KR101834854B1 - train-centric electronic interlocking system for connected train based autonomous train control system and the method thereof - Google Patents

Abstract

The present invention relates to an on-board-based interlocking system for a train-to-rail connection-based autonomous train control system and a method thereof. In order to reduce the installation and maintenance cost of the system, it is possible to reduce the installation and maintenance cost of the system based on the on-board EIS, Based interlocking system and a method thereof for a train-to-rail connection-based traction control system that can simplify a control path and flexibly cope with operational changes as the ground equipment of the system is absorbed into a vehicle.

Description

TECHNICAL FIELD [0001] The present invention relates to a train-based interlocking system for a train-based autonomous train control system,

The present invention relates to an on-board-based interlocking system and method for an inter-train connection-based autonomous train control system, and more particularly, to a system and method for inter- Based interlocking system and its method in a train based autonomous train control system.

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. The present invention relates to a train spacing control apparatus and, in a conventional ground-based radio communication-based train control system, it is impossible to transmit / receive direct control information between a trailing train and a preceding train.

Therefore, a device capable of measuring the position and speed of the preceding train in real time is attached to the vehicle, and the on-board system calculates the safety interval using the movement authority received from the ground system and the value of the preceding train speed position measured on the train A configuration is proposed in which the train interval control between the preceding train and the trailing train is automatically performed without human intervention in a range in which the vehicle can travel in a close range.

Among such conventional wireless communication-based train control systems, a ground-based wireless communication-based train control system such as a CBTC (Communication Based Train Control) Control is performed.

However, since it relies on a centralized control system such as an ATP (Automatic Train Protection) and an EIS (Electronic Interlocking System) to manage all the trains in the jurisdiction area on the ground, . Therefore, it is necessary to expand the facility depending on the predetermined section or the processing capacity.

In order to solve these problems, there is a need for a new autonomous train control system based on a communication link between new trains capable of operating a safe train by exchanging control information between trains without ground equipment such as ATP and EIS.

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 vehicle-based interlocking system for a railway autonomous train control system capable of shortening a ground EIS facility and reducing system installation and maintenance costs, The purpose of this method is to provide.

In particular, it is an object of the present invention to provide an on-board-based interworking system and a method thereof for a train-to-rail connection-based trajectory control system capable of simplifying a control path by improving flexibility and scalability of a system based on on- .

In order to solve such a technical problem,

An automatic train supervision (ATS) for executing an instruction for a course in accordance with a schedule specific to the train; an on-board EIS for controlling the course of the train and confirming the integrity of the control in accordance with the command of the control ATS; And an OC for performing control of the PM according to an instruction of the on-board EIS and providing the PM status information to the on-board EIS. Based interlocking system for a control system.

At this time, the OC checks PM status information including the position, the inversion, the lock, or the unlock, the failure, or the normal of the PM and provides the information to the onboard EIS.

The PM has a switching area that reflects the contact limit of the vehicle. The on-board EIS receives and confirms the operating state of the corresponding PM from the OC, and provides a path equivalent to the branching area of the secured PM to the on- .

The state information of the PM managed by the onboard EIS is composed of a unique ID of the PM and a key value required for accessing the PM, such as a branching area, a standing or inverse state, a locking or unsealing state, .

The present invention also provides

A first step of receiving and confirming status information of a PM list related to a plurality of PMs constituting a career from the OC of the PM based on a career command of the control ATS in the onboard EIS of the train; A second step of confirming whether the on-board EIS is in the unsteady state or in the unsteady state, and requesting the OC connected to the specific PM to change the state of the PM to the normal state when it is determined that the on- A third step of receiving a unique key value required for accessing a PM generated simultaneously with the change of the state of PM from the OC to the on-board EIS; And a fourth step of transmitting the unlock command to the OC connected to the specific PM by using the key value received from the OC to unlock the PM by using the key value received from the OC. Based interworking method for a control system.

In this case, the first step includes a first step (1) of transmitting a status request message requesting status information of a specific PM from the onboard EIS of the train to all OCs of the route; And a first-second step of receiving PM status information from the OC of the specific PM in the on-board EIS.

The first step is a step of receiving monitored status information of PMs individually connected from all the OCs in the on-board EIS of the train.

In addition, before the first step, the onboard EIS further includes a fifth step of receiving an instruction for a route from the control ATS according to a schedule unique to the train, and storing the IDs of all the PMs on the route and the branching area of the corresponding PM .

The state information of the PM managed by the on-board EIS is composed of a unique ID of the PM and a key value necessary for accessing the PM, the branching region, the stationary or inverse state, the locking or unsealing state of the corresponding PM, .

The second step is to hold the route of the corresponding train until all the PMs in the PM list requested by the onboard EIS become the unlocked state.

The fourth step is a fourth step of continuously receiving the position of the train and the occupation period of the line from the on-board ATP in the onboard EIS and instructing the OC of the corresponding PM to exit the trailing PM area of the train when the trailer exits the PM area. And a fourth_2 step of receiving status information after changing the corresponding PM from the OC, which has received the command for unpacking the corresponding PM, to the unlocked state.

In addition, in the fourth step, when the forcible unlocking command for the closed PM is received from the OC of the PM or the control center in the state of the stationary state in the state where the train exists in the branch section, the in- .

If the current braking distance of the train received from the ATP is in the non-branching region of the specific PM in the fourth step, the forcible EIS is transmitted from the control center to the OC connected to the corresponding PM and the coarse EIS step; And confirming whether or not the onboard EIS possessing the corresponding key of the PM is in a state in which the PM can be disassembled and returning a key to the OC of the PM to unlock the corresponding PM.

According to the present invention, there is an effect of reducing the installation and maintenance cost of the system by simplifying the system based on the on-board EIS without providing the ground EIS facility for the inter-train connection-based autonomous train control system.

In addition, according to the present invention, it is possible to improve flexibility and scalability of a system based on on-board EIS. That is, according to the present invention, since the ground facility of the existing ground-based wireless communication-based train driving safety system is absorbed into the vehicle, the control path can be simplified and it can flexibly cope with the operational change.

1 is a block diagram of an inter-train connection-based autonomous train control system according to the present invention.
FIG. 2 is a block diagram of an on-board based interworking system for an inter-train connection based autonomous train control system according to an embodiment of the present invention.
FIG. 3 is a block diagram of an on-board based interworking system for an inter-train connection-based autonomous train control system according to another embodiment of the present invention.
4 is a diagram showing an example of a branching region of OC and PM of the present invention.
FIG. 5 is a view for explaining a process of transmitting and receiving information between units of a vehicle-mounted interlock system according to the present invention.
6 (a) and 6 (b) are diagrams for explaining the PM status information request and response process of the onboard EIS of the present invention.
FIG. 7 is a view for explaining a process of reporting periodic PM status information to the onboard EIS of the present invention.
FIG. 8 is a view for explaining a branching region of the PM of the present invention. FIG.
FIG. 9 is a diagram for explaining the process of clearing PM through OC according to the present invention.
FIG. 10 is a diagram for explaining the decomposition process of PM through OC according to the present invention.
Fig. 11 is a view for explaining a division example of a line section managed by the onboard EIS of the present invention. Fig.
FIG. 12 is a view for explaining an example of a train career configuration according to the present invention.
FIGS. 13 and 14 are diagrams for explaining the process of determining whether the vehicle EIS is locked (pending) according to the present invention.
FIG. 15 is a diagram for explaining a state of shortening of an MA (moving right) by reducing a career due to an operator forced unhitching of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and, together with the description, serve to explain the principles of the invention.

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.

First, referring to FIG. 1, a connection-based train control system between trains is composed of a ground equipment and a vehicle equipment.

At this time, the aboveground equipment is composed of a control Automatic Traffic Supervision (ATS) 1, a terrestrial data communication network, and a line change box 3 such as a PSM (Precision Stop Marker) 2 and a TAG / Balise, The plant is equipped with an on-board radio communication device 4, a PSM sensor 5, a paper box reader and antenna 6 and an onboard device 7 such as an ATP / ATO / EIS, And a propulsion / braking system 8.

In the present invention, since there is no control facility on the ground, the PSD (Platform Screen Door) 9, the PM (Point Machine) 10 and the on-board ATP of the adjacent train exchange control information through the wireless communication network. An on-board device 7 such as an on-board ATP / ATO is interfaced with the propulsion / braking system 8 of a train to control the acceleration / deceleration of the train in order to secure a safety interval.

Such a train-based train control system between trains calculates the ownership of the trains of the train and the authority to move the trains by themselves and provides them to the adjacent trains (trains). In addition, real-time information such as the characteristics of trains and acceleration / deceleration control information can be provided.

Hereinafter, a configuration of a vehicle-based interlocking system for an inter-train connection-based autonomous train control system according to the present invention will be described.

2, the OC (Object Controller) 20 communicates with the control ATS 1 and the onboard EIS 30 wirelessly, or the communication between the control ATS 1 and the onboard EIS 30, as shown in FIG. 2, When the PM (point machine) 10 is easily connected to the line side wireless communication network base station 15 as shown in FIG. 1, the OC 20 is connected to the control ATS 1 ) And the onboard EIS (30).

2, the OC 20 itself is equipped with a wireless facility and transmits / receives control information to / from the control ATS 1 and the onboard EIS 30 by wireless communication. On the other hand, in FIG. 3, the OC 20 is connected to the line side wireless communication equipment by wire, and transmits and receives control information through wireless communication between the onboard EIS 30 and the line side wireless communication base station 15.

Such an interlocking system includes a control ATS 1 for executing an instruction for a career in accordance with a schedule unique to the train, a secondary EIS 1 for controlling the course of the train and checking the integrity of the control according to the command of the control ATS 1 And the state of the PM 10 is provided to the on-board EIS 30 in response to a command from the on-board EIS 30 And an OC (20).

At this time, the OC 20 is connected to one or more PMs 10 and confirms the PM status information such as the position of the PM, the lock, the unlock, the failure or the normal of the PM, To the control ATS (1).

In order to control the specific PM 10 via the OC 20, the PM 10 is not controlled redundantly by the on-board EIS 30 of another train To perform a lock or unlock for the corresponding resource (PM in this case).

At this time, as shown in FIG. 4, all the PMs 10 on the line side have a switching area 10a reflecting the contact limit of the vehicle. In this case, for example, in the case of a twin, such as 21A and 21B PM, the branching region has a meaning only in the case of a half. Thus, the on-board EIS 30 of the train instructs the OC 20 to shut down the corresponding PM 10 and operate it. The onboard EIS 30 receives and confirms the operating state of the corresponding PM 10 from the OC 20 and provides the route to the on-board ATP 32 as much as the branching area 10a of the secured PM 10 .

The flow of information transmission / reception between the components of the above-described on-vehicle interworking system is as shown in FIG. The onboard EIS 30 receives the position and direction of the train T from the on-board ATP 32, the occupancy information of the train section and the movement authority of the train and also determines the current position of the train and the present position And receives the braking distance at the speed. And the on-board EIS 30 provides an end of a safe route to the on-board ATP 32. The onboard EIS 30 also checks the state of the PM 10 via the OC 20 and commands control of the PM 10. In addition, the OC 20 receives the real-time status information of the PM 10 and provides it to the on-board EIS 30.

Hereinafter, an operation process of the on-board based interworking system for the inter-train-link based autonomous train control system according to the present invention will be described with reference to FIG. 6 to FIG.

First, a communication method between the onboard EIS 30 and the OC 20 will be described with reference to FIGS. 6 and 7. FIG.

The onboard EIS 30 and OCs 20 on all trains (T) running on the route are registered at single and multicast addresses, respectively. The onboard EIS 30 transmits / receives control information to / from the OC 20 via the corresponding communication address.

At this time, the method of confirming the state of the PM 10 by the onboard EIS 30 is the same as the method of checking the state of the PM 10 from the OC 20 by the request of the first onboard EIS 30 And a method of reporting the status information of the PM 10 periodically monitored by the OC 20 to the EIS 30 on a pay-per-view basis.

First, FIG. 6 is a diagram for explaining the request and response of the on-board EIS 30.

Assuming that there are K trains T on the route and there are N PMs 10, for example, as shown in FIG. 6 (a), the on-board EIS 30 ) Requests the status information of the specific PM 10, the status request message is transmitted to all the OCs 20.

On the other hand, the onboard EIS 30 receives status information from the specific OC 20 connected to the specific PM 10, as shown in FIG. 6 (b), with respect to the status request message. At this time, though the state information of the specific PM 10 can be received from all the trains on the route, the on-board EIS 30 which does not request the state of the specific PM 10 among the plurality of on-board EIS 30 Even if PM status information is received, it is ignored.

That is, when the onboard EIS 30 of the specific train requests the status information of the specific PM 10, the status request message is transmitted to all the OCs 20 and the specific OC 20, Lt; / RTI >

7 shows a case where all the PMs on the route periodically provide their own status information to all the vehicles. According to this, if it is assumed that there are K trains T on the route and N PMs 10 exist, if the onboard EIS 30 of a specific train does not request the status information of the specific PM 10 Periodically, all the OCs 20 transmit the monitored status information of the individually connected PM 10 to the onboard EIS 30 of all the trains on the route.

Hereinafter, the process of storing the PM status information in the on-board EI will be described with reference to FIG.

The onboard EIS 30 stores the IDs of all the PMs 10 on the route and the branching area 10a of the corresponding PM 10. Or the OC corresponding to the PM provides a branching region of the corresponding PM.

At this time, the branching region 10a of the PM 10 is expressed as a distance from the line change box 3 such as line side TAG / Balise. That is, as shown in FIG. 8, the branching area 10a can be expressed by distances x and y from an arbitrary reference TAG. Therefore, the starting point of the branching region is a point separated by y in TG_K, which is the ID of the reference TAG, and the ending point can be expressed as a point spaced by x from TG_K.

On the other hand, the status information of the PM 10 managed by the onboard EIS 30 can be configured as follows. A unique ID of the PM 10 and a key value necessary for approaching the PM, a branching area of the PM 10, a right or left position of the PM 10, a lock or unlock state, .

At this time, a value can be set only when receiving the position, ambiguity, or unlocked state of the PM 10 in the state information of the PM 10 managed by the onboard EIS 30 through the OC 20 .

The status information of the PM 10 is configured such as "<PM_ID, [TG_K + y, TG_K + x], Nominal / Reverse, Lock / Unlock, Key, Twin PM_ID>

Next, the process of locking and unlocking a single PM will be described with reference to FIGS. 9 and 10. FIG.

First, a method of decrypting the PM 10, which is unlocked by the onboard EIS 30 of the train through the OC 20, in order to secure it as its own resource is as follows.

9, the onboard EIS 30 confirms that the vehicle is in the unlocked state, and when it is determined that the specific PM 10 is unlocked, the state of the corresponding PM 10 is printed on the OC 20 connected to the specific PM 10 Request a change to the normal state. The OC 20 changes the state of the PM 10 to the normal state and generates a unique key value and provides it to the on-board EIS 30.

Of course, the OC 20 receives the status information from the PM 10 to check whether it is in a normal state, generates a unique key value, and provides it to the on-board EIS 30.

At this time, the OC 20 generates a new key value every time the onboard EIS 30 requests the PM 10 to be cleared when the corresponding PM 10 is in the unlocked state, 30.

The key value generated by the OC 20 is a value long enough not to be operated by the existing value in the on-board EIS 30 and to allow multiple OCs 20 to generate values in duplicate do.

If there are several PMs in the course but not a single PM, the on-board EIS 30 of the train will hold the configuration of the course until all the PMs in the course received from the ATS 1 are secured. That is, a key value is obtained only when all the PMs are available.

10, the onboard EIS 30 transmits a decompression command to the corresponding OC 20 using the key value received from the corresponding OC 20 to decrypt the PM 10 secured by the onboard EIS 30 send. Accordingly, the corresponding OC 20 enables the PM 10 to be unpacked only by the instruction of the onboard EIS 30 in which the PM 10 is locked.

Unlike in the case where the route is held until all the PMs received from the ATS career command are secured in the PM closure phase, the individual PMs are unlocked each time the train leaves the PM region.

The PM 10 can be locked and unlocked by manual handling of the control center operator in addition to the on-board EIS 30. This enables the operator to confirm the state of the PM 10 to be handled on the operation screen. If the PM 10 is in the unlocked state by another train, .

The division of the line section will be described with reference to Fig.

In the onboard interworking system according to the present invention, the line section is divided into a section (non-branch section), not a branch section and a branch section. The career information provided by the onboard EIS 30 to the on-board ATP 32 only covers the branching area of the PM 10. That is, as shown in FIG. 11, in the case of all the line sections (non-branch sections) except for the branching area 10a, the onboard EIS 30 provides a route to the onboard ATP 32 without any condition.

Next, with reference to FIG. 12, a career configuration, provision, and release of a train will be described.

The career that the onboard EIS 30 provides to the onboard ATP 32 is performed in accordance with the schedule command of the control ATS 1. [ At this time, the onboard EIS 30 should check the list of the PMs 10 constituting the route and the condition of each PM 10 when the route to be provided in the future includes the branching area 10a.

At this time, the onboard EIS 30 receives the corresponding state by using the multicast address to the OC 20 to secure the corresponding PM list. In FIG. 12, since the on-board EIS 30 of the train is provided with the route to the on-board ATP 32 before the branching area corresponding to the PMs 21A and 21B, the movement authority of the train can be extended up to the maximum X point.

For example, train A receives a schedule command from the control ATS (1) and tries to enter the station in the red arrow direction. The control ATS (1) commands the on-board EIS (30) of train A to enter a course corresponding to the red arrow. The onboard EIS 30 of the train A requests the status information of the PM list <21A, 21B, 23, 25> constituting the course based on the course command of the control ATS 1 or periodically requests from the OC 20 PM status report.

If, for example, all the PMs 10 present in the PM list, that is, the states of < 21A, 21B, 23, 25 > are all unstable (not occupied by other trains ), The PM list is locked (the lock is performed so that the train A is not occupied from other trains until it is released), and the PM control command is transmitted to the multi And transmits it to each OC 20 using the cast communication address.

That is, it sends <21A-station, 21B-station, 23-side, 25-station> command. 21A and 21B are twin pairs, so if 21B is the right pair, the twenty-one must remain in the upright position. The OC 20 of the corresponding PM 10 controls the PM 10 as instructed by the onboard EIS 30. The onboard EIS 30 of the train A receives the status information of the PM for the control command from the OC 20 and confirms that the control of the corresponding PM is performed properly.

At this time, if any one of the requested PM lists is not in the unconfigured state, the onboard EIS 30 of the train A holds the course of the corresponding train until all the PMs in the list are in the unlocked state. That is, train A does not receive the route after point X.

On the other hand, in the case of providing the train route, the onboard EIS 30 confirms that the control of the corresponding PM 10 is performed securely, and then provides the route including the branch areas of the PM list to the on-board ATP of the train. If the end of the route to be provided to train A in FIG. 12 is Y, on the on-board EIS 30, all of the branch areas required to go from the X point to the Y point, that is, the branch areas of PM 21A & 21B, PM 23 and PM 25 The end of the safe route to the Y-point can be provided to the on-board ATP. Therefore, the on-board ATP permits the ATO (or the driver) to move the train to the Y point.

In the case of the train career decommissioning, since the onboard EIS 30 continuously receives the position of the train and the occupied section of the line from the on-board ATP 32, the train moves to the Y position and the trailing portion of the train exits the PM region And instructs the OC 20 of the PM 10 in turn to unlock each time. Accordingly, the OC 20, which has received the decrypting command of the corresponding PM 10, changes the PM 10 to the unlocked state and then transmits the corresponding state information to the on-board EIS 30.

Hereinafter, the process of performing the locking logic will be described with reference to FIGS. 13 to 15. FIG.

Firstly, it means that if the train exists in the branching region of the line, that is, when the occupation section of the train exists in the branching region, the wire locking is locked so that the PM 10 can not be switched arbitrarily. If the train T is present in the branching area 10a of the PM 10 in the normal state, the opening of the train T can not be performed because the OC 20 does not allow access to other trains.

If the operator intends to forcibly unlock the PM 10 locked from the on-board EIS 30 of the specific train T via the OC 20, the information on the command is transmitted to all the OCs 20 on the route But not to the on-board EIS 30 of all the trains.

That is, the ID of the PM 10 requesting the unlocking by the operator and the unlocking command are transmitted to all the onboard EISs 30 through the multicast communication address. The onboard EIS 30 occupying the corresponding PM 10 continuously receives the position of the train and the occupation section of the line from the on-vehicle ATP 32, and the occupant of the line is present in the branch area 10a of the PM 10 And transmits the non-negotiable information to the control center or OC (20) so that the operator can recognize it. In other words, when the train is not in the branching area of the corresponding PM and the current train stops, if there is a margin in the distance to the extent that the train does not enter the branching area, the control key of the PM is moved to the OC 20, And the corresponding PM is changed to the unlocked state. Thereafter, the ATS control obtains the key returned to the OC 20, thereby having control of the corresponding PM.

Next, the approach (hold) clamping means that when the train T enters the branching area 10a, the PMs responsible for the branching area 10a are not switched arbitrarily. In the case of a vehicle-based interlocking system, the onboard EIS 30 can receive the real-time position and occupancy information of the train, the current braking distance, and the movement authority from the ATP 32. In front of the PM 10 where the train T is not permitted The movement authority and the restriction speed of the ATP 32 can be set so as to be always stopped.

If the operator intends to unblock the train (T) during normal access to the branching area, the information is transmitted to all OCs 20 on the route and to the EIS 30 on the train. The on-board EIS 30 of a train having a key based on the ID of the PM 10 determines whether the current braking distance of the train touches the branching area 10a (i.e., when the train is currently braking, And whether or not the command is applied.

FIG. 13 is a diagram illustrating a case in which the operator can not be forcedly unlocked when it is determined whether the access (hold) is locked. When a train approaches the branching area and the operator intends to unlock the corresponding PM 10 through the OC 20, Is transmitted to the on-board EIS 30 occupying the PM 10. However, since the current braking distance of the train T enters the branching area 10a, the onboard EIS 30 can reject the operator's command.

FIG. 14 is a diagram showing a case where the operator can be forcibly unlocked when it is determined that the approach (hold) is locked. In the case where the current braking distance of the train received from the ATP 32 is outside the branching area 10a The onboard EIS 30 accepts the request of the operator and unlocks the corresponding PM 10. The movement authority of the train is shortened as shown in FIG. 15 and the train T stops outside the branching region 10a.

Next, in the on-board interlocking system, the course of the train T means a continuous PM list. This means that the start and end PMs of a train constituting a course should not be canceled until the train passes and the PM requests it. 11, there may be a general orbit section (non-branch section) other than a branch section between the PM lists.

When a route to a train T is configured, when an operator attempts to forcibly unseal a specific PM 10, the request of the operator is transmitted to the on-board EIS 30, which occupies resources of the corresponding PM 10, . Likewise, the determination of the unlock request is the same as that of the above-described access (hold) chain definition.

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.

1: Control ATS 2: PSM
3: Line change box 4: Onboard wireless communication device
5: PSM sensor 6: paper box reader and antenna
7: Onboard device 8: Propulsion / braking system
9: PSD 10: PM
15: Line side wireless communication base station 20: OC
30: Secondary EIS

Claims (13)

delete delete delete delete A first step of receiving and confirming status information of a PM list related to a plurality of PMs constituting a career from the OC of the PM based on a career command of the control ATS in the onboard EIS of the train;
A second step of confirming whether the on-board EIS is in the unsteady state or in the unsteady state, and requesting the OC connected to the specific PM to change the state of the PM to the normal state when it is determined that the on-
A third step of receiving a unique key value required for accessing a PM generated simultaneously with the change of the state of PM from the OC to the on-board EIS; And
And a fourth step of transmitting the decoding command to the OC connected with the specific PM using the key value received from the OC to decode the PM,
In the fourth step, the onboard EIS transmits unconditionable information to the control center or the OC when a mandatory command for canceling the closed PM from the control center or the OC of the PM that is in the normal state in the presence of the train exists in the branch section,
In the fourth step, when the current braking distance of the train received from the ATP is included in the branching area of the specific PM in the fourth step, and the forcible unpacking command of the specific PM is transmitted from the control center to the OC connected with the corresponding PM and the secondary EIS, Wherein the EIS having the key of the corresponding PM confirms whether or not the PM is capable of being decoupled and transmits the unconfirmable information to the control center or the OC. Way.
6. The method according to claim 5,
A first step of transmitting a status request message requesting status information of a specific PM to the all OCs of the route in the onboard EIS of the train; And
And a first step of receiving PM status information from the OC of the specific PM in the onboard EIS.
6. The method according to claim 5,
And receiving the monitored status information of PMs individually connected from all OCs in the onboard EIS of the train.
6. The method of claim 5,
And a fifth step of receiving an instruction for a route according to a train unique schedule from the control ATS and storing the IDs of all the PMs on the route and the branching area of the corresponding PMs before the first step Based interlocking method for a train - based autonomous train control system.
6. The method of claim 5,
The state information of the PM managed by the on-board EIS is constituted by a unique ID of the PM and a key value necessary for accessing the branching region, the standing or inverse state, the locking or unsealing state, and the PM of the corresponding PM On - board Interlocking Method for Link - based Train Autonomous Driving Control System between Trains.
6. The method of claim 5,
Wherein the second step is to suspend the course of the train until all the PMs in the PM list requested by the onboard EIS become the unlocked state. Way.
6. The method of claim 5,
The fourth step is a fourth step of continuously receiving the position of the train and the occupation period of the line from the on-board ATP in the onboard EIS and instructing the OC of the corresponding PM to exit the trailing PM of the train when the trailer exits the PM area. And
And a fourth_2 step of receiving state information after changing the corresponding PM into the unlocked state from the OC receiving the unlocking command of the corresponding PM. .
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