KR102647451B1 - Electronic Interlocking Device for Korean Radio Train Control System - Google Patents

Abstract

The present invention relates to an electronic interlocking device for mixed train operation of the Korean wireless communication-based train control system (KRTCS 3, KRTCS 2). More specifically, KRTCS Level 3 (hereinafter K3) trains and KRTCS Level 2 (hereinafter K2) trains. This relates to an electronic interlocking device that safely operates signaling facilities within the station when trains are in mixed operation to control the running interval and operation between trains.

Description

Electronic interlocking device and method for mixed train operation of Korean wireless communication-based train control system {Electronic Interlocking Device for Korean Radio Train Control System}

The present invention relates to an electronic interlocking device for mixed train operation of the Korean wireless communication-based train control system 2 and the Korean wireless communication-based train control system 3. More specifically, the Korean wireless communication-based train control system 3 (KRTCS Level 3) ; hereinafter K3) When trains and Korean wireless communication-based train control system 2 (KRTCS Level 2; hereinafter K2) trains are mixed, it is an electronic interlocking device that safely operates signaling facilities within the station to control the running interval and operation between trains. It's about.

Currently, the electronic interlocking device for the K2 system can determine the location of trains within station sections and blocked sections using track circuit information, and performs the function of controlling train operation by track length, signal section within the premises, and display information from track switch lock signals. The electronic interlocking device for the K3 system receives train operation location information from RBC (Radio Block Center) without track circuit information and divides the train location into operating sectors (usually one track circuit is divided into 2 to 5 sectors). The functions are divided into interlocking devices that control train operation using on-premises signal sections, track switches, and locking signals. However, when the train control system switches from K2 to K3, mixed operation of K2 trains and K3 trains must be possible. By doing so, we aim to implement the function of the electronic interlocking device to perform train control according to the type of train operation.

For K2 trains, the safety distance between trains is secured based on the track length and path length, but for K3 trains, the safety distance is secured variably according to the speed profile depending on the operating location and operating speed, so when K2 and K3 trains are mixed in operation. Problems arise in controlling the safe distance.

Hereinafter, we will look at the K2 system interlocking device and the K3 system interlocking device (information transmission method for train operation) with reference to FIGS. 1b and 2b.

(1) K2 system interlocking device

Figure 1b shows that the train location in the K2 system is configured by receiving the operation information between the electronic interlocking device and the on-site track device directly as digital information and transmitting the train location information and interlocking processing information to the RBC.

(2) K3 system interlocking device

As shown in Figure 2b, the K3 train location is based on the train location, distance from Balis, Balis ID, and train operation type (krtcs Level 3, 2 division) information transmitted from the train through wireless communication between RBC and the train. This is location information that is transmitted to the electronic interlocking device, and the electronic interlocking device determines the operating location by calculating the virtual track (K3 track information) length and train position entered into the dictionary database and occupies the virtual track for each train length. At this time, the distance is In order to have a reference position, the train position is confirmed by correcting it with the fixed distance value of Balis 1 that passed.

In K3, train occupancy processing initiates occupancy using the position information of the front of the train, and track restoration is performed by calculating the rear track according to the position of the front with respect to the train length.

Meanwhile, the interlocking device for k2 receives the train position detected by the track circuit device 13 as input to the interlocking device 12, as shown in Figure 1a, and the interlocking device controls the signal facilities within the station to control the train and monitor the status of the signal facilities within the station. and implements the function of transmitting train location information to RBC (11).

As shown in Figure 2a, the interlocking device for K3 receives the train operation location information transmitted through wireless communication from the RBC (21) through the RBC and calculates the train location information at the position of the pre-designated virtual track in the interlocking device (22) to determine the train's position. The operating location is displayed and route control and train location information are transmitted to the RBC (21).

Through the functions of the two train control systems, the interlocking device transmits the train location from the interlocking device 22 to the RBC 21 based on the track circuit, or receives train location information from the RBC and calculates the train location in virtual block information from the interlocking device. Define and implement different operations to transmit the train location to RBC.

The current interlocking device operation system is capable of operating the K2 device by receiving train location information only based on the track circuit and implementing intra-premises interlocking control, thereby performing K2 device-based train control.

However, in the future, when trains are upgraded with K3 equipment as part of an improvement project in the section where K2 equipment is in operation, a situation will arise where K2 and K3 trains must be mixed to some extent, and the interlocking device cannot implement mixed operation control, so there must be a solution to this problem. .

Therefore, there was a need to provide an electronic interlocking device operated by the K3 train control system that receives train operation information from the RBC and provides interlocking control for each K2 and K3 train.

Meanwhile, in the "Train Control System Development Plan for Trackless Circuit Type High-Speed Railway" by the Ministry of Land, Infrastructure and Transport and the Korea Railroad Research Institute published in 2018, "Domestic train control system research recognizes the importance of train control in railway transportation and 'railroad After establishing the KRTCS development and commercialization strategy of the 'Signaling System Standardization Plan (Ministry of Land, Infrastructure and Transport, November 2010)', it was systematically carried out, and in accordance with this, the train control system for urban railways using wireless communication (KRTCS 1, unmanned operation support, application of mobile blocking) and the development of a train control system (KRTCS 2, manual operation support, fixed occlusion application) for general and high-speed railways has been completed,” referring to the term KRTCS. The present invention here deals with the K3 train, which has further developed in the communication area.

Looking at Table 1 below,

Here, the “train control system for high-speed railway” is K3, the same as the present invention.

(Source: https://scienceon.kisti.re.kr/commons/util/originalView.do?cn=TRKO201800002419&dbt=TRKO&rn=)

Looking at the background of the present invention, it can be seen that the current K2 method cannot follow the LTE wireless communication method, and a new operating system is needed.

In addition, by referring to the summary of the above report or the Korean Railway Signal System (KRTCS), Korean Railway Signal System Construction Plan, etc., the Korean wireless communication-based train control system is used as a proper noun in the present invention, but it must be It is not limited to Korea.

The present invention was developed to solve the above problems. The electronic interlocking device communicates with the RBC to distinguish whether the train control system of the train within the interlocking device section is a K2 train or a K3 train and when operating between K2 trains. Safety distance information and signal control within the station are processed based on the track circuit. When operating between K3 trains, safety distance information and signal control within the station are processed based on the operating sector. When operating between K2 and K3 trains, it is processed based on the track circuit. The purpose is to provide safe train operation by processing safety distance information and signal control within the station to secure a safe operating distance between trains.

The purpose of the present invention is to provide an electronic interlocking device operated by the K3 train control device that receives train operation information from the RBC and performs interlocking control for each K2 and K3 train.

In order to solve the above problem, the present invention is an electronic interlocking device that communicates with the RBC to distinguish whether the train control system of the train within the interlocking device section is a K2 train or a K3 train and maintains a safety distance based on the track circuit when operating between K2 trains. Information and signal control within the station are processed. When operating between K3 trains, safety distance information and signal control within the station are processed based on the operation sector. When operating between K2 and K3 trains, safety distance information and signal control within the station are processed based on the track circuit. It processes signal control to ensure safe travel distance between trains and provides safe train operation.

The present invention includes the steps of RBC transmitting train information to TCS (Train Control System);

TCS checks whether the train is K2 based on the received information;

TCS checks whether the train is K3;

TCS is a step of determining the location of the train through track circuit information;

TCS analyzes distance information;

TCS analyzes train information;

TCS calculates the location of the train through location calculation;

TCS includes occupying a virtual orbit.

A step where the position calculation module of the TCS starts position calculation;

After checking the direction of travel, if it is towards the left, calculating the train head position + train length;

After checking the direction of travel, if it is to the right, calculating the train head position - train length includes;

Confirming the train tail position by the position calculation module of the TCS;

After checking the train range, if the train range is not exceeded, the search is repeated for the number of virtual tracks corresponding to the train range, and then terminated if the train range is exceeded.

If the position calculation module of the TCS is inconsistent with the virtual track range within the train range, moving to an iterative search for the number of virtual tracks corresponding to the train range;

After repeatedly searching for the number of virtual tracks corresponding to the train range, if the list search is not finished, checking the virtual track within the train location range;

After checking the virtual track within the train location range, if the virtual track range within the train range matches, checking the virtual track including the track switch;

After checking the virtual track including the track switch, if the track switch is not included, adding the virtual track occupancy list;

After checking the virtual track including the track switch, if it includes the track switch, checking the status of the track switch;

After checking the status of the track switch, if it is the 2nd direction, adding the 2nd direction to the virtual track occupancy list;

After checking the status of the track switch, if it is in the right position, adding the right position virtual track occupancy list;

Adding a virtual orbit occupancy list or adding a face-to-face virtual orbit occupancy list and then searching for the next virtual orbit;

It includes a step of terminating when the list search is over.

The present invention determines whether the train is K2 based on information received from RBC about the train, determines the location of the train through track circuit information, confirms whether the train is K3, and provides distance information and train information. After analysis, the train's position is calculated through position calculation, and TCS occupies the virtual track.

The position calculation module of the TCS starts position calculation, and after checking the direction of travel, if it is in the left direction, it is calculated as the train head position + train length, and if it is in the right direction after checking the direction of travel, it is calculated as the train head position - train length.

The position calculation module of the TCS checks the train tail position, and if the train range is not exceeded within the premises, the search is repeated for the number of virtual tracks corresponding to the train range, and ends when the train range is exceeded.

If the position calculation module of the TCS does not match the virtual track range within the train range, the train moves to an iterative search as many virtual tracks as the number of virtual tracks corresponding to the train range. If the list search does not end after repeated search as many virtual tracks as the number of virtual tracks corresponding to the train range, the train After checking the virtual track within the location range, if it matches the virtual track range within the train range, check the virtual track including the track switch, and if it does not include the track switch after checking the virtual track including the track switch, list the virtual track occupancy. Add, after checking the virtual orbit including the switcher, if it includes the track switcher, check the status of the track switcher. After checking the status of the track switcher, if it is half way, add it to the headway virtual orbit occupancy list. After checking the switcher status, if it is in the right direction, add it to the forward virtual orbit occupancy list. After adding it to the virtual orbit occupancy list or adding it to the face 2 virtual orbit occupancy list, the next virtual orbit is searched, and the list search ends when it is finished.

The present invention, achieved as described above, can provide safe train operation by safely securing the operating distance between trains by processing safety distance information and signal control within the station based on the track circuit when operating between K2 and K3 trains.

In addition, the present invention is an electronic interlocking device operated by the K3 train control device, and provides an interlocking device that receives train operation information from the RBC and performs interlocking control for each K2 and K3 train, thereby improving operating efficiency. It increases.

Figure 1 is a diagram showing the configuration of an interlocking device in a conventional K2 control device.
Figure 2 is a diagram showing the configuration of an interlocking device in a conventional K3 control device.
Figures 3A to 3E are diagrams showing that train operation at an actual railway site involves a mixed operation of K2 and K3 trains, so that the train position is accurately determined.
Figure 3f is a diagram showing the configuration of k2, k3 mixed train operation according to the present invention.
Figure 4 is a diagram showing the function of distinguishing between K2 and K3 trains according to an embodiment of the invention.
Figure 5a is a diagram showing a control function when the preceding train is a K2 train and the following train is a K3 train according to an embodiment of the invention.
Figure 5b is a diagram showing a control function when the preceding train is a K3 train and the following train is a K2 train according to an embodiment of the invention.
Figure 5c is a diagram showing the control function when both the preceding and following trains are K3 trains according to an embodiment of the invention.
6 to 8 are diagrams illustrating an apparatus and method according to an embodiment of the invention.

In the present invention, 'RBC' is an abbreviation for Radio Block Center and mainly displays a virtual track by calculating the occupancy of a virtual track table including train information, and 'TCS' is an abbreviation for Train Control System.

The virtual track is related to the method of managing train operation of the K3 system mentioned in the present invention.

In the present invention, a virtual orbit can be defined as follows.

As can be seen in the above-mentioned report, the virtual block space is a component of the railway that prevents accidents by adjusting the distance of the train by designating a blockage section (permitted driving section) in front and behind a specific train.

Likewise, the configuration of the virtual track according to the present invention is digital information used to determine and manage the operating position of the train. The virtual track is occupied by train length and is a digital structure that has no physical connection with the actual track.

In addition, the virtual track is processed by integrating the train location, distance from Balis, Balis ID, and operation type information of the operating train received through wireless communication between RBC and the train.

Therefore, the electronic interlocking device can determine the operating location of the train by calculating the virtual track length and train location information entered into the database in advance.

In addition, by securing a safety distance, in the case of the K3 train, a safety distance is variably secured by a speed profile depending on the operating location and operating speed, and the virtual track enables such dynamic safety distance management.

In conclusion, a virtual track is a track composed of digital information rather than an actual physical track, and plays a role in calculating and managing the train's position, speed, and safety distance, which is an important component that supports the efficient and safe operation of the train. am.

The electronic interlocking device described below is a device that plays an important role in the train operation management system. It processes and analyzes various data related to the train's location information, and performs the following functions in the K2 system and K3 system. Perform.

Looking at its role in the K2 system, the electronic interlocking device directly receives operation information from the field track device as digital information and transmits train location information and interlocking processing information to RBC (Radio Block Center).

Looking at its role in the K3 system, the train location, distance from Balis, Balis ID, and train operation type information are transmitted through wireless communication between the train and RBC.

The electronic interlocking device determines the operating position by calculating the virtual track length and train position entered into the dictionary database, and occupies and processes the virtual track for each train length. In addition, the train location is confirmed by correcting the fixed distance value of the passing ballis.

Therefore, the electronic interlocking device is a centralized information processing system for securing the safe distance of the train and determining the operating location. It plays a role in effectively managing the operation of the train by calculating and analyzing the location, speed, and safety distance of the train. .

The present invention was developed to solve the above problems. The electronic interlocking device communicates with the RBC to distinguish whether the train control system of the train within the interlocking device section is a K2 train or a K3 train and when operating between K2 trains. Safety distance information and signal control within the station are processed based on the track circuit. When operating between K3 trains, safety distance information and signal control within the station are processed based on the operating sector. When operating between K2 and K3 trains, it is processed based on the track circuit. The purpose is to provide safe train operation by processing safety distance information and signal control within the station to secure a safe operating distance between trains.

The interlocking device for k2 implements the function of receiving the train location detected from the track circuit device as input to the interlocking device, and the interlocking device controls the signaling equipment within the station to control the train and transmits the status of signaling equipment within the station and train location information to RBC. do

The interlocking device for K3 receives the train operation location information transmitted through wireless communication from RBC, calculates the train location information at the position of the pre-designated virtual track in the interlocking device, displays the train's operating location, and controls the route and train. Location information is transmitted to RBC.

Through the above two train control system functions, the interlocking device transmits the train location from the interlocking device to the RBC based on the track circuit, or receives train location information from the RBC, defines the train location in a virtual block in the interlocking device, and reports the train location to the RBC. Perform different operations to transmit

The current interlocking device operation system is capable of operating the K2 device by receiving train location information only based on the track circuit and implementing intra-premises interlocking control, thereby performing K2 device-based train control. However, in the future, when trains are upgraded with K3 equipment as part of an improvement project in the section where K2 equipment is in operation, a situation will arise where K2 and K3 trains must be mixed to a certain extent. As the interlocking device cannot implement mixed operation control, there must be a solution to this problem. .

Accordingly, the present invention describes the invention of an electronic interlocking device operated by the K3 train control device that receives train operation information from the RBC and performs interlocking control for K2 and K3 trains.

As shown in Table 2 below, the electronic interlocking device is equipped with a K2 orbit circuit DB and a K3 virtual orbit DB and calculates the corresponding position table for each orbit to generate a K3 virtual orbit table compared to the K2 orbit circuit.

When a K2 train and a K3 train operate on the same track, the electronic interlocking device receives information on the operation system for each operating train from RBC, and in the case of a K2 train, marks the track on the track table for K2 as occupied. When K3 train information is transmitted, the RBC By calculating the distance information and train information received from , the virtual track table for K3 is calculated by occupancy and only the virtual track is displayed.

As shown in Figure 6, the train position calculated and processed by the interlocking device is transmitted to the RBC by communication, and operation authority is granted to the train operating in the corresponding section, and a speed profile of the train is generated and transmitted to the train. Based on this, the train determines the operating speed and distance and operates to the appropriate authority location.

In order to determine the exact location information of the K3 train, the train's location information is corrected using Balis' fixed information to determine the exact location.

The train calculates and transmits the train's location information using a range estimation system such as a tachometer and a range Doppler sensor. At this time, when distance information is transmitted based on the information from the ballis that the train has passed, the transmitted interlocking device has fixed position information among the ballis information as data and calculates the position of the front of the train based on the distance from the ballis. .The interlocking device calculates the frontal position, adds the train length, determines the final position information, and determines the position information for each virtual track to calculate the occupancy information of the virtual track.

As shown in Figure 3a,

Distance from Balis 1 = location of the front of the train

Train head position + train length = train occupied position

Track length ++ = train occupied position

am.

Specifically, the present invention is an invention that implements safe operation of trains by calculating the operating positions of each K2 and K3 train in an interlocking device and transmitting them to RBC.

Train operation at actual railway sites involves mixed operation of K2 and K3 trains, so the train location is accurately determined and transmitted to RBC, the train control system, for the purpose of safe train operation.

For this purpose, as shown below, when only the K2 train is operated, when only the K3 train is operated, and when the K2 and K3 trains are mixed, the interlocking device has the function of determining the operating position of each train.

(2) K2 train operation interlocking control

As shown in Figure 3b, the station operates trains based on track circuits, so in a situation where a train arrives at the destination but fails to depart, the follow-up train makes an extra stop as the signal in the station displays a signal stop, and the follow-up train stops outside of the plan. This is a situation where the vehicle stops beyond one track.

If a train within the station departs and deviates from the arrival track, the signal inside the station indicates that it is in progress, and the train stopped outside of the station enters the arrival track. Only when the train has completely entered the station premises will the blockage follow-up train begin to move and move to the off-board stopping location.

(3) K3 train operation linked control

As shown in Figure 3c, interlocking control is performed in the same way as the existing K2 interlocking control inside the station, and in the case of trains outside the station, the train location continues to move until the minimum train operation interval according to the K3 train location information.

(4) When operating a mixture of K2 and K3 trains

As shown in Figure 3d, when the following train is a K2 train, track occupancy is indicated using track information, but to ensure a safe distance for K3 train operation, the entire virtual track for K3 is also displayed as occupied.

As shown in Figure 3e, when the following train is K3, the K3 operation profile is calculated with reference to the virtual track conditions of the preceding train to determine the train operation location and authority.

Meanwhile, as shown in Figures 3f to 5a, b, and c, the present invention safely operates the signaling equipment within the station when KRTCS Level 3 trains and KRTCS Level 2 trains are mixed, thereby controlling the running interval and operation between trains. implement.

The electronic interlocking device of the present invention communicates with RBC to distinguish whether the train control system of the train within the interlocking device section is a K2 train or a K3 train, and provides safety distance information and signal control within the station based on the track circuit when operating between K2 trains. When operating between K3 trains, safety distance information and signal control within the station are processed based on the operating sector. When operating between K2 and K3 trains, safety distance information and signal control within the station are processed based on the track circuit to ensure safety. Provides safe train operation by securing the operating distance between trains.

<Example>

Handover control method in high-speed train environment

As a specific embodiment, in the handover method performed at the terminal in the railway communication network that safely operates the signaling equipment within the station when KRTCS Level 3 trains and KRTCS Level 2 trains are mixed, the operation interval and operation control between trains are implemented. Transmitting the driving speed of the terminal to the base station; Receiving a handover parameter set readjusted according to the travel speed from the base station; and performing a handover operation based on the handover parameter set.

Therefore, signal control is handled safely to secure the travel distance between trains, thereby providing safe train operation.

As another embodiment, in order to implement a safe handover control method when KRTCS Level 3 trains and KRTCS Level 2 trains are in mixed operation, location and distance information similar to the function of the TCS (20) is analyzed and the location of the train is determined through location calculation. You can use the method of calculating and occupying a virtual orbit.

In addition, in the handover process, the terminal's driving speed is transmitted to the base station, and a readjusted handover parameter set is received from the base station to perform a handover operation. In this process, safe signal control is required, which Through this, the operating distance between trains can be secured and safe train operation can be provided.

Therefore, it is desirable to use the same position calculation and virtual track occupation method as mentioned in the claims when operating a train, and to perform safe signal control based on the above method during handover control.

train location tracking device

The present invention safely operates the signaling equipment within the station when KRTCS Level 3 trains and KRTCS Level 2 trains are mixed, thereby controlling the running interval and running control between trains.

For this purpose, the electronic interlocking device communicates with RBC to distinguish whether the train control system of the train within the interlocking device section is a K2 train or a K3 train, and when operating between K2 trains, safety distance information and signal control within the station are provided based on the track circuit. When operating between K3 trains, safety distance information and signal control within the station are processed based on the operating sector. When operating between K2 and K3 trains, safety distance information and signal control within the station are processed based on the track circuit to ensure safe train operation. Provides safe train operation by securing the distance between trains.

As a specific example, when KRTCS Level 3 trains and KRTCS Level 2 trains are mixed, an MCU is used to safely operate signaling equipment within the station to control the running interval and operation control between trains; A 6-axis sensor including an acceleration sensor that outputs an acceleration vector signal in 3-axis coordinates at predetermined time intervals, and a gyro sensor that outputs an angular velocity signal in 3-axis coordinates; A serial communication module connected to an external control device so that the MCU performs system upgrade and self-diagnosis functions; and a GPS receiver that receives current GPS location information and transmits it to the MCU, wherein the MCU sets a device plane in a stopped state of the train and calculates a slope between the gravity plane and the device plane; A train progress step of calculating a corrected acceleration with respect to the gravity axis in the progress state of the train; When the train is in an inclined state, a train inclination progress step of calculating an inclination with respect to latitude and an inclination angle with respect to altitude; And when the train is in progress in a state in which GPS location information cannot be received, a coordinate estimation step is performed to estimate GPS coordinates using the angular velocity signal of the three-axis coordinate, and the train stopping step is performed by providing GPS location information. When the train is stopped in a receiving area, setting the status level of the device to an initial state; determining whether the state level is an initial state; If the state level is the initial state, the Z-axis close to the gravity axis is set as the device gravity axis using z1 of the first acceleration vector signals (x1, y1, z1) A, and the first acceleration vector signal (x1, y1, z1) Setting the plane formed by the x1 acceleration vector and the y1 acceleration vector in A as the device plane; Calculating a tilt of the device plane with respect to the gravity plane for each of the X, Y, and Z axes to calculate a tilt correction value; and setting the status level of the device to progress status.

Therefore, train position signal control is safely processed to secure the travel distance between trains, thereby providing safe train operation.

*In addition, the train location tracking device is replaced by the location calculation module 30 of the TCS 20, which determines the location of the train, analyzes distance information, calculates the location of the train through location calculation, and creates a virtual track. It can perform various tasks to track the location of the train, such as occupying it.

In other words, the train location tracking device uses an acceleration sensor and a gyro sensor to track the location and speed of the train. At this time, gravity is one of the important variables that affects the operation of the train. If gravity is not measured, the actual position and speed of the train cannot be accurately tracked using only the information measured from the train's acceleration and gyro sensors.

Therefore, in the initial state, initial settings are required so that the train location tracking device can measure the position and direction based on gravity. To do this, set the Z axis closest to gravity as the device gravity axis, and set the x and y axes based on this. These mutually perpendicular planes must be set as the device plane. This aligns the device plane with respect to gravity, allowing the data from acceleration and gyro sensors needed to estimate the train's position and direction to be correctly interpreted.

Calculating the tilt of the device plane with respect to the gravity plane and calculating the tilt correction value for each axis (X, Y, Z) is a process of correcting the train location tracking device so that it can accurately estimate the position and direction. , Through this, the accuracy of estimating the location and direction of the train can be increased.

communication device

The present invention safely operates the signaling equipment within the station when KRTCS Level 3 trains and KRTCS Level 2 trains are mixed, thereby controlling the running interval and running control between trains.

For this purpose, the electronic interlocking device communicates with RBC to distinguish whether the train control system of the train within the interlocking device section is a K2 train or a K3 train, and when operating between K2 trains, safety distance information and signal control within the station are provided based on the track circuit. When operating between K3 trains, safety distance information and signal control within the station are processed based on the operating sector. When operating between K2 and K3 trains, safety distance information and signal control within the station are processed based on the track circuit to ensure safe train operation. Provides safe train operation by securing the distance between trains.

As a specific example, when KRTCS Level 3 trains and KRTCS Level 2 trains are mixed, the first mobile device (KRTCS Level 3 train or KRTCS Level 2) is used to safely operate signaling equipment within the station to control the running interval and operation between trains. A communication device that performs communication with a train), comprising: a processor that performs a radio resource control function for communication between the first mobile device and the communication device; a plurality of distributed antennas (DAs) located in a path of the first mobile device and transmitting and receiving signals under the control of the processor; and a memory storing at least one command executed by the processor, wherein the at least one command selects n DAs corresponding to a first location of the first mobile device among the plurality of DAs. Set a first sliding window including; perform communication with the first mobile device located at the first location using the n DAs; When the first mobile device moves from the first position to the second position, reset the first sliding window to include m DAs corresponding to the second position among the plurality of DAs; and perform communication with the first mobile device located at the second location using the m DAs, wherein at least one DA among the n DAs is the same as at least one DA among the m DAs, and Each of the n and the m is an integer of 2 or more, and the first location and the second location belong to the path.

Therefore, communication control is handled safely to secure the operating distance between trains, thereby providing safe train operation.

Meanwhile, in the Korean wireless communication-based train control system, in order to secure the distance between trains and provide safe train operation through electronic interlocking devices, the electronic interlocking devices must include a plurality of DAs (distributed antennas).

A plurality of DAs perform a radio resource control function for communication between the first mobile device and the communication device, determine the location of the mobile device, and process safety distance information and signal control within the station. By ensuring safe travel distance between trains, multiple DAs play a very important role in electronic interlocking devices.

Redundant communication method

The present invention safely operates the signaling equipment within the station when KRTCS Level 3 trains and KRTCS Level 2 trains are mixed, thereby controlling the running interval and running control between trains.

For this purpose, the electronic interlocking device communicates with RBC to distinguish whether the train control system of the train within the interlocking device section is a K2 train or a K3 train, and when operating between K2 trains, safety distance information and signal control within the station are provided based on the track circuit. When operating between K3 trains, safety distance information and signal control within the station are processed based on the operating sector. When operating between K2 and K3 trains, safety distance information and signal control within the station are processed based on the track circuit to ensure safe train operation. Provides safe train operation by securing the distance between trains.

As a specific embodiment, in the redundant communication method performed in the terminal in a communication system that safely operates signaling equipment within the station when KRTCS Level 3 trains and KRTCS Level 2 trains are mixed, and implements operation intervals and operation control between trains, 1. Performing a first measurement operation on a first serving base station connected to the network; When it is determined that a radio link failure (RLF) has occurred for the first serving base station as a result of the measurement operation, performing a handover operation with a first target base station connected to a second network; When connected to the first target base station, performing communication with the first target base station through a control channel; performing a second measurement operation on the first serving base station and a second target base station connected to the first network; And performing a connection operation with a base station among the first serving base station and the second target base station whose result of the second measurement operation satisfies a preset standard, wherein in the step of performing the communication, the terminal Link data is transmitted to the first network through an interface between the first target base station and the first serving base station, and downlink data generated in the first network is transmitted to the terminal through the interface and the control channel.

Therefore, signal control is doubled and safely processed to secure the operating distance between trains, thereby providing safe train operation.

For example, the present invention is a communication system that safely operates signaling equipment within the station when KRTCS Level 3 trains and KRTCS Level 2 trains are mixed, thereby controlling the running interval and running control between trains.

To this end, the electronic interlocking device communicates with RBC to distinguish between K2 trains and K3 trains, and provides safe train operation by processing safety distance information and signal control within the station based on the track circuit and operating sector.

The present invention also uses a redundant communication method to perform a handover operation between the first network and the second network, and transmits uplink data and downlink data to ensure safe communication.

Operation plan wireless transmission system for railway vehicles

The present invention safely operates the signaling equipment within the station when KRTCS Level 3 trains and KRTCS Level 2 trains are mixed, thereby controlling the running interval and running control between trains.

For this purpose, the electronic interlocking device communicates with RBC to distinguish whether the train control system of the train within the interlocking device section is a K2 train or a K3 train, and when operating between K2 trains, safety distance information and signal control within the station are provided based on the track circuit. When operating between K3 trains, safety distance information and signal control within the station are processed based on the operating sector. When operating between K2 and K3 trains, safety distance information and signal control within the station are processed based on the track circuit to ensure safe train operation. Provides safe train operation by securing the distance between trains.

As a specific example, when KRTCS Level 3 trains and KRTCS Level 2 trains are mixed, a railway information system that holds crew assignment information and operation plan information is used to safely operate signal facilities within the station to control the operation interval and operation between trains. a travel plan management server that receives and stores the crew assignment information and the travel plan information in real time; It is installed on a train and receives the crew identification information of the crew assigned to each train, operation plan information corresponding to the crew and the train, and operation information necessary for operation of the train, which receives and stores the operation plan management server. planning receiver; A location information measuring device installed on the train's operating route to measure the location information of the train; Receive the location information from a location information measuring device, detect whether the train is operating according to the operation plan information based on the location information, and operate the train according to the operation plan information according to the detected result. A train operation guidance device that transmits the location information of the train, the location information of the preceding train, the location information of the following train, delay time information compared to the operation plan, and emergency situation information to the operation plan receiving device; and a operation information transmission device that transmits the operation information of the train to a operation plan reception device and a train operation information device through a communication network inside the train, and the crew assignment information and the operation plan information are stored in the operation plan management server. It is stored and managed in a database, and the operation plan information corresponding to the crew and the train and the operation information necessary for operation of the train are stored and managed in a database in the operation plan receiving device, and the operation plan management server and the operation plan receiving device Each further includes a hashing device, wherein the hashing device stores a segment including at least one bucket referenced through a directory, and includes a memory including the database and at least one program. a cache containing a cache line; And a processor that stores data in memory or reads data stored in memory through the cache line, by executing at least one program included in the processor, using the first index of the hash key. Confirming the segment referenced through the directory, confirming the bucket to be accessed within the confirmed segment using the second index of the hash key, storing data corresponding to the hash key in the confirmed bucket, and It is possible to directly access one of the plurality of buckets in the segment using the second index.

For example, the present invention uses an electronic interlocking device for safe operation when KRTCS Level 3 trains and KRTCS Level 2 trains are mixed. It communicates with RBC to distinguish between K2 and K3 trains, and secures safe travel distance by processing train operation intervals and signal control within the station based on the track circuit and operating sector. For this purpose, a operation plan management server, a operation plan reception device, a location information measurement device, a train operation guidance device, and a operation information transmission device are used. All information is stored in a database, and data is accessed using a hashing device.

The present invention is a technology that safely operates signaling equipment within the station when KRTCS Level 3 trains and KRTCS Level 2 trains are mixed, thereby controlling the running interval and operation control between trains. To this end, an electronic interlocking device is used to communicate with RBC to distinguish between K2 trains and K3 trains, and to safely secure train travel distances to provide safe train operation.

Specifically, it includes a train operation guidance device that receives train information from a railway information system that holds crew assignment information and operation plan information, measures location information, and transmits operation information according to the detected results. In addition, it includes an operation information transmission device that transmits train operation information to a operation plan reception device and a train operation information device through a communication network inside the train.

To this end, the operation plan management server receives and stores crew assignment information and operation plan information in real time, and the train includes a operation plan reception device that receives crew member identification information and receives and stores operation information. In addition, the location information of the train is measured through a location information measuring device, and based on this, it detects whether the train is operating according to the operation plan information and controls the train operation guidance device that transmits the operation information.

The travel plan management server and the travel plan receiving device each include a hashing device, through which the database can be managed and data accessed. These technologies provide safe train operation by maintaining the interval between trains and implementing operation control.

Conversion method using a commercial LTE communication network independent of the LTE-R communication network

The present invention safely operates the signaling equipment within the station when KRTCS Level 3 trains and KRTCS Level 2 trains (first train and second train) are mixed, thereby controlling the running interval and running control between trains.

For this purpose, the electronic interlocking device communicates with RBC to distinguish whether the train control system of the train within the interlocking device section is a K2 train or a K3 train, and when operating between K2 trains, safety distance information and signal control within the station are provided based on the track circuit. When operating between K3 trains, safety distance information and signal control within the station are processed based on the operating sector. When operating between K2 and K3 trains, safety distance information and signal control within the station are processed based on the track circuit to ensure safe train operation. Provides safe train operation by securing the distance between trains.

As a specific example, when KRTCS Level 3 trains and KRTCS Level 2 trains are mixed, a redundant system including a main system and a spare system is used to safely operate signaling equipment within the station to control the running interval and operation between trains. In a switching device that performs switching between the main system and the spare system of the train control system, a first buffer storing first train control data transmitted from the ground device through the main system, and a first buffer storing the first train control data transmitted from the ground device to the reserve system, A second buffer for storing duplicate data of the first train control data transmitted through the system, a conversion determination unit for determining whether to switch between the main system and the spare system, and a switch for determining whether to switch between the main system and the spare system. Based on this, it includes a switching control unit that transmits the data stored in the first buffer or the second buffer to a train control server, the main system uses a Long Term Evolution-Railway (LTE-R) communication network, and the spare system includes the above Provides a conversion device that uses a commercial LTE communication network that is independent of the LTE-R communication network.

In addition, in a method of switching between the main system and the spare system of a switching device in a train control system having a redundant system including a main system and a spare system, the first train control data transmitted from the ground device through the main system Storing in a first buffer, storing duplicate data of the first train control data transmitted from the ground device through the spare system in a second buffer, determining whether to switch between the main system and the spare system. A step of transmitting data stored in the first buffer or the second buffer to a train control server based on whether to switch between the main system and the spare system, and the main system is LTE-R (Long Term Evolution -Railway) communication network is used, and the preliminary system is a train control message security device implemented between the on-board control device and the communication modem and between the ground control device and the communication modem, and is capable of preventing malicious access and unauthorized access by devices or users. firewall module to block; Intrusion detection module that detects unauthorized devices, users, and abnormal actors; and an authentication and encryption module that performs authentication of transmitting and receiving devices and encrypts or decrypts train control messages. Including, the control unit of the train control message security device, when a packet that is a train control message flows in through the network, requests a policy check from the firewall module, receives a response for the check result, and determines whether the packet is transmitted to the outside. Otherwise, it is checked whether the packet is being received internally. If the packet is transmitted externally, the intrusion detection module is notified that there is an externally transmitted packet, and the intrusion detection module checks whether an intrusion has occurred in the packet, and the authentication and encryption module is checked by the external transmitter. By requesting processing of a transmission packet, the authentication and encryption module performs signatures or signatures and encryption on the packet transmitted to the outside, thereby responding with a security packet with improved security, and the packet is received from the outside to the inside. If so, the authentication and encryption module is requested to process the internally received packet, and the authentication and encryption module performs authentication or decryption and authentication on the internally received packet and sends the decrypted packet in response to the request. It responds, notifies the intrusion detection module that there is an internally received packet, checks whether an intrusion occurs in the packet in the intrusion detection module, and responds to the train control message received internally or transmitted externally by the firewall module, authentication and encryption module. , and finally outputs a train control message according to the results of checking authentication, integrity, and confidentiality through the intrusion detection module.

For example, the present invention is a system that safely controls the running interval and operation control between KRTCS Level 3 trains and KRTCS Level 2 trains when they are mixed. To this end, an electronic interlocking device is used to process safety distance information between trains and signal control within the station, and communication is performed using the LTE-R communication network. In a train control system with a redundant system, data is transmitted using a switching device, including the main system and a spare system, and firewall modules, intrusion detection modules, authentication and encryption modules, etc. are implemented as train control message security devices.

In other words, the present invention safely operates the signaling equipment within the station when KRTCS Level 3 trains and KRTCS Level 2 trains (first train and second train) are mixed, thereby controlling the running interval and running control between trains.

For this purpose, the electronic interlocking device communicates with RBC to distinguish whether the train control system of the train within the interlocking device section is a K2 train or a K3 train, and when operating between K2 trains, safety distance information and signal control within the station are provided based on the track circuit. When operating between K3 trains, safety distance information and signal control within the station are processed based on the operating sector. When operating between K2 and K3 trains, safety distance information and signal control within the station are processed based on the track circuit to ensure safe train operation. Provides safe train operation by securing the distance between trains.

As a specific example, when KRTCS Level 3 trains and KRTCS Level 2 trains are mixed, a redundant system including a main system and a spare system is used to safely operate signaling equipment within the station to control the running interval and operation between trains. Several train control systems are used. This is achieved by performing a switchover between the main system and the standby system at the switchover device, creating a first buffer storing first train control data transmitted from the ground device through the main system, and first train control data transmitted from the ground device through the reserve system. A second buffer that stores replication data, a conversion judgment unit that determines whether to switch between the main system and the spare system, and train control of the data stored in the first buffer or the second buffer based on whether to switch between the main system and the spare system. It includes a conversion control unit that is transmitted to the server.

Wireless communication-based train control system

The present invention safely operates the signaling equipment within the station when KRTCS Level 3 trains and KRTCS Level 2 trains are mixed, thereby controlling the running interval and running control between trains.

For this purpose, the electronic interlocking device communicates with RBC to distinguish whether the train control system of the train within the interlocking device section is a K2 train or a K3 train, and when operating between K2 trains, safety distance information and signal control within the station are provided based on the track circuit. When operating between K3 trains, safety distance information and signal control within the station are processed based on the operating sector. When operating between K2 and K3 trains, safety distance information and signal control within the station are processed based on the track circuit to ensure safe train operation. Provides safe train operation by securing the distance between trains.

As a specific embodiment, when KRTCS Level 3 trains and KRTCS Level 2 trains are mixed, it includes an MMI unit that displays various information related to train operation in order to safely operate signaling equipment within the station to control the running interval and operation between trains. In the wireless communication-based train control system, an ATP antenna that detects a train and transmits and receives a first control signal that can be controlled to maintain the distance between the preceding train and the following train while limiting the speed of the train and the level crossing or station When a red signal is detected, an ATS antenna is formed that transmits and receives a second control signal that can stop the train while limiting its speed, and controls linked operation according to the first or second control signal transmitted and received. and a linked operation control unit that receives and analyzes the first control signal or the second control signal from the linked operation control unit to control the train to be operated in conjunction with the first control signal or the second control signal analyzed by the MMI unit. A train main control unit providing a second control signal; wherein the MMI unit, when the first control signal is provided from the train main control unit, switches to a mode for the ATP antenna and displays the second control signal. When provided, a mode change display unit that switches to the mode for the ATS antenna and displays it.

For example, in the present invention, when a KRTCS Level 3 train and a KRTCS Level 2 train are operated together, the electronic interlocking device communicates with the RBC to control the safe distance and operation between trains to determine the safety distance and operation sector based on track circuit or operation sector information. It handles signal control within the station, and there is a method of controlling linked operation by transmitting and receiving control signals through ATP antennas and ATS antennas, and a wireless communication-based train control system. For this purpose, an ATP antenna and an ATS antenna are formed, including the MMI unit, which detects trains and transmits and receives control signals. The linked operation control unit and the train main control unit analyze the control signals to control the travel distance between trains, and the MMI unit controls the control signal. There is a way to display .

Specifically, when KRTCS Level 3 trains and KRTCS Level 2 trains operate together, it is possible to control the interval between trains and operation through safe operation of signaling equipment within the station. For this purpose, an electronic interlocking device is used to communicate with RBC, and K2 and K3 trains are differentiated to process safety distance information and signal control within the station for each case. Through this, safe distance information and signal control within the station are processed in K2 trains, K3 trains, and K2/K3 mixed operation to secure safe train travel distances and provide safe train operation.

In a specific embodiment, when a KRTCS Level 3 train and a KRTCS Level 2 train operate together, the connected operation is controlled using an ATP antenna and an ATS antenna, and information related to train operation is displayed through the MMI unit.

The ATP antenna detects a train and transmits and receives a first control signal, and when a red signal at a crossing or station is detected, it transmits and receives a second control signal.

The ATS antenna can transmit and receive a second control signal to limit the speed of the train and stop it.

The linked operation control unit controls linked operation by transmitting and receiving the first control signal or the second control signal, and the train main control unit analyzes this and controls the train to operate linked.

In addition, the MMI unit, including the mode change display unit, switches and displays the modes of the ATP antenna and the ATS antenna according to the control signal.

Communication over heterogeneous networks

The present invention safely operates signaling equipment within the station when KRTCS Level 3 trains and KRTCS Level 2 trains with heterogeneous networks are mixed, thereby controlling the running interval and running control between trains.

As a specific embodiment, when KRTCS Level 3 trains and KRTCS Level 2 trains are mixed, a multi-communication unit that supports communication over heterogeneous networks in safely operating signaling equipment within the station to implement operation intervals and operation control between trains; A test support unit that transmits/receives a predefined test packet with a specific external device; And when a network change policy is received from the outside, it is determined whether connection is possible in response to the network to be changed based on the network change policy, and if connection is possible, an attempt is made to connect to the network to be changed through the multi-communication unit. It includes a connection control unit that changes the network to which it is connected.

Interference analysis device between heterogeneous wireless systems considering geographical features

The present invention safely operates signaling equipment within the station taking into account terrain features when KRTCS Level 3 trains and KRTCS Level 2 trains are mixed, thereby controlling the running interval and running control between trains.

For this purpose, the electronic interlocking device communicates with RBC to distinguish whether the train control system of the train within the interlocking device section is a K2 train or a K3 train, and when operating between K2 trains, safety distance information and signal control within the station are provided based on the track circuit. When operating between K3 trains, safety distance information and signal control within the station are processed based on the operating sector. When operating between K2 and K3 trains, safety distance information and signal control within the station are processed based on the track circuit to ensure safe train operation. Provides safe train operation by securing the distance between trains.

As a specific embodiment, in the case of mixed operation of KRTCS Level 3 trains and KRTCS Level 2 trains, a data loading unit that loads topographic information data is used to safely operate signaling equipment within the station to control the running interval and operation between trains; An analysis position setting unit that sets the positions of the interfered receiver, transmitter, and interfering transmitter required for interference impact evaluation, and the intensity of the received signal received from the transmitter in the interfered receiver and the intensity of the interference signal received from the interfered transmitter of the terrain. A prediction technology providing unit that provides prediction technology considering the influence, a signal size prediction unit that calculates the strength of the received signal and interference signal using input parameters and the provided prediction technology, and the calculated strength and interference of the received signal. and an interference impact evaluation unit that evaluates the interference impact of the interference transmitter on the interfered receiver using the strength of the signal, wherein the size of the interference signal is determined by the frequency response of the transmission filter of the interference transmitter and the reception filter of the interfered receiver. It is determined according to the characteristics, and the interference impact evaluation unit evaluates interference impact factors including interference probability, average transmission reduction rate, and capacity based on the calculated strength of the received signal and the calculated strength of the interference signal.

How to link heterogeneous IoT devices with IoT platforms

The present invention safely operates the signaling equipment within the station when KRTCS Level 3 trains and KRTCS Level 2 trains are mixed, thereby controlling the running interval and running control between trains.

For this purpose, the electronic interlocking device communicates with RBC to distinguish whether the train control system of the train within the interlocking device section is a K2 train or a K3 train, and when operating between K2 trains, safety distance information and signal control within the station are provided based on the track circuit. When operating between K3 trains, safety distance information and signal control within the station are processed based on the operating sector. When operating between K2 and K3 trains, safety distance information and signal control within the station are processed based on the track circuit to ensure safe train operation. Provides safe train operation by securing the distance between trains.

As a specific example, when KRTCS Level 3 trains and KRTCS Level 2 trains are in mixed operation, different protocols are used by using proxies to safely operate signaling equipment within the station to control the running interval and operation control between trains. As a method of linking heterogeneous IoT devices and IoT platforms, the IoT platform has a resource-based structure (RoA; Resource Oriented Architecture) and stores and manages device information received from IoT devices in resources, and the method uses a proxy. , generating a mapping table including device ID, resource ID, and protocol information of an unregistered IoT device; A proxy creating a resource of the device - including the resource ID and the protocol information - based on the mapping table and registering it with the IoT platform; A proxy requesting protocol information of the device from the IoT platform and receiving protocol information of the device stored in the resource from the IoT platform; A proxy generating a command for reading device information from the device based on a received protocol and transmitting the command to the device; And when the proxy receives device information from the device in response to the command, updating the resource to have the device information, wherein the protocol information stored in the resource includes the type of protocol of the device and Contains register file information of the device's protocol.

transmitting device

The present invention safely operates the signaling equipment within the station when KRTCS Level 3 trains and KRTCS Level 2 trains are mixed, thereby controlling the running interval and running control between trains.

For this purpose, the electronic interlocking device communicates with RBC to distinguish whether the train control system of the train within the interlocking device section is a K2 train or a K3 train, and when operating between K2 trains, safety distance information and signal control within the station are provided based on the track circuit. When operating between K3 trains, safety distance information and signal control within the station are processed based on the operating sector. When operating between K2 and K3 trains, safety distance information and signal control within the station are processed based on the track circuit to ensure safe train operation. Provides safe train operation by securing the distance between trains.

As a specific example, in the case of mixed operation of KRTCS Level 3 trains and KRTCS Level 2 trains, it is possible to safely operate signaling equipment within the station to control the interval between trains and operation, and can be accessed without authentication identified from the collected network information. An information acquisition unit that acquires a network selection policy including network device information to be connected, which is the remaining network device information excluding unregistered network devices for which security is not guaranteed among one or more network devices; Transmission target according to the obtained network selection policy a control unit that selects partial data divided from data; and a communication unit that connects to a specific network device among the connection target network devices according to the connection target network device information included in the network selection policy and transmits the selected partial data.

The present invention relates to an automatic occlusion control device that can generate a plurality of set frequencies and prevent mutual interference and attenuation of the transmission/reception output input level when connecting the occlusion devices to the same communication line. A power supply unit that converts the DC input power into DC voltage used inside the module; When a digital frequency value to be set is input to the CPU unit by an input switch, a frequency setting unit that transmits the digital frequency value input to the CPU unit to a display unit to display the digital frequency value input to the CPU unit as a number set on the front; A CPU unit including an enable function for receiving the set frequency value or generating a self-operating frequency so that the amplification unit operates only during normal operation, and a normal display function when the external reception input is normal; A filter unit that receives external reception input through a protection circuit and a digital filter, attenuates interference from adjacent frequencies below a certain level, and filters only set frequency values with a band-pass filter to prevent mixing or malfunction of adjacent frequencies; An amplifier unit connected to the relay drive unit and the primary side by a transformer, adjusts the operating voltage of the relay drive unit by adjusting the gain of the signal filtered by the filter unit, and controls the output according to the control settings; It is connected to the secondary side with the amplifier and transformer to insulate abnormal input/output signals including DC components, impulse components, or short-circuit open signals, and when the input/output signals are within the normal operating range, relay through AC-DC conversion. A relay drive unit that controls; An automatic occlusion control device consisting of a display unit that receives the set frequency from the frequency setting unit and displays it as 2 digits in the 7 segment on the front panel and displays the operating status of the module and relay drive unit can be added.

For example, the present invention provides an electronic interlocking device that processes safety distance information and signal control within the station to ensure a safe travel distance between trains when KRTCS Level 3 trains and KRTCS Level 2 trains are mixed. In addition, the automatic occlusion control device can generate a plurality of set frequencies, and can prevent mutual interference and attenuation of the transmission/reception output input level when the occlusion devices are connected to the same communication line. For this purpose, it consists of a power supply unit, a frequency setting unit, a filter unit, an amplifier unit, a relay drive unit, and a display unit.

In other words, when KRTCS Level 3 trains and KRTCS Level 2 trains are mixed, it is a technology that safely operates signaling facilities within the station to control the running interval and operation control between trains. For this purpose, an electronic interlocking device is used and communicates with RBC to distinguish whether the train control system of the train within the interlocking device section is a K2 train or a K3 train. When operating between K2 trains, safety distance information and signal control within the station are processed based on the track circuit, and when operating between K3 trains, safety distance information and signal control within the station are processed based on the operating sector.

In addition, when operating trains between K2 and K3 trains, safety distance information and signal control within the station are processed based on track circuits to safely secure the operating distance between trains and provide safe train operation.

In addition, the present invention receives an external reception input through a protection circuit to a digital filter, attenuates the interference of adjacent frequencies below a certain level, and filters only the set frequency values with a band-pass filter to prevent mixing or malfunction of adjacent frequencies. It includes a relay unit and a drive unit. This allows protection against external input signals and maintains stable output.

In addition, the present invention includes a frequency setting unit that, when the digital frequency value to be set is input to the CPU unit through an input switch, transmits the digital frequency value input to the CPU unit to the display unit so that it is displayed as a number set on the front. In addition, there is an enable function that allows the amplification unit to operate only during normal operation by receiving a set frequency value or generating a self-operating frequency, and a CPU unit that includes a normal display function when the external reception input is normal. This allows users to easily set frequency values and check the operating status of the module.

Lastly, the present invention is connected to the secondary side with a relay drive unit and a transformer to insulate abnormal input/output signals including DC components or impulse components or short-circuit open signals, and when the input/output signals are within the normal operating range, AC -Includes a relay drive unit that controls the relay through DC conversion. This ensures the stability of the module and prevents malfunction.

In other words, the present invention is an automatic occlusion control device that can protect the module from external input signals and maintain stable operation while maintaining stable and accurate output for a set frequency value. It also includes functions that allow users to easily set frequency values and check the operating status of the module.

As shown in Figures 6 to 8, the present invention determines whether the train is K2 based on information received from RBC about the train, determines the location of the train through track circuit information, and determines whether the train is It includes a TCS (20) that checks whether it is K3, analyzes distance information and train information, calculates the position of the train through position calculation, and occupies the virtual track.

The position calculation module 30 of the TCS 20 starts position calculation (S201), and after checking the direction of travel (S202), if it is in the left direction, it calculates the train head position + train length (S203), and checks the direction of movement (S202). If it is in the right direction after S202), the train head position is calculated as train length (S204).

The position calculation module 30 of the TCS 20 checks the train tail position (S205), and if the train range is not exceeded after checking the train range (S206), the search is repeated as many virtual tracks as the number of virtual tracks corresponding to the train range (S207). If it exceeds the premises range, it ends (S220).

If the position calculation module 30 of the TCS 20 does not match the virtual track range within the train range, it moves to the repeated search (S207) as many as the number of virtual tracks corresponding to the train range, and repeats as many as the number of virtual tracks corresponding to the train range. If the list search is not over after searching (S207), check the virtual track within the train location range (S208), and if the virtual track range within the train range matches after checking the virtual track within the train location range (S208), check the virtual track including the track switch. (S209). After checking the virtual track including the track switch (S209), if the track switch is not included, add the virtual track occupancy list (S210). After checking the virtual track including the track switch (S209), if it includes the track switch, check the status of the track switch. (S211), and if it is in the opposite direction after checking the switch status (S211), add it to the head-to-head virtual orbit occupancy list (S212). If it is in the right direction after checking the switch status (S211), add it to the forward virtual orbit occupancy list (S213), and then add the virtual orbit occupancy list (S213). After adding the orbit occupancy list (S210) or adding the rumen virtual orbit occupancy list (S212), the next virtual orbit is searched (S214), and when the list search is finished, it ends (S220).

Hereinafter, the method for implementing the present invention will be described in detail.

The present invention includes the step of RBC transmitting train information to TCS (Train Control System; 20); (S101)

A step where the TCS (20) checks whether the train is K2 based on the information received; (S102)

Step where the TCS (20) checks whether the train is K3; (S103)

A step where the TCS (20) determines the location of the train through track circuit information; (S104)

TCS (20) analyzing distance information; (S105)

TCS (20) analyzing train information; (S106)

A step where the TCS (20) calculates the position of the train through position calculation; (S200)

A step of the TCS 20 occupying a virtual orbit (S220).

A step in which the position calculation module 30 of the TCS 20 starts position calculation; (S201)

After checking the direction of travel (S202), if it is in the left direction, calculating the train head position + train length (S203);

After checking the direction of travel (S202), if it is in the right direction, calculating the train head position - train length (S204) is included.

The position calculation module 30 of the TCS 20 confirms the train tail position (S205);

After checking the train range (S206), if it does not exceed the premises range, iteratively searches for the number of virtual tracks corresponding to the train range (S207), and ends if it exceeds the premises range; (S220).

If the position calculation module 30 of the TCS 20 does not match the virtual track range within the train range, moving to an iterative search (S207) for the number of virtual tracks corresponding to the train range;

After repeating the search for the number of virtual tracks corresponding to the train range (S207), if the list search is not finished, checking the virtual track within the train location range (S208);

After checking the virtual track within the train location range (S208), if the virtual track range within the train range matches, checking the virtual track including the track switch (S209);

After checking the virtual track including the track switch (S209), if the track switch is not included, adding the virtual track occupancy list (S210);

After checking the virtual track including the track switch (S209), if it includes the track switch, checking the status of the track switch (S211);

After checking the status of the track switch (S211), if it is the 2nd direction, adding the 2nd direction virtual track occupancy list (S212);

After checking the status of the track switch (S211), if it is in the right position, adding the right position virtual track occupancy list (S213);

Adding a virtual orbit occupancy list (S210) or adding a rumen virtual orbit occupancy list (S212) and then searching for the next virtual orbit (S214);

It includes a step of terminating when the list search is over (S220).

20:TCS
11, 21, 31: RBCs
12, 22, 32: Interlocking device
13: Orbital circuit device
30: Position calculation module

Claims (8)

A Korean type of wireless communication that includes an electronic interlocking device that allows the location of trains within station sections and blocked sections to be known through track circuit devices and controls train operation by track length, intra-block signal section, and track switch lock signal display information. Basic Train Control System 2 (K2; Korean Radio Train Control System 2; KRTCS2); and
Train operation location information is received from the RBC (Radio Block Center), which contains train operation location information without a track circuit, and the train location is subdivided into operation sectors, and the train location is transmitted to the RBC and displayed information on the signal section and track switch lock signal within the premises. In a method using an electronic interlocking device for mixed train operation of the Korean wireless communication-based train control system 3 (K3; Korean Radio Train Control System3; KRTCS3), which includes an electronic interlocking device that performs the function of controlling train operation,
A step where the RBC (Radio Block Center) transmits the train operation location information to a TCS (Train Control System) 20, a system that controls the mixed train operation; (S101)
A step where the TCS (20) checks whether the train is K2 based on the information received; (S102)
Confirming whether the train is K3 through the TCS (20); (S103)
If confirmed as K2 in step S102, the TCS (20) determines the location of the train through track circuit information; (S104)
If K3 is confirmed in step S103, the TCS 20 analyzes distance information; (S105)
After step S105, the TCS 20 analyzes train operation location information; (S106)
After step S106, the TCS 20 calculates the position of the train through position calculation; (S200)
After the step S200, controlling the TCS 20 to occupy a virtual track virtually created for each train length entered into the dictionary DB according to the train position calculation result; Korean wireless communication-based train control including (S220) A method using an electronic interlocking device for mixed train operation of the system.
In claim 1,
After step S200,
A step in which the position calculation module 30 of the TCS 20 starts position calculation; (S201)
After checking the direction of travel (S202), if it is to the left, calculating “train head position + train length” (S203);
After checking the direction of travel (S202), if it is to the right, calculating "train head position - train length"(S204); A method using an electronic interlocking device for mixed train operation of the Korean wireless communication-based train control system.
In claim 2,
After steps S203 and S204,
The position calculation module 30 of the TCS 20 confirms the train tail position (S205);
After checking the train range (S206), if the train range is not exceeded, repeat the search for the number of virtual tracks corresponding to the train range (S207), and then terminate if the train range is exceeded; (S220) of the Korean wireless communication-based train control system including Method using electronic interlocking device for mixed train operation.
In claim 3,
After step S206,
If the position calculation module 30 of the TCS 20 does not match the virtual track range within the train range, moving to an iterative search (S207) for the number of virtual tracks corresponding to the train range;
After repeating the search for the number of virtual tracks corresponding to the train range (S207), if the list search is not finished, checking the virtual track within the train location range (S208);
After checking the virtual track within the train location range (S208), if the virtual track range within the train range matches, checking the virtual track including the track switch (S209);
After checking the virtual track including the track switch (S209), if the track switch is not included, adding the virtual track occupancy list (S210);
After checking the virtual track including the track switch (S209), if it includes the track switch, checking the status of the track switch (S211);
After checking the status of the track switch (S211), if it is the 2nd direction, adding the 2nd direction virtual track occupancy list (S212);
After checking the status of the track switch (S211), if it is in the right position, adding the right position virtual track occupancy list (S213);
Add virtual orbit occupancy list (S210) or add face 2 virtual orbit occupancy list (S212)
After that, searching for the next virtual orbit (S214);
A method using an electronic interlocking device for mixed train operation of the Korean wireless communication-based train control system, including the step of terminating at the end of the list search (S220).
In the electronic interlocking device for mixed train operation of the Korean wireless communication-based train control system according to the method using the electronic interlocking device for mixed train operation of the Korean wireless communication-based train control system of claim 1,
Based on the train information received from RBC, confirm whether the train is K2, confirm the location of the train through track circuit information, confirm whether the train is K3, and analyze the distance information and train information. An electronic interlocking device for mixed train operation of a Korean wireless communication-based train control system including a TCS (20) that calculates the position of the train through position calculation and occupies the virtual track.
In claim 5,
The position calculation module 30 of the TCS 20 starts the position calculation, and after checking the direction of travel, if it is in the left direction, it is calculated as "train head position + train length", and if it is in the right direction after checking the direction of movement, it is calculated as "train An electronic interlocking device for mixed train operation of the Korean wireless communication-based train control system, which is characterized by calculating "head position - train length".
In claim 5,
The position calculation module 30 of the TCS 20 checks the train tail position, and if the train range is not exceeded within the premises, the search is repeated for the number of virtual tracks corresponding to the train range and terminates when the area range is exceeded. An electronic interlocking device for mixed train operation of the Korean wireless communication-based train control system.
In claim 5,
If the position calculation module 30 of the TCS 20 does not match the virtual track range within the train range, the search is repeated as many as the number of virtual tracks corresponding to the train range, and the list search is performed after repeated search as many virtual tracks as the number of virtual tracks corresponding to the train range. If it is not the end, check the virtual track within the train location range, check the virtual track within the train location range, and if the virtual track range within the train range matches, check the virtual track including the track switch, and check the virtual track including the track switch. After checking, if the track switch is not included, add the virtual track occupancy list. After checking the virtual orbit including the track switch, if the track switch is included, check the track switch status. If it is half-way after checking the track switch status, add the list of virtual track occupancy. After checking the status of the transition device, if it is in head-on position, add a head-up virtual orbit occupancy list, add a virtual orbit occupancy list or add a face-down virtual orbit occupancy list, then search for the next virtual orbit, and end when the list search is completed. An electronic interlocking device for mixed train operation of the Korean wireless communication-based train control system.