KR101375573B1 - System for preventing train from over-going in ATS mode - Google Patents

Abstract

The present invention relates to a train overload prevention system in ATS mode.
The train overload prevention system in the ATS mode according to the present invention, the signal to control the platform train entry; A first grounder transmitting first driving information including a first maximum speed limit set by the signal to a train; And a second grounder that transmits second driving information including a second highest speed limit lower than the first maximum speed limit to the train, wherein the second grounder is rearward in a train traveling direction than the first grounder. It is characterized by being installed.

Description

System for preventing train from over-going in ATS mode}

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a train overload prevention system in ATS (Automatic Train Stop) mode, and more particularly, to two or more virtual track circuits for one platform track circuit when a train is operated in ATS mode. The present invention relates to a system for preventing overcharging of a train by forming two or more speed control signals.

The railway signal field is a field where the highest priority is to secure the safe operation of trains by pre-checking and removing risk factors around tracks. For safe operation of trains, it is necessary to find out where the train in front is, where it is, how fast it is, and whether it is stationary. Such information can be referred to as a track radar, a "track circuit". You can check it through

The track circuit is a facility that knows the train's operation information by letting weak current flow through both tracks of the track and detecting the short circuit of the current flowing in both tracks when the train passes. It can know and control the signal and alarm based on this.

For reference, FIG. 1 is a view showing that several track circuits are formed for a track that runs a train. In this case, one track circuit constitutes one closed section and detects the occupancy of the train for each track circuit, thereby controlling overall train operation.

On the other hand, the ATS (Automatic Train Stop) device warns the engineer through a bell or alarm in the train when the train exceeds the maximum speed indicated by the signal, and does not decelerate below the maximum speed limit even after a certain time has elapsed. If not, it is a device that automatically brakes the train.

In this regard, FIG. 2 is a diagram schematically showing that an ATS device is installed (prior art) for a track near a platform, and a train passes over a ground 12 installed at a platform signal 10 position. The point control method receives instantaneous driving information (eg, the maximum speed limit), and then maintains the information up to the position of the ground person 22 of the beacon 20.

However, the existing railway signal equipment, as shown in Figures 1 and 2, because the track of the platform is also equipped with one track circuit (hereinafter referred to as the "rail track track circuit") to constitute one closed section, The entry speed (eg 60 km / h) obtained from the grounder 11 prior to entry into the platform continued to be displayed until the stop point, so that the engineer often drove past the platform by mistake (see "Overcoming the train" in Figure 2). . And, accordingly, there was a problem of causing anxiety for the passengers and disruption of train operation by re-running the train to stop at the stop point of the platform.

The present invention was devised to meet the requirements as described above, and an object of the present invention is to form two or more virtual track circuits for one platform track circuit when operating a train in the ATS mode, so that two or more different driving operations are performed. It is to provide a system that prevents overcharging of trains by transmitting information sequentially.

Another object of the present invention is to provide a system capable of preventing overcharging of trains at a minimum cost and equipment by partially changing the ATS ground apparatus without greatly changing the existing platform track facilities.

For the above purposes, the train overload prevention system in the ATS mode of one embodiment of the present invention includes: a signal controller for controlling entrance to a platform train; A first grounder transmitting first driving information including a first maximum speed limit set by the signal to a train; And a second grounder that transmits second driving information including a second highest speed limit lower than the first maximum speed limit to the train, wherein the second grounder is rearward in a train traveling direction than the first grounder. It is characterized by being installed.

The train overload prevention system in the ATS mode of one embodiment of the present invention sets at least two or more virtual track circuits for one platform track circuit and sets different maximum speed limits for each virtual track circuit. Grounding equipment; And an on-vehicle device that sequentially receives the different maximum speed limits from the ground apparatus to perform automatic braking of the train.

According to the present invention, when the train is operated in the ATS mode, two or more virtual track circuits are formed for one platform track circuit, and two or more different driving information are sequentially transmitted, thereby preventing overcharging of the train. Have

In addition, according to the present invention, it is possible to prevent overcharging of the train at a minimum cost and equipment by partially changing the ATS ground apparatus without significantly changing the existing platform.

1 is a view showing a plurality of track circuits are formed for the track running the train.
2 is a view schematically showing that the ATS device is installed (prior art) for a track near a platform.
3 is a diagram illustrating three virtual track circuits for one platform track circuit according to the present invention.
4 is a view schematically showing a train overload prevention system in the ATS mode according to an embodiment of the present invention.
5 is a view schematically showing a train overload prevention system in the ATS mode according to another embodiment of the present invention.

Hereinafter, the present invention will be described in detail with reference to the accompanying drawings and preferred embodiments. In the following description, a detailed description of known functions and configurations incorporated herein will be omitted when it may make the subject matter of the present invention unnecessarily obscure.

As described above, in the existing railway signaling equipment, the platform of railway stations is provided with one track circuit to constitute one closed section. Therefore, as shown in FIG. 2, the signaling device 10 for the platform track circuit (second occlusion section) trains the driving information including the platform entry speed (eg, 60 km / h) through the ground 12. And the onboard of the train received it and continued to show until the next grounder 22 position was reached, often causing the engineer to drive past the platform by mistake.

In order to prevent this, at first, a lot of occlusion sections are constructed in the platform to install two or more track circuits, so that two or more signals and grounders installed in the platform are sequentially provided with a low maximum speed limit. For reference, the current railway signal facility is a structure in which one signal device manages one track circuit, and each signal device transmits driving information to a train through one relay and one grounder linked thereto.

However, this method was found to be ineffective due to many costs, labor, and technical difficulties, because it is necessary to change a lot of existing platform facilities and it is not technically easy to install additional track circuits.

Therefore, the present invention has been devised to set up a platform track circuit as two or more virtual track circuits and to install grounders that provide different driving information to each virtual track circuit.

In this regard, FIG. 3 is a diagram showing three virtual track circuits for one platform track circuit according to the present invention. 4 is a diagram showing that the train overload prevention system in the ATS mode according to the present invention is installed on the platform track.

3 and 4, the present invention sets up two or more virtual track circuits for one platform track circuit, and installs grounders in each virtual track circuit to sequentially display two or more driving information when a train passes by. Send it.

In detail, the train overload prevention system according to an embodiment of the present invention is a ground signal device, the platform signal 10, the first relay 11 and the first grounder 12, the second relay 13 and the second The grounder 14, the third relay 15, the third grounder 16 and the like.

The boarding point signal 10 controls a signal for a train entering a boarding track circuit. A first relay 11, a second relay 13, and a third relay 15 are connected to the boarding point signal 10, and these relays 11, 13, and 15 are respectively connected to the first grounder 12. , Driving information of the second ground person 14 and the third ground person 16 is controlled.

The grounders 12, 14, and 16 may be formed of an LC resonant circuit consisting of a coil and a condenser, for example, and are resonated by energy oscillating in a vehicle when a train passes over the ground, thereby generating a natural frequency (driving information). Let's do it. In addition, the relays 11, 13, and 15 control the operation information of the grounders 12, 14, and 16 to be modulated by the operation instruction content by the signal 10. For reference, more detailed information about the structure and operating principle of the ATS ground apparatus including a signal, a relay, a grounder, and the like and a corresponding ATS on-vehicle apparatus may be referred to known technologies, and thus, detailed descriptions thereof will be omitted.

On the other hand, according to a preferred embodiment of the present invention, the first grounder 12 is located 200m or more ahead of the train stop of the platform, and the second grounder 14 is 116m ahead of the train stop of the platform. The third grounder 16 is located 39m ahead of the train stop point of the platform. In addition, the first grounder 12 transmits driving information of the maximum speed limit, for example, 60 km / h when the train passes, and the second grounder 14 drives driving information of the maximum speed limit, for example 45 km / h, when the train passes. The third grounder 16 transmits driving information of the maximum speed limit, for example, 25 km / h when the train passes (see FIG. 4). For reference, the driving information (ie, the maximum speed limit) transmitted by the first, second, and third grounders 12, 14, and 16 is set based on an ATS device that is operated in advance. The position of each grounder 12, 14, 16 with respect to is set to enable the most stable train stop when following the set driving information.

In this case, when the train enters the platform, the first driving information of the maximum speed limit of 60 km / h is displayed in the engine room through the on-board device of the train as it passes over the first grounder 12. Then, when the train continues to pass over the second grounder 14, the second driving information of the maximum speed limit 45km / h is displayed in the engine room through the on-board device of the train. In this case, if the engineer continues to run at speeds of 45 km / h or more without forgetting to stop at the platform, the car will sound an alarm and automatically after a certain amount of time (eg 3 seconds) has elapsed. This reminds the driver that the emergency braking has been concluded and the vehicle must be stopped. Likewise, when the train passes over the third grounder 16, the third driving information of the maximum speed limit of 25 km / h is displayed in the engine room through the onboard device of the train, in which case the engineer does not reduce the speed by mistake. If the vehicle continues to operate at a speed of 25 km / h or more, an emergency braking is automatically engaged after a predetermined time (eg, 3 seconds) has elapsed. In the case of the present embodiment, it is possible to prevent the driver from driving past the platform by mistake by reminding the driver of the platform stop through the two on-board alarms and emergency braking.

Meanwhile, in the present invention, the first, second, and third grounders 12, 14, and 16 interlocked with the same signal 10 provide different driving information, respectively. It works in a different way from how it works.

According to an embodiment of the present invention, control signals (operating instructions) having different contents are transmitted from the same signal device 10 to the first, second, and third relays 11, 13, and 15, respectively, The first, second, and third relays 11, 13, and 15 may be implemented to modulate the first, second, and third terrestrial grounds 12, 14, and 16 with different driving information, respectively.

Further, according to another embodiment of the present invention, the same signal to the first, second, third relays (11, 13, 15) to transmit the same control signal (operating instruction), The first, second, and third grounders by varying the structures of the second, third, relays 11, 13, and 15 and / or the first, second, and third grounders 12, 14, and 16; 12, 14, and 16 may be implemented to be modulated with different driving information. For example, the second terrestrial 14 is implemented to transmit only the natural frequency (driving information) corresponding to the maximum speed limit 45km / h, the third terrestrial 16 is a natural frequency corresponding to the maximum speed limit 25km / h It can be implemented to transmit only (operation information).

Further, according to another embodiment of the present invention, as shown in FIG. 5, the second and third grounders 14 and 16 themselves may be installed without installing the second and third relays 13 and 15. It may be implemented to resonate.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims. It is to be understood that the embodiments are to be considered in all respects as illustrative and not restrictive.

It is to be understood that both the foregoing general description and the following detailed description of the present invention are exemplary and explanatory and are intended to provide further explanation of the invention as claimed. .

10, 20: beeper
11, 13, 15, 21: relay
12, 14, 16, 22: ground man

Claims (12)

In the train overload prevention system in ATS (Automatic Train Stop) mode,
A signal controller for controlling train entry to one platform track circuit in which at least two virtual track circuits are set;
A first grounder transmitting first driving information including the first maximum speed limit set by the signal when the train passes a first virtual track circuit to the train; And
And a second grounder for transmitting the second driving information including the second highest speed limit lower than the first maximum speed limit to the train when the train passes through the second virtual track circuit.
And the second grounder is installed behind the first grounder in the direction of train progress. The method of claim 1,
And a third grounder for transmitting third driving information including the third highest limiting speed lower than the second maximum limiting speed to the train when the train passes through the third virtual track circuit.
And the third grounder is installed behind the second grounder in the direction of train progress. 3. The method of claim 2,
The second maximum speed limit is 45km / h, the third maximum speed limit is 25km / h train overload prevention system in ATS mode. 3. The method of claim 2,
The second ground station is located 116m in front of the train stop, the third ground is 39m ahead of the train stop, characterized in that the train overload prevention system in ATS mode. 5. The method according to any one of claims 1 to 4,
A first relay interlocked with the signal and configured to control operation information of the first ground operator to be modulated; And
And a second relay interlocked with the signal and configured to control driving information of the second ground operator to be modulated. 6. The method of claim 5,
And the signal transmitter transmits control signals having different contents to the first relay and the second relay. In the train overload prevention system in ATS (Automatic Train Stop) mode,
A grounding device for setting at least two virtual track circuits for one track track circuit provided in the track track, and setting different maximum speed limits for each virtual track circuit; And
When the vehicle passes through each of the virtual track circuit includes a vehicle apparatus for performing the automatic braking of the train by sequentially receiving the different maximum speed limit from the ground device,
The different maximum speed limit is the train overload prevention system in the ATS mode, characterized in that the lower gradually toward the direction of the train progress. The method of claim 7, wherein the ground apparatus
A signal for controlling entrance to the platform train;
A first grounder transmitting first driving information including a first maximum speed limit set by the signal to a train; And
And a second grounder for transmitting second driving information including a second highest speed limit lower than the first maximum speed limit to the train.
And the second grounder is installed behind the first grounder in the direction of train progress. The method of claim 8, wherein the ground apparatus
And a third grounder for transmitting third driving information including a third highest speed limit lower than the second maximum speed limit to the train.
And the third grounder is installed behind the second grounder in the direction of train progress. 10. The method of claim 9,
The second maximum speed limit is 45km / h, the third maximum speed limit is 25km / h train overload prevention system in ATS mode. 10. The method of claim 9,
The second ground station is located 116m in front of the train stop, the third ground is 39m ahead of the train stop, characterized in that the train overload prevention system in ATS mode. 12. The method according to any one of claims 7 to 11,
The on-vehicle device is train overload prevention system in ATS mode, characterized in that to perform emergency braking when the train is running for a predetermined time exceeding the maximum speed limit received from the ground apparatus.

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