speed of the train by controlling the brake unit 117.

At this time, the on-vehicle control unit 111 determines whether or not the current signal system, that is, the three-, four-, or five-present system of the operating section in which the current train operates, and calculates the number of signal conversion steps up to the 'stop signal R'. . In other words, in the case of the 5-present system, the first manifestation signal is the deceleration signal (YG), and in the 3-present system, the attention signal (Y) is used. The number of signal conversion steps up to the stop signal R 'is calculated. That is, in the case of the 5-present system, the number of conversion steps is '3', and in the case of the 3-present system, the number is 1.

Subsequently, the vehicle control unit 111 reads and calculates the separation distance from the ATS grounder counted by the counter 116 to the ATS grounder corresponding to the conversion step number from the database unit 114. For example, if the currently counted ATS grounder (the 'deceleration signal (YG)' manifestation in the 5-present system) is the eighth grounder, the distance to the 11th grounder is calculated. That is, the vehicle control unit 111 is a unit separation distance of the ATS ground person corresponding to the eighth and the ATS ground person corresponding to the ninth ('attention signal Y' manifestation) from the database unit 114, and the ninth distance from the database unit 114. Unit distance between the applicable ATS ground and the 10th ATS ground (Representation of Boundary Signal (YY)) and the 10th ATS ground and 11th ATS ground ('Stop Signal) (R) 'separation distance from the ATS ground station in the section occupied by the current train by reading the database unit 114, i.e., the separation distance between the ATS ground station expressing the' stop signal (R) ', Calculate the total separation distance between the current train and the ATS ground, where the stop sign is present.

At this time, the vehicle control unit 111 calculates a braking distance that can be safely stopped linearly from the running speed of the current train detected by the speed detector 115, compares the calculated braking distance and the separation distance, the calculated braking If it is determined that the distance is greater than the preset range of the separation distance, i.e. if the braking distance is longer than the separation distance, and it is determined that the braking distance is longer than the separation distance, there is a risk of train collision if the braking distance is longer than the separation distance. The driving speed is linearly decelerated controlled as shown in FIG. 5 so as to stop at the installation position of the ATS ground where the 'stop signal' is manifested.

Thus, in the case of the existing ATS system, but mechanically decelerated at the speed limit 105Km / h corresponding to the resonant frequency of 106Khz indicating the deceleration signal to enter the preceding section, according to the present invention shown in Figure 5 using the ATS grounder As shown, one can follow the ATP speed limit curve.

Subsequently, 114 KHz while passing the ATS grounder 133 expressing the 'caution signal (Y)' in the car box 113 of the train while driving while linearly decelerating the driving speed while following the speed limit curve described above. The resonance frequency is sensed and the on-vehicle control unit 111 reads out the distance between the ATS grounders representing the 'Y signal' and the 'R signal' from the database unit 114 and calculates the distance from the current train to the distance. Slow down the train to stop linearly.

After that, while the train is running in the state of no change of the 'R signal', the resonant frequency of 122 KHz is sensed while passing through the ATS ground that expresses the 'border signal (YY)', and the on-vehicle control unit 111 detects the 'border signal (YY'). Decelerating and controlling the train so that the ATS ground distances indicating the stop signal (R) and the ATS ground distance are read from the database unit 114 and linearly stopped to the distance at the current speed of the train. .

Then, the vehicle control unit 111 decelerates and linearly decelerates so that the train is stopped by reaching the separation distance to the ATS grounder indicating the 'stop signal R'.

Thus, according to the present invention, unlike the stepped speed limit curve of the conventional ATS system, as shown in FIG. 5, the linear ATP speed limit curve can be closely followed, thereby improving utilization of the track and operating efficiency of the train. have.

In addition, as described above, the resonant frequency indicating the deceleration signal (YG) is sensed, and after calculating the separation distance to the ATS grounder indicating the stop signal (R), the train is linearly decelerated to the separation distance. In addition, it continuously calculates the separation distance to the ATS grounder indicating 'R signal' in the middle section (Y, YY present signal section) and stops to the separation distance by comparing with the train operation speed in the section. By decelerating control as linearly as possible, emergency deceleration control can be performed even in case of accident in the middle.

6 is a flowchart illustrating a method for following an ATP speed limit curve using an ATS grounder according to a preferred embodiment of the present invention.

Hereinafter, a method for following an ATP speed limit curve using an ATS grounder according to a preferred embodiment of the present invention will be described with reference to FIG. 6.

First, by determining the signal system of the section in which the current train is running, it is determined whether the three-, four-, or five-presence system is the current signal system of the operating section (S105). Thus, in order to determine the separation distance between the ATS ground occupant in the section occupied by the current train and the ATS ground occupied in the section occupied by the preceding train, the number of present signal conversion steps can be read to store the unit separation distance from the pre-stored database. Can be calculated.

Thereafter, the driving speed at which the current train is operating is continuously detected (S115). It is determined whether the resonant frequency is detected from the ATS grounder installed on the ground while the current train is running (S110), and the present signal for the detected resonant frequency is determined. In other words, as shown in Table 2, in the case of a 5-present signal system, 98KHz is a 'G signal', 106KHz is a 'YG signal', 114KHz is a 'Y signal', 122KHz is a 'YY signal', and 130KHz is a 'R signal'. Judging from the manifestation.

At the same time, counting the number of times the resonance frequency is detected from the ground ATS ground (S120) and also detects the running speed of the current train to determine whether the speed control is appropriate (S115).

At this time, if the present signal of the section occupied by the current train from the ground ATS ground is not the 'G signal', that is, if the 'YG signal' is determined to be present, the present signal of the 'YG signal' and 'R signal' The number of inter-conversion steps is calculated (S125) (S130).

Subsequently, the unit distance distance information between the ATS ground level corresponding to the number of times counted in step S135 and the ATS ground level where the 'stop signal' is manifested is read from the database to calculate the total separation distance (S135) (S140). .

In the case of the 5-present system, when the first conversion signal, that is, the conversion from the 'going signal G' to the 'deceleration signal YG' is detected, the number of conversion steps from this to the 'stop signal R' is 3, so The unit separation distance information read from the database is the distance between the grounders where the deceleration signal (YG) and the attention signal (Y) are displayed, and the attention signal (Y) and the boundary signal (YY) are displayed. The distance between the grounders and the distance between the grounders in which the boundary signal (YY) and the stop signal (R) are displayed are read, and the total distance is calculated by summing these read unit distances. On the other hand, in the case of a three-precision system, when the conversion from the 'going signal (G)' to the 'attention signal (Y)' is detected, the number of conversion steps from this to the 'stop signal (R)' is 1 and the database () The unit separation distance information to be read is calculated as the total separation distance by reading the separation distance between the grounders where the 'caution signal (Y)' and the 'stop signal (R)' are displayed.

In this case, in the case of the three-string system, the ATS grounder is installed 1.2Km before the entry of the preceding section, so the braking distance of the train can be sufficiently secured. Therefore, if a 'caution signal (Y)' is detected without such complicated calculation or judgment, You can also brake the train linearly.

Subsequently, a braking distance that can be linearly stopped to the ATS grounder in which the 'stop signal R' is manifested based on the current running speed of the current train is calculated (S145), and the braking distance calculated in step S145 is performed. If it is determined whether the braking distance is greater than the preset range of the separation distance calculated in S140, that is, the braking distance is longer than the separation distance (S150), and it is determined that the braking distance is longer than the separation distance, (if the braking distance is longer than the separation distance, There is a risk) linearly deceleration control as shown in Figure 5 so that the train running speed is stopped at the installation position of the ATS ground where the 'stop signal' is manifested (S155).

On the other hand, if it is determined in step S150 that the braking distance is shorter than the separation distance and thus the braking distance is secured to the ATS grounder who exhibits a 'stop signal', the current train operating speed is maintained without deceleration control of the train. It is desirable to increase the running efficiency.

As described above, according to the present invention, it is possible to follow the ATP speed limit curve without additional installation or additional installation of a new ground device using the existing ATS grounder.

As mentioned above, although the preferred embodiment of the present invention has been illustrated and described, the present invention is not limited to the above-described embodiment, and any person having ordinary skill in the art to which the present invention belongs without departing from the scope of the claims. Modifications and variations are possible.

1 is a view showing a train speed limit curve in a conventional ATS in a three-presence system,

2 is a view showing a train speed limit curve in a conventional ATS in a five-present system,

3 is a view showing a train speed limit curve in ATP in 5-presence system,

4 is a block diagram showing an ATP speed limit curve following system using an ATS grounder according to a preferred embodiment of the present invention;

5 is a view showing a train speed limit curve by the system shown in FIG.

6 is a flowchart illustrating a method for following an ATP speed limit curve using an ATS grounder according to a preferred embodiment of the present invention.

Description of the Related Art

100: system 110: onboard device

111: vehicle control unit 113: car box

114: database unit 115: speed detector

116: counter 117: braking part

130: ground apparatus 131: orbital detection unit

133: ATS Groundman

Claims (7)

A ground apparatus including a track occupancy detecting unit for determining a section occupancy state of a train from a track circuit for each section of a track, and an ATS grounder connected to the track occupancy detecting unit and installed for each section; And A vehicle box for receiving the speed limit signal of the current occupied section from the ATS grounder, a counter for counting the number of times the speed limit signal is received, a database unit for pre-stored information on the unit separation distance between the ATS grounders; And an on-vehicle controller comprising a vehicle control unit for determining a position of a preceding train from the speed limit signal received by the vehicle box and a speed detection unit for detecting a running speed of the train. The on-vehicle control unit divides the signal manifestation system and calculates a braking distance from the distance between the ATS ground occupant of the section occupied by the current train and the ATS ground occupant displaying the 'stop signal' and the braking distance from the detected train speed. ATP speed limit curve following system using an ATS grounder, characterized in that deceleration control when is within a predetermined range of the calculated separation distance. According to claim 1, The vehicle control unit, Based on the number of times counted in the counter, it is determined whether the current ATS grounder in the section occupied by the current train is a grounder, and the separation distance between the current ATS grounder and the preceding section ATS grounder is calculated from the database unit. Speed limit curve following system using ATS grounder. The vehicle control unit of claim 2, Calculate the signal conversion step from the current signal to the stop signal of the section occupied by the current train, and based on the calculated number of steps, the distance between the ATS ground of the section occupied by the current train and the ATS ground where the 'stop signal' is displayed ATP speed limit curve tracking system using ATS grounders, characterized in that the distance is calculated. The method according to any one of claims 1 to 3, ATS speed limit curve tracking system using the ATS grounder, characterized in that the braking speed of the train according to the calculated separation distance of the ATS ground and the braking distance of the train. A present signal receiving step of receiving a present signal for an occupied section of a current train from an ATS grounder installed for each section of the track; A driving speed detecting step of detecting a driving speed of a current train; A counting step of counting the number of times of reception of the manifestation signal; A ground information reading step of reading distance information of the ATS ground and the next ATS ground corresponding to the counted number from a previously stored database; A separation distance calculating step of calculating a separation distance between the ATS ground and the ATS ground showing the 'stop signal' in the current section based on the information read in the ground information reading step; A braking distance calculating step of calculating a braking distance of a current train from the driving speed detected in the driving speed detecting step; A safety braking determining step of determining whether the braking distance calculated in the braking distance calculating step is within a predetermined range of the separation distance calculated in the separating distance calculating step; And decelerating and controlling the train when the braking distance is within a predetermined range of the calculated separation distance in the safety braking determination step. The method of claim 5, wherein the distance calculation step, A signal present determination step of determining a signal present system of a section in which a train operates; A conversion step calculation step of calculating the number of signal conversion steps from the manifest signal to the stop signal in the section occupied by the current train according to the signal manifest system determined in the signal manifest determination step; And calculating a separation distance on the basis of the number of conversion steps calculated in the conversion step calculating step and the read separation distance information. The method according to claim 5 or 6, ATS speed limit curve tracking method using the ATS grounder, characterized in that the braking speed of the train in accordance with the calculated separation distance and the braking distance of the train.

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