KR101769441B1 - Adjacent train discovery and ATP handover for train-to-train based train control system - Google Patents

Abstract

The present invention relates to a system and method for adjacent train search and ATP handover in a train-to-train connection based train control system. The present invention provides a method for adjacent train search and ATP handover in a train-to-train connection based train control system capable of safely controlling a train through integrity management of train-to-train communication in the train-to-train connection based train control system, simplifying a ground facility by absorbing the ground facility on a vehicle without affecting a safety level of the other device by performing the management of train-to-train communication connection which is a safety function in an on-board ATP, and flexibly dealing with changes in operations such as the expansion of routes or the increase of input trains. The method for adjacent train search according to the present invention includes a first step of initializing a position of a driving train, a second step of transmitting a response request message, a third step of receiving a unicast address, and a fourth step of periodically receiving position and course information of a preceding train.

Description

{Adjacent train discovery and ATP handover for train-to-train based train control system}

The present invention not only enables safe train control through integrity management of inter-train communication in a train-to-rail connection-based train control system, but also manages the communication connection between trains, which is a safety function, in the on- The present invention relates to a method for searching for a neighbor train and an ATP handover in a train-based inter-train train control system capable of flexibly responding to changes in operation, such as expansion of routes or increase of input trains, by simplifying ground equipment by absorbing ground equipment.

Generally, a railway car is a large-scale transportation means for transporting a lot of cargo or passengers, and a railway car is equipped with various and complex forms of train control system for safe operation along the railway.

At this time, the train control system adopts a complicated system configuration so that various monitoring and control can be carried out so as to be responsible for the safe operation of the train. In order to ensure the safe operation of the train, it is very important to secure the safety distance and the safe speed between the train An example of this is proposed in Japanese Patent Registration No. 10-1449742. This is related to a train spacing control apparatus, in which a device capable of measuring the position and speed of a preceding train on a train in real time is attached to the train in a radio communication based train control system, and the on- And the safety interval is calculated using the value of the preceding train speed position so that the train interval control between the preceding train and the trailing train can be automatically performed without human intervention in a range in which the vehicle can travel in a close range.

The system for controlling the train spacing based on the conventional wireless communication is shown in FIGS. 1 and 2. FIG. A wireless communication based train control system such as a conventional CBTC (Communication Based Train Control) performs safe interval control of a train based on control information between an onboard system and a ground system as shown in FIG.

In other words, it has a triangular-path control path that provides the authority to move the train and the velocity profile from the ground to the ground based on the real-time location report of the train.

On the other hand, the inter-train connection-based train control system has a direct-path control path that determines the ownership and velocity profile of the train itself based on the location report of the preceding train without the ground control system. The function of searching and registering a train that is geographically close to a train-based connection-based train control system should be managed by a safety function.

If the preceding train is not recognized, a collision accident may occur as shown in FIG.

In addition, the connection-based train control system between trains must maintain the integrity of the connection in case the train connection should be changed due to branching or failure of the train.

Reference 1: Registration No. 10-1449742

SUMMARY OF THE INVENTION Accordingly, the present invention has been made to solve the above problems, and it is an object of the present invention to provide a method and apparatus for searching and registering a train that is geographically close to a train based on the position and route of the train itself, The present invention provides a method of performing an ATP handover between trains when a change of connection due to a failure occurs.

In order to solve such a technical problem,

A first step of initializing the position of the ground ATS when a start command of the ground ATS is received by the on-board ATP of the train; A second step of transmitting a response request message requesting a response to all other trains of the route by using the multicast address of the previously stored route; A third step of receiving the response message including the location, the career information, and the unicast address from all the other trains through the unicast address; And the traveling train orders the registration request including the unicast communication address by searching for a preceding train closest to itself by arranging the response message received from all the trains on the basis of the position and the career information, And a fourth step of receiving the position and the career information in the inter-train connection based train control system.

In this case, the response request message of the second step includes location and career information together with its own unicast address.

The response message in the third step includes an address table of a preceding train and a trailing train connected to the response message.

The fourth step compares the address table received from each train to determine whether the received response message is missing.

In the fourth step, if the address table of the preceding train is missed due to the failure of the preceding train, it is determined that a communication failure has occurred in the preceding train, and periodic state information is transmitted to the control ATS.

The fifth step further includes a fifth step of transmitting a registration cancel message to a trailing train and receiving a response message of a trailing train when a trailing train registered in the trains is terminated, .

If the reception of the location information from the preceding train is stopped during the set time after the fourth step, the controller checks the integrity of the communication connection to check the failure of the preceding train, stops within the previously calculated movement authority, And a sixth step of receiving a restart command for the mission from the server.

The present invention also provides

A first step in which, when the traveling train starts to reach a predefined branching area to branch from the current course to the other course, the traveling train transmits a handover notification message to the trailing train as the oncoming ATP; A second step of confirming that the traveling train is not occupied by another train before the movement authority extends to the inside of the branching area; A third step of transmitting a response request message using a multicast address in order to find a new preceding train on a route to be branched; The traveling train receives a response message of other trains, finds a new preceding train on a route to be branched, applies for a registration request including a unicast communication address, periodically receives position and career information from the new preceding train Step 4; A fifth step of requesting the previous preceding train to cancel the connection when the traveling train enters the branching area; And a sixth step of normally finishing the branch when the trains of the train are out of the trailing area of the train and sending a registration release message to the trains of trains and receiving a response message from the trains of trains. ATP handover method in an inter-connection-based train control system.

In the first step, the handover notification message includes an ID of a neighboring train that is currently receiving its location information and a unicast communication address.

In the first step, when the trailing train receives the handover notice message of the traveling train, it performs a registration request with the adjacent preceding train.

According to the present invention, not only safe train control through integrity management of inter-train communication is possible in the inter-train connection-based train control system, but also management of inter-train communication connection as a safety function is performed in on- There is an advantage not to give.

In addition, the present invention can simplify the ground equipment by absorbing the ground equipment at the time of constructing the wireless communication-based train control system, and flexibly cope with the change of the operation such as the expansion of the route or the increase of the input train, Simplification of the facility also has the effect of reducing installation and maintenance costs.

FIG. 1 is a diagram illustrating a typical train-to-train (T2T) train-centric train control system configuration and a train gap control path (triangular-path).
2 is a diagram illustrating a train collision situation due to a linear connection error between trains in a conventional inter-train connection-based train control system.
FIG. 3 is a view for explaining a process of sharing information between trains according to a new input of a traveling train in a train-to-rail connection-based train control system according to the present invention.
FIG. 4 is a diagram illustrating a communication connection address table of a train in a train-to-rail connection-based train control system according to the present invention.
FIG. 5 is a view for explaining a process of confirming integrity of a communication through sharing an address table of a train in a train-based connection-based train control system according to the present invention.
FIG. 6 is a diagram for explaining a process when a failure occurs in a preceding train in a train-based connection-based train control system according to the present invention.
7 is a diagram for explaining a handover notice and a new registration process due to a branching situation of a traveling train in a train-based connection-based train control system according to the present invention.
FIG. 8 is a view for explaining a process of reporting location information when a train is branched in a train-based connection-based train control system according to the present invention.
9 is a view for explaining a process of receiving a response message to a response request message of a traveling train at the time of branching of the traveling train in the inter-train connection based train control system according to the present invention.
FIG. 10 is a diagram for explaining a process of requesting a de-registration with a previous preceding train after branch entry of a traveling train in a train-to-rail connection-based train control system according to the present invention.
11 is a diagram for explaining a process of unregistering a trains with a trailing train after branching in a train in the inter-train connection-based train control system according to the present invention.
FIG. 12 is a view for explaining a handover completion status of a branching situation of a traveling train in a train-to-rail connection-based train control system according to the present invention.

Hereinafter, the features of the present invention will be described in detail with reference to the accompanying drawings, in which a neighbor train search and an ATP handover method in a train-based connection-based train control system according to the present invention is illustrated.

Prior to this, terms and words used in the present specification and claims should not be construed as limited to ordinary or dictionary terms, and the inventor should appropriately interpret the concepts of the terms appropriately It should be interpreted in accordance with the meaning and concept consistent with the technical idea of the present invention based on the principle that it can be defined.

Therefore, the embodiments described in the present specification and the configurations shown in the drawings are only the most preferred embodiments of the present invention, and not all of the technical ideas of the present invention are described. Therefore, It should be understood that various equivalents and modifications may be present.

In the inter-train connection-based train control system according to the present invention, the neighbor train search and ATP handover method searches for and registers a train that is geographically close to the train based on the position and route of the train itself by the train- A ground system for monitoring train information received from a plurality of trains (T) running on the ground and operated on the ground to perform ATP handover between trains when a connection change due to branching and failure of a preceding train occurs, (T) is equipped with an on-board system for communication between the train (T).

At this time, the ground system is constituted by an ATS (Automatic Train Supervision) for control, and the on-board system comprises an on-board ATO for performing acceleration / deceleration control of a train with an onboard system of a train T, (ATP) that carries out communication with a train, and a reader (Reader) for recognizing a tag / balise such as a tag or a cover for providing positional information provided along the track. do.

Hereinafter, with reference to FIG. 3 to FIG. 12, a process of searching for a neighbor train and an ATP handover in a train-based connection-based train control system according to the present invention will be described. In this case, the train starts with the commencement order of the ATS for the control, and the data communication between the trains is based on the on-board ATP constituting the on-board system of the train.

At this time, the onboard ATP of the trains T (n), T (n-1) and T (n-2) performs both multicast and unicast communication.

First, with reference to FIG. 3 to FIG. 5, the registration process S1 according to the start of the mission of the train will be described.

At this time, in step S1, the running train is set to T (n), and the preceding train is set to T (n-1).

When the train T (n) is newly inserted, the on-board ATP initializes its position by moving the train to the starting point of the business line starting from the commencement command of the ground ATS.

3, all the other trains T (n-1), T (n-1), and T (n-1) 2), and so on.

At this time, the response request message includes location and career information together with its own unicast address.

On the other hand, all of the trains T (n-1) and T (n-2) operating on the route are informed of their location, route information, and unicast by the unicast address of the train T (n) And transmits a position report (PR) including the address.

At this time, as shown in FIG. 4, all trains T (n-1) and T (n-2) operating on the current train and the current train T (n) AT) together.

Accordingly, the response message includes an address table (AT) of the preceding train and the trailing train connected thereto.

The operation train T (n) aligns with the position and the career information from the response message received from all the trains T (n-1) and T (n-2) Find the preceding train.

At this time, the train T (n) compares the address table (AT) received from each of the trains T (n-1) and T (n-2) to determine whether or not the received response message is missing.

If the nth train T (n) is newly inserted, a response message is received from all the trains T (n-1) and T (n-2) operating on the route. Similarly, an address table (AT) for the communication connection of all the trains T (n-1) and T (n-2) is received.

At this time, TD (n) of the address table (AT) means the communication address (unicast IP address of the train) of the nth inserted train T (n) and the unique train number.

TD (n) = {Train ID of T (n), unicast_IP of T (n)}

In this case, if the nth train T (n) is the most recently inserted train, the trailing train address has a null value since there is no trailing train as shown in FIG.

On the other hand, the driving train T (n) aligns with the position and the career information from the response message received from all the trains T (n-1) and T (n-2) n-1).

At this time, the driving train T (n) sends its unicast communication address to the preceding train T (n-1) and periodically receives the position and the course information of the preceding train T (n-1).

That is, when the registration request message is received from the driving train T (n), the preceding train T (n-1) periodically transmits the position and the career information of the preceding train T (n-1) do. The train T (n) calculates its own movement authority based on the position information received from the preceding train T (n-1), calculates the velocity profile based on the track information, and posts the operation.

At this time, if the train T (n) fails to receive the position information from the preceding train T (n-1) for a predetermined time, the train T (n) controls the train to stop safely within the previously calculated movement authority.

Hereinafter, a communication connection integrity check procedure (S2) in a train in operation will be described with reference to FIGS. 5 and 6. FIG.

At this time, the communication connection integrity checking process S2 is performed after performing the process S1, and the operating train is defined as T (n) and the preceding train is defined as T (n-1).

If all the trains T (n), T (n-1), and T (n-2) that operate on the first line are required to check the connection status between the trains, If the train does not receive it, when it is requested by the train in the handover situation between the trains, etc.), the communication connection table of all the trains is shared using the multicast communication address.

Therefore, if address table information is not received due to communication or system error from one or more trains, the information of the train can be checked.

For example, if the train T (n) does not receive the address table (AT) of the preceding train T (n-1) due to the failure of the preceding train T (n-1) n-1 address table TA is missing as shown in FIG.

That is, the preceding train in the address table TA of the service train T (n) is T (n-1) and the trailing train in the address table received from the previous preceding train T (n-2) Able to know.

Therefore, it is known that the address table corresponding to the preceding train T (n-1) is missing from the received address table TA and that there is a problem in the communication connection of the preceding train T (n-1) of the train T (n) . Accordingly, the traveling train T (n) reports that the communication failure of the corresponding train occurs when periodic state information is transmitted to the control ATS.

Next, the registration canceling process (S3) of the train according to the end of the train operation will be described.

In this case, the de-registration process S3 is performed after performing step S1, and the operation train is defined as T (n-1) and the trailing train is defined as T (n).

The first-priority train T (n-1) transmits a de-registration message to the trailing train T (n) when there is a trailing train T (n) Such a deregistration message may be implemented as a separate message, or it may be implemented as a field in a location report message transmitted periodically.

Thus, the trailing train T (n) sends a response message when it receives a deregistration message from the train T (n-1) and the train T (n-1) And continuously transmits a deregistration message to the trailing train T (n). In this case, the calculation of the right of the trailing train T (n) which has received the deregistration message due to the end of the running of the running train T (n-1) is performed independently of the position of the preceding running train T (n-1) Is defined.

Hereinafter, a communication connection management process S4 according to the failure state of the train will be described.

In this case, the communication connection management process S4 is performed after performing the process S1, and the operation train is defined as T (n) and the preceding train is defined as T (n-1).

When the reception of the positional information from the preceding train T (n-1) is stopped for the predetermined time, the running train T (n) confirms the integrity of the communication connection and the corresponding preceding train T (n-1 ), And stop safely within the previously calculated movement rights. Thereafter, the following process is performed depending on whether the preceding train T (n-1) is restored.

First, the following process is performed in the recovery completion status of the fault train.

When the recovery of the faulty train is completed by the operator, the recovered train reads the ground by the operator and performs initialization of the location, and uses multicast communication to find nearby preceding trains and trains that are in the same course as themselves. The neighboring trains report their position to the preceding trains and perform the initial registration process (S1) again. In FIG. 7, if the failure situation of the preceding train T (n-1) occurs, even though the train completes the restoration, the communication address table for the neighbor train previously owned can not be used. For example, the previous preceding train T (n-2) of the preceding train T (n-1) may diverge to another course and not be in the same course.

Next, the following process is performed in the case where the fault train can not be recovered.

If the preceding train T (n-1) has been excluded from the operating route because the recovery of the preceding train T (n-1) in which the fault situation has occurred is not possible, the control ATS will issue a delete command Train deletion to the train of the route to the multicast address. (N) (assuming that the trains of the preceding train are stationary at the time of non-reporting of the position of the preceding train and the trains of the trains are in a stopped state in the case of a fault) Delete the train from the table (TA). The ATS can check the status information of the railroad train periodically transmitting that the corresponding train table has been deleted, and sends a restart command of the mission after confirmation.

Since the train T (n) knows its position, it uses multicast communication to find another adjacent train and trains that are in the same course as the train itself. The trains T (n) report their position to the neighboring trains and perform the registration process (S1) again for the preceding trains.

That is, when a command to restart the mission is received from the control ATS in the train T (n), the neighboring train and the trailing train are found by using the multicast communication, and then their position information is transmitted to the following train. The message is transmitted and registered.

Hereinafter, a communication connection management (handover) process (S5) in a branching situation will be described with reference to FIG. 8 to FIG.

In this case, the communication connection management (handover) step S5 is performed after performing step S1, and the trailing train is defined as T (n) and the train is defined as T (n-1) .

Referring to FIG. 8, the train first determines its own course. The limit of movement of the corresponding train T (n-1) is set to a branching area (a predefined area reflecting the contact limit of the train) ( SA), the trains T (n-1) notice the handover to the trains T (n). In this case, the handover notification message of the train T (n-1) includes the ID of the neighboring train T (n-2) currently receiving the position information and the unicast communication address.

When the trailing train T (n) receives the handover notification message of the train T (n-1), the trailing train T (n) performs the registration request with the adjacent preceding train T (n-2).

At this time, the trailing train T (n) receives positional information from both the traveling train T (n-1) and the preceding preceding train T (n-2) until the traveling train T And selects the most restrictive position (the position of the train closest to itself).

On the other hand, referring to FIG. 9, the traveling train T (n-1) confirms that the corresponding branching area SA is not occupied by another train before the movement authority expands to the inside of the branching area SA. A response request message (RR) is transmitted using a multicast address in order to find a preceding train T (k-1) on a route L2 to be branched, and a position response (PR) And finds his new preceding train T (k-1) on the route L2 to be branched.

Then, the traveling train T (n-1) registers itself by sending its unicast communication address to the new preceding train T (k-1), periodically thereafter from the new preceding train T (k- T (k-1) and the career information.

10, when the traveling train T (n-1) enters the branch area SA and enters the new route L2, it is no longer influenced by the position of the preceding preceding train T (n-2) (N-2) since the preceding train T (n-2) is not used. In this case, the traveling train T (n-1) requests de-registration until it no longer receives the location report message from the previous preceding train T (n-2).

Then, as shown in Fig. 11, when the trailing end of the train T (n-1) completely exits the branching area SA, it transmits a registration release message to the trailing train T (n). At this time, the traveling train T (n-1) continuously transmits a deregistration message until a response message is received from the trailing train T (n).

12, when the response message is received from the trailing train T (n), the traveling train T (n-1) completes the branching normally and thereafter the position of the new preceding train T (k-1) Only career information is received.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit or scope of the invention. The scope of protection of the present invention should be construed under the following claims, and all technical ideas within the scope of equivalents thereof should be construed as being included in the scope of the present invention.

AT: address table L1, L2: career path
(N-1), T (n-2), and T (k-1)

Claims (10)

A first step of initializing the position of the ground ATS when a start command of the ground ATS is received by the on-board ATP of the train;
A second step of transmitting a response request message requesting a response to all other trains of the route by using the multicast address of the previously stored route;
A third step of receiving the response message including the location, the career information, and the unicast address from all the other trains through the unicast address; And
The traveling train aligns with the location and the career information from the response message received from all of the trains to search for a preceding train closest to itself and applies for a registration request including a unicast communication address, And a fourth step of receiving the location information and the route information.
The method according to claim 1,
Wherein the response request message of the second step includes location and career information together with its own unicast address.
The method according to claim 1,
Wherein the response message in the third step includes an address table of a preceding train and a trailing train connected to the response message in the third step.
The method according to claim 1,
Wherein the fourth step compares address tables received from the respective trains to determine whether the received response message is missing or not.
The method according to claim 1,
Wherein when the address table of the preceding train is missing due to a failure of the preceding train, it is determined that a communication failure has occurred in the preceding train and the periodic state information is transmitted to the control ATS A method for locating adjacent trains in a control system.
The method according to claim 1,
And a fifth step of transmitting the registration release message to the trailing train and receiving a response message of the trailing train when the trains are completed, Neighboring train search method in connection - based train control system.
The method according to claim 1,
If the reception of the location information from the preceding train is stopped during the set time after the fourth step, the integrity of the communication connection is confirmed to check the failure of the preceding train, stop within the previously calculated movement authority, Further comprising a sixth step of receiving a restart command of the neighboring train in the inter-train connection based train control system.
A first step in which a traveling train transmits a handover notification message to a trailing train when the traveling train starts arriving at a predefined branching area to branch from the current course to another course;
A second step of confirming that the traveling train is not occupied by another train before the movement authority extends to the inside of the branching area;
A third step of transmitting a response request message using a multicast address in order to find a new preceding train on a route to be branched;
The traveling train receives a response message of other trains, finds a new preceding train on a route to be branched, applies for a registration request including a unicast communication address, periodically receives position and career information from the new preceding train Step 4;
A fifth step of requesting the previous preceding train to cancel the connection when the traveling train enters the branching area; And
And a sixth step of normally completing the branching when the trains of the train are out of the trailing area of the train and sending a registration release message to the trailing train and receiving a response message from the trailing train. ATP handover method in connection - based train control system.
9. The method of claim 8,
Wherein the handover announcement message includes an ID of a neighboring neighboring train and a unicast communication address of the neighboring neighboring train that is currently receiving the location information.
9. The method of claim 8,
Wherein the trailing train in the first step performs a registration request to a neighboring train when it receives a handover notification message of a traveling train.

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