KR101233250B1 - Train running controll system - Google Patents

Abstract

An ATP signal receiver for receiving train speed signals from ATP ground equipment installed in the ground ATP operating section, an ATC signal receiver for receiving train speed signals from ATC ground equipment installed in the ground ATC operating section; ATO signal receiving unit for receiving operation information signals including train speed signals from ATO ground equipment installed at ATP operating section, ATC operating section and ATO operating section, and speed detecting section for detecting the operating speed of the operating train. And, the operating speed of the train is controlled by comparing the speed signal received by any one of the ATC signal receiver, the ATP signal receiver, and the ATO signal receiver in the operating section of the train with the speed detected by the speed detector, When is generated, the speed detection unit receives the speed of the train input screen history (PSD) of the train and the The PSD opens when the introductory delay is reached (the time it takes for the signal to be sent to the PSD to actually drive the door is t1, the speed can be zero after time t1). PSD control output unit for wirelessly outputting the signal, vehicle position control unit including a position stop signal output unit for outputting an exact position stop control signal in the stop section of the train, PSD received by the PSD open signal output from the vehicle control unit PSD control unit for controlling the driving, and a fixed position stop control unit for controlling the braking unit of the train receiving the exact position stop control signal output from the vehicle control unit, the vehicle control unit includes the first exact position stop pattern and the second positive position The stop pattern is generated step by step according to the point approaching the stop position and output through the exact position stop signal output unit, the tuning delay speed is the second exact position Disclosed is a train control system which is calculated and transmitted based on a stop pattern.

Description

Train running control system {TRAIN RUNNING CONTROLL SYSTEM}

The present invention relates to a train operation control system, and more particularly, to a train operation control system that enables safe train operation by performing ATC / ATP / ATO onboard control and history PSD control.

Due to congestion of roads and soaring oil prices, the frequency of using trains has recently increased due to the inherent characteristics of trains such as on-time departures and arrivals and large quantities of freight.

However, due to limited tracks and time lags due to the expansion of tracks, methods for increasing train organization, preventing train accidents, or automatically operating trains while making the most of existing limited tracks have been proposed.

Among these methods, Automatic Train Control (ATC), Automatic Train Protection (ATP) and Automatic Train Operation (ATO) methods have been proposed. The ATC receives the maximum speed signal from the on-vehicle device from the ground equipment such as the ATC pick-up coil already installed on the ground track and controls the vehicle to automatically decelerate when the current train speed is faster than the maximum speed signal. ATP is a system that receives the maximum speed signal on the corresponding line from the ground equipment in the onboard device and controls the train to automatically stop when the current train speed is faster than the maximum speed signal. It refers to a system that not only controls the acceleration and deceleration of a train, but also stops or stops a door at a stop in a stop section including a station.

Here, comparing the ATC and ATP system and the ATO system, the development of the train control technology of the train ATC and ATP is developed before the ATO is operated in the field, after which the ATO system has been developed and operated in the field.

Due to the difference in technology development and the installation period, the ATC or ATP system is installed in one section, and the ATO system is installed in one section, so that the control mode of the train is changed when the ATC, ATP and ATO sections are switched. There is a problem that needs to be switched. This conversion is performed by installing the ATP and ATO on-vehicle devices separately from the existing ATC on-vehicle devices, or by installing the ATC on-vehicle devices and ATO on-vehicle devices separately from the ATP on-vehicle devices. In addition, the ATC and ATP systems are used only in the operating section of the train, and the train must be stopped manually in the stop section. Therefore, when the ATO vehicle is installed separately, there is an inefficient problem due to the automatic operation of the ATO system. .

In addition, although ATC, ATP, and ATO ground equipment may be installed at every different operating intervals of the system, in this case, there is a problem that an increase in cost due to redundant installation and a crosstalk between signals may occur.

On the other hand, the ATO system is automatically operated according to the control of the computer and the central control system without the driver's intervention as described above, the start, stop, door opening, etc. are controlled by the computer, as well as the screen door (PSD) : If Platform Screen Door is installed, the vehicle door should be stopped while interlocking the PSD with the door.

The PSD is installed in the platform to prevent accidents of passengers, etc. In general, the screen door system installs fixed walls (screens) and movable doors that are isolated from the tracks on subway or light rail platforms. A device that opens and closes in conjunction with a platform safety system. These PSDs can improve passenger comfort, as well as significantly reduce noise and dust caused by trains, and increase the cooling and heating effects of the platform.

In such a platform screen door (PSD) system, it is most important that the screen doors move together in accordance with the opening / closing of the door of the electric vehicle. However, in the existing operation section, the electric vehicle signal system has difficulty in controlling the electric vehicle and the screen door in connection with the operation problem, and in order to control the screen door in conjunction with the electric car door, the number or complement of the signal equipment installed in the track There is a problem of excessive cost.

Currently, when PSD is installed at home and abroad, the ATO system system that has the function of transmitting and receiving the door opening / closing information as well as the stationary stop is applied and operated, but the existing track does not consider the installation of the screen door. ATC and ATP systems are installed and running.

As such, the ATC and ATP systems do not have a means for directly using the door opening / closing information of the electric vehicle in the screen door system installed on the platform side. Therefore, if you want to install the screen door on the existing line is not easy to install and there is a problem that expensive signaling equipment is required.

In addition, even in a train that relies on the ATO system, it is difficult to accurately match the opening and closing times of the PSD and the door of the train in a system that does not consider the PSD in advance, so a separate device is required.

In addition, when stopping at the stop section using the ATO system, in decelerating the operating speed of the train to stop at the exact stop position, by ensuring stability and accuracy while maintaining maximum riding comfort, as well as maintaining the running time accurately There is a need for a system that allows the linkage operation with the PSD to be more accurately matched.

The present invention was conceived in view of the above, it is possible to operate in the automatic train operation (ATO) mode even in the ATC, ATP operating section, while operating in the train automatic driving mode when the station stops at the PSD and train doors The purpose is to provide an improved train operation control system to accurately match the interlocking ratios.

Train operation control system of the present invention for achieving the above object, the ATP signal receiving unit for receiving the train speed signal from the ATP ground equipment installed in the ground ATP operating section; An ATC signal receiving unit for receiving a train driving speed signal from an ATC ground facility installed in an ATC operating section of the ground; An ATO signal receiving unit for receiving a driving information signal including a train driving speed signal from an ATO ground facility installed at a stop section of an ATP operating section, an ATC operating section and an ATO operating section of the ground; A speed detecting unit detecting a driving speed of a running train; In the running section of the train, the driving speed of the train is controlled by comparing the speed signal received by any one of the ATC signal receiving unit, the ATP signal receiving unit and the ATO signal receiving unit with the operating speed detected by the speed detecting unit, and the train door of the onboard device. When an open / close signal is generated, the speed detection unit receives the speed of the train, and the screen delay (PSD) of the history and the tuning delay speed (transmitting the signal to the PSD which can be opened at the same time as the door of the train may take until the actual door is driven). When the time is t1, the PSD control output unit wirelessly outputs the opening signal of the PSD when the speed reaches zero after time t1, and the stop position control signal in the stop section of the train. An on-vehicle control unit including an output of a fixed position stop signal output unit; A PSD control unit which controls the driving of the PSD by receiving the PSD opening signal output from the onboard controller; And a right position stop control unit configured to receive a right position stop control signal output from the on-vehicle control unit and control a braking unit of the train, wherein the on-vehicle control unit includes the first right position stop pattern and the second right position stop pattern. It is generated step by step according to the point approaching the stop section and output through the exact position stop signal output unit, characterized in that the tuning delay speed is calculated and transmitted based on the second exact position stop pattern.

Here, the ATO ground equipment installed on the ground, the first ATO ground equipment is installed at a position before entering the next stop zone of the train; A second ATO ground facility installed in the next stop area through the first ATO ground facility; A stop position ATO ground facility installed at a stop position in a stop position of the train; And a third ATO ground facility installed between the second ATO ground facility and the stop position ATO ground facility, wherein the vehicle control unit generates the first fixed position stop pattern at the time when the first ATO ground facility is received. The second exact position stop pattern is preferably generated when the second ATO ground equipment is received.

In addition, the on-vehicle control unit anticipates that the first ATO ground equipment is not received, generates a backup pattern for the ground equipment not received before the reception position of the first ATO ground equipment, and when the first ATO ground equipment is normally received, the It is preferable to convert the back-up pattern for terrestrial equipment not received into the first exact position stop pattern.

The first exact stop pattern may be generated as an inclination value based on the fact that the train is decelerated from the first ATO ground facility receiving point and the train is stopped at the third ATO ground facility location. It is preferable to generate the inclination value based on the fact that the train is stopped at the position of the stop position ATP ground equipment after decelerating from the train speed at the time of receiving the second ATO ground equipment.

The distance between the second ATO ground facility and the stop position ATO ground facility is set to a distance 10 times or more than the distance between the first ATO ground facility and the stop position ATO ground facility, and the first ATO ground facility and the stop. Location ATO should be set at less than 1/10 of the distance to ground installations.

In addition, the first exact position stop pattern is generated in a pattern in which the train speed becomes zero at the third ATO ground equipment receiving point by decelerating to a predetermined slope from the traveling speed above the ATO driving target on the basis of the reception point of the first ATO ground equipment. It is good to be.

The on-vehicle control unit may be generated by converting the first exact position stop pattern into the second exact position stop pattern when the second ATO ground equipment is received.

The first exact stop pattern may be a pattern in which the deceleration slope is linear, and the second exact stop pattern may be a pattern in which the deceleration slope is curved.

In addition, it is preferable that the vehicle control unit generates a control signal so that the vehicle decelerates in a stepwise manner below the ATO driving target speed from the time when the first exact position stop pattern is generated.

According to the train operation control system according to an embodiment of the present invention, the section installed in the ATC system, the section in which the ATP system is installed, and the section in which the ATO system is installed, can be used together as one system without additional equipment or complicated processing. Will be.

In addition, in the ATC section and ATP section, it is possible to implement the ATO mode that can automatically control the stop position of the train, opening and closing the door and PSD opening and the like.

In addition, by performing the exact position stop control through the ATO mode in the stop zone, it is possible to stop the control to stop exactly at the stop position while ensuring the ride comfort in the best state, so that it is possible to accurately stop control at the stop position As a result, the opening and closing operation of the door of the train and the opening operation of the PSD of the history can be more accurately synchronized.

In other words, by outputting the door opening and closing signal of the train as the PSD opening and closing signal in conjunction with the speed of the train to increase the linkage rate between the PSD and the door of the train to prevent safety accidents and to give the user reliability.

1 is a schematic diagram for explaining a driving section of a train.
2 is a schematic block diagram illustrating a train operation management system according to an embodiment of the present invention.
3 is a schematic diagram for explaining ATP / ATO driving control using a train operation management system according to an embodiment of the present invention.
4 is a view showing an embodiment of Busan Subway Line 1 according to an embodiment of the present invention.
5 is a view showing an embodiment of the Busan subway two lines according to an embodiment of the present invention.

Hereinafter, a train control system according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

1 to 5, the train control system according to an embodiment of the present invention, the ATP receiving unit 110, ATC receiving unit 120, ATO receiving unit 130, speed detection unit 140, vehicle control unit 150, a PSD controller 160, and an exact stop control unit 170 are provided.

In describing the embodiment of the present invention, the section in which the train is operated is described as a train operating section (A, A ', A "), and the section for stopping the train at the station (B, B', B) Explain with "). In addition, the section in which the ATC system operates is described as the ATC operating section, the section in which the ATP system is operated is described as the ATP operating section, and the section in which the ATO system is operated is described as the ATO operating section.

The ATP receiver 110 receives a train driving speed signal in a corresponding driving section A from the ATP ground equipment 210 installed in the ground ATP operating section, and transmits the received information to the onboard controller 150. . The ATP ground equipment 210 transmits the speed signal in the corresponding section to the ATP receiver 110 through the track circuit or the discontinuous transmission loop when the speed limit signal is detected by the track circuit of the train. Since the ATP system controls the train to be forcibly stopped when the train violates the limited driving speed in the section, the ATP ground facility 210 is installed only in the train section A of the train, and the stop section ( It is not installed in B).

The ATC receiver 120 receives a train driving speed signal in a corresponding driving section A 'from the ATC ground equipment 220 installed in an ATC operating section of the ground, and transmits the received information to the onboard controller 150. Do. That is, when the ATC ground equipment 120 is detected by the track circuit of the train, the speed signal is transmitted to the ATC receiver 120 through the track circuit or the discontinuous transmission loop in the corresponding section. Here, the ATC system controls to decelerate forcibly in case of violating the limited driving speed in the corresponding section during the operation of the train, so the ATC ground facility 220 is installed only in the operating section (A ') of the train and the stop section (B'). ) Is not installed.

The ATO receiver 130 is an ATO operating section (including a driving section (A ") and a stop section (B"), and ATO ground installed in the stop section (B, B ') of the ATP operating section and ATC operating section. Receiving the driving information from the facility 230, the driving information includes information for the limited driving speed in the driving section (A ") and the stop of the exact position of the train in the stop section (B, B ', B") Receive. The ATO receiver 130 oscillates the oscillation frequency at all times to receive the train operation information from the ground ATO facility 230. Here, the ATO system must be controlled for the stop at the station (B ", B", B ") as well as the station (A") of the train, so the ATO ground facility (230) is a station (A ") in the ATO operating section. ) And a stop section B ", as well as a stop section B 'of the ATC section and a stop section B of the ATP section. As a result, as described below, the ATO operating section and the ATO operating section can implement an automatic train operation mode (ATO) such as control of the exact position of the train and door opening and closing.

The speed detecting unit 140 detects the current driving speed of the train, and includes a speed generating unit 141 and a speed calculating unit 142. When the pulse signal according to the running speed of the train is output from the speed generating unit 141, the speed calculating unit 142 calculates the driving speed of the train according to the wheel and outputs it to the vehicle control unit 150.

The vehicle control unit 150 compares the driving speed of the train detected by the speed detecting unit 140 with the limited driving speed signal received by any one of the ATP receiving unit 110, ATC receiving unit 120, ATO receiving unit 130 For example, if the operating speed of the train is faster than the limited speed, the train is decelerated or stopped. In addition, the stop section generates and outputs a precise position control signal, that is, a precise position stop pattern for controlling the fixed position of the train according to the train operation information received by the ATO receiver 130.

Accordingly, the output exact position stop pattern is transmitted to the exact position stop control unit 170, and the exact position stop control unit 170 controls the braking unit 173 according to the received exact position stop pattern to stop the train at the correct position. It becomes possible.

In addition, as will be described later, the vehicle control unit 150 outputs the PSD control signal at an appropriate time point based on the occurrence information of the position control pattern and the reception information of the ATO receiver 130 in the stop section, so that the train is in the correct position. The opening and closing of the train door and the opening and closing of the PSD can be synchronized with each other according to the time of stopping.

To this end, the on-vehicle control unit 150 includes a PSD control output unit for wirelessly outputting the PSD open signal and an exact position stop signal output unit for generating an exact stop pattern in the stop section based on the received signal of the ATO ground equipment. Can be. Therefore, as will be described later, the vehicle control unit 150 is step-by-step backup pattern (A3) and the first and second fixed position stop pattern (step 1) and the ground equipment unreceiving step by step while approaching the fixed position stop point when entering the next stop zone (history) A1, A2) is generated, and the PSD opening signal is output at the point near the stop position, which enables the stop control of the exact position, and synchronizes the opening / closing operation of the door and the PSD as much as possible. It becomes possible.

On the other hand, according to the embodiment of the present invention as described above, in the ATP operating section, ATC operating section and ATO operating section can be operated in parallel without the addition of a separate independent device, automatic train operation even in the ATC operating section and ATP operating section (ATO) can be.

In addition, the on-vehicle control unit 150 may set the ATO driving target speed from the ATP driving target value received from the ATP receiving unit 110, that is, the limited driving speed condition, to switch to the ATO driving condition in the ATP driving section. For example, the ATO target speed may be set to a speed obtained by reducing a predetermined speed (approximately 3.0 Km / h) from the ATP signal (train limited driving speed) received by the ATP receiving unit 110. In other words, ATO target speed = ATP speed-3.0Km / h can be set by automatic train operation. Therefore, as the ATP speed (signal) changes downward or upward in the ATP operating section, the ATO target speed may also be determined in conjunction with the lower or upper level, and the train operation may be performed.

In each driving section (A, A ', A "), exact stop control is performed on the basis of the signals received from the ATO ground facilities (210).

Here, a plurality of ATO ground facilities 211, 212, 213, and 214 may be installed at specific positions in the front and rear predetermined sections including the stop sections B, B ', and B ". The first ATO ground equipment 211 serving as a reference of the starting point of the stop pattern A1, the second ATO ground equipment 212 serving as a reference of the starting point of the second exact position stop pattern A2, and the first tablet. 3rd ATO ground equipment 213 installed at a virtual stop position based on the position stop pattern A1, and a stop serving as a reference for the actual exact position stop position based on the second exact stop pattern A2. The position ATO ground equipment 214. That is, the first ATO ground equipment 211, the second ATO ground equipment 212, the third ATO ground equipment 213, and the stop position ATO ground equipment based on the traveling direction of the train. 214 are sequentially installed, and the second and third ATO ground facilities 212 and 213 are installed adjacent to the stop position ATO ground facility 214. All.

The first ATO ground equipment 211 is installed at a point where the train approaches the stop zones B, B ', and B ", and when the ATO receiver 110 receives the first ATO signal, the vehicle control unit 150 is provided. One stop position A1 is generated The first ATO ground facility 211 is installed at a stop position ATO ground facility 214, that is, a position spaced a predetermined distance from the stop position, according to an embodiment of the present invention. Is installed at approximately 240m, and the installation position of the first ATO ground equipment 211 is provided from the stop position ATO ground equipment 214 'installed in the previous stop zone (stop station) where the previous start instruction was issued. The stop position of the ATO ground equipment 214 'together with the start command and provides information on the next stop zone, the vehicle control unit 150 can prepare for the stop in advance when approaching the next stop zone. Will be.

Here, the on-vehicle control unit 150 is a predetermined distance ahead of the expected point of receiving the first ATO ground equipment 211 in case the train does not receive the first ATO ground equipment 211 when the train approaches the first ATO ground equipment 211. Upon entering, a backup stop pattern A3 is generated in advance.

Accordingly, when the vehicle control unit 150 performs the train operation based on the backup stop pattern A3 and normally receives the first ATO ground equipment 211, the vehicle control unit 150 receives the backup stop pattern A3 in the first exact position stop pattern. The train operation is performed by converting to A1.

The first exact stop pattern (A1) is to stop at the point receiving the third ATO ground equipment 213 by gradually decelerating the train running speed on the basis of the first ATO ground equipment (211) receiving point. It has a deceleration slope. That is, according to the first exact position stop pattern A1 which allows the vehicle to stop at a predetermined distance ahead of the stop position ATO ground equipment 214 which is the actual stop position, the brake unit 173 is properly adjusted. The exact position stop control operation is made by controlling. To this end, it is preferable that the third ATO ground facility 213 is installed in front of the stop position ATO ground facility 214 at a distance of approximately 2 m. In addition, the speed at the start of deceleration of the first exact position stop pattern A1 actually has a reference speed and a slope to stop at the position of the third ATO ground equipment 213 when decelerating from the ATO speed limit or more.

Therefore, the on-vehicle control unit 150 does not suddenly decelerate the running speed from the time of occurrence of the first exact position stop pattern A1, and the ride comfort of the train through a slower deceleration than the first exact position stop pattern A1 at a certain distance section. It is possible to perform the exact position stop control operation by matching the first exact position stop pattern (A1) while ensuring the.

The second ATO ground facility 212 provides a signal to generate a second exact stop pattern A2 before the train arrives at the third ATO ground facility 213, and the front of the third ATO ground facility 213. It is preferably installed at a distance of about 10m or more (about 20m) from the stop position ATO ground equipment 214 as compared with the distance (about 2m) between the third ATO ground equipment 213 and the stop position ATO ground equipment 214. It is good to be installed to be located. Therefore, when the train reaches the reception position of the second ATO ground equipment 212, the vehicle control unit 150 generates a second exact stop pattern (A2) to replace the previous first exact stop pattern (A1). .

Therefore, the exact position stop control unit 170 recognizes the stop position ATO ground equipment 214 as the stop position based on the control signal of the second exact position stop pattern A2 from the time when the second ATO ground equipment 212 is received. Slow down the train.

Here, the second exact stop pattern A2 has a non-linear shape, that is, a curved shape, of the deceleration slope of the train from the second ATO ground facility 212 to the stop position ATO ground facility 214. Therefore, the exact position stop control unit 170 decelerates by the first exact position stop pattern A1 more slowly than the stop control operation by the second exact position stop pattern A2 than the stop control, and improves the riding comfort while improving the riding comfort. In the position of the ground equipment 214 can be controlled so that the train can be stopped accurately.

Stop position ATO ground equipment (214 ', 214) transmits the information on the next stop zone, along with the exact position information to the ATO receiving unit 110, and also transmits the departure instruction of the train.

In this way, by performing the stop control on the basis of the signals received from the plurality of ATO ground facilities (211,212,213,214) in the stop zone, it is possible to stop exactly at the right position while maintaining the ride comfort of the train in the best state.

On the other hand, the PSD control unit 160 receives the door opening and closing signal from the vehicle control unit 150 to utilize the PSD opening and closing signal of the stop zone to control the opening and closing operation of the PSD (161).

The door opening / closing signal of the train is generated from the PSD opening signal output of the on-vehicle control unit 150 before entering the history when the train is running because the door conditions such as entrance (left, right) surface, slope, etc. are different depending on the history. In consideration of the factors, the ready state of the vehicle before entering the next history (usually in advance at the start of the electric vehicle) is a signal that transmits completion. Therefore, the on-vehicle control unit 150 generates the door opening and closing signal of the train to receive and use this signal in the next history. (The door opening / closing signal of the train is not a signal for opening the door of the running train, but should be understood as one of the requirements for opening and closing the door when the train stops.) That is, the door opening / closing signal of the train is used to open the door of the train. It is only a signal of a stage that a vehicle control unit (train) needs to prepare, including various signals necessary for opening and closing, and is one of the conditions for opening and closing the door with other signals such as signals generated from other ground (historical) devices. The door opening / closing signal of the train of the on-vehicle control unit 150 includes driving speed information of the train.

On the other hand, the present invention is to utilize the door opening and closing signal of the train generated by the on-vehicle control unit 150 as the opening and closing signal of the PSD, regardless of the characteristics of each line, such as different subways, under the condition that the tuning delay speed (PSD When transmitting a signal, it is a feature that intervenes the speed in terms of the delay time for the actual door to drive.

In the case of a train such as a subway, electric braking occurs first before entering the station, and electric braking is performed at a specific position in the station (for example, when the first stop pattern is generated. Mechanical braking is followed, the deceleration acceleration by the electric braking before entering the history is automatically included in the signal of the on-vehicle controller 150. (The speed information is included in the door opening and closing signal of the train.) In the general sense, the delay speed is decelerated by the deceleration acceleration when the train enters the station (stop area), so that v (t) = at ( v; speed, a; deceleration acceleration). However, in the train, even if the PSD open signal is generated, there is a time required for signal processing with other sensors. When this time is t1, when the speed of the train is v (t1), the speed becomes zero after t1 time and is completed. At this time, the door and PSD of the train should be opened at the same time.

In other words, in order to obtain the time t1 for driving the PSD, the delay speed v (t1) is sensed and used, and when the speed reaches v (t1) during the deceleration of the train, the general principle is to generate the PSD open signal. .

Based on this general principle, since the type and amount of sensor signals generated according to the characteristics of each subway line are different, the time t1 or the speed v (t1) is specified differently according to each subway line.

That is, as shown in FIG. 4 using Busan Subway Line 1 as an example, in order to drive the PSD, DOPR (Door Gate Sensor), 5KRR (5km Speed Sensor), PG3-2R (Precise Position Arrival Sensor-Mechanical Braking Start) At the time of receiving or stopping position ATO ground equipment), ATO, etc., the required signals must be satisfied. These signals are not applied at the same time, so the time required for signal processing must be met. These delay times are different from those required for each subway (including Busan Subway Line 2 described below, which are different for every Daegu, Seoul, and city line). Should be. In the present invention, in order to conveniently obtain the delay speed in consideration of the characteristics of each subway, there is a characteristic of measuring the delay speed through actual trial driving and using the feedback.

Meanwhile, in the present invention, the reason for using the delay time t1 as the delay speed v (t1) concept is not directly used as a control means. The speed is sensed by the driving system ATO, ATP, ATC, etc., and used as a control means. Since the speed information is included in the door opening and closing signal of the train, it is more convenient to use the speed as a control means.

Hereinafter, the Busan subway line 1 will be described as an example. As shown in FIG. 4, the PSD open signal output is DOPR (door entry sensor), 5KRR (5km speed sensor, and after the second exact stop pattern generation. It is desirable to detect by reference), PG3-2R (Priority Arrival Sensor-Mechanical Braking Start or Stop ATO Ground Equipment Receive), and ATO-CR, a check signal for ATO failure, is not excited. Unless it is a condition that can open the door.

In this case, in the case of Busan Subway Line 1, the PSD opening signal is output at the time when the speed of the train is reduced to 5 km per hour (an embodiment of the present invention having a delay speed of 5 km). Detects that 5 km and transmits the PSD open signal, the ground apparatus sequentially checks the signals of the four conditions and determines the validity of the PSD open signal to drive the PSD installed in the history.

In the present invention, it is preferable that the PSD opening signal is generated in a state where the train enters the station and is converted from the first exact stop pattern A1 to the second exact stop pattern A2 section. Before the position stop pattern A2 is generated, even if the speed of the train becomes 5 km or less, for example, the reference speed, the PSD opening signal is not generated, thereby preventing malfunction of the PSD.

In addition, the driving reason of the PSD as described above is to give a signal in consideration of the delay in advance because the PSD is operated later than the door of the train when the PSD open signal is output in the same manner as the door open signal of the train. The opening and closing air conditioning can be precisely performed between the door and the historical door, and in particular, by stopping and braking the train to stop exactly at the stop position, it is possible to control the train door and the PSD to be opened and closed at the same position without deviating from each other. .

The PSD controller 160 is a circuit unit that drives the PSD 161 when the PSD opening signal of the onboard controller 150 is received.

In addition, in order to synchronize the opening and closing time of the PSD and the train door while commissioning the actual train, the feedback device receives feedback about the opening / closing driving state of the PSD (the time value t1 required to open and close the PSD) from the ground apparatus to receive the feedback. It can be configured to reflect the setting of.

Hereinafter, the door driving of the subway line 2 of Busan will be described with reference to FIG. 5.

In case of Busan Subway Line 2, the door opening / closing signal is recognized as PSM2, which is an entrance completion signal in the station, PSM-3 and PSM1-2, which are stop positions. Occurs when the vehicle is detected and stopped.

At this time, the PSD open signal, the vehicle control unit 150 receives the information of the PSM detection and the door direction of the above conditions and transmits to the ground apparatus, and the vehicle control unit 150 detects the speed of the train 5km or less per hour to open the PSD When the data is transmitted to the ground device, the ground device checks the previous condition and outputs the PSD open signal.

The PSD detection receives the ATO ground facilities 211, 212, 213, and 214 in the stop area in real time from the ATO receiver 130 of the train, and transmits the signals to the ground apparatus in this order. Retransmission is requested to 150 to check whether there is an abnormality of the onboard apparatus (including the ATO receiver, the ATP receiver, and the ATC receiver) including the onboard controller 150, and to cope with the occurrence of a signal abnormality confirmation error. The speed of the train is converted into a signal that can be determined by the PSD control unit 160 in the speed detection unit 140, and then transmitted.

When the door opening and closing signal of the basic train is generated even in Busan subway line 2, the delay speed and the feedback circuit are selected to confirm the optimum delay speed through actual driving as in the case of the line 1 train.

On the other hand, the present invention has been described as an example of synchronizing the opening and closing operation of the train door opening and closing operation and the PSD by taking the Busan Subway Line 1 and Line 2 as an example, this is merely exemplary, the application of the present invention to other subways as well It should be understood that this is possible.

In addition, in the present invention, the on-vehicle device and the ground signal connection including the on-vehicle control unit 150 is transmitted wirelessly, the interface is defined as a communication protocol through the wireless device. In the wireless method, it is preferable to prevent the risk of an accident when redialing by a connection failure by using a zigbee, which guarantees a short connection driving time.The communication protocol follows the electrical standard of RS232C, and the protocol is wireless. The recognition method is specifically configured by connecting with the ID of the device.

In addition, as described above, it is possible to improve the reliability of the door entrance opening and closing of the PSD opening and closing signal synchronization in the stop zone in common, even in different operating sections of the train operating system stop in place through the ATO operation control It is because the structure of this invention which can perform control precisely is based on. Therefore, it is possible to control the operation of ATO in common in different operating sections to which various train operating systems are currently applied, while minimizing additional facility investment cost, while ensuring maximum ride comfort in the stop area through ATO operation control, This will allow the doors to be synchronized with the train doors.

FIG. 3 is a schematic ATP / ATO driving control explanatory diagram for explaining the stop control operation of the train based on the ATP signal, as well as the stop control operation through the ATO running control in the stop zone. Through this, the operation of the ATP / ATO driving control will be described.

First, the ATO receiving unit 130 of a train stopping at station A receives data necessary for traveling between stations, such as a next station (B station) code, from a stop position ATO ground facility 214 installed at a station stop position. . Here, the stop position ATO ground equipment 214 is a ground source equipment of ATO Local.

① When the train receives the start command from the stop position ATO ground equipment 214, the on-vehicle control unit 150 releases the anti-power brake and performs acceleration control toward the target ATO speed. At this time, the target ATO driving speed is determined based on the ATP signal. For example, when the ATP signal is 60km / h, ATO target speed = ATP signal (60km / h)-3km / h = 57km / h. Of course, when the driving section is the ATC driving section, the ATO driving target speed may be determined based on the ATC signal.

 (2) When the train approaches the ATO target speed, the on-vehicle control unit 150 gradually narrows the backing notch to perform the transition control to the target speed.

③ After moving to the target speed, control the reverse / throw / brake to follow the ATO target speed (constant speed operation control).

④ At the point where the ATP signal changes downward, the time is slowed down by securing the ride comfort by time-deceleration control from L1 in front of the signal change point to the lower change point of the ATP signal. In case of deceleration, it is basically based on driving control to go through lower change section without applying ATP restriction.

5) If the ATP signal is changed differently, re-run control is performed. Acceleration control is performed toward the ATO target speed, but the back notch is diagnosed with timed diagnostics (jerk control) and the jerks are relieved during re-acceleration.

(6) If necessary, perform coasting control forcibly turning off for the purpose of saving energy and ensuring comfort.

(7) Upon receiving the first ATO ground facility 211, a first exact position stop pattern A1 is generated. In addition, in order to prevent overruns when the first ATO ground equipment 211 is not received, a predetermined distance ahead of the first ATO ground equipment 211 (preferably 5 m ahead; when the reverse distance is 245 m). A ground pattern non-receipt backup pattern A3 is generated from the point P1 'to the point stop position. When the first ATO ground facility 211 is normally received, the ground equipment unreceived backup pattern A3 is converted into the first exact position stop pattern A1.

On the other hand, even after the first exact position stop pattern A1 is generated, the constant speed operation control CSC can be continued until the first constant position stop pattern A1 reaches a constant speed.

⑨ When the train approaches the 1st exact stop pattern A1, the other line-> 1st exact stop pattern approach control brake-> 1st exact stop pattern brake to secure ride comfort and shift to reverse exact stop control. do.

위치 Precise stop control 1 (TASC; Train automatic stopping controll)

-1st exact stop pattern (A1) control

When receiving the 1st ATO ground installation 211 installed in the station 240m ahead, the 1st exact stop pattern A1 which makes the 3rd ATO ground installation 213 forward of a peak stop position 2 m into an end point is generated.

When approaching the 1st exact position stop pattern A1, the constant speed operation control (CSC)-> approach control ⑨-> like the stop control by the 1st exact position stop pattern A1, the control operation is changed and the riding comfort is naturally secured. Shift to stop control.

⑪ Position stop control 2

-2nd exact stop pattern (A2) control (continuous stop control)

 Upon receiving the second ATO ground equipment 212 installed 20 m in front of the station B stop position, a second exact stop pattern A2 is generated, with the end point of the peak stop position (stop position ATO ground equipment installation position) generated. The control is shifted from the stop brake control by the exact stop pattern A1 to the stop brake control by the second exact stop pattern A2. The stop control is performed with the second exact position stop pattern A2, which is a reduction speed, to improve the stopping accuracy and the riding comfort.

On the other hand, by outputting the PSD open signal in the transition region by the second exact position stop pattern, it is possible to more accurately synchronize the opening and closing time of the door of the train and the PSD of the history at the time when the train stops at the correct position.

Electric brake control

When the train receives the third ATO ground facility 213 installed 2m in front of the peak stop position, the train detects that the stop point is approached and moves to the last stop control.

In addition, when stopping after receiving the 3rd ATO ground installation 213, an anti-electric brake (weak) is applied. If it stops at any other point, apply the anti-electric brake (steel).

Inching Control

If a train stops between the 2nd ATO ground installation 212 and the stop position ATO ground installation 214 (front stop: Shortrun), it stops by holding an anti-electric brake. After that, it restarts automatically by the inching command transmitted via the ATO data transmission device, and gradually moves to the peak stop position by the inching control.

열차 If the train stops between stations due to the ATP signal, the train restarts automatically when the ATP signal is coded up. In the case of stopping between stations by the emergency brake, after the emergency brake is reset, restart is performed by the re-start command transmitted via the ATO data transmission device.

In the case of the stop between the stations, gradient starting control is performed using a holding brake to suppress the retreat from the ascending slope.

As described above, in the case of a train running between stations, the first and second exact position stop patterns A1 and A2 are generated step by step while entering the station which is a stop zone, thereby performing automatic stop control. It is possible to control the vehicle to stop exactly at the vertex stop position while ensuring a ride comfort.

In addition, since the automatic driving control can be performed by converting to the ATO target speed based on the speed limit in the driving section, the ATO running control and the stop control are possible even in the driving section to which various driving systems are applied.

In addition, by performing the stop control via the first and second exact stop patterns A1 and A2, it is easier and more accurate to synchronize the door opening / closing signal of the train and the PSD opening / closing signal of the history. There is an advantage.

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.

110..ATP receiver 120..ATC receiver
130. ATO receiver 140. Speed detector
150..Vehicle control unit 160..PSD control unit
161..PSD 170..Position stop control part
173..Brake part 210..ATP ground equipment
220..ATC Ground Equipment 230..ATO Ground Equipment

Claims (9)

An ATP signal receiving unit for receiving a train driving speed signal from an ATP ground facility installed in an ATP operating section of the ground;
An ATC signal receiving unit for receiving a train driving speed signal from an ATC ground facility installed in an ATC operating section of the ground;
An ATO signal receiving unit for receiving a driving information signal including a train driving speed signal from an ATO ground facility installed at a stop section of an ATP operating section, an ATC operating section and an ATO operating section of the ground;
A speed detecting unit detecting a driving speed of a running train;
In the running section of the train, the driving speed of the train is controlled by comparing the speed signal received by any one of the ATC signal receiving unit, the ATP signal receiving unit and the ATO signal receiving unit with the operating speed detected by the speed detecting unit, and the train door of the onboard device. When an open / close signal is generated, the speed detection unit receives the speed of the train, and the screen delay (PSD) of the history and the tuning delay speed (transmitting the signal to the PSD which can be opened at the same time as the door of the train may take until the actual door is driven). When the time is t1, the PSD control output unit wirelessly outputs the opening signal of the PSD when the speed reaches zero after time t1, and the stop position control signal in the stop section of the train. An on-vehicle control unit including an output of a fixed position stop signal output unit;
A PSD controller for controlling the driving of the PSD by receiving the PSD opening signal output from the onboard controller; And
And a position stop control unit for receiving a position stop control signal output from the vehicle control unit and controlling a braking unit of the train.
The in-vehicle control unit generates a first step position stop pattern and a second right position stop pattern step by step according to the point approaching the stop section, and outputs through the right position stop signal output unit,
The tuning delay speed is calculated on the basis of the second exact stop pattern is transmitted to the train control system. According to claim 1, ATO ground equipment is installed on the ground,
A first ATO ground installation installed at a position before entering the next stop zone of the train;
A second ATO ground facility installed in the next stop area through the first ATO ground facility;
A stop position ATO ground facility installed at a stop position in a stop position of the train; And
And a third ATO ground installation installed between the second ATO ground installation and the stop position ATO ground installation.
The on-vehicle control unit generates the first exact position stop pattern when the first ATO ground equipment is received, and generates the second exact position stop pattern when the second ATO ground equipment is received. Control system.
The method of claim 2,
The in-vehicle control unit,
In anticipation of not receiving the first ATO ground equipment, a backup pattern for ground equipment not received is generated before the reception position of the first ATO ground equipment, and when the first ATO ground equipment is normally received, the backup pattern for ground equipment not received is generated. Train control system, characterized in that for converting to the first exact position stop pattern.
The method according to claim 2 or 3,
The first exact stop pattern is generated as an inclination value based on the fact that the train is decelerated from the first ATO ground facility receiving point and the train is stopped at the third ATO ground facility location.
The second exact stop pattern is decelerated from the train speed at the time of receiving the second ATO ground equipment, the train control, characterized in that generated by the slope value based on the stop of the train at the position of the stop position ATP ground equipment system.
5. The method of claim 4,
The distance between the second ATO ground equipment and the stop position ATO ground equipment,
The distance between the first ATO ground equipment and the stop position ATO ground equipment is set to a distance of 10 times or more;
And 1/10 or less of the distance between the first ATO ground facility and the stop position ATO ground facility.
The method of claim 5, wherein the first exact stop pattern,
The train control system of claim 1, wherein the train speed is reduced to a predetermined slope from the traveling speed above the ATO driving target on the basis of the reception point of the first ATO ground equipment and is generated in a pattern in which the train speed becomes zero at the receiving point of the third ATO ground equipment. The method of claim 6, wherein the vehicle control unit,
And converting the first exact position stop pattern into the second exact position stop pattern when the second ATO ground equipment is received. The method of claim 5,
The first exact position stop pattern is a pattern made of a straight slope,
The second exact stop pattern is a train control system, characterized in that the deceleration slope is a pattern consisting of a curved shape. The method of claim 8, wherein the vehicle control unit,
And a control signal is generated so as to decelerate in steps below an ATO driving target speed step by step from the occurrence of the first exact position stop pattern.

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