KR102081404B1 - Energy saving driving advisory system for railway vehicle - Google Patents

Abstract

The present invention relates to a driving aiding system for saving energy of a railroad vehicle, which enables a preceding or following vehicle and a train operation control room to mutually transmit or receive operation information with each other in real time such that a plurality of trains can change energy-saving driving information in real time in case that a situation of train operation is changed while performing energy-saving driving, thereby minimizing a delay time and enhancing efficiency of energy saving. To this end, according to the present invention, the driving aiding system for saving energy of a railroad vehicle comprises: a first energy-saving driving aiding device mounted on a preceding train to receive information on the preceding train and ground information to aid the preceding train in performing energy-saving driving; a second energy-saving driving aiding device mounted on the following train to receive information on the following train and ground information to aid the following train in performing energy-saving driving; and a train operation control room server receiving and processing first delay information on the preceding train from the first energy-saving driving aiding device to transmit first control information to the second energy-saving driving aiding device, and receiving and processing second delay information from the second energy-saving driving aiding device to transmit second control information to the first energy-saving driving aiding device, wherein the second energy-saving driving aiding device determines an energy-saving operation pattern of the following train based on the first control information and the first energy-saving driving aiding device determines an energy-saving operation pattern of the preceding train based on the second control information.

Description

Energy saving driving advisory system for railway vehicle

An embodiment of the present invention relates to a railroad vehicle energy saving driving assistance system.

In recent years, energy saving is required even for railroads, which are energy-efficient transportation engines, for reducing loads on the environment and efficient use of resources. The weight reduction of the vehicle body and the improvement of the efficiency of the motor, inverter, air conditioning or lighting, etc. are great energy-saving effects, but the cost is increased due to the replacement of equipment.

For this reason, the technique which aims at saving energy without adding a large cost is examined by changing the operation plan, such as the traveling method and the operation schedule between stations. In particular, in order to save energy when driving a train, methods for reducing energy required for backing and regenerative braking with good energy recovery efficiency have been considered. If this is realized, consequently, the train is traveling slowly, that is, driving slowly to the next station itself is energy saving.

However, the railroad is limited in running slowly to save energy because its main purpose is to transport many passengers as soon as possible within a predetermined time. In addition, a train rarely runs on a driving schedule in actual operation, and a delay occurs due to a passenger's access time, a construction section, a signal of a signal, or a train failure.

Here, the train causing the delay is forced to drive as fast as possible to recover the delay. At this time, since the running time is shorter than the driving diagram assumed in the driving schedule, the energy consumption is increased. If a train does not restore its schedule even if a delay occurs, the delay is propagated to other trains (trading trains) and the entire train cannot operate according to the schedule.

 Therefore, in actual driving, the entire train must be controlled while considering the driving / recovery as much as possible, and thus, if a delay occurs even if the driver wants to save energy, driving must increase the energy consumption.

In addition, when several trains operate on a pre-planned driving schedule on a common line, if there are many users, they may not be able to operate according to the originally scheduled schedule due to an unexpected situation due to an increase in stopping time and a body or bag stuck in the door. .

As described above, when a delay occurs when a station arrival / departure time is delayed compared to a previously scheduled driving schedule, each train operates to recover the delay. However, in the case of commute time on the outskirts of the city, it is difficult to recover the delay because there is a preceding train close to the trailing train, and it is not possible to drive for the delay. There is a problem in that energy consumption increases due to acceleration and deceleration.

The above-described information disclosed in the background technology of the present invention is only for improving the understanding of the background of the present invention, and thus may include information that does not constitute the prior art.

The problem to be solved according to the embodiment of the present invention is that the preceding trains, the following trains and the train operating control room transmit and receive the operation information in real time with each other, while a plurality of trains perform energy-saving driving while changing the operating conditions of the train in real time. The present invention aims to provide an energy saving driving assistance system for railroad cars that can increase energy saving efficiency while minimizing delay time by changing saving driving information.

Railroad vehicle energy saving driving assistance system according to an embodiment of the present invention is mounted on a preceding train receives the preceding train information and ground information, the first energy saving driving assistance device for assisting the preceding train to perform energy saving driving; A second energy saving driving assistance device mounted on the trailing train and receiving the trailing train information and the ground information to assist the trailing train in energy saving driving; And transmitting the first control information processed by receiving the first delay information of the preceding train from the first energy saving driving assistance device to the second energy saving driving assistance device, and receiving the first control information from the second energy saving driving assistance device. And a train operation control room server configured to receive the second delay information of the following train and transmit the processed second control information to the first energy saving driving assistance device, wherein the second energy saving driving assistance device includes the first control information. The energy saving driving pattern of the following train is determined based on the first energy saving driving assistance apparatus, and the energy saving driving pattern of the preceding train is determined based on the second control information.

The first energy saving driving assistance apparatus transmits the first delay information to the second energy saving driving assistance apparatus, and the second energy saving apparatus sends the first delay information when the first delay information is equal to the first control information. Determine an energy saving driving pattern of the trailing train based on the delay information; and determine an energy saving driving pattern of the trailing train based on the first control information when the first delay information is different from the first control information. do.

The second energy saving driving assistance apparatus transmits the second delay information to the first energy saving driving assistance apparatus, and the first energy saving apparatus sends the second delay information when the second delay information is the same as the second control information. The energy saving driving pattern of the preceding train is determined based on the second delay information. When the second delay information is different from the second control information, the energy saving driving pattern of the preceding train is determined based on the second control information. Decide

The train operation control room server determines the first and second control information in consideration of train information and ground information of all trains on the same line, including train information and ground information of the preceding train and the following train.

The train information includes a vehicle type, vehicle weight, formation amount, vehicle number, real time current position, real time delay situation and real time energy consumption.

The ground information includes line information, station distance, speed limit, gradient information, curvature information, real time construction section, and real time temporary speed limit section.

The train driving control room server transmits stop signal information of a signal signal on a route to the first energy saving driving assistance device or the second energy saving driving assistance device, and the first energy saving driving assistance device is based on the stop signal information. The energy saving driving pattern of the preceding train is determined, or the second energy saving driving assistance device determines the energy saving driving pattern of the following train based on the stop signal information.

The train driving control room server transmits the temporary speed limit section information on the previously unscheduled route to the first energy saving driving assistance device or the second energy saving driving assistance device, so that the first energy saving driving assistance device receives the information. The energy saving driving pattern of the preceding train is determined based on the temporary speed limit section information, or the second energy saving driving assistance device determines the energy saving driving pattern of the following train based on the temporary speed limit section information. .

The train operation control room server receives the preceding first braking timing information of the preceding train from the first energy saving driving assistance apparatus, transmits the preceding first braking timing information to the second energy saving driving assistance apparatus, The second energy saving driving assistance apparatus determines an energy saving driving pattern including the following first propulsion timing information of the trailing train based on the preceding first braking timing information, or the train driving control room server determines the first energy saving. Receiving the preceding first propulsion time information of the preceding train from a driving assistance device, and transmitting the preceding first propulsion time information to the second energy saving driving assistance device, the second energy saving driving assistance device is the preceding first 1 energy-saving driving pattern including the first braking timing information of the trailing train based on the propulsion timing information Determined.

The train operation control room server receives the trailing second braking timing information of the trailing train from the second energy saving driving assistance apparatus, and transmits the trailing second braking timing information to the first energy saving driving assistance apparatus, The first energy saving driving assistance apparatus determines an energy saving driving pattern including information on the preceding second propulsion timing of the preceding train based on the following second braking timing information, or the train driving control room server determines the second energy saving. The trailing second propulsion timing information of the trailing train is received from a driving assistance apparatus, and the trailing second propulsion timing information is transmitted to the first energy saving driving assistance apparatus, and the first energy saving driving assistance apparatus is the trailing agent. Energy-saving operation pattern including the information on the preceding second braking time of the preceding train based on the second timing information Determined.

In an embodiment of the present invention, the preceding train, the following train, and the train operation control room exchange operation information in real time with each other, and all the trains on the same line perform energy saving driving while performing energy saving driving in real time. The information can be changed to provide a rail vehicle energy-saving driving assistance system that can increase energy-saving efficiency while minimizing latency. In addition, in the embodiment of the present invention, not only the train operation control room receives operation information from the preceding and following trains, but also provides the control information to the preceding and following trains in consideration of the operation information / ground information of all trains on the same line. It is possible to provide a railway vehicle energy saving driving assistance system that can efficiently manage the operation schedule of the entire train, including the front and trailing trains.

1 is a schematic diagram schematically showing the configuration of a railroad vehicle energy saving driving assistance system according to an embodiment of the present invention.
Figure 2 is a schematic diagram showing the relationship between the preceding train, the following train and the control room server of the railroad vehicle energy saving driving assistance system according to an embodiment of the present invention.
FIG. 3 is a block diagram illustrating a configuration of an energy saving driving assistance apparatus mounted on each train in an energy saving driving assistance system for a railway vehicle according to an exemplary embodiment of the present invention.
4 is a flowchart illustrating a railroad vehicle energy saving driving method according to an exemplary embodiment of the present invention.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

The embodiments of the present invention are provided to more fully explain the present invention to those skilled in the art, and the following examples can be modified in many different forms, and the scope of the present invention is as follows. It is not limited to an Example. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the inventive concept to those skilled in the art.

In addition, in the following drawings, the thickness or size of each layer is exaggerated for convenience and clarity of description, the same reference numerals in the drawings refer to the same elements. As used herein, the term "and / or" includes any and all combinations of one or more of the listed items. In addition, the term "connected" in this specification means not only the case where the A member and the B member are directly connected, but also the case where the A member and the B member are indirectly connected by interposing the C member between the A member and the B member. do.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the singular forms "a", "an" and "the" may include the plural forms as well, unless the context clearly indicates otherwise. Also, as used herein, "comprise, include" and / or "comprising, including" means that the features, numbers, steps, operations, members, elements, and / or groups thereof mentioned. It is intended to specify the existence and not to exclude the presence or addition of one or more other shapes, numbers, operations, members, elements and / or groups.

Although the terms first, second, etc. are used herein to describe various members, parts, regions, layers, and / or parts, these members, parts, regions, layers, and / or parts are defined by these terms. It is self-evident that. These terms are only used to distinguish one member, part, region, layer or portion from another region, layer or portion. Accordingly, the first member, part, region, layer or portion, which will be described below, may refer to the second member, component, region, layer or portion without departing from the teachings of the present invention.

Terms relating to spaces such as "beneath", "below", "lower", "above", and "upper" are associated with one element or feature shown in the figures. It can be used for easy understanding of other elements or features. Terms related to this space are for easy understanding of the present invention according to various process conditions or use conditions of the present invention, and are not intended to limit the present invention. For example, if an element or feature in the figures is inverted, the element or feature described as "bottom" or "bottom" will be "top" or "top". Thus, "bottom" is a concept encompassing "top" or "bottom".

In addition, the controller / operator (controller) and / or other related devices or components according to the present invention may be implemented using any suitable hardware, firmware (e.g., on-demand semiconductors), software, or a suitable combination of software, firmware and hardware. Can be implemented. For example, various components of a controller / operator (controller) and / or other related device or component in accordance with the present invention may be formed on one integrated circuit chip, or on a separate integrated circuit chip. In addition, various components of the controller / operator (controller) may be implemented on a flexible printed circuit film, and may be formed on the same substrate as the tape carrier package, printed circuit board, or controller (controller). In addition, various components of the controller (controller) may be, in one or more computing devices, a process or thread running on one or more processors, which execute computer program instructions to perform the various functions described below. And interact with other components. Computer program instructions are stored in memory that can be executed in a computing device using a standard memory device, such as, for example, random access memory. Computer program instructions may also be stored in other non-transitory computer readable media, such as, for example, CD-ROM, flash drive, and the like. In addition, those skilled in the art will appreciate that the functionality of various computing devices may be combined with one another, integrated into one computing device, or that the functionality of a particular computing device is not limited to one or more other computing devices without departing from the exemplary embodiments of the invention. It should be recognized that they can be distributed among the fields.

For example, the controller / operator (controller) according to the present invention may be a central processing unit, a mass storage device such as a hard disk or a solid state disk, a volatile memory device, an input device such as a keyboard or a mouse, an output device such as a monitor or a printer. Can be operated on a conventional commercial computer.

In addition, a railroad vehicle may be referred to herein as basically an electric railroad car, a train or a vehicle. In addition, the line means the same line and may include an up line and a down line. In addition, the vehicle may be for high speed passenger or low speed cargo.

1 is a schematic diagram schematically showing a configuration of a railroad vehicle energy saving driving assistance system 100 according to an embodiment of the present invention, and FIG. 2 is a railroad vehicle energy saving driving assistance system 100 according to an embodiment of the present invention. It is a schematic diagram which shows the relationship of the wireless communication network between the preceding train 110A, the following train 120A, and the control room server 130. As shown in FIG.

As shown in Figure 1 and 2, the railroad vehicle energy saving driving assistance system 100 according to an embodiment of the present invention is mounted on the preceding train (110A) first energy saving driving assistance device to assist the energy saving operation 110, a second energy saving driving assistance device 120 mounted on the trailing train 120A and assisting energy saving driving may include a train control room server 130.

Here, the preceding train 110A is the train immediately preceding the trailing train 120A on the same line, and the trailing train 120A is directly behind the preceding train 110A on the same line, that is, with the preceding train 110A. It can be considered that no other train exists between the trailing trains 120A. In addition, in FIG. 1, three trains are arranged on one same line. When the middle train is defined as a preceding train, the rightmost train may be defined as a following train. Three or more trains may be arranged in this manner on one same line, and embodiments of the present invention will be described based on the relationship between the preceding train and the following train for easy understanding. That is, the configuration and operation between the preceding and following trains and the train operation control room described in the embodiments of the present invention may be similarly applied to all trains on the same line.

The first energy saving driving assistance apparatus 110 is mounted on the preceding train 110A to receive the preceding train information 110B and the ground information 130B, based on the preceding train information 110B and the ground information 130B. Display and display notch information through the driving assistance display to designate the reverse mode (acceleration) / the other mode (deceleration) / brake mode (braking), for example, for the preceding train 110A to perform energy saving driving. Can be assisted

The second energy saving driving assistance device 120 is mounted on the trailing train 120A to receive the trailing train information 120B and the ground information 130B, and is based on the trailing train information 120B and the ground information 130B. Display and display notch information through the driver assistance display to designate the reverse mode (acceleration), the other mode (deceleration), and the brake mode (braking), for example, so that the following train 120A performs energy saving driving. Can be assisted

Here, the first energy saving driving assistance device 110 of the preceding train 110A may be configured to change driving status information of the preceding train 110A (for example, delay information, stop by warning signal, alert, deceleration information, Temporary speed limit, section status information, braking timing information, propulsion timing information, etc.) may be wirelessly transmitted to the second energy saving driving assistance apparatus 120 of the trailing train 120A.

Of course, the second energy saving driving assistance device 120 of the trailing train 120A may also change the driving status of the trailing train 120A (for example, delay information, stop by the signal signal, warning, caution, deceleration information, Temporary speed limit, section status information, braking timing information, propulsion timing information, etc.) may be wirelessly transmitted to the first energy saving driving assistance apparatus 110 of the preceding train 110A.

In other words, the first energy saving driving assistance apparatus 110 of the preceding train 110A and the second energy saving driving assistance apparatus 120 of the following train 120A mutually have their own driving situation information (eg, delays). Information, stop, boundary, caution, deceleration information, temporary speed limit, section status information, braking timing information, propulsion timing information, etc.) due to a signal signal can be transmitted and received.

The train operation control room server 130 installed in the train operation control room 130A basically controls the ABS (Automatic Block System) and ATO (Automatic Train Operation) on a line in real time, and also the preceding train 110A and the following train 120A. ) Train information (110B, 120B) and ground information (130B) can be monitored in real time. In addition, the train control room server 130 may monitor the train information and ground information for all trains on the same line as well as the line, trailing train (110A, 120A).

In some examples, the train operation control room server 130 may wirelessly communicate with the first energy saving driving assistance device 110 of the preceding train 110A and the second energy saving driving assistance device 120 of the following train 120A. For example, delay information, stop by signal signal, boundary, caution, deceleration information, temporary speed limit, section status information, braking timing information, propulsion timing information and control information) can be transmitted and received.

In some examples, the train running control room server 130 wirelessly receives, for example, the first delay information of the preceding train 110A from the first energy saving driving assistance device 110 of the preceding train 110A, This may be changed to the first control information processed in consideration of all train information on the same line, and the first control information may be wirelessly transmitted to the second energy saving driving assistance device 120 of the trailing train 120A. Here, the first delay information and the first control information may be the same or different from each other. That is, the train control room server 130 may consider all the train information on the same line so that the first control information by the train control room server 130 may be the same as or different from the first delay information.

In some examples, the train control room server 130 wirelessly receives, for example, second delay information of the trailing train 120A from the second energy saving driving assistance device 120 of the trailing train 120A, This may be changed to processed second control information in consideration of all train information on the same line, and the second control information may be wirelessly transmitted to the first energy saving driving assistance apparatus 110 of the preceding train 110A. Here, the second delay information and the second control information may be the same or different. That is, the train control room server 130 may consider all the train information on the same line, so that the second control information by the train control room server 130 may be identical to or different from the second delay information.

An example of a control operation by this is demonstrated.

The second energy saving driving assistance device 120 of the trailing train 120A receives the first delay information of the preceding train 110A and the train operation control room received from the first energy saving driving assistance device 110 of the preceding train 110A. When the first control information received from the server 130 is identical to each other, the second energy saving driving assistance device 120 determines / changes a driving pattern of the trailing train 120A in real time based on the first delay information. do.

For example, if the preceding train 110A departs after a delay of about 5 minutes from the preceding station, unlike the predetermined driving pattern, the second energy saving driving assistance device 120 of the trailing train 120A is predetermined at the following station. Instead of marking / presenting / assisting the following train 120A to depart at a predetermined time according to the pattern, a new driving pattern is created based on the first delay information or the first control information, and another time (for example, approximately one minute The energy saving driving pattern may be displayed / presented / assisted so that the trailing train 120A may depart). Therefore, when the trailing train 120A arrives at the preceding station, it arrives relatively early and does not have a relatively small number of passengers, but arrives at an appropriately delayed time so that the appropriate number of passengers can board the trailing train 120A. In addition, the delay time can be minimized, and energy saving operation can be made.

As another example, if the trailing train 120A is departed after a delay of about 5 minutes from the trailing station unlike the predetermined driving pattern, the first energy saving driving assistance device 110 of the preceding train 110A may be located at the preceding station or the front end thereof. Instead of displaying / presenting / assisting the preceding train 110A to depart or travel at a predetermined time according to a predetermined driving pattern in a certain area, a new driving pattern is created based on the second delay information or the second control information and other time ( For example, after approximately one minute delay), the energy saving driving pattern may be displayed / presented / assisted such that the preceding train 110A starts or travels relatively slowly. Therefore, when the trailing train 120A arrives at the preceding station, the time interval with the preceding train 110A is long, so that a relatively large number of passengers do not board, but the time interval with the preceding train 110A is appropriately adjusted. While allowing passengers to board the trailing train 120A, delay time can be minimized and energy saving driving can be performed. That is, even if the first and second trains 110A and 110B are delayed with each other, the number of passengers can be appropriately distributed to these first and subsequent trains on the same line, respectively.

Here, the second energy saving driving assistance device 120 of the trailing train 120A may receive the first delay information received from the first energy saving driving assistance device 110 of the preceding train 110A and the train control room server 130. If the first control information received from each other is not identical to each other, the second energy saving driving assistance device 120 of the trailing train 120A based on the first control information received from the train operation control room server 130 is configured as a trailing train ( The driving pattern of 120A) is determined / changed in real time.

For example, the train operation control room server 130 is different from the first delay information of the preceding train 110A received from the first energy saving driving assistance device 110 of the preceding train 110A. The first control information processed in consideration of the information and the ground information can be transmitted to the second energy saving driving assistance device 120 of the trailing train 120A. In general, the first control information using the train information and the ground information of all trains on the line efficiently manages the scheduling of the trains on the entire line, compared to the first delay information using only the train information and ground information of the preceding train 110A. Since it is possible, the first control information can have a control priority.

Therefore, the second energy saving driving assistance device 120 of the trailing train 120A is based on the first delay information of the preceding train 110A received from the first energy saving driving assistance device 110 of the preceding train 110A. Rather, the energy saving operation pattern of the following train 120A is determined / changed in real time based on the first control information received from the train operation control room server 130. Accordingly, the trailing train 120A enables energy saving driving in a more desirable form in terms of scheduling for all trains on the route.

In addition, the train control room server 130 is different from the second delay information of the trailing train (120A) received from the second energy-saving driving assistance device 120 of the trailing train (120A) train information for all trains on the same line And the second control information processed in consideration of the ground information, may be transmitted to the first energy saving driving assistance apparatus 110 of the preceding train 110A. In general, the second control information using the train information and the ground information of the entire trains on the line efficiently manages the scheduling of the trains on the entire line, compared to the second delay information using only the train information and the ground information of the trailing train 120A. Since it is possible, the second control information can have a control priority.

Therefore, the first energy saving driving assistance device 110 of the preceding train 110A is based on the second delay information of the following train 120A received from the second energy saving driving assistance device 120 of the following train 120A. Rather, the energy saving operation pattern of the preceding train 110A is determined / changed in real time based on the second control information received from the train operation control room server 130. Accordingly, the preceding train 110A is capable of energy saving driving in a more desirable form in terms of scheduling for all trains on the route.

In some examples, wireless communication between the first energy saving driving assistance device 110 of the preceding train 110A and the second energy saving driving assistance device 120 of the trailing train 120A, and the first and second trains 110A, Wireless communication between the first and second energy saving driving assistance devices 110 and 120 of 120A and the train control room server 130 may be implemented through an LTE-R communication network or an LTE communication network.

In some examples, train information 110B, 120B may include a vehicle type, vehicle weight, formation amount, vehicle number, real time current location, real time delay situation, and real time energy consumption. In some examples, the ground information 130B may include route information, station distance, speed limit, gradient information, curvature information, real time construction section, and real time temporary speed limit section.

Meanwhile, in other examples, the train control room server 130 may include the stop signal information (in addition to the boundary, attention, deceleration, etc.) of the signal installed on the line, the first energy saving driving assistance device ( 110 and / or wirelessly transmits to the second energy saving driving assistance device 120. Accordingly, the first energy saving driving assistance apparatus 110 may determine / change the energy saving driving pattern of the preceding train 110A based on the stop signal information of the signal. In addition, the second energy saving driving assistance apparatus 120A may determine / change the energy saving driving pattern of the trailing train 120 based on the stop signal information of the signal. For example, the stop signal information of the signal may include a stop start time and a stop end time, that is, signal stop signal time information.

In this way, the driver can visually decelerate the signal stop signal on the route and decelerate to stop the train and then start the train relatively slowly without stopping the train. The arrival time of the preceding station can also be shortened. In fact, when a train stops completely after stopping by a stop signal, a delay occurs because the arrival time of the preceding station is delayed than when the train starts slowly without stopping at the stop signal.

In this method, when various trains, such as passengers and freight trains, operate on one line, each train can operate without stopping by the signal as much as possible, thereby effectively eliminating delays and energy-saving operation of trailing trains. can do. Here, the determination of the driving pattern of the train may be performed by the energy saving driving assistance apparatus installed in the train as described above, or after the control room server 130 determines the driving pattern of the train, information about the transmission may be transmitted to the train.

In other examples, the train control room server 130 may be configured to provide temporary speed limit section information (unplanned construction section, failure of the preceding train, etc.) on the unscheduled route to the first energy saving driving assistance apparatus 110 and / or Alternatively, the transmission may be transmitted to the second energy saving driving assistance device 120.

Accordingly, the first energy saving driving assistance apparatus 110 determines / changes the energy saving driving pattern of the preceding train 110A based on the temporary speed limit section information, and / or the second energy saving driving assistance apparatus ( 120 may determine / change the energy saving driving pattern of the trailing train 120 based on the temporary speed limit section information.

In other examples, the train running control room server 130 receives the preceding first braking timing information of the preceding train 110A from the first energy saving driving assistance apparatus 110, thereby reducing the preceding first braking timing information to the second energy saving. It may transmit to the driving assistance device 120.

Accordingly, the second energy saving driving assistance apparatus 120 may determine / change the energy saving driving pattern including the following first driving timing information of the trailing train 120A based on the preceding first braking timing information.

In addition, the second energy saving driving assistance apparatus 120 receives the preceding first propulsion timing information of the preceding train 110A from the first energy saving driving assistance apparatus 110 and converts the preceding first propulsion timing information into the second energy. The transmission may be transmitted to the reduced driving assistance device 120.

Accordingly, the second energy saving driving assistance apparatus 120 may determine / change the energy saving driving pattern including the following first braking timing information of the trailing train 120 based on the preceding first propulsion timing information.

In another example, the train running control room server 130 receives the trailing second braking time information of the trailing train 120A from the second energy-saving driving assistance device 120 to receive the trailing second braking time information of the first energy. The transmission may be transmitted to the reduced driving assistance apparatus 110.

Accordingly, the first energy saving driving assistance apparatus 110 may determine / change the energy saving driving pattern including the preceding second propulsion timing information of the preceding train 110 based on the following second braking timing information.

In addition, the first energy saving driving assistance device 110 receives the following second propulsion timing information of the trailing train 120 from the second energy saving driving assistance device 120, and transmits the following second propulsion timing information to the first energy. The transmission may be transmitted to the reduced driving assistance apparatus 110.

Accordingly, the first energy saving driving assistance apparatus 110 may determine / change the energy saving driving pattern including the preceding second braking timing information of the preceding train 110 based on the following second propulsion timing information.

Here, the first and second trains may be arranged on one line, or the up and down line of the same section that receives power from one power supply station.

That is, in the embodiment of the present invention, using the information of the braking timing and the propulsion timing of the train, the control pattern server 130 may use the regenerative braking (energy saving by utilizing the regenerative braking force as the driving force) in the control room server 130. Each line and trailing train may provide the engineer with the energy saving driving pattern based on the driving pattern or the information.

3 is a block diagram illustrating a configuration of an energy saving driving assistance apparatus mounted on each train in the railroad vehicle energy saving driving assistance system 100 according to an exemplary embodiment of the present invention. Here, the configurations of the energy saving driving assistance apparatus mounted on each train are similar to each other, and the configuration of the second energy saving driving assistance apparatus 120 mounted on the trailing train 120A will be described as an example.

As shown in FIG. 3, the energy saving driving assistance apparatus 120 mounted on each train among the railroad vehicle energy saving driving assistance system 100 according to an embodiment of the present invention includes an information input unit 121 and an information storage unit ( 122, the energy saving driving calculator 123, the information providing unit 124, the driving assistance display unit 125, and the communication unit 128 may be included.

The information input unit 121 may include a power sensor 121a, a load sensor 121b, a position sensor 121c, and a speed sensor 121d.

The power sensor 121a may sense a voltage and a current applied to the railroad car, calculate power from these, convert the calculated power into digital data, and output the digital power to the energy saving driving calculator 123. In some examples, the voltage may be obtained from an ACPT (line voltage sensor) and the current may be obtained from an ACCT (line current sensor).

The load sensor 121b may sense a load that varies according to the number of passengers in the railroad car, convert the load into digital data, and output the digital load to the energy saving driving calculator 123. In some examples, load sensor 121b may be a pressure sensor that measures the pressure of an air spring installed in a railroad vehicle. As such, the load of the railway vehicle is sensed because the force (maximum retrograde force / maximum braking force) required by the railway vehicle to be operated in order to operate the railway vehicle according to a predetermined driving schedule must be calculated. In general, a relatively large force (maximum retrograde force / maximum braking force) is required when the load of a railway vehicle is large (when the number of passengers is large) and relatively small when the load is small (when the number of passengers is small). (Maximum retrograde force / maximum braking force) is required.

The position sensor 121c may sense the current position of the railroad car, convert it into digital data, and output the digital data to the energy saving driving calculator 123. In some examples, location sensor 121c may be a conventional GPS system, subway location tracking system, and / or subway navigation system. For example, a subway location tracking system and / or a subway navigation system may be used in a GPS shaded area where a GPS signal is not received. Such a system basically includes an AP sensor for sensing an access point (AP) installed at each subway station; It may include an acceleration sensor and a geomagnetic sensor. In addition, such a system defines the current subway station information obtained by the AP sensor as the current position information, and the position of the railway vehicle in the area between the two APs (GPS shaded area) is determined by the speed sensor and the geomagnetic sensor obtained from the acceleration sensor. By using the moving azimuth of the railway vehicle obtained from the can be obtained by calculating the current position information relative to the current position information. Of course, this location information may be updated, corrected or corrected each time new AP information is detected.

The speed sensor 121d may sense the speed (current speed, acceleration, deceleration, and constant speed) of the railroad car, convert it into digital data, and output the digital data to the energy saving driving calculator 123. In some examples, the speed sensor 121d may use the acceleration sensor described above.

On the other hand, the information obtained from the load sensor 121b, the position sensor 121c and the speed sensor 121d is a train general information system (TGIS), which is a train information display device that monitors the state of a railroad car and transmits it to an engineer. Or from a Train Control Monitoring System (TCMS).

The information storage unit 122 may include a train information storage unit 122a, a ground information storage unit 122b, and an energy saving driving pattern storage unit 122c.

The train information storage 122a may store train information 110B and 120B such as a vehicle type, a vehicle weight, a trained amount, a vehicle number, a real time current position, a real time delay situation, and a real time energy consumption. Here, the real time current position information may be obtained from the position sensor 121c, and the real time delay situation information may also be obtained from the position and time obtained from the position sensor 121c, and the real time energy consumption may be obtained from the power sensor 121a. Can be obtained from.

The ground information storage 122b includes ground information 130B (i.e., section track information or driving diagram) such as route information, station distance, speed limit, gradient information, curvature information, real time construction section, and real time temporary speed limit section. Can be stored.

The energy saving driving pattern storage unit 122c includes energy saving driving pattern information optimized for the energy saving driving pattern storage unit 122c based on information stored in the train information storage unit 122a and information stored in the ground information storage unit 122b. Station arrival time, updated station departure time, updated station time spent, updated station stop time, updated positional acceleration, deceleration, and updated air conditioner control status (air conditioner, blower, heater, etc.) Can be stored as a state.

In some examples, the energy saving driving pattern storage unit 122c may store an equation for calculating newly updated energy saving driving pattern information by using information related to a driving schedule and real time collection information.

Of course, these lookup tables or equations can be obtained by a number of simulations or measurements that can minimize the energy consumption rate without significantly affecting the travel schedule.

As an example, a method of determining the energy saving operation pattern using the equation will be described. For urban electric rail vehicles with short distances between stations, the driving mode may be roughly powering, coasting and breaking, and the energy consumption rate depends on how these are set. The station-to-station distance is equal to the sum of the turning distance, the turning distance and the braking distance, and the target station-to-rail driving time is equal to the sum of the turning time, the turning time and the braking time. Here, it is possible to minimize the energy consumption of the railway vehicle during the entire driving section by adjusting the starting point and / or braking.

Of course, at this time, it is natural that the speed profile of the railway vehicle should be operated within a predetermined inter-station target driving time. To this end, it is possible to create a function relating to a given station-to-station target driving time, a stationary station distance and time. In addition, in order for the railroad vehicle to stop exactly at the target station, an accurate braking start time must be determined. To this end, the forward speed trajectory of the vehicle is calculated by simulation of the reverse and the other line, and then the vehicle is simulated through the braking simulation. The backward velocity trajectory of is calculated and the intersection of the two trajectories can be determined as the starting point of braking. In addition, in order for the electric railway vehicle to arrive at the target point within a predetermined time, the other starting point is searched to minimize the difference between the actual driving time of the railway vehicle and the target driving time between stations. Therefore, by appropriately adjusting the navigation distance or time, braking distance or time, it is possible to minimize the energy consumption of the railway vehicle.

The energy saving operation calculation unit 123 includes an information input unit 121 (power sensor 121a, load sensor 121b, position sensor 121c, and speed sensor 121d) and storage unit (train information storage unit 122a). And an energy saving driving pattern (speed, stop time, and air conditioning state) of which energy consumption is minimized by a lookup table or a predetermined equation based on the information of the ground information storage unit 122b.

In this way, the energy saving operation calculation unit 123 calculates the energy saving operation pattern information that minimizes the influence of the operation schedule and minimizes the energy consumption based on the plurality of information input from the information input unit 121. The study 124 may be provided, and may be displayed / displayed through the driving assistance display unit 125.

The information providing unit 124 is based on the energy saving driving pattern information received from the energy saving driving calculation unit 123, acceleration (reverse), deceleration (braking or other), stop time and / or various air conditioners for each position of the railway vehicle Information can be provided for the engineer to control the system.

To this end, the information providing unit 124 may include a speed information providing unit 124a, a stop time information providing unit 124b, and an air conditioning information providing unit 124c. The speed information providing unit 124a may provide acceleration, deceleration, and braking information for each position of the railway vehicle. In one example, the speed information providing unit 124a may provide notch information. The stop time information providing unit 124b may provide stop time information so that the railway vehicle stops during the optimized stop time at each station. The air conditioning information providing unit 124c may provide information such as on, off state and strength of the air conditioner such as an air conditioner, a heater, and a blower for each position.

The communication unit 128 may include an inter-vehicle communication unit 126a and a control room communication unit 126b. The inter-vehicle communication unit 126a enables the exchange of driving status change information (delay information, etc.) between the preceding and following trains 110A and 120A. The control room communication unit 126b is configured to change the operating state of the train between the front and rear trains 110A and 120A and the control room server 130 (for example, delay information, stop by signal signals, boundary, caution, deceleration information, Temporary speed limit, section status information, braking timing information, propulsion timing information, etc.) can be exchanged. Here, the communication unit 126 may be driven by the LTE communication protocol to be implemented in the LTE-R communication network or LTE communication network as described above.

The driving assistance display unit 125 (or the display unit) serves to display, display, and assist the driver with various types of information by the information input unit 121 and an energy saving driving pattern by the energy saving driving operation unit 123. In particular, the driving assistance display unit 125 may assist the driver to manually drive the train based on this information by displaying / presenting / assisting various information by the information providing unit 124 to the engineer.

In some examples, the driving assistance display 125 may be installed on a bar extending downward from the dashboard or ceiling in front of the driver's driver's seat. In some examples, the engineer performs energy saving driving according to various driving information (speed information, stop time information, air conditioning information) displayed on the driving assistance display unit 125 or ignores the driving performance and performs normal driving as the engineer himself wants. can do.

On the other hand, the electric royalties of electric railway vehicles account for about 8% of the transportation income, and the electric power consumption of the double electric railway vehicles accounts for about 60%. Here, according to the simulation, when the electric railway vehicle is operated in the above-described energy saving driving pattern, it is shown that power consumption of about 5 to 15% can be saved. Thus, the present invention not only saves electrical energy, but also significantly reduces the operating cost of the electric railway vehicle.

4 is a flowchart illustrating a railroad vehicle energy saving driving method according to an exemplary embodiment of the present invention. Here, the case where the operation state of the preceding train 110A has been changed (delayed) for convenience of explanation will be described as an example.

As shown in FIG. 4, in the railroad vehicle energy saving driving method according to an exemplary embodiment of the present invention, when the driving situation of the preceding train 110A is changed, the driving pattern of the trailing train 120A is changed based on the change. In addition, when the driving pattern information (delay information) received from the preceding train 110A and the driving pattern information (control information) received from the control room 130A are not the same, the driving pattern information (control information) received from the control room 130A is displayed. On the basis of this, the driving pattern of the trailing train 120A is changed. This will be explained with some steps in mind.

First, the preceding train information 110B and the ground information 130B are input to the first energy saving driving assistance device 110 mounted on the preceding train 110A, and the second energy saving driving mounted on the following train 120A. The trailing train information 120B and the ground information 130B may be input to the auxiliary device 120 (S1). Accordingly, the preceding train 110A starts the energy saving operation by the first energy saving driving assistance apparatus 110, and the trailing train 120A starts the energy saving driving by the second energy saving driving assistance apparatus 120. (S2). In addition, according to this, both the preceding train 110A and the following train 120A proceed with the scheduling operation in the energy saving operation pattern (S31 to S33). Here, steps S31 and below may be defined as a driving method of the preceding train 110A, and steps S32 and S33 and below may be defined as a driving method of the trailing train 120A.

On the other hand, the first energy-saving driving assistance device 110 of the preceding train (110A) determines whether the operating situation of the preceding train (110A) has changed (S4). In some examples, when the user takes relatively long time to get on and off the preceding train 110A, a sudden construction section occurs, or when the preceding train 110A is delayed compared to the scheduled time due to a train failure and inspection, This can be seen that the operating situation of the preceding train (110A) has changed.

If it is determined in step S4 that the driving situation is not changed, the existing train driving pattern information is displayed / displayed through the driving assistance display unit 125 (S5). Subsequently, the engineer performs the energy saving driving according to the train driving pattern information displayed through the driving assistance display unit 125 or does not refer to the train energy saving driving / driving pattern information displayed / displayed through the driving assistance display unit 125. According to the judgment by itself, the general driving can be performed (S6). That is, the engineer may proceed with the train operation in the train energy saving pattern (S7), or proceed with the train operation in the general pattern (S8).

However, if it is determined in step S4 that the driving situation is changed, the train operation status change information is wirelessly transmitted to the control room server 130 of the train operation control room (S9). In addition, the train operation state change information is also wirelessly transmitted to the second energy saving driving assistance device 120 of the following train 120A.

On the other hand, the control room server 130, if there is no information to be added to the operation status change information received from the first energy-saving driving assistance device 110 of the preceding train (110A) as it is, the second energy saving driving of the following train (120A) as it is Wireless transmission to the auxiliary device 120, if there is information to be added to the driving situation change information received from the first energy-saving driving assistance device 110 of the preceding train (110A) and the driving situation change information reflecting this additional information Transmit to the trailing train 120A.

Here, the control room server 130 monitors the train information and the ground information of all trains on the same line as well as the train information 110B and 120B and the ground information 130B of the front and trailing trains 110A and 120A in real time. As such, additional information based on this may be present. That is, since the control room server 130 must manage the schedule for all trains on the same line, it can transmit the separate control information for this to the following train (120A).

The trailing train 120A compares and determines whether the driving status change information (delay information) received wirelessly from the preceding train 110A and the driving status change information (control information) received from the control room server 130 are the same (S41). .

When the driving state change information (delay information) received wirelessly from the preceding train 110A and the driving state change information (control information) received from the control room server 130 are not the same, the second energy saving of the following train 120A is reduced. The driving assistance apparatus 120 checks the driving situation change information received from the control room server 130 (S42), calculates the driving pattern information based on this, and displays / displays it on the driving assistance display unit 125 ( S43). Accordingly, the trailing train 120A may not only consider the preceding train 110A but may also consider energy saving driving in consideration of the entire line situation.

On the other hand, when the driving condition change information received wirelessly from the preceding train 110A and the driving condition change information received from the control room server 130 are the same, the second energy intermittent driving device of the trailing train 120A may use train driving pattern information. Computing the existing train operation pattern information without changing the display and display it to the driving assistance display unit 125 (S43).

Subsequently, as described above, the engine driver may drive the vehicle according to the train driving pattern information provided through the driving assistance display unit 125 or may not refer to the train driving pattern information provided through the driving assistance display unit 125. Normal operation can be performed according to the determination (S61). That is, the engineer may proceed with the train operation in the train energy saving pattern (S71), or proceed with the train operation in the general pattern (S81).

What has been described above is only one embodiment for implementing a railroad vehicle energy saving driving assistance system according to the present invention, the present invention is not limited to the above embodiment, as claimed in the following claims Without departing from the gist of the invention, those skilled in the art to which the present invention pertains to the technical spirit of the present invention to the extent that various modifications can be made.

100; Rail Vehicle Energy Saving Driving Assistance System
110A; Preceding train 110B; Train information
110; First energy saving driving assistance device 120A; A trailing train
120B; Train information 120; Second energy saving driving assistance device
121; Information input unit 121a; Power sensor
121b; Load sensor 121c; Position sensor
121d; Speed sensor 122; Information storage
122a; A train information storage unit 122b; Ground information storage
122c; An energy saving operation pattern storage unit 123; Energy Saving Driving Computation Unit
124; Information providing unit 124a; Speed information provider
124b; A stop time information providing unit 124c; Air Conditioning Information Provider
125; Driving assistance display unit 126; Communication
130A; Train Control Room 130B: Ground Information
130; Train Control Room Server

Claims (10)

A first energy saving driving assistance device mounted on the preceding train and receiving the preceding train information and ground information to assist the preceding train in energy saving driving;
A second energy saving driving assistance device mounted on the trailing train and receiving the trailing train information and the ground information to assist the trailing train in energy saving driving; And
The first control information received by processing the first delay information of the preceding train from the first energy saving driving assistance device is transmitted to the second energy saving driving assistance device, and the trailing from the second energy saving driving assistance device. A train operation control room server configured to receive the second delay information of the train and transmit the processed second control information to the first energy saving driving assistance device,
The second energy saving driving assistance apparatus determines an energy saving driving pattern of the following train based on the first control information, and the first energy saving driving assistance apparatus determines the energy saving driving pattern of the preceding train based on the second control information. Determine energy-saving driving patterns,
The first energy saving driving assistance apparatus transmits the first delay information to the second energy saving driving assistance apparatus, and the second energy saving apparatus sends the first delay information when the first delay information is equal to the first control information. Determine an energy saving driving pattern of the trailing train based on the delay information; and determine an energy saving driving pattern of the trailing train based on the first control information when the first delay information is different from the first control information. That, railway vehicle energy-saving driving assistance system. delete The method of claim 1,
The second energy saving driving assistance apparatus transmits the second delay information to the first energy saving driving assistance apparatus, and the first energy saving apparatus sends the second delay information when the second delay information is the same as the second control information. The energy saving driving pattern of the preceding train is determined based on the second delay information. When the second delay information is different from the second control information, the energy saving driving pattern of the preceding train is determined based on the second control information. To determine, railway vehicle energy-saving driving assistance system. The method of claim 1,
The train operation control room server determines the first and second control information in consideration of train information and ground information of all trains on the same line, including train information and ground information of the preceding train and the following train, Rail car energy saving driving assistance system. The method of claim 1,
The train information includes a vehicle type, vehicle weight, trained amount, vehicle number, real time current position, real time delay situation and real time energy consumption. The method of claim 1,
The ground information includes the route information, station distance, speed limit, gradient information, curvature information, real-time construction section and real-time temporary speed limit section, railway vehicle energy saving driving assistance system. The method of claim 1,
The train driving control room server transmits stop signal information of a signal signal on a route to the first energy saving driving assistance device or the second energy saving driving assistance device, and the first energy saving driving assistance device is based on the stop signal information. And determine an energy saving driving pattern of the preceding train, or the second energy saving driving assistance device determines an energy saving driving pattern of the following train based on the stop signal information. The method of claim 1,
The train driving control room server transmits the temporary speed limit section information on the previously unscheduled route to the first energy saving driving assistance device or the second energy saving driving assistance device, so that the first energy saving driving assistance device receives the information. Determining the energy saving driving pattern of the preceding train based on the temporary speed limit section information, or determining the energy saving driving pattern of the following train based on the temporary speed limit section information by the second energy saving driving assistance device. , Railway vehicle energy saving driving assistance system. The method of claim 1,
The train operation control room server receives the preceding first braking timing information of the preceding train from the first energy saving driving assistance apparatus, transmits the preceding first braking timing information to the second energy saving driving assistance apparatus, The second energy saving driving assistance apparatus determines the energy saving driving pattern including the following first propulsion timing information of the following train based on the preceding first braking timing information,
The train driving control room server receives the preceding first propulsion time information of the preceding train from the first energy saving driving assistance device, transmits the preceding first propulsion time information to the second energy saving driving assistance device, The second energy saving driving assistance apparatus determines an energy saving driving pattern including the following first braking timing information of the trailing train based on the preceding first propulsion timing information. The method of claim 1,
The train driving control room server receives the second braking timing information of the trailing train from the second energy saving driving assistance apparatus, and transmits the second braking timing information of the trailing train to the first energy saving driving assistance apparatus. The first energy saving driving assistance apparatus determines the energy saving driving pattern including the preceding second propulsion timing information of the preceding train based on the second braking timing information.
The train operation control room server receives the trailing second propulsion timing information of the trailing train from the second energy saving driving assistance apparatus, and transmits the trailing second propulsion timing information to the first energy saving driving assistance apparatus, The first energy saving driving assistance apparatus determines the energy saving driving pattern including the preceding second braking timing information of the preceding train based on the second trailing timing information.

Images