KR101654348B1 - System for Controlling Train Signal with linking Safety Foothold and Screen Door - Google Patents

System for Controlling Train Signal with linking Safety Foothold and Screen Door Download PDF

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Publication number
KR101654348B1
KR101654348B1 KR1020160039272A KR20160039272A KR101654348B1 KR 101654348 B1 KR101654348 B1 KR 101654348B1 KR 1020160039272 A KR1020160039272 A KR 1020160039272A KR 20160039272 A KR20160039272 A KR 20160039272A KR 101654348 B1 KR101654348 B1 KR 101654348B1
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KR
South Korea
Prior art keywords
train
speed
platform
signal
screen door
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KR1020160039272A
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Korean (ko)
Inventor
김지중
Original Assignee
주식회사 이엔지한터
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Priority to KR1020160039272A priority Critical patent/KR101654348B1/en
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Publication of KR101654348B1 publication Critical patent/KR101654348B1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
    • B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems
    • B61B1/02—General arrangement of stations and platforms including protection devices for the passengers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D19/00—Door arrangements specially adapted for rail vehicles
    • B61D19/02—Door arrangements specially adapted for rail vehicles for carriages
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/021—Measuring and recording of train speed
    • B61L27/0061—
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F1/00—Construction of station or like platforms or refuge islands or like islands in traffic areas, e.g. intersection or filling-station islands; Kerbs specially adapted for islands in traffic areas
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/02—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using gas only or vacuum
    • F16F9/0209—Telescopic
    • F16F9/0245—Means for adjusting the length of, or for locking, the spring or dampers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2201/00—Control methods

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Transportation (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

A train signal control system comprehensively determines safe driving and train door states of a train, a screen door state, and whether a platform safety footplate is led in or out to obtain stability and reliability of a signal system so as to prevent a false start of the train. The present invention prevents a life accident due to carelessness of a driver after the train stops at a station during train driving and improves train safety consciousness with respect to passengers by obtaining stability and reliability of a train signal system.

Description

Technical Field [0001] The present invention relates to a train signal control system for safety operation through interlocking of a safety footstep and a screen door,

The present invention relates to a train signal control system for safe operation, and more particularly, to a safety and reliability of a signal system by comprehensively judging safety operation of a train, state of a door of a train door, state of a screen door, To a train signal control system capable of preventing illegal departure of a train.

The railway signal field is a field where priority is given to ensuring the safe operation of trains by pre-checking and eliminating the risk factors around the railway line. In order to secure the safe operation of the train, it is necessary to check the position of the train in front of it, the speed of the train, and the stopping speed. This information can be confirmed by a track circuit which can be called a railroader. In addition, the track circuit is a facility that allows weak currents to flow in both tracks of the track, and when the trains pass, the current flowing through both tracks is detected, And can control the signaling device and the alarming device based on this information. However, the existing railway signaling equipment is equipped with a single track circuit as a line of the landing line, so that the operation information of the landing track circuit is continuously displayed until the stopping point after the entry into the landing, Often the case of driving occurred. Accordingly, the existing railway signaling equipment has a problem of causing anxiety to the passengers by driving back the train to stop at the stopping point of the platform, thereby causing a trouble in the train operation. In addition, human casualties caused by trains are constantly occurring at railway platforms. There is no separate boundary between the platform and the line, and the passenger is exposed to the risk of falling into the line by himself or others. Recently, a platform screen door is installed in each platform to prevent a passenger from falling off the platform to a safety accident when the train is completely stopped on the platform and the movable door installed on the screen is opened. In addition, human accidents are causing various safety accidents, such as the state of the door of the train, the state of the screen door, the driving situation, and the driving accident.

In order to solve such a problem, the present invention comprehensively judges the safe operation of a train, the state of a door of a train door, the state of a screen door, the entrance and exit of a platform safety platform, Which is capable of preventing a train signal from being transmitted to a train. It is another object of the present invention to provide a shock absorbing device for relieving an impact at a corner portion of a landing safety foot to increase the durability of the floor safety footrest.

In order to achieve the above object, a train signal control system (100) according to an aspect of the present invention includes an ATP receiving unit (111) for receiving a train running speed signal from an ATP paper box (101) installed in a ground ATP operating section; An ATC receiving unit 112 for receiving a train running speed signal from an ATC paper box 102 installed in an ATC operating section on the ground; A speed detection unit 114 for detecting the speed of running of the train 110; The traveling speed of the train 110 is compared with the speed signal received by either the ATC receiving unit 112 or the ATP receiving unit 111 and the traveling speed detected by the speed detecting unit 114 in the traveling period of the train 110 And when the maximum speed limit is received from the ground box in the speed reduction period so as to reduce the speed of the train 110 from a position distant from the train stop point of the landing area, And the opening and closing operations of the door and door of the train and the opening and closing operations of the screen door 124 on the ground are synchronized with each other at the time when the train 110 stops at the predetermined position An on-vehicle control unit 113 for controlling the on-vehicle control unit 113 to perform the on-vehicle control; And controls the driving of the screen door 124 through a screen door individual control panel 125 which controls the screen door 124 by generating a screen door opening and closing control signal in accordance with a signal received from the antenna on the ground side A platform screen door control unit 122 for transmitting a screen door opening and closing control signal to the onboard control unit 113 of the train 110 and a control unit 122 for controlling individual controls of the screen door individual control panel 125 and the platform safety footrest 130 And the screen door individual control panel 125 transmits an operation control signal of the platform safety footrest 130 to the platform safety footrest individual control panel 126 side, The platform safety footrest individual control panel 126 includes a ground system 120 that controls to transmit operational status information to the screen door individual control panel 125, The tension safety footrest 130 includes a frame 131 installed at a platform at the time of stopping the train 110 and a safety foot 132 installed in the space between the platform and the train, And a shock absorber 140 for relieving an impact at an edge portion of the platform safety footrest 130 in order to enhance the durability of the platform safety footrest 130. [

According to the above-described configuration, the present invention has an effect of preventing human accidents due to carelessness of an engineer after stopping a train station while the train is running. Further, the present invention has an effect of improving the safety consciousness of the passengers to be used by securing the safety and reliability of the train signal system. In addition, the present invention has an effect of minimizing the backward operation by train braking by setting a section for reducing the speed in advance so that the train can safely stop at the platform. In addition, the present invention can improve the durability and robustness of the platform safety footrest by constituting a shock absorber at the lower part of the platform safety footrest.

1 is a block diagram of a train signal control system for preventing a pedestrian safety accident according to an embodiment of the present invention,
2 is a diagram illustrating a signal control flow at the start of a train according to an embodiment of the present invention,
3 is a diagram showing a configuration of a system for compensating a train for preventing a safety accident of a landing pad according to an embodiment of the present invention,
4 is a perspective view illustrating a landing safety footrest according to an embodiment of the present invention,
5 is a cross-sectional view illustrating a shock absorber of a platform safety footrest according to an embodiment of the present invention.

Throughout the specification, when an element is referred to as "comprising ", it means that it can include other elements as well, without excluding other elements unless specifically stated otherwise.

FIG. 1 is a block diagram of a train signal control system for preventing a pedestrian safety accident according to an embodiment of the present invention, and FIG. 2 is a diagram illustrating a signal control flow at the start of a train according to an embodiment of the present invention. 1 and 2, a train signal control system 100 for preventing a pedestrian safety accident according to an embodiment of the present invention includes an ATP receiving unit 111, an ATC receiving unit 112, a ground control unit 113, a speed detecting unit 114 A train 110 having a stationary stop control unit 115, a braking unit 116 and a stationary stop confirmation sensor 117; an FSK terrestrial antenna 121; a platform screen door control unit 122; System 120 includes a system 123, a screen door 124, a screen door individual control panel 125, a platform safety foot individual control panel 126 and a platform safety footrest 130. The ATP receiver 111 receives the train speed signal from the ATP receiver 101 installed in the ground ATP operation section and transmits the received information to the onboard controller 113. When the ATP paper box 101 is detected by the track circuit of the train 110, the speed limit signal is transmitted to the ATP receiver 111 through the track circuit or the discontinuous transmission loop in the corresponding section. In addition, since the ATP system controls the train 110 to be stopped when the speed of the limited travel speed in the corresponding section is violated during the operation of the train 110, the ATP paper box 101 controls the operation of the train 110, And is not installed in the stopping section. Also, the ATC receiver 112 receives the train speed signal from the ATC receiver 102 installed in the ATC operation section on the ground, and transmits the received information to the onboard controller 113. That is, when the ATC receiver box 102 is detected by the track circuit of the train 110, the ATC receiver 102 transmits the speed limit signal to the ATC receiver 112 through the track circuit or the discontinuous transmission loop. In addition, since the ATC system controls to forcibly decelerate when the speed limit operation speed of the train 110 is violated in the operation of the train 110, the ATC support box 102 is installed only in the travel section of the train 110, It is not installed. The speed detection unit 114 detects the current speed of the train 110 and includes a speed generation unit 114b and a speed calculation unit 114a. When a pulse signal corresponding to the traveling speed of the train 110 is outputted from the speed generator 114b, the speed calculator 114a calculates the pulse signal according to the speed of the train 110 and outputs it to the on-board controller 113 . The on-board control unit 113 compares the limited travel speed signal received from either the ATP receiver 111 or the ATC receiver 112 with the speed of the train 110 detected by the speed detector 114, 110 is slower than the limited travel speed, the speed reduction control of the train 110 or the stopping of the train 110 is controlled.

In addition, in the stop section, a fixed position control signal for controlling the fixed position of the train 110 in accordance with the train operation information received from the ATP receiver 111 or the ATC receiver 112, And outputs it. Accordingly, the output correct stop pattern is transmitted to the correct stop control part 115, and the correct stop control part 115 controls the braking part 116 in accordance with the received correct stop pattern, Thereby stopping it in the position.

The on-vehicle control unit 113 outputs the PSD control signal at a proper time based on the occurrence information of the stationary control pattern and the reception information from the ATP receiving unit 111 or the ATC receiving unit 112 in the stopping period, Closing the opening and closing of the door and the opening and closing operations of the PSD 124 can be performed in synchronization with each other. Also, the on-board control unit 113 collects the sensing signal input from the positive stop position confirmation sensor 117, the ATC / ATO door release information, the door state of the train 110, the operation mode and the door mode, 124). The FSK train antenna 118 transmits / receives a signal received from the on-board control unit 113 to / from the terrestrial system 120 and transmits / receives a signal modulated by a frequency shift keying (FSK) modulation method. The landing screen door control unit 122 generates a PSD open / close command in accordance with a signal received from the FSK ground antenna 121 and inputs it to the PSD 124. The PSD open / And notifies the overall control system 123 of the status. The landing screen door control 122 includes a database of failure and malfunction information and inverse information of the PSD 124. Signals input and output between the landing screen door control unit 122 and the FSK terrestrial antenna 121 are modulated by the FSK modulation method. In addition, the screen door 124 is opened / closed in association with the train door / door in accordance with the PSD open / close command received from the landing screen door control unit 122.

Also, the comprehensive control system 123 outputs corresponding information on malfunctions and malfunctions to the landing screen door control unit 122, based on the information notified from the landing screen door control unit 122. Also, the platform safety footrest 130 removes a gap between the platform and the train while being automatically drawn out when the train 110 enters the platform. The platform safety footrest 130 is provided at each riding point of the train 110 and is provided with a rectangular rectangular frame shaped frame having a predetermined space formed therein at each riding point, It has a possible structure. The platform safety footrest individual control panel 126 is electrically connected to the platform safety footrest 130 to control the driving of the platform safety footrest 130 and to interface with other devices. The platform safety platform individual control panel 126 also interfaces with the screen door individual control panel 125 that controls the screen door 124 to control the platform safety platform 130.

Also, the screen door individual control panel 125 controls the operation of the platform safety footrest 130 to output an operation control signal to the platform safety footrest individual control panel 126 side. Further, the platform safety footrest individual control panel 126 controls the operation state information to be output to the screen door individual control panel 125 side. In addition, the screen door individual control panel 125 and the platform safety platform individual control panel 126 are interlocked with each other. Detection of the fixed position of the train -> Depositing safety platform -> Opening the screen door -> Closing the screen door -> Entering the platform safety platform As shown in FIG. In addition, the platform screen door control unit 122 transmits an opening control signal of the screen door 124 to the screen door individual control panel 125 as the train 110 enters the platform and stops at a predetermined position. In addition, the screen door individual control panel 125 which receives the opening control signal transmits the drawing control signal to the platform safety floor individual control panel 126, and then performs the opening control process of the screen door 124 so that the passenger can safely .

When the passenger finishes getting on and off, the platform screen door control unit 122 transmits a closing control signal of the screen door 124 to the screen door individual control panel 125. [ The screen door individual control panel 125 that has received the close control signal performs the close control of the screen door 124 and performs the closing completion operation so that the movable door of the screen door 124 is completely closed. In addition, the screen door individual control panel 125 transmits a pull-in control signal to the platform safety floor individual control panel 126 upon completion of the closing of the screen door 124 to control the floor safety floorboard 130 to be pulled in.

In order to prevent the train 110 from illegally starting from the platform, the onboard control unit 113 sequentially receives the control signal and then departs the train 110. The contact signal of the front track circuit relay, the fall of the magnetic track circuit relay The contact signal and the contact signal of the signal relay are sequentially received at predetermined time intervals and finally the door 110 is closed by receiving the closing control signal of the screen door 124. [ When the landing safety footrest 130 is completely received by the landing screen door control unit 122 and receives the entry control signal of the landing safety footrest 130 from the landing safety footrest individual control board 126, Lt; / RTI >

In other embodiments, the on-vehicle control unit 113 controls the contact signal S100 of the front track circuit relay, the falling contact signal S102 of the magnetic track circuit relay, the contact signal S104 of the signal relay, A signal S106 and an incoming control signal S108 of the landing safety footrest 130 at predetermined time intervals and then controls the train 110 to start. Also, when the platform safety footrest 130 is pulled out when the train 110 enters or leaves the platform, there is a risk of collision with the train 110, so that entry or departure of the platform of the train 110 can be restricted .

FIG. 3 is a diagram showing a configuration of a system for compensating a train for preventing a pedestrian safety accident according to an embodiment of the present invention. 3, a system for driving a train 110 according to an embodiment of the present invention includes a first speed reduction section including a first relay 30 and a first paper box 32, a second speed reduction section including a second relay 40, A second speed reduction section including the second paper box 42 and a second speed reduction section including the first landing gear 10, the third relay 11, the third paper box 12, the second landing gear signal 20, (21), and a fourth paper box (22). The first speed reduction section is located in front of the train stop point 300m ahead to reduce the speed of the train 110. The second speed reduction section is located 200m ahead of the train stop point, It is a section to reduce the speed. In addition, the first speed reduction section and the second speed reduction section reduce the speed of the train 110 from a distance from the train stop point to prevent the train 110 from passing over the platform and driving backward. The first relay 30 and the second relay 40 control operation information of the first paper box 32 and the second paper box 42. The first landing gear signal 10 controls the signal for the train 110 entering the landing track circuit.

The first landing gear signal 10 is connected to the third relay 11 and the third relay 11 controls the operation information of the third land box 12 and the second landing gear signal 20 is connected to the landing track circuit And controls the signal for the train 110 stopping at the train. The second landing gear signal 20 is connected to the fourth relay 21 and the fourth relay 21 controls the operation information of the fourth land box 22. The first paper box 32, the second paper box 42, the third paper box 12 and the fourth paper box 22 may be formed by an LC resonance circuit composed of a coil and a capacitor, Resonance is caused by the energy that oscillates on the car when it passes over the box, generating the natural frequency (driving information). The third relay 11 and the fourth relay 21 are connected to the third ground box 12 and the fourth ground box 22 via the first landing area signal 10 and the second landing area signal 20, ) Is modulated.

The on-road control unit 113 compares the maximum limit speed with the speed detected by the speed detection unit 114 when receiving the maximum limit speed from the first paper box 32 and the second paper box 42 Thereby controlling the traveling speed of the train 110. For example, a train can be safely parked on the platform by limiting the maximum speed limit of the train at 300 m ahead of the train stop point to 60 to 70 km / h or limiting the maximum speed limit of the train at 200 m / The speed can be reduced in advance so as to be stopped.

FIG. 4 is a perspective view showing a platform safety footrest according to an embodiment of the present invention, and FIG. 5 is a cross-sectional view illustrating a shock absorber of a platform safety footrest according to an embodiment of the present invention. 4, the platform safety footrest 130 according to the embodiment of the present invention is installed in the frame 131 installed at the platform and at the front of the frame 131 at the time of stopping the train 110, And a safety footrest 132 that is installed on the floor and serves as a footrest. In addition, the platform safety footrest 130 is required to transmit and receive a control signal in conjunction with the platform safety footrest individual control panel 126. However, since the platform safety footrest 130 is stepped on by a large number of passengers, durability may be problematic and internal component parts may fail. In order to enhance the durability of the landing safety footrest 130, the landing safety footrest 130 further includes a shock absorbing device 140 for mitigating the impact at four corners.

The shock absorber 140 further includes a reinforcing rib 144 formed at the outermost portion of the frame 131, an engaging portion 143 fitted and fixed between the reinforcing rib 144 and the upper surface of the frame 131, A buffer member 160 formed on the lower surface of the frame 131 and extending in the vertical direction of the cylinder member 150. The cylinder member 150 is formed in the inner space 141 of the cylinder 131, . The cylinder member 150 includes a piston 151 formed at the upper end of the inner space 141 of the frame 131 and a cylinder 154 through which a part of the piston 151 penetrates and is coupled to the inside. A cap 152 is provided on the upper surface of the cylinder 154 to prevent the piston 151 from being separated from the piston 154. The cap 152 is installed to seal the inside of the cylinder 154, 152a so as to prevent the piston 151 from coming off.

A spring member 155 is engaged between the lower end of the piston 151 and the protrusion 156 formed at the lower end of the cylinder 154. The spring member 155 functions to mitigate an impact load applied to the frame 131. A plurality of insertion grooves are formed on the outer side of the lower end of the piston 151 and a cylindrical ring 153 is inserted into the insertion groove. The piston 151 can be kept in a hermetic state with the inner wall of the cylinder 154 through the counter-

The impact force applied to the frame 131 through the compressed air generated by the geometric ring 153 as well as the compression action of the spring member 155 when the piston 151 retracts inside the cylinder 154 The buffer part 160 is made of a synthetic resin material and is formed on the lower surface of the frame 131 and has a ventilation part 161 for sucking and discharging air therein when it is compressed and stretched, And an adsorption plate 162 at a lower portion of the air vent 161. One or more curved reinforcing protrusions 163 and 164 are formed on one side of the lower surface of the frame 131.

The reinforcing protrusions 163 and 164 are formed in such a manner that the cushioning legs 160 are contracted due to an impact load applied to the frame 131 and the reinforcing protrusions 163 and 164 are elastically deformed on the bottom surface when the frame 131 is elastically deformed. And the shock absorber 140 absorbs an impact load applied to the frame 131 due to the cylinder member 150 and the buffer 160 to absorb the shock load applied to the platform safety footrest 130 Durability and robustness can be improved.

The embodiments of the present invention described above are not implemented only by the apparatus and / or method, but may be implemented through a program for realizing functions corresponding to the configuration of the embodiment of the present invention, a recording medium on which the program is recorded And such an embodiment can be easily implemented by those skilled in the art from the description of the embodiments described above.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the invention is not limited to the disclosed exemplary embodiments, It belongs to the scope of right.

100: train signal control system 110: train
111: ATP receiver 112: ATC receiver
113: Ground control unit 114: Speed detection unit
115: Exact stop control section 116:
117: Positive stop detection sensor 120: Ground system
121: FSK ground antenna 122: platform screen door control
123: Integrated control system 124: Screen door
125: Screen door individual control panel 126: Platform safety foot control panel
130: platform safety footrest 140: shock absorber

Claims (3)

delete A train signal control system for safe operation on a platform through interlocking of a safety footrest and a screen door,
The train signal control system for safe operation on the platform through interlocking of the safety footrest and the screen door,
Is detected by the track circuit of the train from the ATP paper box 101 installed in the ground ATP operating section and receives the train running speed signal through the track circuit or the discontinuous transmission loop and transmits the received information to the on- An ATP receiving unit 111;
Is detected by the track circuit of the train from the ATC paper box 102 installed in the ATC operating section on the ground and receives the train running speed signal through the track circuit or the discontinuous transmission loop and transmits the received information to the on- An ATC receiving unit 112;
And a speed calculation unit 114a which detects the running speed of the train 110 traveling and outputs a pulse signal corresponding to the traveling speed of the train in the speed generation unit 114. In the speed calculation unit, A speed detection unit 114 for calculating a speed of operation according to the speed of the vehicle and transmitting the calculated speed to the onboard control unit;
The speed of the train 110 is compared with the speed signal received from either the ATC receiver 112 or the ATP receiver 111 and the speed detected by the speed detector 114 in the travel period of the train 110, And controls the first relay 30 and the first ground box 32 so as to reduce the speed of the train 110 from a position distant from the train stop point of the landing platform and prevent the train from passing over the landing platform, ) And the second speed reduction section including the second relay 40 and the second paper box 42, when the maximum speed limit is received from the paper box, the maximum limit speed The control unit 110 controls the traveling speed of the train 110 in comparison with the traveling speed detected by the speed detecting unit 114 and controls the traveling speed of the train 110 based on the constant position control pattern information in the stopping interval and the reception control information in the ATP receiving unit 111 or the ATC receiving unit 112 Closing of the door and door of the train and opening and closing operations of the screen door 124 on the ground are synchronized with each other according to the time when the train 110 stops at a predetermined position on the basis of the signal of the front track circuit relay, A falling contact signal of the magnetic circuit relay, a contact signal of the signal relay, a closing control signal of the screen door 124, and a pull-in control signal of the landing safety footrest 130 at predetermined time intervals, A train (110) including an on-board control section (113) for controlling the start of the train (110);
Controls the driving of the screen door 124 through a screen door individual control panel 125 that controls the screen door 124 by generating a screen door opening and closing control signal in accordance with a signal received from the antenna on the ground side, A platform screen door control unit 122 for transmitting a screen door opening and closing control signal to the onboard control unit 113 of the train 110 and a control unit 122 for controlling the individual controls of the screen door individual control panel 125 and the platform safety footrest 130. [ And the screen door individual control panel 125 transmits an operation control signal of the platform safety platform 130 to the platform safety platform individual control panel 126 side, The safety foot individual control panel 126 includes a ground system 120 that controls to transmit operating status information to the screen door individual control panel 125;
And a safety footrest 132 which is installed in the platform 131 when the train 110 stops and a safety footrest 132 which is drawn in or drawn out from the frame 131 and installed between the platform and the train to act as a footrest, And a platform safety footrest 130 configured to include a shock absorber 140 for alleviating an impact on an edge portion of the platform safety footrest 130 in order to enhance the durability of the platform safety footrest 130,
The impact shock absorber 140 is a shock absorber,
A reinforcing rib 144 formed at the outermost portion of the frame 131, a fitting portion 143 fitted and fixed between the reinforcing rib 144 and the upper surface of the frame 131, And a buffer member 160 formed on the lower surface of the frame 131 and extending in the vertical direction of the cylinder member 150, The cylinder member 150 includes a piston 151 formed at an upper end of the inner space 141 of the frame 131, a cylinder 154 through which a part of the piston 151 passes, A spring member 155 is coupled to a lower end of the cylinder 151 and an inner lower end of the cylinder 154. The buffer 160 is formed on the lower surface of the cylinder 154, A ventilation hole 161 for sucking and discharging air therein, and a suction plate 162 The train signal control system for safe operation at a platform through interlocking of a safety footrest and a screen door.

3. The method of claim 2,
On one side of the lower surface of the frame 131,
One or more curved reinforcing protrusions 163 and 164 are formed so that the cushioning part 160 is contracted and the reinforcing protrusions 163 and 164 are supported on the bottom surface when the frame 131 is elastically deformed And a shock absorber to reduce the impact load. The railway signal control system for safe operation at the platform through interlocking of the safety footrest and the screen door.
KR1020160039272A 2016-03-31 2016-03-31 System for Controlling Train Signal with linking Safety Foothold and Screen Door KR101654348B1 (en)

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101940649B1 (en) * 2018-07-24 2019-01-21 주식회사 씨디에이 Subway safety step apparatus having simple structure
KR102533503B1 (en) 2022-10-13 2023-05-16 윤명균 Safety footrest protection system and method of safety footrest protection for railway platform

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KR20120118653A (en) * 2011-04-19 2012-10-29 샬롬엔지니어링 주식회사 Train running controll system
KR20130003095A (en) * 2011-06-30 2013-01-09 현대엘리베이터주식회사 Interlocking control system for mechanical gap filler and platform screen door

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KR20110000272A (en) * 2009-06-26 2011-01-03 샬롬엔지니어링 주식회사 Atc/ato onboard system for a train
KR20120118653A (en) * 2011-04-19 2012-10-29 샬롬엔지니어링 주식회사 Train running controll system
KR20130003095A (en) * 2011-06-30 2013-01-09 현대엘리베이터주식회사 Interlocking control system for mechanical gap filler and platform screen door

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR101940649B1 (en) * 2018-07-24 2019-01-21 주식회사 씨디에이 Subway safety step apparatus having simple structure
KR102533503B1 (en) 2022-10-13 2023-05-16 윤명균 Safety footrest protection system and method of safety footrest protection for railway platform

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