KR102134031B1 - Train Operation System Using Non-Stop Scheduling - Google Patents

Abstract

Disclosed is a train operating system using non-stop scheduling.
According to an embodiment of the present disclosure, a plurality of stations arranged continuously on a route; And a train group including a plurality of trains continuously running on the route, wherein each train of the train group is configured so that at least two or more trains can stop on a platform in the station and among the plurality of stations. It is configured to have a stop passing pattern repeated from a reference station to a predetermined number of stations, to have a different stop passing pattern from other trains in the train group, and to pass at least one station within one cycle of the stop passing pattern. When the L-th train among trains of the train group has a pattern of stopping at the Q-th station among a plurality of stations, the L+1 train that follows the L-th train is from the Q+1st station, the next station of the Q-th station. When the L-th train has a pattern passing through the Q-th station, the L+1-th train is configured to have a pattern passing through the Q+1-th station. Provide a train operating system using.

Description

Train Operation System Using Non-Stop Scheduling}

The present disclosure relates to a train operating system using non-stop scheduling.

The content described in this section merely provides background information for the present disclosure and does not constitute a prior art.

Conventionally, in order to change train organization, physical coupling or separation has to be performed between two train combinations.

Such a conventional physical coupling/separation method is performed while contact of a connecting period is made by approaching a succeeding train while the preceding train is stopped. At this time, if the speed of the trailing train exceeds 5 km/h, the connector may be damaged. Accordingly, the conventional physical coupling/separation method has been performed through manual operations such as operator hand signals based on strict operation procedures.

In addition, the conventional physical coupling/separation method took a considerable amount of time to combine and separate the two trains, and accordingly, when performing separation or coupling during train operation, there was a problem that adversely affects the driving time.

On the other hand, in the case of a train, there is no siding, so it cannot run past the train in front, and a sufficient braking distance needs to be secured, so it is difficult to secure flexibility in route scheduling.

Accordingly, the present disclosure can secure flexibility in scheduling of trains operating on a route through a train operating system using non-stop scheduling, and through this, has a primary purpose to increase the overall transport amount of the train operating system.

In addition, the present disclosure has a primary purpose to enable variable train organization according to user demand by using virtual coupling between trains, thereby enabling efficient operation of the infrastructure and increasing operational efficiency.

According to an embodiment of the present disclosure, a plurality of stations arranged continuously on a route; And a train group including a plurality of trains continuously running on the route, wherein each train of the train group is configured so that at least two or more trains can stop on a platform in the station and among the plurality of stations. It is configured to have a stop passing pattern repeated from a reference station to a predetermined number of stations, to have a different stop passing pattern from other trains in the train group, and to pass at least one station within one cycle of the stop passing pattern. When the L-th train among trains of the train group has a pattern of stopping at the Q-th station among a plurality of stations, the L+1 train that follows the L-th train is from the Q+1st station, the next station of the Q-th station When the L-th train has a pattern passing through the Q-th station, the L+1-th train is configured to have a pattern passing through the Q+1-th station. Provide a train operating system using.

As described above, according to the present embodiment, it is possible to secure flexibility in route scheduling, thereby increasing the overall transport amount of the train operating system.

In addition, it is possible to change the train according to user demand, and through this, there is an effect of enabling efficient operation of the infrastructure.

1 is a configuration diagram of a train operating system using non-stop scheduling according to an embodiment of the present disclosure.
2 is an exemplary diagram of non-stop scheduling according to an embodiment of the present disclosure.
3 is an exemplary view showing train operation according to the non-stop scheduling of FIG. 2 according to elapsed time.
4 is another exemplary diagram of non-stop scheduling according to an embodiment of the present disclosure.
5 is an exemplary view of slip coaching according to an embodiment of the present disclosure.
6 is an exemplary view of tailgating according to an embodiment of the present disclosure.
7 is a configuration diagram illustrating an optimal train search unit according to an embodiment of the present disclosure.
8 is an exemplary view of a stop passing information providing unit according to an embodiment of the present disclosure.
9 is a block diagram showing a pattern switching unit according to an embodiment of the present disclosure.
10 is a block diagram showing a pattern generation unit according to an embodiment of the present disclosure.
11 is an exemplary view showing that a pattern generator according to an embodiment of the present disclosure forms a delay train group.

Hereinafter, some embodiments of the present disclosure will be described in detail through exemplary drawings. It should be noted that in adding reference numerals to the components of each drawing, the same components have the same reference numerals as possible even though they are displayed on different drawings. In addition, in describing the present disclosure, when it is determined that a detailed description of related known configurations or functions may obscure the subject matter of the present disclosure, the detailed description will be omitted.

In describing the components of the embodiment according to the present disclosure, codes such as first, second, i), ii), a), and b) may be used. These symbols are only for distinguishing the components from other components, and the essence or order or order of the components is not limited by the symbols. When a part in the specification refers to'include' or'equipment' a component, this means that other components may be further included rather than excluding other components unless explicitly stated to the contrary. .

1 is a configuration diagram of a train operating system 10 using non-stop scheduling according to an embodiment of the present disclosure.

Referring to FIG. 1, the train operating system 10 using non-stop scheduling includes a plurality of stations 110 and a train group 120.

The plurality of stations 110 are continuously arranged on the route 11. Each station 110 may include one or more platforms on which the train 121 stops to board or unload passengers.

In this specification, the route 11 means a single route. Taking the domestic Seoul subway as an example, the line 11 may be one of several subway lines such as Line 1, Line 2, and Line 3.

In addition, in this specification, each train 121 is configured to move all stations 110 included in the route 11 without transfer.

Taking the domestic Seoul subway as an example, Incheon Station and Suwon Station are referred to as the same Line 1, but in order to go from Incheon Station to Suwon Station through the subway, you need to transfer from Guro Station to Subway Line 1 in the direction of Suwon. Accordingly, routes including Incheon Station and Suwon Station do not correspond to route 11 of the present disclosure.

The plurality of stations 110 of the present disclosure may include all stations arranged on the route 11, but is not limited thereto, and may include some consecutive stations among stations arranged on the route 11. It might be.

For example, if the line 11 of the present disclosure is the Seoul Subway Line 3, the plurality of stations 110 may include all stations on Line 3 from Daehwa Station to Ogeum Station, but some of them are Express Terminal Station to Suseo Station It may contain only the stations up to.

The train group 120 includes a plurality of trains 121 running continuously on the route 11. Here, the continuous running of the train means that there is no train not included in the train group 120 between two trains included in the train group 120.

Each train 121 of the train group 120 may be interpreted as a sub-line operating on the route 11.

For example, assuming that the route 11 of the present disclosure is the Seoul Subway Line 3 and the number of trains 121 included in the train group 120 is 3, each train 121 of the train group 120 is, In the order of driving, it may be referred to as a 3-1 train, a 3-2 train, a 3-3 train, or the like.

As will be described later, since each train 121 of the train group 120 has a different stop pass pattern, trains 3-1, 3-2, 3-3, etc. stop at different stations. You can go through different stations.

Meanwhile, in the present specification, the train 121 means a train consisting of a plurality of carriages physically connected to each other. Therefore, in the present specification, the number of trains 121 should be interpreted to mean the number of trains operated in one combination, not the number of passenger cars.

Each train 121 of the train group 120 is configured to stop at least two or more trains on a platform in the station 110. Here, being able to stop means a state in which passengers can get on and off on the platform.

For example, trains 4D (121D) and train 5 (121E) may stop on one platform within the station (110A), and passengers may travel on each platform (121D, 121E) on the platform at station (110A). ).

However, two or more trains do not necessarily stop at the platform of each station 110, and may be in a state of being stopped alone on the platform of the second station 110B, such as the third train 121C. In this case, the train No. 3 121C may stop in the front area on the platform of the station No. 2 110B to stop the trailing train.

Each train 121 of the train group 120 may be configured to be capable of virtual coupling or release of virtual coupling with a train preceding each train 121.

In general, the train is designed to set the movement authority of the own train so as not to drive beyond the protection section set in the trailing area of the preceding train, and to set the speed profile accordingly, to prevent the preceding train from colliding.

In the present specification, the virtual combination means a state in which a train can travel with a preceding train as if it is a train of one pair, while the train travels in a state closer to the preceding train beyond the protection section set in the trailing area of the preceding train.

For example, the first train 121A and the second train 121B may travel between the second station 110B and the third station 110C in a virtually coupled state.

The virtual coupling between the two trains can be made on the platform of each station 110, but can also be made while the two trains are running between the station and the station.

Each train 121 of the train group 120 is configured to have a stop passing pattern repeated from a reference station to a predetermined number of stations among a plurality of stations 110. Here, the reference station means a station 110 at which a stop passing pattern is a start point, and each train 121 of the train group 120 has the same reference station.

In addition, each train 121 of the train group 120 is configured to have a different stop passing pattern from other trains in the train group 120, and at least one station within one cycle of the stop passing pattern ( 110).

In this specification, a stop-skip pattern refers to a pattern in which each train 121 of the train group 120 stops at a specific station or passes through a specific station.

For example, if train A has a stop-passing pattern with three stations of the pattern of "stop/stop/pass", and the reference station is station A, train A stops at station A and follows station A. It stops at station B, and passes at station C, which is the next station after station B. Since the period of the stop passing pattern is three stations, the pattern of "stop/stop/pass" is repeated from D station, the next station of C station.

The train operating system 10 using non-stop scheduling according to the present disclosure allows each train 121 included in the train group 120 to have a stop pass pattern including at least one pass station within one cycle while being different from each other. There is an effect that can increase the total transport. The stop passing pattern can be generated through the following algorithm.

First, the number N of trains 121 included in the train group 120 may be set to 3 or more. Here, the number of trains 121 means the number of trains operated in one combination.

In addition, the number of stations included in one cycle of the stop pass pattern may be set to be the same as the number N of trains 121 included in the train group 120.

In addition, the number of stations (S) that each train 121 of the train group 120 stops within one cycle of the stop pass pattern is half of the number of trains 121 included in the train group 121 (N/ It can be set to be larger than 2).

At each station 110, the train 121 having the same number of trains as the number of stations (S) at which each train 121 of the train group 120 stops within one cycle of the stopping pass pattern stops, and The number of stations in which two trains 121 in the train group 120 traveling adjacent to each other in one cycle meet is the station in which each train 121 of the train group 120 stops within one cycle of the pass-through pattern. It can be set to be the same as (2S-N) minus the number (N) of the train 121 included in the train group 120 from twice the number of (S).

In this case, the number of trains 121 that can be stopped on the platform in the station 110 is the station where the two trains 121 in the train group 120 traveling adjacent to each other within one cycle of the stop-pass pattern meet. It may be equal to the value (2S-N+1) obtained by adding 1 to the number of.

When the stop passing pattern generated by the above-described algorithm is applied to the train operating system, the total transport amount of the train may be increased, which will be described in detail as follows.

First, the time interval at which a conventional train stops at a station is set to T, and the amount of transportation of one train of the conventional train is set to C.

For convenience of calculation, it is assumed that one combination of each train 121 of the train group 120 is half of one combination of the conventional train. In this case, the transport amount of one pair of trains 121 of the train group 120 is C/2.

In addition, it is assumed that the operation interval between each train 121 in the train group 120 is the same as that of the conventional train.

According to the above-described algorithm, the cycle through which all trains 121 of the train group 120 pass through any one station 110 is (N-S)*T. At this time, the transport amount per unit time of all trains 121 of the train group 120 is calculated as follows.

<Equation 1>

Transport per piece * Number of trains included in train group * 1/cycle

= C/2 * N * 1/{(N-S)*T}

= N/{2(N-S)} * C/T

According to the above-described algorithm, since N-S<N/2, a relationship of N/{2(N-S)}>1 is established. As a result, since the relationship of N/{2(N-S)} * C/T> C/T is established, the train operating system 10 using non-stop scheduling has an advantage in terms of transportation amount.

In addition, the amount of transport per unit time is also related to the average moving speed of the train, and since the amount of transportation increased without changing the length of the platform, it can be seen that the average moving speed of the train increased compared to the conventional train.

The stop passing patterns generated through the above-described algorithm are described in detail with reference to FIGS. 2 to 4.

2 is an exemplary diagram of non-stop scheduling according to an embodiment of the present disclosure.

Specifically, in FIG. 2, the number (N) of trains 121 included in the train group 120 in the above-described algorithm is 3, and each train 121 of the train group 120 is within one cycle of a stop pass pattern. The number of stations stopping at (S) shows scheduling in the case of 2.

In this case, since the number (S) of stations that each train 121 of the train group 120 stops within one cycle of the stop pass pattern is 2, the number of trains 121 included in the train group 120 ( N) is greater than 1.5, which is half of 3 (N/2).

Referring to FIG. 2, since the number of trains 121 included in the train group 120 is 3, the number of stations included in one cycle of the stop passing pattern is 3.

Each train 121 of the train group 120 includes the first train No. 1 121A, the second train No. 2 train 121B, and the third train No. 3 train 121C, each Trains are put into station 1A at regular intervals in the order of trains 1 to 2, and 3 trains. At this time, the reference station of the stop passage pattern of each train of the train group 120 is the first station 110A.

Each train 121 of the train group 120 has a different stop passing pattern. For example, train #1 110A has a stop pattern (A11-1) of "stop/stop/pass" from station #110A to station #110C, train #2 121B Has a stop pass pattern (B11-1) of "pass/stop/stop", and train 3 (121C) has a stop pass pattern (C11-1) of "stop/pass/stop". That is, trains 1 to 3 (121A, 121B, 121C) have different stop passing patterns.

Since the number of stations included in one cycle of the stop-through pattern is 3, each train 121 has a stop-pass pattern from station 4 (110D) to station 6 (110F) 3 times at station 1 (110A). It is the same as the stop pass pattern to the station 110C.

For example, the stop passing pattern (A11-2) from station 4 (110D) to station 6 (110F) of train 1 (121A) is "stop/stop/pass", and train 1 (121A) It is the same as the stop pass pattern (A11-1) from the 1st station (110A) to the 3rd station (110C).

At each station 110, each train 121 of the train group 120 must stop at the same number of trains 121 as the number (S) of stations that stop within one cycle of the stop-through pattern. The number of trains stopping at 110) is 2.

For example, train #1 121A and train #121C stop at station #110A, train #1 121A and train #121B stops at station #110B. At station 3 (110C), train 2 (121B) and train 3 (121C) stop. That is, at each station 110A, 110B, 110C, two trains 121 stop.

3 is an exemplary view showing train operation according to the non-stop scheduling of FIG. 2 according to elapsed time.

In the table of FIG. 3, the unit time interval of the elapsed time is assumed to be the same as the time at which each train 121 of the train group 120 is sequentially input, that is, the operating interval.

In addition, the unit time interval of the elapsed time, the time it takes for each train 121 of the train group 120 to depart from one station and arrive at the next station is the same, and each train 121 will stop at a specific station. It is assumed that it is the same as the time to stop.

Referring to FIG. 3, at the elapsed time 1, train No. 1 121A is put into station No. 1 110A.

At elapsed time 2, train No. 2 121B is put into station No. 1 10A. Train #1 121A must stop at station #110A, so it is still located on station #110A. At this time, the first train 121A stops and starts to depart to the second station 110B.

Train No. 2 121B must pass through Station No. 110A, so it does not stop at Station No. 110A. At this time, the second train 121B may be virtually combined with the first train 121A departing from the second station 110B. In this specification, this case is referred to as tailgating. A detailed description of tail gating is described in connection with FIG. 6.

Referring again to FIG. 3, at the elapsed time 3, train No. 3 121C is put into station No. 1 110A. The first train 121A and the second train 121B travel together in a virtually coupled state and arrive at the second station 110B.

At elapsed time 4, train 3C 121C must stop at station 1110A, so it is still located on station 1110A. At this time, train 3C 121C stops and starts to depart to station 2B 110B.

Since trains 121A and 121B have to stop at station 2110B, they are still located on station 2110B. At this time, the first train 121A and the second train 121B stop at the stop and start to depart from the third station 110C.

At elapsed time 5, train 3C 121C must pass through station 2110B, so it does not stop at station 2110B.

The first train 121A and the second train 121B travel together in a virtually coupled state and arrive at the third station 110C. Since train 1(121A) passes through station 3(110C) and train 2(121B) must stop at station 3(110C), train 1(121A) and train 2(121C) are virtually combined Release it.

At elapsed time 6, train No. 3 (121C) passes through station No. 2 (110B) and arrives at station No. 3 (110C).

The second train 121B stops the virtual coupling with the first train 121A and stops at the third station 110C, and the first train 121A passes the third station 110C without deceleration. In this specification, this case is referred to as slip coaching. A detailed description of slip coaching is described in connection with FIG. 5.

Referring back to FIG. 3, at the elapsed time 6, train 1A 121A passes through three stations that are one cycle of a stop-passing pattern and enters station 4D 110D again. Accordingly, from the elapsed time 6, the train operation of the same pattern as the elapsed time 1 is repeated.

According to the above-mentioned stop passing pattern generation algorithm, the number of stations where two trains 121 in the train group 120 traveling adjacent to each other within one cycle of the stop passing pattern meet is the number of trains in the train group 120 It should be a value obtained by subtracting the number (N) of trains 121 included in the train group 120 from twice the number of stations (S) at which 121 stops within one cycle of the stop pass pattern, that is, 1 .

For example, if you look at stations 1A (110A) to station 3 (110C), which is one cycle of the stop pass pattern, trains 1A and 121A are trains 2 to 1 Meet at 110A), and train 2 (121B) and train 3 (121C) meet at station 3 (110C) in the elapsed time 6.

4 is another exemplary diagram of non-stop scheduling according to an embodiment of the present disclosure.

Specifically, in FIG. 4, the number (N) of trains 121 included in the train group 120 in the above-described algorithm is 5, and each train 121 of the train group 120 is within one cycle of a stop pass pattern. The number of stations stopping at (S) shows scheduling in the case of 3.

In this case, the number (S) of stations that each train 121 of the train group 120 stops within one cycle of the stop pass pattern is 3, so the number of trains 121 included in the train group 120 ( N) is greater than 2.5, which is half of 3 (N/2).

Referring to FIG. 4, since the number of trains 121 included in the train group 120 is 5, the number of stations included in one cycle of the pass passing pattern is 5.

Each train 121 of the train group 120 includes the first train 121A, the second train 121B, the third train 121C, the fourth train 121D, and the fifth train 121E, , Each train is put into station 1 (A) at regular intervals from train 1 to trains 2, 3, 4 and 5. At this time, the reference station of the stop passage pattern of each train of the train group 120 is the first station 110A.

Each train 121 of the train group 120 has a different stop passing pattern. For example, train 1A 110A has a stop pass pattern (A12-1) of "stop/pass/stop/pass/stop" from station 1 (110A) to station 3 (110C), number 2 The train 121B has a stop passing pattern (B13-1) of "stop/stop/pass/stop/pass", and train No. 3 121C has a stop pass pattern of "pass/stop/stop/stop/pass/stop" (C12-1). In addition, train No. 4 (121D) has a stop pass pattern (D12-1) of "stop / pass / stop / stop / pass", train 5 (121E) "pass / stop / pass / stop / stop" It has a stop pass pattern of (E12-1). That is, trains 1 to 5 (121A, 121B, 121C, 121D, 121E) have different stop passing patterns.

Since the number of stations included in one cycle of the stop-pass pattern is 5, each train 121 has stop stop patterns from station 6 (110F) to station 10 (110J) 5 times at station 1 (110A). It is the same as the stop pass pattern to the station 110E.

For example, the stop passing pattern (A12-2) from the 6th station (110F) to the 10th station (110J) of the 1st train 121A is "stop/pass/stop/stop/pass/stop", It is the same as the stop pass pattern (A12-1) from the station No. 1 (110A) to the station No. 5 (110E) of the train 121A.

At each station 110, each train 121 of the train group 120 must stop at the same number of trains 121 as the number (S) of stations that stop within one cycle of the stop-through pattern. The number of trains that stop at 110) is 3.

For example, at station 110A, trains 1, 121A, 2, 121B, and 4, 121C stop, and at station 2, 110B, train 2, 121B, 3 Trains 121C and 5E 121E stop.

2 and 4, according to the above-described stop passing pattern generation algorithm, the L-th train among the trains 121 of the train group 120 has a pattern of stopping at the Q-th station among the plurality of stations 110. In the case of the L+1 train following the L train, the train stops at the Q+1 station, the next station of the Q station, and the L+1 train has a pattern passing through the Q station. It can be seen that the second train has regularity with a pattern passing through the Q+1 station.

For example, when the embodiment shown in FIG. 4 stops at the first train 121A at the first station 110A, the second train 121B stops at the second station 110B. Likewise, since train No. 2 121B stops at station No. 2 110B, train No. 3 121C stops at station No. 3 110C, train No. 4 121D, and train No. 5 121E ) Will stop at station 4 (110D) and station 5 (110E), respectively.

Conversely, when the first train 121A passes the second station 110A, the second train 121B passes the third station 110C. Likewise, since train No. 2 121B passes through station No. 3 110C, train No. 3 121C passes through station No. 4 110D, train No. 4 121D, and train No. 5 121E ) Will pass through station 5 (110D) and station 6 (110E), respectively.

5 is an exemplary view of slip coaching according to an embodiment of the present disclosure.

In this specification, slip coaching is a case where two trains running in virtual combination enter a specific station, and the trailing train has a pattern of stopping at a specific station and the preceding train has a pattern of passing through a specific station. It means that the virtual train is released, the trailing train stops at a specific station, and the preceding train passes through a specific station without stopping or decelerating.

Referring to FIG. 5, a plurality of stations 110 may include a first station 112, and the train group 120 is a second train preceding the first train 123 and the first train 123. It may include (124).

5(a), the virtually coupled first train 123 and the second train 124 may enter the first station 112.

Referring to FIG. 5( b), the first train 123 and the second train 124 may release the virtual coupling between the first train 123 and the second train 124. The release of the virtual combination may be performed before the two trains 123 and 124 enter the first station 112, but may also be made after entering the first station 112.

Referring to FIG. 5( c), the first train 123 may stop at the first station 112 and the second train 124 may pass through the first station 112.

The train operating system 10 using non-stop scheduling according to the present disclosure introduces slip coaching to release virtual coupling when two trains 123 and 124 in the train group 120 enter the station by virtual combination. It is possible to naturally stop or pass, and thereby, there is an effect of increasing the total transport amount in train operation.

6 is an exemplary view of tailgating according to an embodiment of the present disclosure.

In this specification, tailgating means that when a trailing train enters a specific station and the preceding train is located at a specific station, the trailing train has a pattern passing through a specific station and the preceding train stops at a specific station. In the case of having, the preceding train is pushed forward in a specific station, and the succeeding train is virtually combined with the preceding train to mean passing through the specific station together with the preceding train without stopping or decelerating.

Referring to FIG. 6, a plurality of stations 110 may include a second station 114, and the train group 120 is a fourth train preceding the third train 125 and the third train 125. (126).

Referring to FIG. 6(a), the third train 125 enters the second station 114 and the fourth train 126 is located within the second station 114.

Referring to FIG. 6(b), the fourth train 126 may be propelled slowly within the second station 114. The third train 124 may stop within the second station 114 or travel as it is without deceleration.

Referring to FIG. 6(c), the third train 125 is virtually coupled to the fourth train 126 propelling slowly within the second station 114 and is virtually coupled to the fourth train 126. It is configured to pass through two stations 114.

The train operating system 10 using the non-stop scheduling according to the present disclosure includes two trains 125 and 126 in the train group 120, specifically, a train 125 passing through a specific station and a stop within a specific station, and then slowing down By introducing a tail gating that runs after virtual coupling between the propulsive trains 126, natural driving is possible, and thus, there is an effect of increasing the total transport amount in train operation.

7 is a configuration diagram illustrating an optimal train search unit 710 according to an embodiment of the present disclosure.

Referring to FIG. 7, the train operating system 10 using non-stop scheduling may include an optimal train search unit 710 and a user terminal 720.

The optimal train search unit 710 is configured to receive information of a departure station and an arrival station among a plurality of stations 110.

The optimum train search unit 710 is configured to calculate a train that can reach the shortest time from the departure station to the arrival station among trains 121 included in the train group 120 based on the information of the departure station and the arrival station do.

A train search application may be installed in the user terminal 720. The user may input a departure station and a stop station to the user terminal 720 through the train search application.

For example, after executing the train search application, the user may touch buttons 722 and 724 displayed on the user terminal 720. When the buttons 722 and 724 are touched, a list including a plurality of stations 110 may be displayed, and a user may select a target departure station and a stop station from the list. The information of the departure station and the stop station selected by the user may be transmitted to the optimal train search unit 710 through wired communication or wireless communication.

The user terminal 720 may be a smart phone, a computer, or a tablet PC, but is not limited thereto.

The user terminal 720 may be provided with a location information receiving unit. The location information receiving unit will generally include a GPS module, but the present disclosure is not limited thereto.

For example, the location information receiving unit may include a Wi-Fi module or a Bluetooth module. In this case, the location information receiving unit may acquire the location of the user terminal 720 by communicating with a server provided in the station 110 or receiving a location signal of a beacon disposed near the station 110.

The user may touch the location information acquisition button 726 after running the train search application. In this case, the user terminal 720 transmits to the optimal train search unit 710 the station where the user is located or closest to the user based on the location of the user terminal 720 obtained using the location information receiving unit as the departure station. Can.

The optimal train search unit 710 calculates and calculates trains that can reach the shortest time from the departure station to the arrival station based on the location information and the stop pass pattern information of each train 121 of the train group 120 The result can be transmitted to the user terminal 720 through wired communication or wireless communication.

The user terminal 720 on which the optimum train application is executed may display information received from the optimum train search unit 710 on the screen of the user terminal 720. At this time, the information displayed on the screen of the user terminal 720 may include the time it takes for the train 121 to arrive at the arrival station and the time the train 121 is expected to take from the arrival station to the departure station. .

Since each train 121 of the train group 120 according to the present disclosure has a different stop pass pattern, a specific train of the train group 120 may not stop at the arrival station targeted by the user.

The optimal train search unit 710 according to the present disclosure has an effect of providing convenience to the user by providing information on the train 121 that stops at both the departure station and the arrival station of the user's purpose.

In addition, the stop passing pattern of each train 121 of the train group 120 according to the present disclosure may be changed to another stop passing pattern by a pattern switching unit (910 in FIG. 9) described below. The optimal train search unit 710 may be configured to receive information on the changed stop pass pattern, update information on the stop pass pattern, and transmit information to which the changed stop pass pattern is applied to the user.

8 is an exemplary view of a stop passing information providing unit 810 according to an embodiment of the present disclosure.

Referring to FIG. 8, a plurality of stations 110 includes a third station, and the train operating system 10 using non-stop scheduling may include a stop passing information providing unit 810 disposed in the third station. .

The stop passing information providing unit 810 is configured to provide information about stops and passing stations of one or more trains 121 entering the third station among the trains 121 included in the train group 120.

For example, the stop passing information providing unit 810 is a train 121 that is installed in a third station and enters a user at the third station, such as a train destination indicator installed in the station. It can be configured to visually provide information about the stop and pass stations.

The stop passing information providing unit 810 may be configured to display information 811 and 812 about the train closest to the third station among trains currently entering the third station.

The stop passing information providing unit 810 may be configured to display stop and pass stations of each train 121 of the train group 120. In this case, the stops of each train 121 are configured to light 814 and the passing stations are turned off 813, thereby providing convenience to the user.

However, the stop passing information providing unit 810 of the present disclosure is not limited to the embodiment illustrated in FIG. 8, and can provide information on stops and passing stations of the train 121 entering the third station , The stop passing information providing unit 810 may have such an embodiment.

Since each train 121 of the train group 120 according to the present disclosure has a different stop pass pattern, a specific train of the train group 120 may not stop at the arrival station targeted by the user.

The stop passing information providing unit 810 according to the present disclosure has an effect of providing convenience to a user by providing information about stops and passing stations of each train 121 in the train group 120.

In addition, the stop passing pattern of each train 121 of the train group 120 according to the present disclosure may be changed to another stop passing pattern by a pattern switching unit (910 in FIG. 9) described below. The stop passing information providing unit 810 may be configured to receive information about the changed stop passing pattern, update information about the stop passing pattern, and transmit information to which the changed stop passing pattern is applied to the user.

9 is a block diagram illustrating a pattern switching unit 910 according to an embodiment of the present disclosure.

Referring to FIG. 9, the train operating system 10 using non-stop scheduling may include a pattern switching unit 910 and a control unit 920.

The pattern switching unit 910 is configured to change the number of trains 121 included in the train group 120 or to change the stop pass pattern of each train 121 in the train group 120 to another stop pass pattern. .

For example, the pattern switching unit 910 may change the stop passing pattern from the scheduling shown in FIG. 2 (N = 3, S = 2) to the scheduling shown in FIG. 4 (N = 5, S = 3). . In this case, the number of trains 121 included in one train group 120 is changed from 3 to 5.

The control unit 920 is configured to monitor the states of each train 121 and the plurality of stations 110 of the train group 120 operating on the route 11.

The control unit 920 changes the number of trains 121 included in the train group 120 in the pattern switching unit 910 based on the state information of each train 121 and the station 110 or trains It is possible to command to change the stop pass pattern of each train 121 in the group 120 to another stop pass pattern.

The train operating system 10 using the non-stop scheduling according to the present disclosure may change the stop passing pattern of each train 121 of the train group 120 to another stop passing pattern through the pattern switching unit 910, Through this, it is possible to flexibly change the scheduling according to the operating conditions of the train.

10 is a block diagram illustrating a pattern generator 1010 according to an embodiment of the present disclosure.

Referring to FIG. 10, the train operating system 10 using non-stop scheduling may include a pattern generator 1010.

The pattern generator 1010 may set a train group 121 for a plurality of general running trains 1020 running on the route 11, and for each train 121 included in the set train group 120 It is configured to give a stop passing pattern.

Conversely, the pattern generation unit 1010 releases a stop-passing pattern for a plurality of trains 121 included in the train group 120 and converts the plurality of trains 121 included in the train group 120 into a general driving train. It is configured to switch.

In the present specification, the general running train 1020 means a train that is not included in the train group 120. Therefore, the general running train 1020 does not have a stop pass pattern, and is configured to stop at all stations on the route 11.

The control unit 920 is configured to monitor the state of each train 121 (or a regular running train) and a plurality of stations 110 of the train group 120 operating on the route 11.

The control unit 920 is based on the status information of each train 121 (or general running train) and the station 110 of the train group 120, and a plurality of general driving running in the pattern generating unit 1010 It is possible to set the train group 121 for the train 1020 or to release the stop passing pattern for the plurality of trains 121 included in the train group 120.

The train operating system 10 using non-stop scheduling according to the present disclosure converts each train 121 of the train group 120 into a regular running train 1020 or converts a regular running train through the pattern generation unit 1010. It is possible to switch to the train 121 included in the train group 120, and through this, it is possible to flexibly change the scheduling according to the train operating situation.

11 is an exemplary view showing that the pattern generation unit 1010 according to an embodiment of the present disclosure forms a delay train group 1120. In FIG. 11, for convenience of description, a plurality of stations 110 arranged on the route 11 is omitted.

The pattern generator 1010 may set a delay train group 1120 for at least two or more trains located in the foremost of the trains where the delay is generated when a delay between trains occurs on the route 11.

In this case, the pattern generating unit 1010 gives a stop passing pattern to each train 1121 included in the delayed train group 1120, so that the train located in front of the delayed train group 1120 and the delayed train group 1120 The delay generated in between can be reduced. The process will be described with reference to the embodiment shown in FIG. 11 as follows.

Referring to FIG. 11(a), a problem may occur in a specific area E of the route 11, and a delay may occur between trains. Specifically, a delay may occur between the first train 1121A and the second train 1121B before and after the problem zone E.

A delay occurs between trains 1121C, 1121D, and 1121E following train 2, 1121C, because train 2112B stops or slows.

Referring to FIG. 11( b), the control unit 920 determines that a delay between trains has occurred on the route 11, and then instructs the pattern generation unit 1010 to generate the delay train group 1120. Can.

The pattern generating unit 1010 is a group of delayed trains 1120 for three trains located at the foremost of the trains where the delay has occurred, that is, trains 2112B, 3 1112C, and 4 1112D. ) Can be set.

In this case, the pattern generation unit 1010 provides a stop passing pattern for each train 1121 included in the delay train group 1120.

Referring to FIG. 11(c), each train 1121 included in the delayed train group 1120 is driven using a stop passing pattern of each train 1121.

When the stop pass pattern is applied, since the average moving speed increases as the transport amount of the trains 1121 included in the train group 1120 increases, the interval between the first train 1121A and the second train 1121B decreases. That is, the delay generated between trains can be reduced.

After determining that the delay between trains has been alleviated on the route 11, the control unit 920 may instruct the pattern generation unit 1010 to release the delayed train group 1120.

The pattern generator 1010 releases the delay train group 1120 applied to the train 2112B, train 3112C, and train 1121D, and each train of the train 1120 delayed ( 1121B, 1121C, 1121D) can be converted into a regular train.

The train operating system 10 using the non-stop scheduling according to the present disclosure can set the delay train group 1120 through the pattern generation unit 1010, thereby flexibly scheduling even when a delay between trains occurs. It has the effect of reducing the delay between trains by changing.

The above description is merely illustrative of the technical idea of the present embodiment, and those skilled in the art to which this embodiment belongs may be capable of various modifications and variations without departing from the essential characteristics of the present embodiment. Therefore, the present embodiments are not intended to limit the technical spirit of the present embodiment, but to explain, and the scope of the technical spirit of the present embodiment is not limited by these embodiments. The protection scope of the present embodiment should be interpreted by the claims below, and all technical spirits within the equivalent range should be interpreted as being included in the scope of the present embodiment.

110: station 120: train group 121: train
710: optimum train search unit 810: stop passing information providing unit 910: pattern switching unit
1010: pattern generation unit

Claims (14)

A plurality of stations arranged consecutively on a route; And
It includes a train group (train group) including a plurality of trains running continuously on the route,
Each train of the above train group,
It is configured to stop at least two or more trains on a platform in the station and has a stop passing pattern repeated from a reference station to a predetermined number of stations among the plurality of stations, and different stops from other trains in the train group It is configured to have a passage pattern and is configured to pass at least one station within one cycle of the stop passing pattern,
When the Lth train among the trains of the train group has a pattern of stopping at the Qth station among the plurality of stations, the L+1th train following the Lth train is Q+1th, the next station of the Qth station. It is configured to have a pattern that stops at the station,
When the L-th train has a pattern passing through the Q-th station, the L+1-th train is configured to have a pattern passing through the Q+1-th station
Train operating system using a non-stop scheduling, characterized by. According to claim 1,
The number of trains included in the train group is 3 or more,
The number of stations included in one cycle of the stop passing pattern is the same as the number of trains included in the train group,
The number of stations each train of the train group stops within one cycle of the stop passing pattern is greater than half of the number of trains included in the train group,
Each station is configured to stop the same number of trains as the number of stations where each train of the train group stops within one cycle of the stop passing pattern,
The number of stations in which two trains in the train group traveling adjacent to each other within one cycle of the stop-pass pattern meet is two of the number of stations in which each train of the train group stops within one cycle of the stop-pass pattern. The same as the ship minus the number of trains included in the train group
Train operating system using a non-stop scheduling, characterized by. According to claim 1,
Each train of the train group is configured to be capable of virtual coupling or release of virtual coupling with a train preceding each train
Train operating system using a non-stop scheduling, characterized by. According to claim 3,
The plurality of stations includes a first station,
The train group includes a first train and a second train preceding the first train,
When the first train and the second train virtually coupled enter the first station, release the virtual coupling between the first train and the second train, and the first train stops at the first station. The second train is configured to pass through the first station
Train operating system using a non-stop scheduling, characterized by. According to claim 3,
The plurality of stations includes a second station,
The train group includes a third train and a fourth train preceding the third train,
When the third train enters the second station and the fourth train is located within the second station, the third train is virtually coupled to the fourth train propelling slowly within the second station and the Configured to pass through the second station in a virtually coupled state with a four train
Train operating system using a non-stop scheduling, characterized by. According to claim 2,
The number of trains that can be stopped on the platform in the station,
The same value as 1 plus the number of stations where two trains in the train group meet adjacent to each other within one cycle of the stop pass pattern.
Train operating system using a non-stop scheduling, characterized by. According to claim 2,
The number of trains included in the train group is 5,
The number of stations in which each train of the train group stops within one cycle of the stopping pass pattern is 3
Train operating system using a non-stop scheduling, characterized by. According to claim 2,
The number of trains included in the train group is 3,
The number of stations in which each train of the train group stops within one cycle of the stopping pass pattern is 2
Train operating system using a non-stop scheduling, characterized by. According to claim 1,
An optimum train search unit configured to receive information of a departure station and an arrival station among the plurality of stations is further included,
The optimum train search unit is configured to calculate a train that can reach the shortest time from the departure station to the arrival station among trains included in the train group based on the information of the departure station and the arrival station
Train operating system using a non-stop scheduling, characterized by. The method of claim 9,
Further comprising a user terminal equipped with a location information receiving unit,
The optimal train search unit is configured to receive information of the departure station based on the location information of the user terminal generated by the location information receiving unit
Train operating system using a non-stop scheduling, characterized by. According to claim 1,
The plurality of stations includes a third station,
Further comprising a stop passing information provided in the third station,
The stop passing information providing unit,
It is configured to provide information about stops and passing stations of one or more trains entering the third station among trains included in the train group
Train operating system using a non-stop scheduling, characterized by. According to claim 1,
Further comprising a pattern switching unit configured to change the number of trains included in the train group or to change the stop pass pattern of each train in the train group to another stop pass pattern
Train operating system using a non-stop scheduling, characterized by. According to claim 1,
Further comprising a pattern generating unit configured to set the train group for a plurality of general running trains running on the route and to give a stop pass pattern for each train included in the set train group,
The pattern generating unit is configured to release a stop passing pattern for a plurality of trains included in the train group and convert the plurality of trains included in the train group into a regular running train.
Train operating system using a non-stop scheduling, characterized by. The method of claim 13,
The pattern generation unit,
When a delay between trains occurs on the route, a delayed train group is set for at least two or more trains located in the foremost of the trains where the delay has occurred, and a stop pass pattern is given to each train included in the delayed train group. Configured to reduce the delay generated between the delayed train group and a train located in front of the delayed train group
Train operating system using a non-stop scheduling, characterized by.

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