KR200409391Y1 - Radio Communication System by Frequency Hopping Spectrum Spread for ATC - Google Patents

Abstract

The present proposal relates to a radio frequency (RF) communication system for facilitating communication between the ground apparatus and the onboard apparatus for controlling trains by a mobile occlusion method.

The present application connects the terrestrial radio communication device 32 with the reverse control device 31 installed at each station, and the reverse control device 31 installed at each station is integrated with the ringbackbone network 39 and then connected. While this is connected to the general command room (30),

After installing the onboard wireless communication device 33 and connecting it with the onboard device 34,

The ground wireless communication device 32 and the on-board wireless communication device 33 is characterized in that it is possible to control the operation of the train while tracking the positions of all trains running on the track by a wireless communication method. .

In addition, the present application is to operate the train by reducing the distance between trains to a minimum if only the braking distance for the speed of the train is secured without the hardware restrictions on the length of the closed section and the interval between trains by the above control method By minimizing the speed of the train to maximize the operating density of the train, while improving the traffic regulation (Traffic Regulation) to improve the operating speed of the train is characterized by.

In addition, the present application provides a continuous two-way communication between the vehicle 34 and the ground (general command room, reverse control device, etc.) by using a wireless communication device that is the basis for implementing the mobile occlusion signal system, the reverse control The on-vehicle device 34, which has received the right to move the train from the device 31, uses the same to determine the location of the train, control the direction of movement and the speed of the train, and also transmit information (data) on the vehicle status to the wireless communication device. It can be delivered to the general command room 30 through the remote control of the train is characterized in that it is possible.

Mobile occlusion system, on-board radio communication device, train control, ground radio communication device, reverse control device, ring backbone network, location tracking, braking distance, driving interval, driving information

Description

Radio Communication System by Frequency Hopping Spectrum Spread for ATC using Frequency Hopping Spread Spectrum System

1 is a block diagram of an automatic train control system using RF wireless communication according to an embodiment of the present application

2 is a block diagram illustrating a terrestrial wireless communication device according to the present application

3 is a block diagram for explaining a vehicle wireless communication apparatus according to the present application

4 is a flowchart illustrating an initial communication connection method between the terrestrial wireless communication device and the on-board wireless communication device according to the present invention;

5 is a flowchart illustrating a communication connection method between a ground radio communication device and an onboard radio communication device during train movement according to the present specification;

6 is a flowchart illustrating a control method of a communication based train control (CBTC) system using RF wireless communication according to the present specification.

Explanation of symbols on the main parts of the drawings

30: General Command Room 31: Reverse Control Unit

32: terrestrial radio communication device 33: on-board radio communication device

34: In-vehicle device 35: Position information sensor

36: Position stop detector sensor 37: Position information

38: Position stop detector 39: Ring back optical network equipment

40: accelerometer 41: tachometer

This paper proposes a Communication Based Train Control System (CBTC) that delivers data necessary for train control using wireless Local Area Network (WLAN) communication with mobility and scalability for automatic train control. The present invention relates to a wireless communication device for use in a system and an operating system of the wireless communication device.

Since the train began operation in the early 19th century, various technologies for operating the train safely and efficiently have been developed and put into practical use. In the early days when the frequency of operation of trains was relatively small, only safe driving was the most important in controlling trains, but the frequency and speed of trains were not so important. However, with the development of transportation, the share of the train gradually increased, so the frequency of operation of the train also increased. As a result, the necessity of operating a train at high speed and high density in a limited track capacity has gradually increased. For this purpose, a newly developed train control technology is a fixed occlusion signal method using a track circuit. As the signal system is introduced into the train control technology, the control technology of the train has made rapid progress, and at the same time, the high speed and high density operation of the train has become possible.

The fixed occlusion signal system using the track circuit divides the track section, which was divided by the station and the station, in the past by using the track circuit, and divides the track into several occlusion sections, and then determines whether the train is occupied according to whether the train occupies the track circuit. It is a technology that enables the comprehensive determination of the operating status of a train at a remote location by displaying whether or not the train occupies a track circuit on a train operation display board in a station or command room.

With the introduction of this technology, the train control method is adopted to start the train at a certain time interval for each occlusion section (time interval method) or to start the train while always securing a certain space between the train and the train (space interval method). This makes it possible to increase the number of trains operating within the same distance, and to drastically shorten the operating time of the train.

In the fixed occlusion method using the track circuit, the train detection and the speed command code transmission are performed in each track circuit. When the speed command code is transmitted to the occupying track circuit according to the automatic train protection (ATP) logic form according to the forward condition by the train detection signal, the on-vehicle device installed in the train receives the By receiving the speed command code and comparing the received speed command code with the actual speed of the train, the speed control of the train can be performed by accelerating and decelerating the train or braking the train.

The fixed occlusion method as described above has an advantage in that safety or reliability is very excellent compared to the ATS (Automatic Train Stop) method, which is a point control method, because the speed command is continuously transmitted in the track circuit.

On the other hand, since the speed control is based solely on the track circuit, in order to increase the running density of the train and to further control the speed, the track circuit must be divided into shorter tracks to increase the number of track circuits.

In this case, however, the installation cost increases as well as the installation cost because the infrastructure such as the track circuit device, impedance bond, inductive loop, line side terminal box and various cables increases in proportion to the number of track circuits. There is a disadvantage that the cost for the maintenance is also very large.

In addition, no matter how tightly a train's driving time is organized, it is impossible to secure a driving time of less than 2 minutes due to the characteristics of the occlusion section (track circuit) installed. Therefore, the operation of the train at a high density by the conventional fixed occlusion method has a certain limit, which leads to an improvement in the rail utilization rate of the train, and also makes the adjustment of the driving time of the train inflexible.

On the other hand, as the population of cities increased and the metropolitan area became wider, the demand for transportation by trains rapidly increased, and at the same time, the frequency of operation of trains had to be increased (higher and higher density trains). The social demand for more is increasing.

However, there is a problem that the fixed occlusion method cannot meet the above new technical demands due to the above-mentioned disadvantages.

In order to solve the above problems, the development of a train control method based on a mobile occlusion method of communication-based train control (CBTC) has been actively promoted.

This is because the communication device located at a certain point on the ground periodically collects the position and speed of each train from each train, and transmits the distance between the preceding train and the speed limit to the following train, and the computer in the vehicle calculates the situation of the train. It is to control the speed of the train so that the train can run at the optimum speed to ensure that the train can run at a high density.

In order for the train control method by the mobile occlusion method to be practical, the development of a radio frequency (RF) communication system capable of controlling the speed of a train by using a satellite or a wireless communication system must be preceded.

However, despite the necessity, the train control based on the mobile occlusion method is only at the stage of comprehensive and abstract concept establishment, and since it has not developed any technical means to implement the method, it is currently commercialized. It is not practical.

The present application has been developed to meet the above technical needs.

One of the specific technical means that must be developed urgently and critically to enable the train control by the mobile occlusion method is a radio frequency (RF) communication system for facilitating communication between the ground apparatus and the onboard apparatus.

In order to meet the demand of the new technology as described above, the present proposal devised a specific technical configuration of the wireless communication device of the train control system, which is one of the most basic devices of the train control system based on the mobile occlusion method.

The purpose of the present proposal is

After connecting the terrestrial wireless communication device 32 with the reverse control device 31 installed in each station, and the reverse control device 31 installed in each station is integrated into the ring backbone network 39, While this is connected to the general command room (30),

After installing the onboard wireless communication device 33 and connecting it with the onboard device 34,

An object of the present invention is to control the operation of a train while tracking the positions of all trains running on a track by a wireless communication method through the terrestrial wireless communication device 32 and the on-board wireless communication device 33. .

In addition, according to the control method described above, the operation of trains can be reduced by minimizing the distance between trains if only the braking distance for the speed of the train is secured without the hardware limitation on the length of the closed section and the distance between trains. Another aim is to increase the operating density of trains by minimizing the speed of the train and to improve the operating speed of trains by improving the traffic regulation.

In addition, the present application provides a continuous two-way communication between the on-vehicle device 34 and the ground device (general command room, reverse control device, etc.) using a wireless communication device that is the basis for implementing the mobile occlusion signal system, the reverse control The on-vehicle device 34, which has received the right to move the train from the device 31, uses the same to determine the location of the train, control the direction of movement and the speed of the train, and also transmit information (data) on the vehicle status to the wireless communication device. Another purpose is to enable the control of the train remotely by allowing the transfer to the general command room (30).

The configuration of the present application for achieving the above object will be described with reference to the accompanying drawings.

The composition of the present application is largely composed of a terrestrial radio communication device 32 and a vehicle radio communication device 33.

The terrestrial radio communication device 32 is installed at each necessary location of the track side and wirelessly controls the information necessary for the operation of the train provided by the general command room 30 and the station control device 31 through the on-board radio communication device 33. It is a communication device for receiving information on the operation of the train transmitted to the onboard device 34 or transmitted from the onboard wireless communication device 33,

The on-board wireless communication device 33 is installed in a vehicle to receive the control information necessary for the operation of the train that is transmitted wirelessly from the terrestrial wireless communication device 32 and transfer to the on-board device 34 to control the operation of the train. Or by receiving the information on the operation of the train from the on-vehicle device 34 and transmitting the information wirelessly to the terrestrial wireless communication device 32, the information is transmitted to the general command room 30 or the station control device 31. It is a communication device to be transmitted to.

The configuration of the terrestrial wireless communication device 32 is as shown in FIG.

An RF module (1) connected to a serial chain switch (Daisy Chain Switch) by Ethernet to enable a 2.4 GHz band IEEE802.11 wireless connection with the on-vehicle wireless communication device 33 of a train;

The Ethernet data transmitted from the RF module is transmitted through a single-mode fiber or the data transmitted through the fiber from the inverse control device 31 is converted into Ethernet data to convert the radio frequency (Ethernet Data). It functions to transmit to RF module, and acts as a serial chain switch using trunking function with two optical ports (for input / output) and SNMP (Simple Network Management Protocol) Management protocol) a photoelectric converter (2) capable of remote management by an administrator;

A power supply 6 providing a 5 VDC output voltage required for the terrestrial radio communication device 32 and having a universal input of 85 to 264 VAC class to provide a 12 VDC output to the photoelectric converter 2;

A high temperature cut-off switch 8 to cut off the main AC supply in the enclosure when a high temperature condition of 85 ° C. or higher occurs;

A heater 9 which increases the temperature of the components in the enclosure to enable normal operation even when the external temperature is less than 3.9 ° C .;

A power amplifier 3 for amplifying the weak received signal and transmitting a wireless signal;

A surge protection device (7) for handling large current surges and voltage spikes while protecting internal components within the terrestrial wireless communication device enclosure;

 A circuit breaker (10) which functions to protect the equipment from short-circuits or other surges in components in the wiring and terrestrial radio communication device enclosures;

A wireless antenna (5) installed on a host or a structure in a stop on the track side;

A surge breaker (4) installed in parallel with the main cable connected to the antenna in the terrestrial wireless communication device enclosure to block the surge flowing through the antenna; Characterized in that made.

In addition, the configuration of the on-board wireless communication device 33 is as shown in FIG.

An antenna (25) for wireless connection with the terrestrial wireless communication device (32);

An arrester 24 for protecting the device from surges;

A power amplifier 22 for amplifying and transmitting the received signal;

An RF module 20 for enabling the 2.4 GHz band IEEE802.11 wireless connection to the terrestrial wireless communication device 32;

A power supply 23 for receiving power from the vehicle device and converting the power into a stabilized power supply to supply the on-vehicle wireless communication device 33;

Data received from the terrestrial radio communication device 32 to the RF module 20 of the onboard radio communication device 33 or the state of the train transmitted from the onboard device 34 to the reverse control device 31 or the general command room 30. To the security device 21 applying the IPSEC standard method to securely transmit data by encrypting the location, direction, speed information, etc .; Characterized in that made.

The present application configured as described above is implemented in the automatic train control system configured as shown in FIG.

Figure 1 shows the configuration of the automatic train control system using RF wireless communication according to an embodiment of the present application. The following describes the coupling relationship and operation process.

First, the ground radio communication device 32 is installed while securing a certain distance at a necessary location of the element on the track side. The distance between the terrestrial wireless communication devices 32 depends on the geographic environment of the installation site, but the minimum distance required for wireless communication should be ensured.

In addition, the terrestrial wireless communication device 32 is connected to the reverse control device 31 is installed in each station by Fiber.

In addition, the reverse control device 31 installed in each station is connected to the ring-back optical backbone network facility 39 is integrated, and the optical backbone network facility is connected to the server of the general command room 30 by Fiber.

In addition, the train receives a control signal received from the ground apparatus (reverse control device of each station and the general command room) and the on-board wireless communication device 33 for transmitting the signal to the on-vehicle device 34, The on-vehicle device 34 that receives the control signal transmitted from the on-board radio communication device 33 and actually controls the operation of the train is installed, and the on-vehicle device 34 and the on-board radio communication device 33 are wired. It is connected.

In addition, the train communicates with the accelerometer 40, the tachometer 41, and the ground position information 37 for measuring information related to the operation of the train (for example, the driving speed and the acceleration), and the operating position of the train. The train location information sensor 35 and the like are installed, and information related to the operation of the train is obtained in real time from them and transmitted to the ground apparatus (reverse control device and general command room).

In addition, the necessary position on the track is provided with a position information 37 for providing information on the position of the train to the position information sensor 35 of the train, and at a certain point in the history whether or not the train stopped at the correct position. The train fixed position stop detector 38 which can detect is provided.

The train control system using the RF wireless communication according to the present application is configured to operate the mobile occlusion system as described above.

Subsequently, a process of operating the wireless communication system according to the present invention in the train control device of the mobile occlusion method is as follows.

First, the operation information of each train obtained through the accelerometer 40, the tachometer 41, the position information sensor 35 and the position information device 37 installed on the ground, the stop position detector 38, etc. Collected by the onboard device 34, this information is wirelessly transmitted to the terrestrial wireless communication device 32 via the onboard wireless communication device 33, and this information is transmitted to the reverse control device 31 of each station. In addition, the station control device 31 of each station transmits the operation information of the received train to the general command room 30 through the optical backbone network.

On the other hand, the station control device 31 and the general command room 30 of each station synthesizes the information of each train collected through the above process.

This information is again transmitted from the jurisdiction station control device 31 to the on-board wireless communication device 33 through the terrestrial wireless communication device 32, and the signal is transferred to the on-board device 34 through the on-board wireless communication device 33. Is received. The on-vehicle device 34 receiving the same signal can safely control the train by analyzing the received data and automatically calculating the braking distance and acceleration / deceleration pattern of the train to adjust the driving time.

The train control system based on the CBTC, which is based on the mobile occlusion system, performs the following three main functions.

① Automatic Train Protection (ATP): Secures safe distance, speed limit, direction of movement and vitals.

② Automatic Train Operation (ATO): Train speed control, start / stop, platform screen door interface and Non-Vital function.

③ Automatic Train Supervision (ATS): Performs train operation control, user interface, fault management and movement optimization.

Among the above functions, the automatic train monitoring function (ATS) is performed by the general command room 30, and the automatic train protection (ATP) function is an automatic train protection that is a sub-device of the reverse control device 31 and the on-vehicle device 34. ATP) device, and the automatic train operation (ATO) function is performed by the automatic train operation (ATO) device, which is a sub-unit of the general command room 30 and the on-vehicle device 34.

All of these functions can be performed by receiving all operation information and control information via the ground radio communication device 32 and the on-board radio communication device 33 according to the present application.

In operating a train automatic control method using a mobile occlusion method by a wireless communication device using a frequency hopping spectrum spread (FHSS) method, the flow of control and operation information of a train is performed in the same steps as in FIG. 6. . To explain this,

The general command room 30 transmits the automatic operation control command according to the operation plan to the reverse control apparatus through the backbone network 39. (T-1 step)

The next car / auto wireless communication device (32/33) is a two-way wireless data communication is made through this data transmission and reception for securing a safe distance between trains. (T-2 steps)

On the other hand, if the station control apparatus 31 confirming the entry of the vehicle transmits the authority to the vehicle 34 through the ground / vehicle wireless communication device 32/33, (T-3 step)

The on-vehicle device 34 calculates a train speed profile based on the movement authority information. (T-4 step)

At the same time, if the location information sensor 35 detects the current location (identifier of location information IDID) based on the information of the location information 37 and transmits it (step T-5).

Upon receiving this, the on-vehicle device 34 inquires the distance value of (identifier IDn of the location information devices) into the on-vehicle database (not shown) in the on-vehicle device (step T-6).

The braking calculation distance value of the on-vehicle tachometer 41 is calculated (step S-1).

Compare the two values above (step T-7)

After judging the result, (T-8 step)

If the braking distance is out of tolerance (NO), the emergency braking distance is concluded within the emergency braking distance according to the movement authority, (step S-2).

If the braking distance is within tolerance (Yes), the tachometer value is corrected by the position information ID value. (T-9 steps)

Subsequently, the position, speed, and direction of movement of the train are wirelessly transmitted to the reverse control apparatus 31 through the on-vehicle / ground wireless communication device 33/32 (step T-10).

The station control apparatus 31 transmits the operation information of the train to the general command room 30 through the backbone network 39 (step T-12).

In the general command room 30, the information is displayed on a situation display panel (not shown). (T-12 steps)

Next, a detailed description will be made with reference to the accompanying drawings about the coupling relationship and operation process between more specific components of the radio communication apparatus for the automatic train control system using the frequency hopping spectrum spread (FHSS) method according to the present application. .

The reason why the present invention adopts the frequency hopping spreading band (FHSS) method is to use the following features of the wireless communication device using the frequency hopping spreading band (FHSS) method.

The land and on-vehicle radio communication apparatus 33 of the present application has a powerful access solution under electromagnetically harsh environments such as outdoor railway systems using IEEE802.11 frequency hopping spread band (FHSS) wireless components at 2.4 GHz.

In addition, wireless communication devices using the selected frequency hopping spread spectrum (FHSS) method can wirelessly roam between cells at a vehicle speed of more than 100 km / hr. The 2.4 GHz band is particularly suited to the construction of wireless network communication lines for railways, subways and light rail. In addition, there is little effect from rain in this band. Frequency Hopping Spread Spectrum (FHSS) technology is characterized by superior safety against indoor and outdoor signal interference compared to other wireless communications technologies.

The RF CBTC system, which is applied to the present application, uses a band of 2.400 to 2.4835 GHz, which is part of a band called the Industrial, Scientific and Medical (ISM) band. In addition to industrial, scientific and medical purposes, it is used in home appliances such as microwave ovens and low-power wireless devices such as wireless LANs (primarily IEEE 802.11b / g), Bluetooth (IEEE 802.15.1), and Zigbee (IEEE 802.15.4). Wireless communication systems using the ISM band can share the frequency without the influence of mutual interference by applying the spread spectrum method that does not interfere with other radio facilities. For example, the main wireless devices using the 2.4GHz ISM band are as follows.

-. Household appliances: microwave ovens, Plasma bulbs, etc.

-. Island communication (2308 ~ 2387MHz, 2402 ~ 2481MHz)

-. For specific low-power radios

1) For wireless communication devices (Wireless LAN, Bluetooth, Zigbee, RFID, etc.): 2400 ~ 2480MHz

2) Moving object identification: 2427 ~ 2470MHz

3) Video transmission: 2410, 2430, 2450, 2470MHz

Meanwhile, the Radio Regulations (RR) of the International Telecommunication Union (ITU) designate the 2.4 GHz band (2400-2500 MHz) as the ISM (industrial, scientific, medical) band, Since they are not used for harbors, navigation, etc., interference effects on nearby airports and port facilities do not exist.

In addition, the frequency band used in RF CBTC can be used without the permission of a specific radio station if it is used for a specific low-power wireless device for a wireless LAN in accordance with the Radio Equipment Regulations of 2001-117. Therefore, there is no need to pay a radio station license or radio royalty.

Despite these advantages, since the wireless network is an open communication system of 2.4 GHz, the data is transmitted wirelessly without being encrypted, which poses a threat of a security breach. Therefore, the present invention devised a security device to solve this problem.

In the train control system, the security device in the data communication device which is part of the reverse control device 31 and the security device 21 in the on-board wireless communication device 33 check the data traffic transmitted from the wired / wireless network in IPSEC format. Encapsulation ensures that only authorized traffic can pass.

(The name IPSEC is derived from the name of the working group (IPSEC WG) of the Internet Engineering Task Force (IETF), which has pursued standardization of this method.) The data in IPSEC format is an Internet standard method for protecting IP packets at the network layer. to be.

In other words, the security protocols that support security services such as Integrity, Authentication, and Confidentiality of IP packets and the encryption algorithms described below are standardized so that third parties cannot see the contents while the packets are being delivered. Applying an encryption security device to the data communication device (not shown) and the on-board wireless communication device 33 in the reverse control device of the present invention, by removing the security breach of the wireless network, radio frequency communication-based train control ( It guarantees reliability and safety in applying RF CBTC) system based train control system.

The terrestrial radio communication device of the present application effectively utilizes the characteristics of the frequency hopping spread spectrum method as described above, and thus complies with the IEEE 802.11 standard. It is a high-performance wireless LAN system that operates at data rates up to 3Mbps and automatically reduces to 2-1Mbps depending on train speed.

The wireless access system of the wireless communication device according to the present invention is a system connected to the optical backbone network 39 to establish a wireless communication path between the general command room 30 and a train through the 2.4GHz band IEEE802.11 wireless conversion. It is composed of a terrestrial wireless communication device 32 is installed on the side and the on-board wireless communication device 33 installed in the train, the detailed components and functions thereof are as described above.

First, the coupling and action relationship of the ground radio communication device 32 will be described.

The ground radio communication device 32 according to the present proposal is a wired connection system based on the optical backbone network 39 for interconnection between the general command room 30 and the reverse control device 31 located at each station, and a reverse control device. It is roughly divided into a wireless access system for interconnection between the 31 and the onboard devices 34.

Therefore, when the automatic train control command according to the driving plan is transmitted from the general command room 30, it is transmitted to the reverse control apparatus 31 of each station through the optical backbone network.

The information is received by a serial chain switch 2 of the terrestrial wireless communication device 32, and the serial chain switch of the terrestrial wireless communication device 32 that receives the signal. 2) converts the data transmitted through the fiber to Ethernet data and transmits it to the Radio Link, or conversely, the Ethernet data transmitted from the Radio Link is transmitted through the single-mode fiber. It performs the function of transmitting and acts as a daisy chain switch using the trunking function with two optical ports (for input / output). It also performs remote management by SNMP (Simple Network Management Protocol) Manager.

In addition, the data converted by the photoelectric converter (2) is received by the RF module (1), the RF module (1) via the surge breaker (4) and the antenna (5) on-board wireless communication device 33 Wirelessly). (On the other hand, the signal received from the on-board wireless communication device 33 is received by the RF module 1 via the antenna 5 and the surge breaker 4 on the contrary.)

At this time, if the output range (distance) of the data to be transmitted / received exceeds 250 m (the maximum distance that can transmit and receive a signal), loss of data is caused by connecting the power amplifier 3 between the RF module 1 and the surge breaker 4. To compensate.

On the other hand, the power supply 6 receives the power of the commercial power supply 110V AC or 220V AC is converted into a power supply (5V DC) required for the operation of the internal module of the terrestrial wireless communication device 32 is supplied.

The circuit breaker 10 and the surge protection device 7 are installed on the commercial power supply side to protect the circuit inside the terrestrial wireless communication device 32.

In addition, the inside of the terrestrial wireless communication device 32 is rainproof so that rain water does not seep, because the apparatus is in a sealed state requires a special heat dissipation means. In particular, since the power supply generates the most heat in the entire module, the high-temperature cut-off switch for attaching the power supply module closely to the cooling plate (not shown) on the back of the apparatus for effective heat dissipation and to prevent equipment burnout due to temperature change (8) And the heater 9 are provided separately.

The surge interrupter 4 is provided to protect the device from surges that may be drawn from the antenna 5.

In order to construct a wireless access system between the terrestrial wireless communication device 32 and the on-board wireless communication device 33 in the present application, a planar type directional patch array antenna having directivity to both sides with respect to the terrestrial wireless communication device 32 is used. It is advantageous to use an array antenna.

In the case of using the directional patch array antenna, the antenna is branched by using a divider to an antenna port at which transmission and reception are simultaneously performed, and the antenna is connected to each branched port to connect a terrestrial wireless communication device. Beam 32 can be formed in both track directions with reference to (32).

4 illustrates an initial communication connection method (step) between the terrestrial wireless communication device 32 and the on-board wireless communication device 33. This is described as follows.

First, the on-board radio communication device 33 in the train periodically transmits a connection request message to the terrestrial radio communication device 32. (Step A-1)

When the ground radio communication device 32 closest to the moving direction of the train responds to the connection request data, (step B-1)

The on-board wireless communication device 33 transmits an authentication request message again, and performs step A-2.

After reviewing the authentication request message, the terrestrial wireless communication device 32 confirms the authentication in the case of an authenticated vehicle and registers the on-vehicle device 34. (Step B-2)

At this time, the on-vehicle wireless communication device 33 confirming the authentication transmits a communication network final connection request message to the terrestrial wireless communication device 32, (A-3).

In response, the terrestrial wireless communication device 32 confirms the final connection and registers the next-generation wireless communication device 33. (Step B-3)

When the final connection between the terrestrial wireless communication device 32 and the on-board wireless communication device 33 is confirmed, the station control device 31 finally grants the authority to move the train, and (step C-1).

When information on the granting authority is transmitted from the terrestrial wireless communication device 32 to the on-board wireless communication device 33, (step B-4).

Upon receiving the transmitted data, the on-vehicle wireless communication device 33 transmits the data to the on-vehicle device 34 (step C-2).

Accordingly, the on-vehicle device 34 moves the train and at the same time transmits a train location message (operation direction, vehicle length, organization, status information, etc.) to the on-board wireless communication device 33, (step C-3).

The on-vehicle wireless communication device 33 receiving this transmits the information to the terrestrial wireless communication device 32. (Steps A-4)

FIG. 5 illustrates a flow (step) of the mutual communication connection between the ground radio communication device 32 and the on-board radio communication device 33 on the track side when the train moves. This is described as follows.

When the traveling direction of the train moves from any terrestrial radio communication device 1 to any terrestrial radio communication device 2, the on-board radio communication device 33 grasps the connection state of the adjacent terrestrial radio communication device 32, and the best terrestrial radio communication device. Select (32). (Step D-1)

The on-board wireless communication device 33 requests reconnection to the terrestrial wireless communication device 2 selected as the next communication network. (Step D-2)

At this time, the terrestrial wireless communication device 2 confirms the connection and registers the next-generation wireless communication device 33. (Step D-3)

Meanwhile, the terrestrial radio communication device 2 informs the terrestrial radio communication device 1 of the reconnection with the on-board radio communication device 33. (Step D-4)

The terrestrial radio communication device 1 then transmits the stored packet data to the terrestrial radio communication device 2 and releases the registration state from the vehicle communication device. (Step D-5)

3 is a configuration diagram for explaining the on-vehicle wireless communication device 33 according to the present application.

The on-board wireless communication device 33, which is a wireless access system of the present application, transmits data to the general command room 30 and the on-board device 34 by wirelessly connecting the terrestrial wireless communication device 32 and making an Ethernet connection with the on-vehicle device 34. Make this possible. The on-board wireless communication device 33 is installed at the head and the back of the train, respectively, and is connected to each other through serial data communication. This is for bidirectional driving and data coverage of the train.

The configuration of the on-vehicle wireless communication device 33 of the present application basically has a structure corresponding to the terrestrial wireless communication device 32. That is, from the on-vehicle wireless communication device 33, the information on the operation of the currently operating train is transmitted from the RF module 20 to the terrestrial wireless communication device 32 via the arrester 24 and the antenna 25, and the ground The information necessary to control the train transmitted from the wireless communication device 32 is received by the RF module 20 via the antenna 25 and the arrester 24 and sent to the onboard device 34 to control the train. Will be. In addition, a power amplifier 22 is interposed between the arrester 24 and the RF module 20 to compensate for the attenuation of the signal if necessary. However, since the on-vehicle wireless communication device 33 does not need a separate rainproof device, a surge protection device 7, a high temperature cut-off switch 8, and a heater 9 that must be provided in the ground wireless communication device 32 for this purpose. The circuit breaker 10 does not necessarily have to be provided. However, the on-vehicle wireless communication device 33 will further include a security device 21 that is not present in the terrestrial wireless communication device (32). The security device 21 is to perform a function to block the risk of security breaches, which is a weak point of the open communication system by adopting the IPSEC standard method. In addition, the power supply device 23 in the on-board wireless communication device 33 performs a function of converting the power of 100V DC supplied from inside the vehicle to 5V DC that can be used in the internal module of the device.

The antenna 25 of the on-board wireless communication device 33 installed in a vehicle uses a bi-directional antenna (Gi: about 6 dBi) having directivity in front of and behind the vehicle to secure service coverage in a mobile environment. Bi-Directional Antennas have less gain than directional planar antennas, but are most suitable under conditions that must be installed on the roof of a vehicle The vehicle antenna 25 is a terrestrial wireless communication device 32 that can exist before and after a vehicle. And installed on the outside of the vehicle (roof) to secure the visible distance, it is necessary to configure a separate mechanism (not shown) to minimize the damage caused by external friction, such as washing the vehicle.

The wireless communication device for the automatic train control system using the frequency hopping spectrum spread (FHSS) method according to the present proposal is applied to the automatic train control system of the RF CBTC system to secure the train. And efficient control.

Accordingly, the rail utilization rate can be increased by more flexible train operation, which can increase the transportation capacity, and the maintenance cost can be reduced by simplifying the trackside equipment for the train control.

Claims (5)

In operating the train control system by the mobile occlusion method, The transfer of information to the operation and control information of the train to control the train, It is installed at each necessary place along the track and transmits the control information necessary for the operation of the trains provided by the general command room 30 and the station control device 31 to the onboard device wirelessly, or the information on the operation of the trains transmitted from the onboard device. A terrestrial wireless communication device 32 for receiving; Receive the control information necessary for the operation of the train installed in the vehicle and transmit it from the ground to the onboard device to control the operation of the train, or to receive the information on the operation of the train from the onboard device The on-board wireless communication device 33 for transmitting the information wirelessly to the ground apparatus so that the information can be transmitted to the general command room 30 or the reverse control apparatus 31; Wireless communication device for automatic train control system using a frequency hopping spread-band method characterized in that the configuration. The method according to claim 1, The terrestrial wireless communication device 32, An RF module (1) connected to a serial chain switch (Daisy Chain Switch) and Ethernet to enable a 2.4 GHz band IEEE802.11 wireless connection with the on-board wireless communication device 33 of a train; Ethernet data transmitted from the RF module is transmitted through a single-mode fiber or converts data transmitted through the fiber from the reverse control device 31 into Ethernet data and transmits the data to the RF module. It acts as a daisy chain switch using the trunking function with two optical ports (for input / output) and enables remote management by SNMP (Simple Network Management Protocol) manager. A photoelectric converter 2; A power supply 6 providing a 5 VDC output voltage required for the terrestrial radio communication device 32 and having a universal input of 85 to 264 VAC class to provide a 12 VDC output to the photoelectric converter 2; A high temperature cut-off switch 8 to cut off the main AC supply in the enclosure when a high temperature condition of 85 ° C. or higher occurs; Increase the temperature of the components in the enclosure to make the external temperature 3.9 ?? A heater 9 which enables normal operation even when less than; A power amplifier 3 for amplifying the weak received signal and transmitting a wireless signal; A surge protection device (7) for handling large current surges and voltage spikes while protecting internal components within the terrestrial wireless communication system enclosure; A circuit breaker (10) which functions to protect the equipment from short-circuits or other surges in the components of the wiring and terrestrial wireless communication device enclosures; A wireless antenna (5) installed on a host or a structure in a stop on the track side; A surge breaker (4) installed in parallel with the main cable connected to the antenna in the terrestrial wireless communication device enclosure; Wireless communication device for automatic train control system using a frequency hopping spread-band method characterized in that the configuration. The method according to claim 1, The in-vehicle wireless communication device 33, An antenna (25) for wireless connection with the terrestrial wireless communication device (32); An arrester 24 for protecting the device from surges entering through the antenna; A power amplifier 22 for amplifying the received signal; An RF module 20 for enabling a 2.4 GHz band IEEE802.11 wireless connection; A power supply 23 for supplying stabilized power to the on-board wireless communication device 33 from the power supplied from the vehicle device; Data received from the terrestrial radio communication device 32 to the RF module 20 of the onboard radio communication device 33 or the state of the train transmitted from the onboard device 34 to the reverse control device 31 or the general command room 30. To the security device 21 applying the IPSEC standard method to securely transmit data by encrypting the location, direction, speed information, etc .; Wireless communication device for automatic train control system using a frequency hopping spread-band method characterized in that the configuration. The method according to claim 2 or 3, The wireless communication device for a train automatic control system using a frequency hopping spread spectrum method characterized in that the wireless communication device is applied to a radio frequency communication based train control (RF CBTC) system. The method according to claim 4, The radio communication apparatus applied to the RF CBTC system uses a frequency hopping spectrum spread (FHSS) method to automatically control a train using a frequency hopping spread spectrum method. Wireless communication device.

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