KR102506066B1 - Railway driving data recording system for onboard energy storage vehicle and operating method using the same - Google Patents

Abstract

In the rapid charging type railway vehicle operation record system and the railway vehicle operation method using the same, the operation record system includes an internal information providing unit, an internal train communication module, an external information providing unit, an external train communication module, a main calculation unit and a storage unit. . The internal information providing unit provides train internal information. The train internal communication module collects information through internal communication with the internal information providing unit. The external information providing unit provides external train information. The train external communication module collects and provides information through external communication with the external information providing unit. The main operation unit performs communication with the train internal communication module and the train external communication module, and performs data calculation and comparison calculation based on train internal information and train external information. The storage unit stores an operation result performed in the main operation unit.

Description

Operation record system for rapid charging type railway vehicles and method of operating railway vehicles using the same

The present invention relates to a train operation record system for railroad cars and a method for operating railroad cars using the same, and more particularly, to operate in accordance with the characteristics of station fast charging type railroad cars equipped with devices capable of storing energy inside the cars. By configuring a record system, it is possible to quickly establish follow-up measures by checking important vehicle information even in an accident situation, and it is also used for operation of railroad vehicles to effectively control the instantaneous power supply peak of the substation. It relates to a system and a method of operating a railway vehicle using the system.

Korean Patent Registration No. 10-1776008 discloses a technology for an inter-station train operation system through rapid charging, and a device capable of storing energy is installed inside a railway vehicle, and the energy required for running between stations is converted into regenerative braking energy. In consideration with, it relates to a technology for stopping at a station and storing energy by rapid charging during the time passengers get on and off, and operating the section based on this.

That is, through the prior art, a technology related to a train operation system between stations through rapid charging has been disclosed, and for a railway vehicle capable of rapid charging, the technology for performing rapid charging, the interval between stations, and the getting on and off time are considered. A technology for controlling the amount of charge to be charged is being developed.

Therefore, in the case of a rapid charging type railway vehicle having various operation characteristics including such charging, the train operates in the same way as a conventional general railway vehicle, that is, a type of operation in which power is continuously supplied without performing rapid charging when stopped at a station. Collecting driving records has limitations in efficiently utilizing the recorded data.

Republic of Korea Patent No. 10-1776008

Accordingly, the technical problem of the present invention has been conceived in this respect, and an object of the present invention is to configure a driving record system to meet the characteristics of a station fast charging type railway vehicle equipped with a device capable of storing energy inside the vehicle. Therefore, it is possible to quickly establish follow-up measures by checking the important information of the vehicle even in an accident situation, and to effectively control the instantaneous power supply peak of the substation by using it for the operation of the railroad vehicle. is to do

In addition, another object of the present invention is to provide a method for operating a railway vehicle using the driving record system.

A driving record system according to an embodiment for realizing the object of the present invention described above includes an internal information providing unit, an internal train communication module, an external information providing unit, an external train communication module, a main calculation unit, and a storage unit. The internal information providing unit provides train internal information. The train internal communication module collects information through internal communication with the internal information providing unit. The external information providing unit provides external train information. The train external communication module collects and provides information through external communication with the external information provider. The main operation unit performs communication with the train internal communication module and the train external communication module, and performs data calculation and comparison calculation based on train internal information and train external information. The storage unit stores an operation result performed in the main operation unit.

In one embodiment, the driving record system further includes an additional information providing unit that provides additional information, and an interface module that collects information from the additional information providing unit through a hard wire, and the main operation unit performs the additional information providing unit. The above data operation and comparison operation may be performed by adding information.

In one embodiment, the train internal information includes information on train speed, train propulsion, train braking, and vehicle protection device operation provided through a train management unit, input voltage, charging current, and output voltage provided through a DC/DC converter. , information on output current, charging or discharging mode, type of failure, over temperature, over/under voltage of filter capacitor, input over current, output over current, and energy cell voltage provided through the energy management unit, cell combination It may include information about the module voltage of the module, the rack voltage of the rack configured by combining the modules, and the module temperature.

In one embodiment, the train external information may include vehicle failure status provided by train operation control, stop/start status for each station, and current time and vehicle location information provided through GPS.

In one embodiment, the additional information may include speed information provided from a tachometer, an electrical signal according to a braking level, an electrical signal according to a powering level, and braking state information.

In one embodiment, the main calculation unit may calculate a train speed from speed information provided from the interface module, and compare the calculated speed with speed information provided from the train internal communication module.

In one embodiment, the main operation unit calculates a cell voltage deviation between a cell with the highest energy and a cell with the lowest energy based on cell voltage information provided from the train internal communication module, and the calculated deviation Only necessary information may be stored in the storage unit by comparing with a preset criterion.

In one embodiment, the main operation unit, based on the current time and vehicle location provided from the train external communication module and the vehicle condition information provided from the train internal communication module, the train stops earlier or later than a designated time by a predetermined deviation or more. or when a train departs from a station earlier or later than a specified time by a predetermined deviation, status information is provided to the operation control unit, and an alarm can be sent to the outside if there is vehicle failure information. In this case, the driving control unit may adjust the vehicle operation schedule and respond to an emergency through the provided vehicle condition information. That is, when a train arrives at a stop station earlier or later than a specified time by a certain deviation or more, or when a train departs a stop station more than a certain deviation earlier or later than a specified time, the operation control unit may also provide status information.

In one embodiment, the power conversion unit may further include a power conversion unit receiving control power of the railway vehicle from the outside, converting power to the main operation unit, the train internal communication module, the train external communication module, and the interface module, and providing the power. .

A method for operating a railway vehicle according to an embodiment for realizing the above object of the present invention includes a main calculation unit that performs data calculation and comparison calculation based on train internal information, train external information, and additional information, and the main calculation unit A driving record system including a storage unit for storing calculation results is used. Specifically, the rolling stock operating method includes the step of extracting, by the extracting unit for extracting information through the main operation unit and the storage unit, stopping stations where a specific situation occurring in train operation is greater than a preset frequency, based on the extracted information The confirmation unit checks whether the train arrives at the station later than the designated time by a certain deviation or more. A step of determining, based on the confirmation result of the confirmation unit, whether the delay time from the end of charging at the previous stop to the starting point is greater than a preset reference time, and the determination unit determines whether the delay time is When it is determined that the time is longer than the reference time, the charging control unit lowers the charging current value at the previous stop station and increases the charging time so that the charging end time and the starting time coincide with each other.

A method for operating a railway vehicle according to an embodiment for realizing the above object of the present invention includes a main calculation unit that performs data calculation and comparison calculation based on train internal information, train external information, and additional information, and the main calculation unit A driving record system including a storage unit for storing calculation results is used. Specifically, the rolling stock operating method includes the step of extracting, by the extracting unit for extracting information through the main operation unit and the storage unit, stopping stations where a specific situation occurring in train operation is greater than a preset frequency, based on the extracted information Checking, by the checking unit, whether the train departs from the stopping station later than the designated time by a certain deviation or more, the checking unit checks the starting and ending time of the converter charging current around the stopping time of the corresponding stopping station, and determines the departure time of the corresponding stopping station. A step of determining, based on a result of the confirmation of the confirmation unit, whether the delay time from the end of charging at the stop to the starting point is greater than a preset reference time, and the determination unit determines whether the delay time is When it is determined that the time is greater than the reference time, the charging control unit lowers the charging current value and increases the charging time at the corresponding stop station to match the charging end time and the start time.

In one embodiment, the specific situation may be a situation in which a train arrives at a stopping station earlier or later than a specified time by a certain deviation or more, or a train leaves a stopping station earlier or later than a specified time by a certain deviation or more in the course of train operation. there is.

According to the embodiments of the present invention, a driving record system can be configured in consideration of the characteristics of a railway vehicle operated in a rapid charging mode. That is, in the case of a rapid charging type railway vehicle, energy for vehicle operation is not provided from the tram line, and an energy management unit is provided inside the vehicle, and through this, energy is charged and received at each station, characterized in that the inside of the train Through the communication module, the information stored by the energy management unit is provided, necessary information is extracted, operation records are stored, and railroad cars can be operated based on this.

In this case, the main operation unit can calculate and obtain necessary data based on external information and internal information of the train as well as additional information such as electric signals, and provide this to the operation control unit, Optimization and efficiency of operation can be realized.

In particular, in the operation of railway vehicles, it is possible to perform optimal charging at each stop station by controlling the charging current value and charging time at the stopping station so that the charging end point and the starting point coincide with each other. Through this, it is possible to operate to lower the instantaneous power supply peak of the entire substation, thereby reducing overall operating cost and improving operational efficiency.

1 is a configuration diagram showing the configuration of a station rapid charging type railway vehicle according to the prior art.
FIG. 2 is a block diagram showing a driving record system for a rapid charging type railway vehicle according to an embodiment of the present invention.
FIG. 3 is a block diagram illustrating an operation control unit of FIG. 2 .
4 and 5 are flowcharts illustrating a method of operating a railroad car using the driving record system of FIG. 2 .

Since the present invention can be applied with various changes and can have various forms, embodiments will be described in detail in the text. However, this is not intended to limit the present invention to a specific form disclosed, and should be understood to include all modifications, equivalents, and substitutes included in the spirit and scope of the present invention. Like reference numerals have been used for like elements throughout the description of each figure. Terms such as first and second may be used to describe various components, but the components should not be limited by the terms.

These terms are only used for the purpose of distinguishing one component from another. Terms used in this application are only used to describe specific embodiments, and are not intended to limit the present invention. Singular expressions include plural expressions unless the context clearly dictates otherwise.

In this application, the terms "comprise" or "consisting of" are intended to designate that there is a feature, number, step, operation, component, part, or combination thereof described in the specification, but one or more other features It should be understood that it does not preclude the possibility of the presence or addition of numbers, steps, operations, components, parts, or combinations thereof.

Unless defined otherwise, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which the present invention belongs. Terms such as those defined in commonly used dictionaries should be interpreted as having a meaning consistent with the meaning in the context of the related art, and unless explicitly defined in the present application, they should not be interpreted in an ideal or excessively formal meaning. don't

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

1 is a configuration diagram showing the configuration of a station rapid charging type railway vehicle.

Referring to FIG. 1, in the case of the station fast-charging type railway vehicle, a traction motor, a control inverter for propulsion, an energy storage pack, and a DC/DC converter are included.

The energy storage pack stores energy during rapid charging and regenerative braking of the station, and supplies the stored energy when the railway vehicle accelerates to drive the traction motor through the propulsion control inverter to generate propulsive force.

In this case, the energy storage pack may be configured in various ways by using a supercapacitor or a battery singly or in combination, and an energy storage pack management device for managing the energy storage pack may be attached.

The DC/DC converter lowers the input voltage charged at the station to match the input voltage of the energy storage medium during charging and increases the output voltage of the energy storage medium to match the voltage of the control inverter for propulsion during propulsion.

On the other hand, the V _line in FIG. 1 is displayed as source power only when charging the station, and is irrelevant during movement between stations. That is, the switch is connected (ON) only when the energy is rapidly charged at the station, and remains OFF during movement between stations.

In this case, it is obvious that the charging interface may use a pantograph like a conventional railway vehicle or a third rail.

In the case of this embodiment, it is a driving record system applied to the rapid-charging railway vehicle described with reference to FIG. 1, and includes a general configuration of the rapid-charging railway vehicle, and features a driving recording system applied to such a rapid-charging railway vehicle. to be

In particular, in the case of the rapid-charging railway vehicle, the energy storage pack (hereinafter referred to as an energy management unit) and a DC/DC converter are further included, and the driving record system should be configured in consideration of this configuration.

Hereinafter, a detailed configuration of the driving record system will be described with reference to FIGS. 2 and 3 .

FIG. 2 is a block diagram showing a driving record system for a rapid charging type railway vehicle according to an embodiment of the present invention. FIG. 3 is a block diagram illustrating an operation control unit of FIG. 2 .

Referring to FIGS. 2 and 3, the operation recording system (1, hereinafter referred to as the operation recording system) for rapid charging railway vehicles according to this embodiment includes a power conversion unit 10, a main operation unit 20, and an internal train communication module 30. ), train external communication module 40, interface module 50, storage unit 60, internal information providing unit 70, external information providing unit 80, additional information providing unit 90, and operation control unit 100 ).

The power conversion unit 10 receives the control power of the railway vehicle from the outside and converts the power to the main operation unit 20, the train internal communication module 30, the train external communication module 40 and the interface module 50. and provide

That is, since the control power of the railway vehicle provided from the outside may not be the power that corresponds to the operation of each element constituting the driving record system 1, it is passed through the power conversion unit 10 to the driving record system. The power level is converted into power suitable for performing the operation of the components constituting (1), and the converted power is used by the main operation unit 20, the train internal communication module 30, and the train external communication module 40. ) and the interface module 50.

The train internal communication module 30 collects information from the internal information provider 70 through internal communication, and transmits the collected information to the main operation unit 20 through module communication.

In this case, the internal information providing unit 70 may include, for example, a train management unit 71, a DC/DC converter 72, and an energy management unit 73. Thus, the train internal communication module 30 can receive information from each of the internal information providing units 70 .

Specifically, information on train speed, train propulsion or braking, and vehicle protection device operation may be provided through the train management unit 71 .

In addition, through the DC / DC converter 72, an input voltage, a charging current, an output voltage, an output current, an operation mode such as a charging or discharging mode, and a failure type (eg, a contactor, a fuse, Failure of gate drive, communication, etc.), IGBT over-temperature, filter capacitor over/under voltage, input over-current, and output over-current information can be provided.

Furthermore, through the energy management unit 73, information on energy cell voltage, module voltage of a module configured by combining cells, rack voltage of a rack configured by combining modules, and module temperature can be provided.

In this case, in the case of the energy management unit 73, as described above, energy is stored during rapid charging and regenerative braking at the station, and the stored energy is supplied to generate propulsion when the railway vehicle is accelerated. Capacitors, batteries, etc. may be configured singly or in combination in various ways.

Therefore, since the energy cell composed of the supercapacitor or battery is included in the energy management unit 73, the energy cell voltage, the module voltage of the module configured by combining the cells, and the module are combined Information on the rack voltage and module temperature of the configured rack may be provided through the energy management unit 73 .

The train external communication module 40 collects information from the external information provider 80 through external communication, and transmits the collected information to the main calculation unit 20 through module communication.

In this case, the external information providing unit 80 may include, for example, a train operation control unit 81 and a GPS unit 82. Thus, the train external communication module 40 may receive or provide information from each of the external information providing units 80 .

Specifically, the train operation control 81 may provide real-time vehicle status information (failure status or stop/departure status for each station).

In addition, through the GPS 82, information on the current time and vehicle location can be provided in real time.

The interface module 50 collects additional information from the additional information providing unit 90 through a hard wire, and transmits the collected information to the main operation unit 20 through module communication.

In this case, the information provided through the additional information providing unit 90 includes, for example, speed information provided from a tachometer, an electrical signal according to the braking level, an electrical signal according to the powering level, and braking state information. (emergency braking state, parking braking state, etc.).

As described above, the main operation unit 20 can receive various information provided through the internal information providing unit 70 through the train internal communication module 30, and similarly, the train external communication module 40 It is possible to receive or provide various information provided through the external information providing unit 80 through the external information providing unit 80, and provide various information provided through the additional information providing unit 90 through the interface module 50. can receive

In addition, the main operation unit 20 may store the provided various information in the storage unit 60 .

Alternatively, the main operation unit 20 may perform data operation and comparison operation based on the various pieces of information provided, and may store the result of the operation in the storage unit 60 .

For example, the main calculator 20 may calculate train speed based on vehicle speed information provided from the interface module 50, that is, speed information provided from the tachometer.

That is, the number of wheel rotations for 1 second can be calculated based on the number of pulses generated per second received from the tachometer and the number of pulses per wheel rotation, and based on the number of wheel rotations and wheel diameter for 1 second, It is possible to calculate the travel distance during the operation, and based on this, the train speed can be calculated.

Meanwhile, the main calculation unit 20 may compare the speed information provided from the train internal communication module 30 with the calculated train speed, and store the calculation result and comparison result in the storage unit 60. do.

Meanwhile, in the operation control unit 100, if necessary, based on the calculation result of the main calculation unit 20 or the contents stored in the storage unit 60, the calculated train speed and the in-train communication module 30 If the difference in speed provided from is greater than the preset deviation, an alarm is sent or utilized for train operation control described later.

In this case, the operation control unit 100 may be a railway operation control unit that manages overall operation of the railway vehicle.

In addition, the main calculation unit 20 performs necessary data calculation based on cell voltage information provided from the in-train communication module 30, that is, cell voltage information provided from the energy management unit 73. In this case, since the cell voltage information is so vast, it is impossible to store all information in the storage unit 60, and after performing a predetermined data operation in the main calculation unit 20, the operation result is stored in the storage unit ( 60) can be stored.

That is, the main calculation unit 20 calculates a cell voltage deviation between a cell with the highest energy and a cell with the lowest energy based on the cell voltage information, and compares the calculated deviation with a preset standard. Thus, necessary information is stored in the storage unit 60.

For example, as a result of calculating the cell voltage deviation, if the calculated deviation is larger than a preset first criterion and smaller than a preset second criterion, the first criterion and the corresponding cell number are stored in the storage unit 60. and if the calculated deviation is greater than the second criterion, the second criterion and the corresponding cell number may be stored in the storage unit 60 .

In this case, the first and second criteria may be arbitrarily determined, and the number of criteria may also be variously changed. In addition, the stored information may also be defined in various ways other than exemplified.

In addition, in the main operation unit 20, based on the real-time current time and vehicle location provided from the train external communication module 40, time synchronization is performed to obtain information on the acquisition time of the corresponding data. Of course, various specific situations can be confirmed based on the vehicle condition information provided from the train internal communication module.

For example, in the main operation unit 20, through the time synchronization as described above, the specific situation, that is, the train arrives at the station at least a certain deviation earlier or later than the specified time, or the train arrives at a stop earlier than the specified time by a certain deviation or more. Alternatively, information on a specific situation, such as late departure from a station or vehicle failure information, may be obtained, and the information obtained in this way may be stored in the storage unit 60 .

Furthermore, the operation controller 100 determines whether a train is faster or later than a designated time by a certain deviation or more from among the information on a specific situation obtained from the main calculation unit 20 or the information on a specific situation stored in the storage unit 60. Based on the information that a train arrives at a stop station or a train departs a stop station earlier or later than a predetermined time by a certain deviation, it can be used for control of train operation, which will be described later. In addition, if vehicle failure information exists, an alarm can be sent to the outside.

As described above, the storage unit 60 stores various information provided to the main calculation unit 20 or information calculated or compared by the main calculation unit 20, and a pair of first and second storage units. 2 storage units 61 and 62 may be included.

In this case, the same information is redundantly stored in each of the first and second storage units 61 and 62, and by providing a pair of storage units 61 and 62 in this way, an emergency such as a train accident or a train fire Even when a storage unit is damaged due to a situation, stored information can be maintained through another storage unit.

Meanwhile, the operation control unit 100 stores information provided to the main operation unit 20, information calculated or compared by the main operation unit 20, and information stored in the storage unit 60 in which such information is stored. Based on this, the railway vehicle is operated.

In this case, the operation control unit 100 includes an extraction unit 110, a confirmation unit 120, a determination unit 130, and a charging control unit 140, as shown in FIG.

Each of the components of the operation control unit 100 will be simultaneously described in the description of the method for operating a railroad car in FIGS. 4 and 5 to be described later.

4 and 5 are flowcharts illustrating a method of operating a railroad car using the driving record system of FIG. 2 .

Referring to FIG. 4 , in the rolling stock operating method, the rolling stock operating method may be modified based on information on previous stops.

More specifically, first, the extraction unit 110 extracts information through the main operation unit 20 and the storage unit 60, and extracts stops where a specific situation occurring in train operation is greater than a predetermined frequency. (Step S10).

In this case, the specific situation, as described above, is a case in which a train arrives at a stop station earlier or later than a specified time by a certain deviation or more, or a train departs a stop station earlier or later than a specified time by a certain deviation or more, for example. can

Then, based on the information extracted by the extraction unit 110, the confirmation unit 120 checks whether the train arrives at the station at least a certain deviation later than the designated time (step S20), When arriving at the stopping station, the confirmation unit 120 (i) checks the start point of the converter charging current and the end point of the converter charging current around the stop time zone of the previous stop station (i.e., the start point of current supply and the end point of current supply), (ii) Check the departure time of the previous stop (step S30).

Then, based on the confirmation result of the confirmation unit 120, the determination unit 130 determines whether the delay time from the end of charging at the previous stop to the starting point is greater than the preset reference time (step S40). ).

In this case, it is obvious that the preset reference time can be set in various ways in consideration of various factors related to the operation of the railroad car.

At this time, if the delay time from the end of charging at the previous stop to the starting point is smaller than the preset reference time (step S40), no follow-up action is performed (step S60), and accordingly, the It does not make any modifications to the operating method.

On the other hand, if the delay time from the end of charging to the starting point at the previous stop station is greater than the preset reference time (step S40), the charging control unit 140 lowers the charging current value at the previous stop station and increases the charging time. to match the charging end time and the starting time (step S50).

That is, the charging control unit 140 adjusts the charging current value and the charging time, through which the operation method of the railroad car is modified.

Unlike this, referring to FIG. 5 , in the method of operating a railroad car, the method of operating a railroad car may be modified based on information about the station at which the train stops.

More specifically, first, the extraction unit 110 extracts information through the main operation unit 20 and the storage unit 60, and extracts stops where a specific situation occurring in train operation is greater than a predetermined frequency. (Step S11).

In this case, the specific situation, as described above, is a case in which a train arrives at a stop station earlier or later than a specified time by a certain deviation or more, or a train departs a stop station earlier or later than a specified time by a certain deviation or more, for example. can

After that, based on the information extracted by the extraction unit 110, the confirmation unit 120 checks whether the train leaves the station later than the designated time by a certain deviation or more (step S21), When departing from the stopping station, the confirmation unit 120 (i) checks the starting point of the converter charging current and the end point of the converter charging current (ie, the starting point of current supply and the end point of current supply) around the stop time zone of the corresponding stop station, (ii) Departure time from the stop station is checked (step S31).

After that, based on the confirmation result of the confirmation unit 120, the determination unit 130 determines whether or not the delay time from the end of charging at the stop station to the starting point is greater than the preset reference time (step S41 ).

In this case, as described above, the preset reference time may be set in various ways in consideration of various factors related to the operation of the railroad car.

At this time, if the delay time from the end of charging at the stop station to the starting point is smaller than the preset reference time (step S41), no follow-up action is performed (step S61), and accordingly, the It does not make any modifications to the operating method.

On the other hand, if the delay time from the end of charging to the starting point at the corresponding stop station is greater than the preset reference time (step S41), the charging control unit 140 lowers the charging current value and increases the charging time at the corresponding stop station. to match the charging end time and the starting time (step S51).

That is, the charging control unit 140 adjusts the charging current value and the charging time, through which the operation method of the railroad car is modified.

As described above, through the operation control unit 100, it is possible to control the operation method of the railway vehicle, in particular, the charging current value and charging time at the previous stop station or the corresponding stop station in various ways. operation can be performed more efficiently.

According to the embodiments of the present invention, a driving record system can be configured in consideration of the characteristics of a railway vehicle operated in a rapid charging mode. That is, in the case of a rapid charging type railway vehicle, energy for vehicle operation is not provided from the tram line, and an energy management unit is provided inside the vehicle, and through this, energy is charged and received at each station, characterized in that the inside of the train Through the communication module, the information stored by the energy management unit is provided, necessary information is extracted, operation records are stored, and railroad cars can be operated based on this.

In this case, the main operation unit can calculate and obtain necessary data based on external information and internal information of the train as well as additional information such as electric signals, and provide this to the operation control unit, Optimization and efficiency of operation can be realized.

In particular, in the operation of railway vehicles, it is possible to perform optimal charging at each stop station by controlling the charging current value and charging time at the stopping station so that the charging end point and the starting point coincide with each other. Through this, it is possible to operate to lower the instantaneous power supply peak of the entire substation, thereby reducing overall operating cost and improving operational efficiency.

Although the above has been described with reference to preferred embodiments of the present invention, those skilled in the art can variously modify and change the present invention without departing from the spirit and scope of the present invention described in the claims below. You will understand that you can.

1: driving record system 10: power converter
20: main part 30: internal train communication module
40: train external communication module 50: interface module
60: storage unit 70: internal information providing unit
80: external information providing unit 90: additional information providing unit
100: operation control unit 110: extraction unit
120: confirmation unit 130: determination unit
140: charging control unit

Claims (12)

Internal information providing unit that provides train internal information;
a train internal communication module that collects information through internal communication with the internal information providing unit;
an external information providing unit that provides external train information;
a train external communication module that collects and provides information through external communication with the external information providing unit;
a main calculation unit that communicates with the train internal communication module and the train external communication module, and performs data calculation and comparison calculation based on train internal information and train external information;
a storage unit for storing calculation results performed by the main operation unit; and
An operation control unit that controls the operation of the train based on the calculation result of the main unit or the contents stored in the storage unit;
The operation control unit,
an extraction unit for extracting stations where a specific situation occurring in train operation is greater than a preset frequency;
Based on the extracted information, it is checked whether the train arrives at or departs from the stopped station later than the specified time by a certain deviation or more, and checks the start and end points of the converter charging current around the stop at the stop or the previous stop. a confirmation unit that checks the departure time of the stopping station or the departure time of the previous stopping station;
a determination unit that determines whether or not the delay time from the end of charging at the stop station or the previous station to the starting point is greater than a preset reference time; and
When it is determined that the delay time is greater than the reference time, a charging control unit for matching the charging end point and the start point by lowering the charging current value and increasing the charging time at the stop station or the previous stop station,
The specific situation is a situation in which a train arrives at a stopping station earlier or later than a designated time by a predetermined deviation or more, or a train departs a stopping station earlier or later by a predetermined deviation than a designated time in the course of train operation. . According to claim 1,
an additional information provision unit that provides additional information; and
Further comprising an interface module for collecting information from the additional information providing unit through a hard wire,
The driving record system according to claim 1 , wherein the main operation unit performs the data operation and comparison operation in addition to the additional information. The method of claim 2, wherein the train internal information,
Information on train speed, train propulsion, train braking, vehicle protection device operation provided through the train management unit,
Information on input voltage, charging current, output voltage, output current, charge or discharge mode, fault type, over-temperature, filter capacitor overvoltage/undervoltage, input overcurrent, output overcurrent provided through the DC/DC converter, and
Characterized in that it includes information on energy cell voltage provided through the energy management unit, module voltage of a module composed of a combination of cells, rack voltage of a rack composed of a combination of modules, and module temperature driving record system. The method of claim 2, wherein the train external information,
A driving record system characterized in that it includes information on vehicle failure status, stop/start status for each station, current time provided through GPS, and vehicle location provided by train operation control. The method of claim 2, wherein the additional information,
A driving record system characterized in that it includes speed information provided from a tachometer, an electric signal according to a braking level, an electric signal according to a powering level, and braking state information. The method of claim 2, wherein the main operation unit,
Calculate train speed from speed information provided from the interface module;
and comparing the calculated speed with speed information provided from the train internal communication module. The method of claim 2, wherein the main operation unit,
calculating a cell voltage deviation between a cell with the highest energy and a cell with the lowest energy based on the cell voltage information provided from the train internal communication module;
and comparing the calculated deviation with a preset criterion and storing only necessary information in the storage unit. The method of claim 2, wherein the main operation unit,
Based on the current time and vehicle location provided from the train external communication module and the vehicle status information provided from the train internal communication module,
When a train arrives at a stop station earlier or later than the designated time by a certain deviation or more, or when a train departs the stop station more than a certain deviation earlier or later than the designated time, condition information is provided to railway operation control and vehicle failure information exists. Driving record system, characterized in that for sending an alarm to. According to claim 2,
The driving record system further comprising a power conversion unit receiving control power of the railway vehicle from the outside and converting the power to the main operation unit, the train internal communication module, the train external communication module, and the interface module. In a railway vehicle operating method using a driving record system including a main calculation unit that performs data calculation and comparison calculation based on train internal information, train external information, and additional information, and a storage unit that stores the calculation result of the main calculation unit,
extracting, by an extraction unit that extracts information through the main operation unit and the storage unit, stops where a specific situation occurring in train operation is greater than a preset frequency;
confirming, by a confirmation unit, whether a train arrives at a stop station later than a designated time by a predetermined deviation or more, based on the extracted information;
checking, by the checking unit, the start and end points of the converter charging current around the stop time zone of the previous stop station, and checking the departure point of the previous stop station;
Determining, by a determination unit, whether a delay time from the end of charging at a previous stop to a starting point is greater than a preset reference time based on a confirmation result of the confirmation unit; and
When the determination unit determines that the delay time is greater than the reference time, the charging control unit lowers the charging current value at the previous stop station and increases the charging time to match the charging end point and the start point,
The specific situation is a situation in which a train arrives at a stopping station earlier or later than a designated time by a certain deviation or more, or a train leaves a stopping station earlier or later than a designated time by a predetermined deviation or more in the course of train operation. operation method. In a railway vehicle operating method using a driving record system including a main calculation unit that performs data calculation and comparison calculation based on train internal information, train external information, and additional information, and a storage unit that stores the calculation result of the main calculation unit,
extracting, by an extraction unit that extracts information through the main operation unit and the storage unit, stops where a specific situation occurring in train operation is greater than a preset frequency;
confirming, by a checking unit, whether a train leaves a station at least a certain deviation later than a designated time based on the extracted information;
checking, by the checking unit, the start and end points of the converter charging current around the stopping time zone of the corresponding stop station, and confirming the departure point of the corresponding stop station;
Determining, by a determination unit, whether a delay time from the end of charging at the stop station to the starting point is greater than a preset reference time based on the confirmation result of the confirmation unit; and
When the determination unit determines that the delay time is greater than the reference time, the charging control unit lowers the charging current value and increases the charging time at the corresponding stop station to match the charging end point and the start point,
The specific situation is a situation in which a train arrives at a stopping station earlier or later than a designated time by a certain deviation or more, or a train leaves a stopping station earlier or later than a designated time by a predetermined deviation or more in the course of train operation. operation method. delete

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