KR20100048659A - Apparatus for automatic train control in auto train controlling system and method of data processing thereof - Google Patents

Abstract

PURPOSE: An on-board signaling unit and a data processing method thereof are provided to prevent accidents due to the malfunction of a central control device by implementing the central control device with an active/stand-by mode. CONSTITUTION: An on-board antenna(160) receives sectional ground fixed information and variable information from a ground signaling unit. A velocity detecting unit(110) is connected to the shaft of a wheel in order to detect the speed of a train. A driver display device(120) offers velocity information, ground information, and driving information to a driver. A vehicle controlling unit(150) controls a braking engine of the train. A communications module(140) transmits the ground information and the on-board information to a sub control system. If data saved in a central control device is not same with current data, the central control device processes an error.

Description

On-board signaling device and method of data processing of automatic train control system {apparatus for automatic train control in auto train controlling system and method of data processing

The present invention relates to an onboard signal device of an automatic train control system and a data processing method thereof, and more particularly, to a central control device that controls each component and processes data in an onboard signal device of an automatic train control system. Implemented in a stand-by manner, it is possible to respond quickly to a failure even in the case of a failure of one central control unit, a plurality of central control unit processes the data based on different programs, respectively, the counterpart central control unit The on-vehicle signaling device and the data processing method of the automatic train control system that can improve the reliability and stability of the information processing received from the terrestrial signal device by copying the data, and comparing the same with the stored data. .

Train automatic control device for safe operation of trains (trains) is divided into the ground signal method in the ground signal system and the on-vehicle signal method in the vehicle, the representative method of the ground signal system is ATS (Automatic Train Stop) method In the on-vehicle signal system, there are various forms depending on the transmission / reception method of the on-board signal, additional functions, and the like, but typically include ATP (Automatic Train Protection) or ATC (Automatic Train Control).

ATS (Automatic Train Stop) is a device that automatically decelerates or brakes the speed of a train to prevent a collision with a preceding train when driving exceeding the speed limit of the signal.

ATP (Automatic Train Protection) is a device that automatically controls the speed of subsequent trains according to the position of the preceding train by receiving information required for train operation using a ballet (Balise) installed on the track. It is possible to switch to the next-generation signal system without leaving the signal system, leaving it as it is or using a ground signal.

The ATC (Automatic Train Control) device is a vehicle signal system that transmits information on the train using the track detection circuit and information transmission device to display the allowable speed continuously in the car, and the speed of the train is allowed. It is a device that automatically stops or decelerates the train within the allowable speed when the speed is exceeded. It is applied to the Korean high-speed train KTX by adding the functions such as automatic acceleration function, stop position, door opening and closing to the ATP function. .

In general, domestic and foreign railway sections, such as ATS, ATC, ATP, etc., the automatic operation of the train operation system is sequentially developed according to the development of the train control technology and installed on the tracks and trains. A variety of automatic train control systems are distributed according to the situation or condition.

Therefore, in order for a train to travel the boundary section of a track on which automatic control devices of different signaling systems are installed, first, the right of movement of the ground signal device of the automatic control device is performed, and then the right of movement of the ground signal device of the other automatic control device is performed. Will perform. That is, different on-vehicle signaling devices are installed in the train, and the operation is switched at the boundary section.

In the automatic control system for trains provided with the above-described control systems of different methods, the speed of the train is increased at each boundary section to increase the track capacity, and a lot of research has been conducted for efficient train dispatching, but the control of the train is made accurately. There is no verification of the loss.

That is, since there is no way to confirm whether the central control unit, which is the main control means of the onboard signaling device of the automatic train control system that controls the train speed, is actually processing the correct calculation and the speed calculation, there is a problem in the function of the central control unit. If you do, a problem that leads to a large train accident occurs.

In addition, when a problem occurs in the function of the central control unit, the crew of the train must control the train, so that accurate train control is impossible. Locating becomes difficult.

Therefore, a train collision accident inevitably leads to a mass casualty accident, so that the on-board signaling device of the automatic train control system operates correctly, and it is possible to verify whether or not the information received from the ground signaling device is correct. Even in the event of a fault, a method must be developed to accurately control the operation of the train.

The present invention is proposed to satisfy the above-mentioned needs, and it is possible to prevent a train accident even in the event of a failure in the central control unit, which is the main control means of the onboard signaling device of the train automatic control system. An object thereof is to provide a signal device and a data processing method thereof.

The on-vehicle signaling device and the data processing method of the automatic train control system capable of verifying whether or not the information processing received from the terrestrial signal device is correct, and verifying the operation state of the central control device, which is a control means. The purpose is to provide.

The vehicle signal device of the automatic train control system according to an aspect of the present invention, the vehicle coil and the oscillator is integrally coupled to the ground of the ground by the ground signal device by outputting a signal of the frequency and voltage change in accordance with the resonant frequency of the ground An onboard antenna for receiving fixed and variable information, a speed detector connected to the wheel shaft to detect the speed of the train, a driver display for providing speed information, ground information and driving information to the driver, and braking of the train A vehicle controller for controlling the engine, a communication module that transmits and receives all ground information and vehicle information on the current situation to the sub-control system, and receives a command wirelessly from the sub-control system, and the speed of the train detected by the speed detector. And the fixed information and the variable information for each section, which are received through the communication module. Control the train based on a command, and store and store the fixed information and variable information for each section, and is implemented in an active / standby method, by copying the data stored in the counterpart central control unit to compare with the currently stored data And, if not equal, a plurality of central control units for handling the occurrence of an error.

Each of the central controllers may be configured to data the fixed information and the variable information for each section in different formats based on different programs.

Each of the central controllers includes a speed analyzer that calculates a speed of a train by analyzing a real speed based on an output of the speed detector, and an on-the-vehicle antenna by a balis group of the ground signal device installed at a start point of an ATP section. A reader for instructing a command of one of alarm, deceleration or emergency braking based on a frequency by a ground signal transmitted to the train and the speed of the train, and a target distance and a target speed based on the position information and the moving distance information of the train. And a target device controller that calculates a safe driving speed of the train, a continuous signal and a discontinuous signal including various information necessary for train control through a track circuit installed in the ATC section and a loop coil installed in each predetermined section through the onboard antenna. An ATC signal control device, an information recording device for storing the data, and Control the components of the central control unit, convert the fixed information and the variable information for each section into data of the A format, store them in the information recording apparatus, and store the B format stored in the information recording apparatus of the counterpart central control apparatus. And a main controller for copying the data, converting the data into the A format, and comparing the data with the data stored in the information recording apparatus.

A method of processing data by a vehicle signaling apparatus of a train automatic control system having a plurality of central control apparatuses implemented in an active / standby manner is fixed by the section in which the first and second central control apparatuses are received from a ground signal apparatus. Converting the data and the variable information into the A format and the B format, respectively, and storing the data; converting the B format data stored in the second central control apparatus into an A format; Copying the A format data stored in the first central control apparatus into a B format by the second central control apparatus, comparing the converted data with the stored data by the first and second central control apparatuses; If the data is not the same by the first and second central control apparatus, error processing, and the first and second central control cabinet. If the value is equal to each of the above data, storing the converted data.

According to the present invention as described above, the central control unit that controls each component in the vehicle signal system of the automatic train control system, and processes the data is implemented in an active / standby manner, so that a failure occurs in one central control unit In this case, it is possible to respond quickly to a failure, thereby preventing an accident due to a failure of the central control unit.

In addition, according to the present invention, the plurality of central control apparatuses copy the data processed by the counterpart central control apparatus and compare the same with the stored data to improve the reliability and stability of the information processing received from the terrestrial signal apparatus. You can.

In addition, according to the present invention, since the plurality of central control devices process data based on different programs, respectively, it is possible to prevent a problem due to an error of a program mounted in the central control device.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT Hereinafter, an on-vehicle signal device and a data processing method of an automatic train control system according to a preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings. Is omitted.

1 is a simplified block diagram illustrating the concept of a train automatic control system according to a preferred embodiment of the present invention.

FIG. 1 is a diagram illustrating a train automatic control system in which train automatic control systems having different signaling systems are divided into sections, for example. As shown in FIG. Therefore, a plurality of groups are installed before the mutual boundary section or boundary section between automatic control systems of different signaling systems ATS, ATP, and ATC.

In addition, the sub-control system 300 is configured to automatically control the different signaling systems and control the bundled in-fill bales group 230G composed of a plurality of in-fill bales 230 as one. In addition, the integrated control system 400 for integrating and controlling each sub-control system 300 is configured.

In addition, interlocked with the sub-control system 300, interlocked with the sub-error detector 310 and the integrated control system 400 to verify whether the train control is correctly performed in the corresponding section to verify the train control in the entire section An integrated error detector 410 is provided.

In this case, the integrated error detector 410 and each sub error detector 310 may be provided separately, or only one of the integrated error detector or the sub error detector 310 may be provided. In addition, the sub-error detector 310 may be provided only in a section in which a high risk of mass casualty accident is high.

Here, the in-fill bales 230 are installed in a plurality of groups before or after a boundary section in which automatic control systems of different signal systems are divided into sections and transmit ground information on the boundary of the section. It is to further grant the movement authority of the automatic control device for controlling the train.

The automatic train control system having a different signaling system is a sequential control system by sequence control of a train (vehicle), and the ATP device in a boundary section of an automatic control system of a signaling system having different trains, for example, an ATS device section. When entering the section, the integrated control system 400 issues a command to control the corresponding sub-control system 300, the sub-control system 300 ATP command (command) received from the integrated control system 400 The on-vehicle signal device (100 in FIG. 2) is transmitted to the on-vehicle antenna (160a in FIG. 2) by the in-fill balis group 230G installed before the device section start point, that is, installed at the end point of the ATS device section. To receive the command.

Therefore, the on-vehicle signal device 100 of the train is more than the ballis 220, a ground signal device for ATP installed at the start point of the ATP device section through the in-fill ballis group 230G installed at the end point of the ATS device section First, by receiving the corresponding information on the boundary section, switching information to the ATP device, and other ground information, more mobile rights are granted in the boundary section.

Meanwhile, the sub error detector 310 checks whether control elements such as speed and distance of the preceding train and the subsequent train in the corresponding section are accurately controlled.

That is, the sub error detector 310 verifies whether the speed of the train and the distance to the preceding train are accurately performed within the section based on the ground information received from the ground signal device in the onboard signal device.

In addition, the integrated error detector 410 verifies whether the control such as the speed or the distance of each train is correctly performed in the entire section.

The sub error detector 310 and the integrated error detector 410 preferably verify the train control state at regular intervals or periodically.

FIG. 2 is a block diagram illustrating an automatic train control system using an in-fill ballistic according to an exemplary embodiment of the present invention, and FIG. 3 is a block diagram illustrating an internal configuration of each central control device of FIG. 2. to be.

2 and 3, the automatic train control system using the in-fill ballistics according to the preferred embodiment of the present invention, the vehicle signal device 100 and the in-fill ball 230 230 It consists of the ground signal device 200.

The onboard signal device 100 includes the onboard function of the ATC-SP, and includes a speed detector 110, a crew display device (MMI: Man Machine Interface) 120, an operation switch 130, a communication module 140, and a vehicle. The controller 150, an onboard antenna 160, and a plurality of central control units 210 and 210 ′ are included.

The speed detector 110 is connected to the shaft of the wheel to detect the speed of the train, and the crew display device 120 provides the crew with speed information, ground information and driving information.

The operation switch 130 selects a driving mode or provides necessary operation functions, the vehicle controller 150 controls the braking engine of the train, and the communication module 140 controls all the ground information and the vehicle information on the current situation of the vehicle. Receives and transmits to the sub-control system 300, and receives a command from the sub-control system 300 by wireless to deliver to the central control unit 170.

In addition, the communication module 140 transmits the speed information of the current train received from the speed meter 500 to the sub error detector 310 or the integrated error detector 410 through the sub control system 300.

 It is preferable that the sub error detector 310 or the integrated error detector 410 verify the train control by using the speed information of the train detected by the speed detector 110 mounted in the above-described train.

The on-vehicle antenna 160 is coupled to the car box coil and the oscillator integrally and outputs a frequency and voltage transition signal according to the resonant frequency of the ground, the ground signal device 200 of a different signal system for each section, for example, ATS paper Ground information from box 210 or ATP grounder 220 and in-fill ballis 230 and ATC grounder track circuit 240 or loop coil 250 used in the high-speed railway section. Receiving a corresponding signal, and transmits a variety of information required for the train control to the plurality of central control units (210, 210 ').

Here, the on-vehicle antenna 160a for the ATS grounder 210 or the ATP grounder 220 and the in-fill bales 230 is a track detector 260 or an interlock controller 270 on the track. Receives information necessary for train operation from the ATS grounder 210 or the ballis 220 or the in-fill ball 230, which is a ground signal device 200 connected to the back and the like.

In addition, the bales 220 and the in-fill bales 230 are devices for transmitting ground information such as ground driving conditions, ground distances, ground positions, target speeds, and the like through data communication between a train and a ground of a train. .

The ground antenna 160b for the track circuit 240 or the loop coil 250, which is an ATC grounder, may be divided into an antenna that receives the continuous signal of the track circuit 240 and the discontinuous signal of the loop coil 250. In addition, 2G-antenna for continuous signals and BPS (Byte Per Second) antennas can be used for continuous signals to be used in the KTX section of the domestic high-speed railway.

Referring to FIG. 3, each central control unit 170 includes a plurality of circuits for implementing ATS, ATP, and ATC functions, and includes a main controller 171, a speed analyzer 172, a reader 173, and a target distance controller. 174, the ATC signal processing device 175, the output controller 176, and the like.

The main controller 171 provides information of the components of the central control unit 170 for the operation necessary for driving, connects the selection of the driving mode, the setting of the wheel diameter and the communication with the external device, and the speed analyzer 172. Control the speed calculation function.

The speed analyzer 172 interprets the output of the speed detector 110 as a real speed, calculates a current speed of the train, and provides speed information to the main controller 171.

The reader 173 reads the frequency and the driving speed of the vehicle by the ground signal transmitted from the ATS grounder 210, the bales 220 and the in-fill bales 230, and then alarms, stops, decelerates or Outputs the final signal such as emergency braking.

The target device controller 174 is a ground signal device 200 such as an ATS grounder 210, a ballless 220 or an in-fill ball 230, and an ATC track circuit 240 and a loop coil 250. ) And the on-vehicle antenna 160 in close proximity to receive the relevant section information such as the current signal, track information, etc. in the car, and also receives the location information and moving distance information of the vehicle to drive the target distance, target speed and train safety The speed is calculated and transmitted to the main controller 171.

The ATC signal control device 175 uses the track circuit 240 installed in the ATC section and the loop coil 250 installed in each predetermined section for continuous and discontinuous signals including various information necessary for train control for the ground for the ATC section. The antenna 160b receives the signal through the antenna 160b, processes the result, and transfers the result to the main controller 171.

Here, the track circuit 240 may be applied by the AF track circuit method using an audible frequency as the UM71C insulation track applied to the domestic high-speed railway KTX, the continuous signal by the UM71C insulation track track train detection, rail break detection, It includes information such as power line current removal, system address, ground speed information such as maximum allowable speed or speed limit and execution speed, signal information, target distance, line information such as slope and curve, and error detection for such information.

In addition, the discontinuous signal by the loop coil 250 is a method for transmitting a specific signal rather than continuous data on the vehicle, and includes information such as location confirmation of a four-lane section, a bridge, a tunnel, and the like.

The output controller 176 outputs necessary signals such as deceleration, alarm, and stop for adjusting the speed of the vehicle based on the speed information, the ATS current information, and the ATC continuous-discontinuous signal.

In addition, the on-vehicle signal device 100 further includes a power converter (not shown), and the power converter converts the power of the train into the power of the central control unit 170 and provides the driving power.

The central control unit 170 includes an information recording device 178, and provides the fixed information and variable information of the ground for each section by data.

4 is a view for explaining a vehicle antenna and the ballistic or in-fill bales in the automatic train control system according to the present invention.

As shown in FIG. 4, the on-vehicle antenna 160a for the ballis 220 or the in-fill bales 230, which are ground devices for the ATP, may be combined with the primary and secondary coils L1 and L2. ) Is coupled to the output of the power amplifier 161 and the capacitance (C1) in series on the primary side, the maximum output is generated at the resonant frequency.

In addition, the secondary side is connected to the input of the first amplifier 162 to enable the oscillation, it is composed of a demodulator 163 for decoding the data transmitted from the bales 220 or in-fill bales 230 do.

In addition, the bales 220 or the in-fill bales 230 may form a parallel resonant circuit of L3 and C3 to resonate at a frequency close to the oscillation frequency of the onboard antenna 160a and transmit ground information. A modulator 201, a micro control unit 202, a clock generator 203 and a storage device 204, the magnetic state of operation for the system of the bales 220 or the bales 230 for in-fill. And a diagnosis device 205 for storing / maintaining diagnosis and driving records.

Here, the modulator 201 is preferably connected to the parallel resonant circuits L3 and C3 together with the modulating capacitor Crr at the time of modulation using a high speed FET, and the micro control unit 202 stores the storage device 204. The coded data stored in the sub-block is output to the modulator 201 at regular intervals of the clock, and the storage device 204 stores the data of the ground information coded through the programmer 280.

When the on-vehicle antenna 160a is close to the bales 220 or the in-fill bales 230, a frequency signal resonant with the oscillation frequency of the on-vehicle antenna 160a is generated by the bales 220 or in-fill. It is induced by the dragon ball 230 and acquires and accumulates the electric power of the voltage dropped from the induced frequency signal.

When power is accumulated in the bales 220 or the in-fill bales 230, the clock generator 203 generates a reference clock by the induced frequency signal, and the micro control unit 202 is generated by the reference clock and power. ) Is activated, and the data of the ground information coded by the storage device is read and output to the modulator 201 at predetermined intervals of the clock through pre-stored programming control. At this time, the modulator 201 modulates the data received from the micro control unit 202 and transmits the modulated data to the on-board antenna 160a.

 When data is sent from the bales 220 or the in-fill bales 230 to the onboard antenna 160a, the modulated signal is demodulated by the demodulator 163, and the demodulated data is used for train control. .

Through such a data communication process, it is possible to ensure accurate transmission of data by maintaining a completely integrated synchronization between the on-board antenna 160a and the bales 220 or the in-fill bales 230.

On the other hand, the safe driving speed calculated by the target distance controller 174 of the central control unit 210, 210 'through the sub-control system 300 through the communication module 140, the sub-error detector 310 or the integrated error detector Send to 410.

The sub error detector 310 compares the current speed information received from the speed measurer 500 with the safe driving speed received from the central control unit 170 to verify the control state of the corresponding train. That is, the sub error detector 310 checks whether the current speed is controlled according to the safe driving speed of the corresponding train.

In this case, the sub-error detector 310 may generate a difference between the position at which the current speed of the corresponding train is measured and the position at which the safe driving speed is calculated, and a time difference, and compare with a predetermined gap (for example, 5%). It is preferable. For example, if the safe driving speed is 150Km / h, the control state of the train is verified by checking whether the current speed is included within 142.5 to 157.5 Km / h reflecting a predetermined gap of 5%.

Meanwhile, the integrated error detector 410 may verify the control state by comparing the train safety driving speed in the section with the measured current speed of the train. However, since the integrated error detector 410 verifies the train control state of the entire section, a lot of loads are expected, so the sub-error detector 310 distributes and verifies the train control state in each section. It is preferable to verify the train control state of the entire section by collecting the verification state of each sub error detector 310.

 In addition, the sub error detector 310 may not only verify the control state of the train based on the current speed and the safe driving speed, but also verify the control state of the train based on the speed of the current train and the speed of the preceding train. have.

That is, the sub-error detector 310 is based on the current speed of the two trains measured by the speed meter 500, and when the separation distance of the two trains is shorter than the safe driving distance, based on the current position of each train, one of the two trains It can be determined that an error has occurred in the control state of the train.

For example, the sub-error detector 310 may be based on the current speed at which the preceding train passes the first point, the current speed at which subsequent trains pass the first point, and the time difference between the two trains passing the first point. It is possible to calculate the separation distance of two trains by time, and to determine whether the separation distance between two trains satisfies the condition of the safe driving distance, that is, whether it lasts longer than the safe driving distance, and determines the error in the control state of the train. .

If it is determined that an error has occurred in the control state of the train, the sub error detector 310 transmits an error occurrence to the integrated error detector 410.

When the integrated error detector 410 determines that an error has occurred in the control state of the train in one sub-error detector 310, emergency control of the train of the entire section should be performed to prevent a collision accident in advance. The emergency control command is issued to the sub control system 300.

In this case, since the emergency control command transmitted from the integrated error detector 410 to the sub-control system may cause a collision accident, the speed of the train may be reduced, or the crew may output an emergency message to the crew display device 120. It may be an order that can eliminate the risk of other collisions.

Therefore, the integrated error detector 410 can prevent the collision with the preceding train even when the train passes the boundary section.

On the other hand, when the preceding train and the subsequent train is located in the same section, the sub-error detector 310 notifies the fact that the error occurred to the integrated error detector 410, and decelerate the speed of the preceding and subsequent trains in the section or In addition, emergency messages can be displayed to the crew of the train.

That is, the sub-error detector 310 may control the operation of the train in the corresponding section if the control state error does not affect the operation of the trains in the entire section, and the train passing through the boundary section, that is, in the neighboring section. If there is a risk of a train and a collision accident, the fault is forwarded to the integrated error detector 410, whereby the integrated error detector 410 passes through the sub-error detector 310 of the section in which the preceding and subsequent trains are located. To control the operation of the car.

Therefore, even if an error occurs in the control state of the train, it is possible to output the emergency message to the crew while automatically controlling the driving speed, and when a problem occurs in the safety operation between trains in the same section or trains located in another section. Rado trains can be controlled again.

Each of the central control units 210 and 210 ′ is implemented in an active / standby manner, so that when a failure occurs in the master central control unit, the sub-central control unit can control the onboard signal device 100.

On the other hand, the main controller 171 of each of the central control unit (210, 210 ') is to make the fixed information and variable information of the ground for each section to the data recording device 178, and the relative central control unit (210, 210') Copies the data stored in the information recording device 178 of < RTI ID = 0.0 >

5 is a flowchart for explaining a data processing method of the onboard signal device according to the preferred embodiment of the present invention.

Referring to FIG. 5, the first main controller 171 of the first central control unit 210 converts the fixed ground information and the variable information of each section into data in an A format (S 100), and the second main controller 171 ′. In step S200, the fixed information and the variable information of the ground for each section are converted into a B format (S200).

The first and second main controllers 171 and 171 'respectively store the A data of the A format and the B data of the B format in the information recording apparatuses 176 and 176', respectively (S110 and S210).

The first main controller 171 copies the B data stored in the information recording device 178 'of the second central control unit 210' (S 120), and the second main controller 171 makes the first central control unit. The A data stored in the information recording apparatus 178 of 210 is copied (S220).

In this case, each main controller 171, 171 ′ may copy data in various serial / parallel data communication methods.

The first main controller 171 converts the B data into the A format (S 130), and the second main controller 171 ′ converts the A data into the B format (S 230).

Then, the first main controller 171 compares the A data stored in the information recording apparatus 178 with the B data converted into the A format (S 140), and the second main controller 171 'uses the information recording apparatus ( 178 ') and the B data stored in the B format are compared (S 240),

That is, each of the main controllers 171 and 171 'dataizes the information according to the mounted programs, copies the data stored in the counterpart central control apparatuses 210 and 210', and converts the data format according to its own program. Then compare the data for equality.

If each data is the same, each main controller 171, 171 'stores data in the information recording autonomous 178, 178' (S 150, S 250). If the data is not the same, an error occurs. In operation S160 and S260, an error is output to the crew.

In other words, each central control unit 210 of the on-vehicle signal device 100 according to the present invention by applying a different program (software) method to convert the information into data, and comparing the data stored in each other by comparing whether the stability of the data And improve reliability.

For example, the first central control unit 210 stores the A data of the A format in which the information is formatted according to the A program, and copies the B data of the B format stored in the second central control unit 210 ', When the second central control unit 210 'compares the data of the B format in the same manner as described above, it is possible to verify the data error due to the program as well as the mutual verification of the data. Can be.

Although the present invention has been described in detail only with respect to the described embodiments, it will be apparent to those skilled in the art that various modifications and changes are possible within the technical spirit of the present invention, and such modifications and modifications belong to the appended claims.

1 is a simplified block diagram illustrating the concept of an automatic train control system according to a preferred embodiment of the present invention.

Figure 2 is a block diagram illustrating an automatic train control system using an in-fill ballistics in accordance with a preferred embodiment of the present invention.

FIG. 3 is a block diagram illustrating an internal configuration of each central control device of FIG. 2. FIG.

Figure 4 is a view for explaining the on-vehicle antenna and bales or in-fill bales in the automatic train control system according to the present invention.

5 is a flowchart for explaining a data processing method of the onboard signal device according to the preferred embodiment of the present invention.

<Description of the symbols for the main parts of the drawings>

100: onboard signal device 110: speed detector

120: driver display device 130: operation switch

140: communication module 150: vehicle controller

160: car antenna 171: central control unit

200: ground signal device 210: ATC box

220: Balise 230: Balise for In-fill

240: track circuit 250: loop coil

260: Orbital detector 270: Interlocked controller

300: sub control 310: sub error detector

400: integrated control 410: integrated error detector

Claims (4)

In the vehicle signal device of the automatic train control system, An onboard antenna for receiving fixed ground information and variable information for each section from a terrestrial signal device by outputting a shift signal of frequency and voltage in accordance with the resonant frequency of the ground, integrally coupled to the car box coil and the oscillator; A speed detector connected to the shaft of the wheel to detect the speed of the train; A driver display device that provides the driver with speed information, ground information and driving information; A vehicle controller for controlling the braking engine of the train, A communication module for transmitting and receiving all ground information and in-vehicle information of the current situation to a sub-control system and receiving a command wirelessly from the sub-control system; The train is controlled based on the speed of the train detected by the speed detector, fixed information and variable information for each section, and a command received through the communication module, and the fixed information and variable information for each section are stored as data. , A vehicle of a train automatic control system including a plurality of central control units implemented in an active / standby manner and copying data stored in the counterpart central control unit and comparing the same with the currently stored data to handle occurrence of an error if not identical. Signaling device. According to claim 1, wherein each of the central control unit, Vehicle signal device of the automatic control system for trains, characterized in that the fixed information for each section and the variable information on the basis of different programs in a data format. According to claim 1, wherein each of the central control unit, A speed analyzer for calculating a speed of a train by analyzing a real speed based on an output of the speed detector; A command of one of alarm, deceleration or emergency braking based on the frequency of the ground signal transmitted to the on-vehicle antenna by the balis group of the ground signaling device installed at the start point of the ATP section and the speed of the train. With reader, A target device controller for calculating a target distance, a target speed and a safe driving speed of the train based on the location information and the moving distance information of the train; An ATC signal control device that receives a continuous signal and a discontinuous signal including various information necessary for train control through a track circuit installed in an ATC section and a loop coil provided in a predetermined section through an onboard antenna; An information recording apparatus for storing the data data; Control the components of the central control unit for the operation required for driving, converting the fixed information and variable information for each section into data in A format and storing them in the information recording device, and the information recording device of the other central control device. And a main controller for copying the stored B format data, converting the stored B format data to A format, and comparing the data with the data stored in the information recording apparatus. A method for processing data by an onboard signal device of an automatic train control system having a plurality of central control devices implemented in an active / standby manner, Storing, by the first and second central control apparatuses, the fixed information and the variable information for each section received from the terrestrial signal apparatus into data in A format and B format, respectively; Copying, by the first central controller, the B format data stored in the second central controller to an A format; Copying, by the second central control unit, data of the A format stored in the first central control unit to the B format; Comparing the converted data with the stored data by the first and second central control apparatuses; If the respective data are not the same, the first and second central control apparatuses error processing; And storing the converted data by the first and second central control apparatuses if the respective data are the same.

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