KR20110094650A - System and method for following speed-limit curve of atp system using ground equipment of ats system - Google Patents

Abstract

PURPOSE: A system for following a speed-limit curve of an ATP(Automatic Train Protect) system using ground equipment of the ATP system and a method thereof are provided to follow the speed-limit curve of the ATP system during a section where an ATS system operates, thereby increasing efficiency of operating a track. CONSTITUTION: Ground equipment(130) includes ATS ground equipment(133) and a track detecting unit(131). The ATS ground equipment provides the limited speed information of a train which passes each section. A speed detecting unit(115) detects the driving speed of the train. A driving distance calculating unit(119) calculates the driving distance of the train.

Description

ATS speed limit curve following system and method using ATS grounder {SYSTEM AND METHOD FOR FOLLOWING SPEED-LIMIT CURVE OF ATP SYSTEM USING GROUND EQUIPMENT OF ATS SYSTEM}

The present invention relates to a system and method for following a speed limit curve for each section of an ATP system using an ATS grounder. Unlike the ballis of the grounder of the ATP system, the present invention provides information on an installation position of a grounder or a distance between grounders. The present invention relates to an ATP speed limit curve tracking system and method using an ATS grounder that can follow a speed limit curve for each section of an ATP system using uncountable ATS grounders.

In general, a large number of trains are operated using a limited track, which has been limited in the use of the train tracks and the speed of the train. In addition, due to the operating characteristics of the train, it is required to prevent collision accidents by adjusting the operation between the preceding train and the following train by operating only along a predetermined track.

Accordingly, various methods for controlling the operating speed of the following trains by determining the occupation status of the preceding trains have been proposed. Among these methods, ATS system (Automatic Train Stop System) and ATP system (train train protection) are proposed. System: Automatic Train Protect System.

The ATS system divides the track operated by a certain section, decelerates at the speed limit in that section, and stops compulsorily if it does not decelerate within a certain time. Whether the preceding train occupies a certain section As shown in FIG. 2, the stop signal R, the alert signal YY, the attention signal Y, the deceleration signal YG, and the progress are shown in FIG. 2 based on the section detected and occupied by the track occupancy unit. As shown in FIG. 1, the stop signal R, the attention signal Y, and the progress signal G are displayed for each section.

At this time, the present signal for each section is transmitted from the ATS grounder installed in each section to the ATS car box of the train. This is a known technique. In brief, it is described by a preceding train in a specific section (hereinafter, 'occupied section of the preceding train'). 1 and 2, when the orbit of the section indicated by 'R' is occupied, the resonant frequency according to the present signal is oscillated by the ATS ground for each section. By detecting the resonant frequency of the ATS terrestrial by the speed is reduced to the speed limit according to the resonant frequency.

Table 1 and Table 2 show the signaling system by section of the 3 and 5 display systems.

Signal form Resonant Frequency of ATS Ground Maximum speed by section G (going signal) 98 ± 3KHz Free driving under 150km / h Y (attention signal) 114 ± 3KHz 65Km / h R (stop signal) 130 ± 3KHz Absolute stop

Signal form Resonant Frequency of ATS Ground Maximum speed by section G (going signal) 98 ± 3KHz Free operation below 150 km / h YG (deceleration signal) 106 ± 3KHz 105Km / h Y (attention signal) 114 ± 3KHz 65Km / h YY (border signal) 122 ± 3KHz 25Km / h R (stop signal) 130 ± 3KHz Absolute stop

1 is a view showing a speed limit curve of a train operating an ATS system in a three-presence system. Hereinafter, in the figure showing the speed limit curve, the vertical axis solid line indicates the position where the ATS grounder is installed, and the vertical axis dotted line indicates the regularly partitioned section.

Referring to FIG. 1 and Table 1, when the preceding train occupies a certain section, the track occupancy detecting unit detects this, and the specific section must be stopped at a resonance frequency of 130 Khz, and the following section is a caution signal. The resonant frequency of 114Khz is oscillated and the following section is oscillated with the resonant frequency of 98Khz. At this time, the ATS grounder indicating the signal of the corresponding zone is installed in front of the 1.2Km of the corresponding section, and when the train passes the ATS ground masturbator, it detects each relevant resonance frequency and decelerates to the train speed limit corresponding to the resonance frequency. Before entering the section, decelerate to the speed limit and enter.

Accordingly, as shown in FIG. 1, the trailing section of the particular section occupied by the preceding train (the 'R' signal manifestation) is displayed with the 'Y' signal and the 'G' signal is displayed with the 'G' signal at the trailing section. For example, the ATS grounder expressing these signals is installed about 1.2 km ahead of the corresponding section, and thus decelerates and enters before entering the corresponding section, following the stepped speed limit curve as shown in FIG. 1.

2 is a diagram illustrating a speed limit curve of a train operating an ATS system in a five-presence system. Referring to FIG. 2 and Table 2, when the preceding train occupies a certain section, the track occupancy detecting unit detects it, and the specific section has a resonance frequency of 130 Khz of the signal which must be stopped, and the following section is a boundary signal. The resonant frequency of 122Khz is oscillated, then the trailing section is oscillated at the resonant frequency 114Khz of the attention signal, the trailing section is oscillated at the resonant frequency 106Khz of the deceleration signal, and the trailing section is oscillated at the resonant frequency 98Khz. . At this time, the ATS grounder indicating the signal of the corresponding zone is installed about 25m in front of the corresponding section, and when the train passes the ATS ground masturbation, it senses each relevant resonance frequency and decelerates to the train speed limit corresponding to the resonance frequency in advance. Allow the train to decelerate at a speed limit before entering the section.

Therefore, as shown in FIG. 2, the trailing section of the specific section occupied by the preceding train (the 'R' signal manifestation) exhibits the 'YY' signal and the 'Y' signal exhibits the 'Y' signal. In the trailing section of the 'Y' signal, the 'YG' signal is displayed, and the trailing section of the 'YG' signal is the 'G' signal. Since it is installed in the front 25m of the section is decelerated before entering the section is entered, following the stepped speed limit curve as shown in FIG.

As such, the ATS system has no information about the separation distance between the preceding train and the following train, the installation location of the ATS ground, and the separation distance between the ATS grounders. Even if the train in operation is separated from the preceding train by more than enough braking distance, there is a problem of inefficient use of a limited track or inefficient operation of the train by mechanically decelerating unconditionally.

On the other hand, Figure 3 is a view showing a speed limit curve of the train operating the ATP system. In the ATP system, the ground balis is installed for each section of the track, and the train antenna receives information on the distance between the preceding train, the location where the ground balis is installed, and the distance between the ground bales from the onboard antenna of the train. Since the separation distance can be grasped, the speed limit curve shown in FIG. 3 can be followed to finally stop the train in the section where the 'R' signal is displayed.

As such, comparing the ATS rate limiting curves of FIG. 1 and FIG. 2 with the ATP rate limiting curve of FIG. 3, the inefficiency of the ATS system and the above problems can be seen.

The present invention was derived to solve the conventional problems as described above, ATS system was first developed and applied in the development stage of the technology, and the ATP system does not replace the existing ATS system with the ATP system in consideration of the development thereafter. It is an object of the present invention to provide an ATP speed limit curve tracking system and method using an ATS ground level that can follow an ATP speed limit curve and an approximate curve using an ATS ground level in a section where an ATS system is installed.

The ATP speed limit curve tracking system using the ATS grounder according to the preferred embodiment of the present invention is connected to the track occupancy detecting unit and the track occupancy detecting unit to determine the occupancy status of the train from the track circuit for each section of the track. A grounding device including an ATS grounder, the unit distance of which is uniformly installed; And a vehicle box for receiving a speed limit signal of a current occupancy section from the ATS grounder, a vehicle control unit for determining a position of a preceding train from the speed limit signal received by the vehicle box, and a speed detection unit detecting a driving speed of a train. And an on-vehicle device including a mileage calculation unit for calculating a mileage of the train, wherein the on-vehicle control unit divides the signal manifestation system and a section occupied by the ATS ground and the preceding train of the section occupied by the current train. Calculates the braking distance from the ATS ground clearance distance and the detected train speed, decelerates and controls the braking distance when the braking distance is within a predetermined range of the separation distance, Read out the distance information between the next ATS grounders of the ATS grounds from which the current signal was received from the database unit, and If that does hangers Riga manifestation of the signal received from the ATS not to box, and then match the character spacing ATS ATS ground to believe that the earth who have more.

As a result, it is possible to follow the ATP (Automatic Train Protect) speed limit curve even in the section in which the ATS system (Automatic Train Stop System) operates, thereby increasing the operating efficiency of the track and increasing the operating speed of the train. In addition, it is possible to obtain the effect of the ATP system by using the existing ATS system without installing an ATP system having a relatively high installation cost.

In addition, since the separation distance between ATS grounders is uniform, you can know the separation distance from the ATS grounder to the next ATS grounder. If the reception is normal, but not, the ATS grounder may be inferred as having a failure or abnormality, which may facilitate maintenance, maintenance and management.

Here, the on-vehicle control unit, it is preferable to calculate the signal conversion step from the current signal to the stop signal of the section occupied by the current train, and to calculate the separation distance of the ATS ground from the unit distance of the calculated ATS ground Do.

Thus, since the unit separation distance between the ATS grounders is the same, if the number of signal conversion stages is judged, the distance between the ATS grounders of the section occupied by the current train and the ATS grounders occupied by the preceding train can be easily determined. Since the distance between the current train and the preceding train cannot be determined from the ATS grounder of the ATS system, the problem that the vehicle had to operate only at the limited speed section according to the current signal can be solved.

In addition, the on-vehicle control unit, it is preferable that the braking speed of the train according to the calculated distance of the ATS ground and the braking distance of the train.

Thus, the braking speed of the current train may be adjusted according to the separation distance between the current train and the preceding train and the operating speed of the current train.

In addition, the ATP speed limit curve tracking method using the ATS grounder according to a preferred embodiment of the present invention, receiving a manifestation signal for the occupied section of the current train from the ATS grounder, the unit distance is uniformly provided for each section of the track Manifest signal receiving step; A driving speed and distance determination step of determining a driving speed and a driving distance of a current train; A separation distance calculating step of calculating a separation distance between ATS grounders in a section occupied by a preceding train based on the appearance signal received in the receiving signal receiving step; A braking distance calculating step of calculating a braking distance of a current train from the driving speed detected in the driving speed detecting step; A safety braking determining step of determining whether the braking distance calculated in the braking distance calculating step is within a predetermined range of the separation distance calculated in the separating distance calculating step; A train deceleration control step of decelerating and controlling a train when the braking distance is within a predetermined range of the separation distance in the safety braking determination step; And comparing the traveling distance of the train calculated in the driving speed and the distance calculating step and the unit distance between the grounders, and whether the present signal is received from the ATS grounder when the driving distance of the train coincides with the distance of the next ATS grounder. And a manifest signal reception determining step of determining, in the manifest signal receiving determination step, if the manifest signal is not received, the ATS terrestrial judge determines that there is an error.

As a result, it is possible to follow the ATP speed limit curve even in the section in which the ATS system is operated, thereby increasing the operating efficiency of the track and increasing the operating speed of the train. In addition, it is possible to obtain the effect of the ATP system by using the existing ATS system without installing an ATP system having a relatively high installation cost.

In addition, since the separation distance between ATS grounders is uniform, you can know the separation distance from the ATS grounder to the next ATS grounder. If the reception is normal, but not, the ATS grounder may be inferred as having a failure or abnormality, which may facilitate maintenance, maintenance and management.

Here, the separation distance calculation step, the signal manifestation determination step of determining the signal manifestation system of the section in which the train operates; A conversion step calculation step of calculating the number of signal conversion steps from the manifest signal to the stop signal in the section occupied by the current train according to the signal manifest system determined in the signal manifest determination step; It is preferable to include a; calculating step to multiply the number of conversion step and the unit separation distance calculated in the conversion step calculation step.

As a result, since the number of signal conversion steps is variable according to the signal manifestation system of the section in which the train runs, the signal conversion stage may be calculated according to the signal manifestation system of the corresponding section. In addition, since the unit separation distance between ATS grounders is the same, judging only the number of signal conversion stages, the distance between ATS grounders in the section occupied by the current train and the section occupied by the preceding train can be easily determined. Since the distance between the current train and the preceding train cannot be determined from the ATS grounder of the ATS system, the problem that the vehicle had to operate only at the limited speed section according to the current signal can be solved.

In addition, the train deceleration control step, it is preferable to increase or decrease the braking speed of the train according to the calculated distance of the ATS ground and the braking distance of the train.

Thus, the braking speed of the current train may be adjusted according to the separation distance between the current train and the preceding train and the operating speed of the current train.

According to the present invention described above, it is possible to follow the ATP (Automatic Train Protect) speed limit curve even in the section in which the ATS system (Automatic Train Stop System) is operated to increase the operating efficiency of the track and increase the operating speed of the train. Can be increased.

In addition, it is easy to determine whether the ATS terrestrial is dead or other abnormalities without the addition of an independent device, thereby simplifying the maintenance, management and repair of the entire system.

In addition, it is possible to obtain the effect of the ATP system by using the existing ATS system without installing an ATP system having a relatively high installation cost.

In addition, since the separation distance between ATS grounders is uniformly installed, the unit separation distance between ATS grounders is the same, so judging only the number of signal conversion stages, the distance between ATS grounders in the section occupied by the current train and the preceding train occupies Since the distance can be easily determined, the distance between the current train and the preceding train cannot be grasped from the ATS grounder of the existing ATS system, thereby solving the problem of having to operate only at the section speed limit according to the current signal.

In addition, by using the ATS grounder that does not provide information on the installation location of the ATS ground or the preceding train, the braking speed of the current train may be adjusted according to the separation distance between the current train and the preceding train and the operating speed of the current train.

In addition, when the distance between the ATS terrestrial units is not uniform and irregular, it is possible to safely follow the ATP speed limit curve using the ATS grounders by using the minimum unit spacing distance.

In addition, since the number of signal conversion steps is variable according to the signal manifestation system of the section in which the train runs, the signal conversion stage may be calculated according to the signal manifestation system of the corresponding section.

1 is a view showing a train speed limit curve in a conventional ATS in a three-presence system,
2 is a view showing a train speed limit curve in a conventional ATS in a five-presence system,
3 is a view showing a train speed limit curve in the ATP in the five-presence system,
4 is a block diagram showing an ATP speed limit curve following system using an ATS grounder according to a preferred embodiment of the present invention;
5a and 5b show a train running speed curve by the system shown in FIG. 4, and
6 is a flowchart illustrating a method for following an ATP speed limit curve using an ATS grounder according to a preferred embodiment of the present invention.

Hereinafter, an ATP speed limit curve tracking system using an ATS grounder according to a preferred embodiment of the present invention will be described with reference to the accompanying drawings.

4 is a block diagram showing an ATP speed limit curve following system using an ATS grounder according to a preferred embodiment of the present invention.

Referring to FIG. 4, the ATP speed limit curve following system 100 using the ATS grounder according to the preferred embodiment of the present invention includes a grounding device 130 including an ATS grounder 133 and a track detection unit 131. And an on-vehicle device 110 including a car box 113, a speed detector 115, a brake 117, a travel distance calculator 119, and an on-vehicle controller 111.

As the ground device 130 is installed on the ground where the track is installed, the ATS grounder 133 divides the train track into a plurality of sections and provides the speed limit information of the train passing through the sections by the divided sections, these The unit separation distance between the ATS grounders 133 installed for each section is evenly installed (d1, d2, d3, d4 ... are the same in FIG. 4). Hereinafter, the unit separation distance indicates the separation distance (d1, d2, d3, d4 ...) between the ATS ground and the adjacent ATS ground, and the separation distance is a section occupied by the ATS ground and the preceding train of the section occupied by the current train. The total separation distance between the ATS terrestrial persons indicating the manifestation signal is to be indicated.

The track detection unit 131 of the ground apparatus 130 determines which section the train is operating on the track divided into a plurality of sections, that is, occupies which section, so that the trailing section in the 5 or 3 prefecture system is determined. By adjusting the oscillation frequency of the ATS terrestrial 133 to determine the speed limit in the section on the vehicle apparatus 110. Since the method of determining whether the train occupies by the track detecting unit 131 is a general technique, detailed description thereof will be omitted.

The on-vehicle device 110 is installed in the vehicle of the train, the car box 113 detects the resonant frequency oscillated from the ATS grounder 133 by the frequency incoming phenomenon to detect the manifestation signal in the section occupied by the train. The received and received manifest signal is transmitted to the onboard controller 111.

The speed detecting unit 115 of the on-vehicle device 110 transmits the detected signal to the on-vehicle control unit 111 as detecting the traveling speed of the train, and the brake unit 117 is a brake device that reduces the running speed of the train.

The mileage calculation unit 119 calculates the mileage when the train is running. In general, the mileage calculation unit 119 may calculate the mileage using the number of revolutions of the wheel or the wheel shaft while the diameter of the train wheel is known. Since calculating the mileage is a general well-known technique, detailed description thereof will be omitted.

The on-vehicle control unit 111 controls the vehicle box 113, the speed detection unit 115, the brake unit 117, and the travel distance calculation unit 119 and controls the vehicle box 113 in the current driving section transmitted from the vehicle box 113. The driving signal of the train transmitted from the manifest signal and the speed detection unit 115 is received to determine whether the brake is applied to drive control of the braking unit 117 of the train.

Hereinafter, only the section in which the 5-presence system is operated will be described, and the 3-presence or 4-presence system is omitted because it is based on the same principle.

If the on-vehicle control unit 111 determines that the resonance frequency of the ground ATS grounder 133 is 98Khz while the train is running, the present signal of the current driving section is determined to be a 'going' signal, so the maximum speed limit is 150Km. Free run below / h. Subsequently, if the resonant frequency of the ATS terrestrial 133 is 106Khz in a certain section while continuing to operate, it is determined that it is a 'deceleration signal (YG)'.

In this case, the conventional ATS system decelerated mechanically at a speed limit of 106 Km / h corresponding to a resonant frequency of 106 Khz and then entered the preceding section. However, in the present invention, the vehicle control unit 111 occupies the current ATS ground and the preceding train. Calculate the separation distance between ATS terrestrial users oscillating the resonant frequency corresponding to the speed limit in the section. In the case of the five-distance system, the signal conversion stage of the manifestation signal is G-YG-Y-YY-R, so that the ATS ground and the 'R signal (stop signal)' are displayed, showing the 'YG signal (deceleration signal)'. Compute the separation distance to the ATS ground.

More specifically, the calculation of the separation distance is calculated by calculating the number of signal conversion steps between the 'YG signal' and the 'R signal' and multiplying the calculated number of signal conversion steps by the unit separation distance d1. In other words, the ATS ground and the adjacent ATS ground can be calculated evenly in the corresponding section to simply calculate the separation distance. This is summarized as in Equation 1 below.

'YG signal' and 'R signal' ATS ground distance is 3 × d1, the vehicle control unit 111 can also stop from the operating speed of the train received from the speed detector 115, as shown in 5a to the separation distance. Speed control of the train speed.

As the vehicle decelerates while linearly decelerating as described above, the train box 113 detects a resonant frequency of 114 KHz while passing through the ATS grounder 133 expressing the 'Y signal', and the on-vehicle control unit 111 again detects the 'Y signal'. The distance between the ATS grounders representing 'and' R signal 'is calculated by Equation 1, and the train is decelerated and controlled so as to linearly stop to the distance at the current speed of the train. The separation distance at this time is 2 x d1.

After that, if the train continues to operate without changing the 'R signal', the resonant frequency of 122KHz is sensed while passing through the ATS ground expressing the 'YY signal', and the on-vehicle control unit 111 detects the 'YY signal' and the 'R signal'. ATS ground distance is calculated according to Equation 1 and decelerates the train so as to stop linearly to the distance at the current speed of the train. The separation distance at this time is 1 × d1.

After that, the vehicle control unit 111 linearly decelerates so that the train is stopped by reaching the separation distance to the ATS grounder indicating the 'R signal' while decelerating.

Thus, according to the present invention, unlike the stepped speed curve of the conventional ATS system, as shown in FIG. 5A, the linear ATP speed limit curve can be closely followed, thereby improving utilization of the track and operating efficiency of the train. have.

In addition, as described above, the resonant frequency representing the 'YG signal' is sensed, and after calculating the separation distance to the ATS grounder representing the 'R signal', the train is linearly decelerated to the separation distance as well as positioned in the middle. In the section (Y, YY manifestation signal section) to continue to calculate the separation distance to the ATS grounder indicating the 'R signal' and linearly deceleration control to stop to the separation distance compared to the train operating speed in the section This allows emergency deceleration control even in the event of an accident.

In addition, the on-vehicle control unit 111 determines the driving distance of the current train from the information received from the driving distance calculation unit 119, and is installed so that the ATS grounder has a uniform unit separation distance, that is, the current ATS. The distance from the ground to the next ATS ground can be determined. Therefore, when the present signal is received from the current ATS grounder, the driving distance calculating unit 119 is controlled to calculate the traveling distance from the time when the present signal is received, and when the calculated driving distance coincides with the unit distance to the next ATS grounder. That is, when the train passes through the point where the next ATS grounder is installed, it is determined whether the presenting signal is received from the ATS grounder, and when the presenting signal is received, the distance to the grounder where the 'stop signal' is displayed as described above. The distance is determined to control the traveling speed of the train to follow the ATP limit signal curve, and when the ATS ground signal is not received, it is determined that the relevant ATS ground level has an abnormal state due to no motion or other situation.

As a result, the current state of the ATS ground person can be easily determined while the train runs on a daily basis without a system for determining an independent ATS ground fault.

In the above embodiment, when the present signal is received from the ATS grounder, the information about the distance of the train traveled is reset by resetting the information about the mileage of the train each time. It is also possible to determine whether there is an abnormality of the ATS groundman by continuously calculating the mileage from the start to the destination.

That is, since the unit separation distance between each ATS grounders is installed regularly, the distance between the driving distance and the ATS grounders spaced apart from the starting point of the train can be calculated from the start of the train, so it is possible to determine whether the ATS grounders are abnormal. have.

On the other hand, according to another preferred embodiment of the present invention even if the unit distance (d1, d2, d3, d4 is non-uniform) of the ATS grounder 133 is not uniformly installed using the existing ATS grounder 133 In order to follow the ATP speed limit curve as much as possible, the standard for calculating the separation distance between the ATS ground occupied section of the current train and the current signal of the 'R signal' is the unit separation distance (d1, d2, d3, d4). ... based on the minimum separation distance. In this case, when the maximum separation distance is based on the actual separation distance and the calculated separation distance is different, there is a possibility of colliding with the preceding train, so it is most safely based on the minimum separation distance.

For example, referring to FIG. 5B, if the actual distance of the 'YY signal' section is 1km and the actual distance of the 'Y signal' section is 1.5Km, that is, based on the maximum separation distance, that is, 1.5Km If the current train enters the 'R signal' section without stopping at the 'YY signal' section, a train crash may occur, but if the minimum distance is based on 1km, Even if you do not stop at the 'signal' current section, you can stop in advance so that accidents on the train can be prevented.

FIG. 5B is a diagram illustrating a speed limit curve based on a minimum separation distance as described above, and as shown in FIG. 5B, when the distance between each signal manifestation section is not constant, the operating speed of the train based on the minimum unit separation distance between ATS grounders. It can be shown that it can approximate the ATP speed limit curve by controlling.

In this way, the uniform distance between ATS terrestrial units is meaningful when a new system is newly installed from the beginning or when an ATS system having a relatively lower cost is introduced than an ATP system, and the distance between ATS terrestrial units is not uniform. If not, it means that the ATP speed limit curve can be followed using the existing ATS system without discarding or changing the existing installed system.

6 is a flowchart illustrating a method for following an ATP speed limit curve using an ATS grounder according to a preferred embodiment of the present invention.

Hereinafter, a method for following an ATP speed limit curve using an ATS grounder according to a preferred embodiment of the present invention will be described with reference to FIG. 6.

First, by determining the signal system of the section in which the current train is running (S110), it is determined whether the three-, four-, or five-presence system is the current signal system of the operating section. As a result, it is possible to calculate the number of present signal conversion steps for determining the separation distance between the ATS ground occupant in the section occupied by the current train and the ATS ground occupant in the section occupied by the preceding train.

Thereafter, the resonance frequency is detected from the ATS ground occupant of the occupied section occupied by the current train, that is, the signal is received at step S120, and the driving speed and the mileage of the train being operated are continuously detected at step S130. Determine the manifestation signal for the detected resonant frequency. In other words, as shown in Table 2, in the case of a 5-present signal system, 98KHz is a 'G signal', 106KHz is a 'YG signal', 114KHz is a 'Y signal', 122KHz is a 'YY signal', and 130KHz is a 'R signal'. Judging from the manifestation.

At this time, if the present signal of the section occupied by the current train from the ground ATS ground is not the 'G signal', that is, if the 'YG signal' is determined to be present, the present signal of the 'YG signal' and 'R signal' The number of inter-conversion steps is calculated (S140).

Then, multiply the number of signal conversion steps calculated in step S140 based on the unit distance between the ATS grounds (d1 = d2 = d3 = d4 ...), and is installed in the occupied section of the current train where the 'YG signal' is manifested. Compute the separation distance between the ATS ground and the ATS ground that the 'R signal' is present (S150).

Subsequently, a braking distance that can be stopped linearly to the ATS grounder on which the 'R signal' is manifested based on the current running speed of the current train is calculated (S160), and the braking distance calculated in step S160 is calculated in step S150. If it is determined whether the braking distance is greater than the preset range of the calculated separation distance, that is, the braking distance is longer than the separation distance (S170), and it is determined that the braking distance is longer than the separation distance, (when the braking distance is longer than the separation distance, there is a risk of collision of the train. There is a linear deceleration control as shown in FIG.

On the other hand, according to another preferred embodiment of the present invention, it is preferable that the distance between the ATS terrestrial unit is not equal (d1 ≠ d2 ≠ d3 ≠ d4 ...) based on the minimum unit separation distance.

On the other hand, if it is determined in step S170 that the braking distance is shorter than the separation distance and the braking distance is secured to the ATS grounder who exhibits the 'R signal' sufficiently, the current train operating speed is maintained without controlling the speed of the train. It is desirable to increase the running efficiency.

In addition, it is determined whether the driving distance of the train determined in step S120 corresponds to a multiple of the unit separation distance of the ATS ground (S185), that is, when the unit separation distance between the ATS grounders is 'a' Km If the distance corresponds to a multiple of 'a', the train passes through the location where the ATS grounders are installed. In this case, the current signal should be received from the ATS grounders.

At this time, when the present signal is received from the next ATS grounder, the process returns to step S140 to calculate the number of signal conversion steps up to the 'stop signal' section. It is determined that there is an abnormality (S195).

 As described above, according to the present invention, the existing ATS grounder can follow the ATP speed limit curve without additional installation or additional installation of a new grounding device, and easily determine the current situation of the ATS grounder while the train is running daily. You can do it.

As mentioned above, although the preferred embodiment of the present invention has been illustrated and described, the present invention is not limited to the above-described embodiment, and any person having ordinary skill in the art to which the present invention belongs without departing from the scope of the claims. Modifications and variations are possible.

100: system 110: onboard device
111: vehicle control unit 113: car box
115: speed detection unit 117: braking unit
119: mileage calculation unit 130: ground apparatus
131: track detection unit 133: ATS grounder

Claims (6)

A ground apparatus including an orbital occupancy detecting unit for determining a section occupancy state of the train from a track circuit for each section of a track, and an ATS grounder connected to the orbital occupancy detecting unit and having a uniform distance from each other; And
A vehicle box for receiving a speed limit signal of the current occupancy section from the ATS grounder, a vehicle control unit for determining a position of a preceding train from the speed limit signal received by the vehicle box, a speed detection unit detecting a driving speed of a train; It includes; a vehicle on-vehicle device comprising a mileage calculation unit for calculating the mileage of the train,
The on-vehicle control unit divides the signal manifesting system and calculates a braking distance from the distance between the ATS grounders in the section occupied by the current train and the ATS grounders in the section occupied by the preceding train and the braking distance from the detected train speed. Is within the preset range of the separation distance, deceleration control,
Read the distance of the next ATS ground level of the ATS ground of the train counted by the driving distance calculation unit and the present signal from the database unit, and the distance of the train coincides with the distance of the next ATS ground ATS speed limit curve following system using the ATS grounder, characterized in that it is determined that the ATS grounder is abnormal when the present signal is not received from the ATS grounder. According to claim 1, The vehicle control unit,
ATP using the ATS grounder, which calculates the signal conversion step from the current signal to the stop signal of the section occupied by the current train, and calculates the distance of the ATS ground from the calculated number of steps and the unit distance of the ATS ground. Speed limit curve following system. The vehicle control unit of claim 1 or 2,
ATS speed limit curve following system using the ATS grounder, characterized in that the braking speed of the train in accordance with the calculated ATS ground distance and the braking distance of the train. A present signal receiving step of receiving a present signal for an occupied section of a current train from an ATS grounder having unit distances uniformly set for each section of the track;
A driving speed and distance determination step of determining a driving speed and a driving distance of a current train;
A separation distance calculating step of calculating a separation distance between ATS grounders in a section occupied by a preceding train based on the appearance signal received in the receiving signal receiving step;
A braking distance calculating step of calculating a braking distance of a current train from the driving speed detected in the driving speed detecting step;
A safety braking determining step of determining whether the braking distance calculated in the braking distance calculating step is within a predetermined range of the separation distance calculated in the separating distance calculating step;
A train deceleration control step of decelerating and controlling a train when the braking distance is within a predetermined range of the separation distance in the safety braking determination step; And
Comparing the traveling distance of the train calculated in the driving speed and the distance calculation step and the unit distance between the above ground level, whether the present signal is received from the ATS ground level when the distance of the train coincides with the unit distance of the next ATS ground level. Determining the presence signal receiving step;
In the present signal receiving determination step, ATS speed limit curve tracking method using the ATS terrestrial, characterized in that it is determined that the ATS terrestrial is abnormal when no manifest signal is received. The method of claim 4, wherein the step of calculating the distance,
A signal present determination step of determining a signal present system of a section in which a train operates;
A conversion step calculation step of calculating the number of signal conversion steps from the manifest signal to the stop signal in the section occupied by the current train according to the signal manifest system determined in the signal manifest determination step;
And a multiplication step calculated by multiplying the number of conversion steps and unit separation distances calculated in the conversion step calculation step. The method of claim 4 or 6, wherein the train deceleration control step,
ATS speed limit curve tracking method using the ATS grounder, characterized in that the braking speed of the train in accordance with the calculated ATS ground distance and the braking distance of the train.

Images