KR20190012048A - Method for constructing virtual-coupled train sets and train control device thereof - Google Patents

Abstract

The present invention provides a method for a train control device of a trailing train (first train) to perform a virtual train coupling with a preceding train (second train) running ahead of the trailing train. More specifically, the present invention comprises the steps of: transmitting a coupling request signal to the second train via a first communication network; performing a first interval control based on the position and speed of the second train based on real-time driving information received from the second train in response to the coupling request signal; when a second communication network performing a direct wireless communication to the second train by the first interval control is initiated, transmitting a lock request signal to the second train through the second communication network; and performing a second interval control based on a deceleration of the second train based on deceleration information received from the second train in response to the lock request signal.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a train connection control method,

[0001] The present invention relates to a method for virtual connection between trains and a train control apparatus therefor, and more particularly, to a method and apparatus for performing a virtual connection and release with a preceding train preceding a trailing train, ≪ / RTI >

In order to improve the efficiency of train control and shorten driving time, the domestic and international train control system evolves from the center of the ground facility to the center of the next train with the development of mobile communication technology. Recently, There is a need to develop an intelligent train autonomous travel control technology capable of automatic unmanned operation through direct communication.

Furthermore, there is a need to develop a virtual connection technology to improve the line capacity. The virtual connection technology allows virtually-coupled train sets to be set up without any uncoupling / coupling between the preceding train and the trailing train by a mechanical coupler, It is necessary to drastically reduce the interval to less than the braking distance. However, it is impossible to realize the virtual train scheduling using the existing train control system because the existing train control system recognizes that the approach to the preceding train is within the braking distance due to the limitation of the control rule.

In this connection, International Publication No. 2015-019430 (entitled "train control system") provides a propulsion and braking command of a preceding train during the running of a preceding train and a subsequent train to perform the propulsion and braking operations of the following train / RTI >

SUMMARY OF THE INVENTION Accordingly, the present invention has been made keeping in mind the above problems occurring in the prior art, and it is an object of the present invention to provide a method and apparatus for controlling the distance between trains by physically connecting trains, The present invention provides a method of controlling a train. It should be understood, however, that the technical scope of the present invention is not limited to the above-described technical problems, and other technical problems may exist.

As a technical means for achieving the above-mentioned technical object, a first aspect of the present invention provides a method for transmitting a combined request signal to a second train through a first communication network; Performing a first interval control based on the position and speed of the second train in response to the real-time driving information received from the second train in response to the coupling request signal; Transmitting a lock request signal to a second train via a second communication network when a second communication network that directly communicates with the second train by a first interval control is started; And performing a second interval control based on the acceleration / deceleration rate of the second train as the acceleration / deceleration information is received from the second train in response to the lock request signal.

According to a second aspect of the present invention, there is provided a communication apparatus comprising: a communication section including a first communication circuit for wirelessly communicating through a base station and a second communication circuit for direct radio communication with a second train; A memory for storing a program for performing virtual train coupling; And a processor for executing the program. At this time, the processor transmits the coupling request signal to the second train through the first communication circuit, and, based on the position and velocity of the second train as the real-time driving information is received from the second train in response to the coupling request signal The second communication circuit transmits a lock request signal to the second train through the second communication circuit when the signal strength of the second communication circuit exceeds a predetermined threshold value, The second interval control based on the acceleration / deceleration of the second train as the acceleration / deceleration information is received from the acceleration / deceleration information.

A third aspect of the present invention provides a computer-readable recording medium having recorded thereon a program for performing the method of the first aspect on a computer.

The present invention makes use of the direct communication-based interval control technology between trains and the position, speed, and acceleration information of the preceding train so that the preceding train and the trailing train are physically connected, Release can be performed. Particularly, it is possible to flexibly control the schedule of the running train by freely controlling the combination of the running train. In addition, by controlling train scheduling without operator intervention, it is possible to prevent accidents and malfunctions due to accreditation errors without hurting train running time.

In addition, it is possible to compensate for and correct the errors that can occur in the interval control by using various sensor values between trains, so that the trains can be stably driven in a state of being virtually coupled.

1 is a schematic diagram for explaining a conventional train control system.
FIG. 2 is a schematic diagram for explaining a train virtual coupling system according to an embodiment of the present invention.
3 is a block diagram showing the configuration of a train control apparatus for a train according to an embodiment of the present invention.
4 is a flowchart illustrating a method of performing a virtual train combination by a train controller of a trailing train according to an embodiment of the present invention.
FIG. 5 is a flowchart for explaining an operation in which a processor generates a combined movement authority by a first interval control according to an embodiment of the present invention; FIG. 6 is a flowchart illustrating a concept of a combined movement authority according to an embodiment of the present invention; Fig.
FIG. 7 shows an example of train length information according to an embodiment of the present invention.
8A to 8C illustrate an example of driving control according to the updated train length in a state where trains are virtually combined according to an embodiment of the present invention.
9 is another diagram showing a configuration of a train control apparatus according to an embodiment of the present invention.
10 is a flow chart illustrating a method for a processor to release a virtual association with a preceding train in accordance with an embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings, which will be readily apparent to those skilled in the art. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. In order to clearly illustrate the present invention, parts not related to the description are omitted, and similar parts are denoted by like reference characters throughout the specification.

Throughout the specification, when a part is referred to as being "connected" to another part, it includes not only "directly connected" but also "electrically connected" with another part in between . Also, when an element is referred to as "comprising ", it means that it can include other elements as well, without departing from the other elements unless specifically stated otherwise.

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

1 is a view showing a conventional train control system. A conventional train control system is a system based on wireless communication such as CBTC (Communication Based Train Control). In the conventional train control system, a train is moved from a zone controller 17 on the ground separately from a control center And a static velocity profile command based on the permission and limit speed information of the line. Based on this control scheme, the conventional train control system does not allow other trains to enter within a certain interval in which a particular train is located.

Specifically, the conventional train control system receives position information from the on-board train control system (CBTC) of a train existing within a predetermined area governed by each local controller 17, generates a train movement 15 of the train, Create a static velocity profile up to the move authority. The generated static velocity profile is again provided to the train. In this way, the trains within the area of each local controller 17 maintain a distance over a certain distance. Therefore, a situation in which the interval between the trains is narrowed can be recognized as a collision situation between the trains to the local controller 17. [ Accordingly, the coupling between the trains is performed in a state in which the train control system (CBTC) and / or the local controller of the train are turned off (i.e., the communication connection between the on-train train control system and the local controller 17 is released) .

2 is a schematic diagram for explaining a train virtual coupling system 10 according to an embodiment of the present invention. The train virtual joining system 10 includes one or more components for performing a virtual combination between two trains in service. Herein, the virtual coupling between two trains is operated while maintaining the same or similar distance interval as the two trains are physically combined by the transportation population adjustment and / or the transportation schedule of each section. In the control system 13, And the same schedule command is provided for the entry, advance and operation of the train.

The train virtual joining system 10 according to the disclosed embodiment is configured such that the trailing train 11 receives real-time travel information for the preceding train 12 from the preceding train 12, The movement authority 16 is directly generated to control the operation and to control the interval with the preceding train 12 through direct radio communication with the preceding train 12 so that the virtual coupling between the two trains in operation is possible can do. Hereinafter, this will be described in detail with reference to Figs. 3 to 10. Fig.

3 is a block diagram showing a configuration of a train control device 110 for a train according to an embodiment of the present invention. Hereinafter, referring to the configuration of the train control device 110, an operation of the trailing train 11 to generate a new movement authority and control the interval with the preceding train 12 to perform the virtual combining will be described in detail.

Referring to FIG. 3, the train control apparatus 110 includes a memory 111, a communication unit 112, and a processor 113. The train control device 110 may be a computing device that is installed in a vehicle and performs operation control, communication control, and / or environmental control of each train.

The memory 111 stores programs, data, and the like for controlling operations of the train such as operation control, communication control, and / or environmental control. For example, the memory 111 stores driving schedule information for the control and virtual combination of the trains, and a DB value (route configuration, speed limit value for each section, gradient value for each section, landing position, etc.) for the line. Also, the memory 111 can store a running schedule from the time of operation of the train received from the control system 13 to the end of the train. At this time, the memory 111 may be referred to as a non-volatile storage device that retains stored information even when power is not supplied, and a volatile storage device that requires power to maintain stored information.

The communication unit 112 may include at least one component for communicating with the control system 13 or other train. For example, the communication unit 112 includes a first communication circuit 112-1 that wirelessly communicates with another device via the base station 14, and a second communication circuit 112- 2).

The first communication circuit 112-1 includes an LTE-R communication circuit, a 3GPP communication circuit, a GSM-R communication circuit, and an analog communication circuit. The second communication circuit 112-2 includes a BLUETOOTH communication circuit , A Bluetooth low energy (BLE) communication circuit, an infrared (IRDA) communication circuit, a Zigbee communication circuit, a wireless access in vehicular environment (WAVE) communication circuit, an LTE V2X communication circuit, But is not limited thereto. Hereinafter, for convenience of explanation, the communication network by the first communication circuit 112-1 is referred to as a first communication network, and the communication network by the second communication circuit 112-2 is referred to as a second communication network.

The processor 113 controls the overall operation of the train. For example, the processor 113 receives the next destination from the control system 13 for the interval control to calculate the position of the train, generates the movement authority of the train based on the position and the speed of the preceding train 12, The limit speed value can be calculated based on the line DB stored in the memory 111. [ The limit speed values include a static speed profile based on the line speed limit and a dynamic speed profile based on the braking curve that reflects the characteristics of the train. Meanwhile, the processor 113 may include one or more components for performing various system control such as a propulsion braking system of a train, a communication system, an environmental system, and the like. For example, the processor 113 may be configured as a computing device including a RAM (Random Access Memory), a ROM (Read-Only Memory), a CPU, and the like.

Particularly, the processor 113 executes the program stored in the memory 111, receives real-time travel information from the preceding train 12 via the first communication network and receives the real- When the second communication network that directly communicates with the preceding train 12 is started by narrowing the interval between the train 12 and the preceding train 12 based on the position and speed of the train 12, And carries out a second interval control based on the acceleration / deceleration speed to the train (12). At this time, the first interval control generates a new moving authority (hereinafter referred to as a combined moving authority) based on the distance between the preceding train 12 and the trailing train 11 and the speed of the preceding train 12 And the second interval control means the running control that maintains the virtually combined state.

4 is a flowchart illustrating a method of performing a virtual train combination by the train control apparatus 110 of the trailing train 11 according to an embodiment of the present invention.

Referring to FIG. 4, the processor 113 first acquires a ready signal for connection with the preceding train 12 (S300). This may be received from the control system 13 via the first network or may be obtained from the travel schedule information previously stored in the memory 111. [ For example, the operation schedule information may include a coupling time and a coupling period information in which coupling (or separation) is performed. Thus, the processor 113 can generate a combined (or separate) ready event signal if the current time and position information match the associated time and duration information.

Thereafter, the processor 113 transmits a coupling request signal to the preceding train 12 through the first communication network (S310). The first communication network may be a communication network using the base station 14 arranged at predetermined intervals in the line as described above.

Thereafter, the processor 113 acquires real-time driving information from the preceding train 12 through the first communication network (S320). The real time running information includes the position information, the speed information and the speed profile of the preceding train 12. In addition, the real-time travel information may further include a position estimation error and a velocity estimation error calculated in the preceding train 12. For example, the position error and the speed error can be calculated from sensor values measured in various sensors (e.g., speed sensor, acceleration sensor, etc.) provided in the preceding train 12. [

In addition to the real-time travel information, the processor 113 further transmits train characteristic information such as train type, maximum speed information, maximum acceleration / deceleration information, Guaranteed Emergency Braking Rate (GEBR) Can be provided.

Thereafter, the processor 113 performs a first interval control based on the position and speed of the preceding train 12 based on the real-time travel information (S330). The first interval control may be that the trailing train 11 generates the combined movement authority (16 in FIG. 1) and controls the operation based on this. Specifically, an example in which the processor 113 generates the combined movement authority will be described with reference to FIGS. 5 and 6. FIG.

5 is a flowchart for explaining an operation in which the processor 113 generates a combined movement authority by a first interval control according to an embodiment of the present invention, and FIG. 6 is a diagram illustrating a concept of a combined movement authority.

)를 산출하는 일례이다. Referring to FIG. 5, the processor 113 calculates the shortest braking distance of the preceding train 12 based on the speed of the preceding train 12 (S321). Here, the shortest braking distance means a braking distance that is predicted under the assumption that the train operates with optimum braking efficiency in response to the braking command. (1) is the shortest braking distance of the preceding train 12

).

는 선행 열차(12)의 속도,

는 선행 열차(12)의 속도 오차,

는 선행 열차(12)와의 통신지연,

는 선행 열차(12)의 추진제동 시스템 반응 및 인가 시간,

는 선행 열차(12)의 추진제동 시스템의 최적 제동효율,

는 선행 열차(12)가 주행하는 선로의 구배저항,

는 선행열차의 GEBR을 의미한다. 이때, 상기한 값들은 선행 열차(12)로부터 제공받는 값일 수 있으나, 이에 제한되지 않으며, 후행 열차(11)에 의해 추정 및/또는 산출된 값일 수도 있다. 또한, GEBR은 일정 범위를 나타낼 수 있다. 최단 제동 거리는 어떠한 상황에서도 해당 범위 내에서 비상 제동 감속도를 보장할 수 있다는 가정 하에서 산출되므로, 선행 열차(12)의 GEBR은 해당 범위 중에서 가장 높은 값을 택한다. In the above equation,

The speed of the preceding train 12,

The speed error of the preceding train 12,

The communication delay with the preceding train 12,

The reaction time of the propulsion braking system of the preceding train 12,

The optimum braking efficiency of the propulsion braking system of the preceding train 12,

The gradient resistance of the line traveled by the preceding train 12,

Means the GEBR of the preceding train. At this time, the values may be values provided from the preceding train 12, but not limited thereto, and may be a value estimated and / or calculated by the trailing train 11. Also, GEBR can represent a certain range. Since the shortest braking distance is calculated under the assumption that the emergency braking deceleration can be guaranteed within the range in any situation, the GEBR of the preceding train 12 takes the highest value among the applicable ranges.

)를 산출하는 일례이다. Subsequently, the processor 113 calculates the longest braking distance of the trailing train 11 (S322). Here, the longest braking distance means a braking distance that is predicted based on the assumption that the train operates with the worst braking efficiency in response to the braking command. (2) is the longest braking distance of the trailing train 11

).

는 후행 열차(11)의 현재 속도,

는 후행 열차(11)의 속도 오차,

는 기 설정된 속도가 초과됨이 인지될 때까지의 인지시간,

는 후행열차의 추진제동 시스템 반응시간 및 인가시간,

은 저크한계로 인한 지연시간,

는 후행 열차(11)의 추진제동 시스템의 최악의 제동효율,

는 후행 열차(11)가 주행하는 선로의 구배저항,

는 후행 열차(11)의 최대 가속도,

후행 열차(11)의 GEBR을 의미한다. 이때, 전술한 바와 마찬가지로 후행 열차(11)의 GEBR은 일정 범위를 가지며, 후행 열차(11)의 GEBR은 해당 범위 중에서 가장 낮은 값이다.

The current speed of the trailing train 11,

The speed error of the trailing train 11,

Is the time perceived until a predetermined speed is detected to be exceeded,

Is the reaction time and the application time of the propulsion braking system of the trailing train,

The delay time due to jerk limitation,

The worst braking efficiency of the propulsion braking system of the trailing train 11,

Is the gradient resistance of the line traveled by the trailing train 11,

The maximum acceleration of the trailing train 11,

Means the GEBR of the trailing train 11. At this time, the GEBR of the trailing train 11 has a certain range and the GEBR of the trailing train 11 is the lowest value among the ranges as described above.

)와 후행 열차(11)의 최장 제동 거리(

)의 합을 기초로 결합 이동 권한(

)을 산출한다. 한편, 구현 예에 따라, 결합 이동 권한이 선행 열차(12)의 점유 구간(즉, 선행 열차(12)가 이동하고 있는 구간) 외에서 표현될 수 있도록, 결합 이동 권한을 선행 열차(12)의 후미부로 이동시켜 나타낼 수 있다. 예를 들어, 이동된 결합 이동 권한(도 6의

)은 속도(

)와 거리(

)의 조합으로 표현될 수 있다.After that, the processor 113 determines the shortest braking distance of the preceding train 12

) And the longest braking distance of the trailing train 11

), The combined movement authority (

). In accordance with an embodiment of the present invention, the combined movement authority is assigned to the tail of the preceding train 12 so that the combined movement authority can be expressed outside the occupancy section of the preceding train 12 (i.e., the section in which the preceding train 12 is moving) Can be represented by moving to the bottom. For example, the moved join movement authority (Fig. 6

) Is the speed

) And distance

). ≪ / RTI >

)에서 후행 열차(11)의 제동 거리를 감산한 거리만큼 제동 없이 가속 주행할 수 있다. 이를 통해, 후행 열차(11)는 선행 열차(12)와의 간격을 좁힐 수 있다. Thereafter, the processor 113 performs the travel control based on the combined movement authority. For example, the processor 113 may determine the combined movement authority

) Without braking by a distance obtained by subtracting the braking distance of the trailing train 11. [ In this way, the trailing train 11 can narrow the gap with the preceding train 12.

Referring again to FIG. 4, when the second communication network in which direct communication with the preceding train 12 is started by the first interval control, the processor 113 transmits a lock request signal to the preceding train 12 via the second communication network (S340). Here, the start of the second communication network may mean that the signal strength of the second communication circuit 112-2 exceeds a predetermined threshold value. For example, under the control of the processor 113, the communication unit 112 drives some components (or entire components) of the second communication circuit 112-2 of the communication unit 112 after the connection request signal is acquired To measure (or monitor) the signal strength of the second communication network. At this time, the preceding train 12 can drive a communication network capable of performing the second communication network as the coupling request signal from the trailing train 11 is acquired. That is, as the trailing train 11 and the preceding train 12 approach each other, the signal strength detected by the second communication circuit 112-2 becomes high. Accordingly, the processor 113 can transmit a lock request signal to the preceding train 12 when the signal strength measured by the second communication circuit 112-2 exceeds a preset threshold value. At this time, the threshold value may be set based on the signal strength measured when the distance between the two trains corresponds to the longest braking distance of the trailing train 11, but not limited thereto, 5 m, and so on).

Since the trailing train 11 and the preceding train 12 function as one train after the lock request, the performance of both trains is limited to the performance of trains having low performance in both trains (S350). That is, the performance of the trailing train 11 and the preceding train 12 can be set to the most restrictive value, for example, the train control parameter values such as the maximum speed, maximum deceleration, maximum acceleration, GEBR, . Specifically, the maximum speed information is updated to a lower value among the maximum speed information of the trailing train 11 and the preceding train 12, and the maximum acceleration information is updated to a lower value among the maximum acceleration information of the trailing train 11 and the preceding train 12. [ Lt; / RTI > In addition, the maximum deceleration information is updated to a higher value among the maximum deceleration information of the trains 11 and 12. Therefore, the longest braking distance and / or the shortest braking distance in the first interval control and the second interval control can be calculated on the basis of the updated maximum speed and acceleration information.

Thereafter, the processor 113 obtains the acceleration / deceleration information of the preceding train 12 from the preceding train 12 through the second communication network (S360). That is, the acceleration / deceleration information of the preceding train 12 is received through the second communication circuit 112-2 without going through the base station 14. [ Thus, the trailing train 11 and the preceding train 12 can minimize the communication delay. At this time, the processor 13 can directly obtain the acceleration / deceleration information from the preceding train 12 or receive the speed information of the preceding train 12, thereby obtaining the acceleration / deceleration information by calculating the variation of the previous speed and the current speed.

)에서 후행 열차(11)의 가속도 명령 이후의 반응 속도에 따른 제1 가속도 추정오차(

)와 선행 열차(12)의 가속도 명령 이후의 반응 속도에 따른 제2 가속도 추정오차(

)를 감산한 결과를 기초로 후행 열차(11)가 가속 주행될 수 있도록 추진제동 시스템을 제어하거나, 선행 열차(12)의 감속도에서 후행 열차(11)의 감속도 명령 이후의 반응 속도에 따른 제1 감속도 추정오차(

)와 선행 열차(12)의 감속도 명령 이후의 반응 속도에 따른 제2 감속도 추정오차(

)를 합산한 결과를 기초로 후행 열차(11)가 감속 주행될 수 있도록 추진제동 시스템을 제어한다. 이때, 선행 열차(12)의 제2 추정오차(

,

)는 선행 열차(12)로부터 제공되거나, 열차 특성 정보를 기초로 프로세서(113)가 산출할 수 있다. Thereafter, the processor 113 performs a second interval control based on the acceleration / deceleration of the preceding train 12 (S370). The processor 113 determines not only the acceleration / deceleration speed of the preceding train 12 but also the communication delay between the preceding train 12 and the following train 11 in order to maintain an interval with the preceding train 12 narrowed by the first interval control, The margin of uncertainty such as the actual output speed of the propulsion braking system (i.e., the actual reaction speed) according to the acceleration / deceleration command of the preceding train 12 and the trailing train 11 should be considered. Therefore, the second interval control controls the acceleration / deceleration of the trailing train 11 in consideration of the margin for the uncertainty. In other words, the processor 113 calculates a first estimated error according to the acceleration / deceleration of the preceding train 12, a reaction velocity of the following train 11, and a second estimation error according to the reaction velocity of the preceding train 12, The braking system is controlled so that the vehicle 11 can be accelerated and decelerated. More specifically, the processor 113 determines the acceleration of the preceding train 12

), A first acceleration estimation error (hereinafter referred to as " first acceleration estimation error ") according to the reaction speed after the acceleration command of the trailing train 11

) And the second acceleration estimation error according to the reaction speed after the acceleration command of the preceding train (12)

) Of the preceding train (11) is controlled on the basis of the result of subtracting the preceding train (11) from the previous train (11), or by controlling the propelling braking system so that the trailing train The first deceleration estimation error (

) And the second deceleration estimation error according to the reaction speed after the deceleration command of the preceding train (12)

) To control the propulsion braking system so that the trailing train 11 can be decelerated and driven. At this time, the second estimation error of the preceding train 12

,

May be provided from the preceding train 12, or may be calculated by the processor 113 based on the train characteristic information.

On the other hand, since the second interval control carries out the acceleration / deceleration running in a conservative manner in consideration of safety, the interval between the two trains can be gradually distanced. Therefore, the processor 113 compensates for the acceleration / deceleration calculated in accordance with the above-described procedure. For example, the trailing train 11 knows at least the distance to be separated for safety with the preceding train 12, so additional distances outside the distance must be narrowed by compensation. The processor 113 may be further provided with position information from the preceding train 12 via the second communication network. The processor 113 determines the difference value between the position information of the preceding train 12 and the position information of the trailing train 11, the uncertainty value with respect to the trailing position of the preceding train 12, Acceleration / deceleration compensation can be performed based on the uncertainty value. Equation (3) is an example in which the processor 113 performs acceleration / deceleration compensation.

는 선행 열차(12)와 후행 열차(11) 간의 거리 간격,

는 후행 열차(11)의 전두부 위치에 대한 불확실성값,

선행 열차(12)의 후미부 위치에 대한 불확실성값,

보상할 가감속도 값, t는 가속도 보상이 유지되어야 하는 시간을 의미한다. In the above equation,

The distance between the preceding train 12 and the trailing train 11,

Is the uncertainty value for the front head position of the trailing train 11,

The uncertainty value for the trailing position of the preceding train 12,

The acceleration / deceleration value to be compensated, and t denotes the time during which the acceleration compensation should be maintained.

In addition to the above description, the processor 113 may further include a speed sensor, an acceleration sensor, a distance measuring sensor, etc. to compensate for the acceleration / deceleration. This will be described later with reference to Fig.

On the other hand, the length of the train in the virtually coupled state can be calculated by subtracting the first margin value based on the train length of each of the trailing train 11 and the preceding train 12 and the positional uncertainty of the trailing train 11 (I.e., the sum of the uncertainty values for the sub-positions and the frontal position), the second margin value based on the positional uncertainty of the trailing train 11 (i.e., the uncertainty value for the trailing position of the preceding train 12, The sum of the uncertainty values for the trains 11 and 12 and the margin of error due to the acceleration error and the acceleration / braking delay of the trains 11 and 12 and the delay value of communication between the trains Sum update.

,

), 후행 열차(11)의 위치 불확실성에 기반한 제1 마진값(즉,

+

), 후행 열차(11)의 위치 불확실성에 기반한 제2 마진값(즉,

+

) 및 후행 열차(11)가 선행 열차(12)의 가속도에 기반한 간격 제어에 대한 안전 마진값(

)의 합으로 갱신될 수 있다. 7 is another example of train length information according to an embodiment of the present invention. Referring to FIG. 7, the train length information includes the train lengths of the trailing train 11 and the preceding train 12

,

), A first margin value based on the position uncertainty of the trailing train 11 (i.e.,

+

), A second margin value based on the position uncertainty of the trailing train 11 (i.e.,

+

) And the trailing train 11 have a safety margin value for the interval control based on the acceleration of the preceding train 12

). ≪ / RTI >

The updated train characteristic information (i.e., maximum speed information, maximum acceleration / deceleration information, train length information, etc.) can be transmitted to the preceding train 12 via the second communication network, Characteristic information may be provided to the control system 13 so that the train running schedule corresponding to the combination of the preceding train 12 and the trailing train 11 can be provided. At this time, the trailing train 11 can receive the train schedule corresponding to the combined state from the preceding train 12, but the present invention is not limited thereto. For example, the trailing train 11 may move along the preceding train 12 without being provided with a train operation schedule, and may be provided with a train operation schedule from the control system 13.

8A to 8C illustrate an example of driving control according to the updated train length in a state where trains are virtually combined according to an embodiment of the present invention.

FIG. 8A shows the train length 700 in a virtually combined state and the updated train maximum speed when the limit speed 740 of the line is given. 8B shows a case where the speed limit is changed to a high speed section in a section requiring a low speed such as the speed limit line sections 710 and 720, Speed line sections 710 and 720 are considered to extend by virtually combined train length 700 so as to carry out a speed-increasing travel after a predetermined time. Thus, the preceding train 12 does not run in a speed-increasing manner until the trailing portion of the trailing train 11 exits the limit speed line sections 710 and 720. This prevents the trailing portion of the trailing train 11 from exceeding the limit speed in the corresponding speed limit period. On the other hand, the maximum speed is a lower value among the maximum speeds of the trains 11 and 12, respectively, as described above.

FIG. 8C shows the maximum train speed 750 in a state virtually combined with the most restrictive value among the various line speed limit values.

On the other hand, the preceding train 12 can update the movement authority and the velocity profile using the line DB from its own memory 111 and the information received from its own preceding train and updated train characteristic information.

9 is another diagram showing the configuration of a train control apparatus 110a according to an embodiment of the present invention.

9, the train control apparatus 110a includes a speed sensor unit 114 including a plurality of speed sensors, an acceleration sensor 115, and a distance measuring sensor 115. The speed sensor unit 114 includes a plurality of speed sensors, (116).

The speed sensor 114 may include two or more speed sensors provided in proximity to the wheels or wheels of the train to measure the speed of the train. The processor 113 may compare the sensor values measured at the respective speed sensors to compensate for the cumulative errors that may occur as the train is accelerated or decelerated.

The acceleration sensor 115 measures the actual acceleration / deceleration value after the acceleration / deceleration command. The processor 113 may compensate the acceleration / deceleration based on the difference between the acceleration / deceleration command and the actually measured value.

)과 선행 열차(12)의 후미부 위치에 대한 불확실성값(

)을 거리 측정 센서(116)의 불확실정값(즉, 측정 오류값)으로 대체할 수 있다. The distance measuring sensor 116 may be provided on the outer wall of the front head of the trailing train 11 so as to measure the distance between the trailing train 11 and the preceding train 12. [ For example, the distance measuring sensor 116 measures a radio wave, an acoustic wave, a light, etc., of a specific frequency, and then measures a radio wave, an acoustic wave, The distance measuring sensor 116 measures the distance between the trailing train 11 and the preceding train 12 based on the time taken after the irradiation. The processor 113 can perform the second interval control more precisely using the distance interval measured through the distance measuring sensor 116. [ For example, the uncertainty value for the front head position of the trailing train 11

) And the uncertainty value of the trailing position of the preceding train (12)

) With the uncertainty value (i.e., the measurement error value) of the distance measurement sensor 116.

Accordingly, Equation (3) for compensating the acceleration / deceleration based on the distance interval can be modified as shown in Equation (4).

는 측정된 거리 간격,

는 거리 측정 센서(116)의 측정 오류 값(

),

보상할 가감속도 값, t는 가속도 보상이 유지되어야 하는 시간을 의미한다. In the above equation,

Is the measured distance interval,

The measurement error value of the distance measurement sensor 116

),

The acceleration / deceleration value to be compensated, and t denotes the time during which the acceleration compensation should be maintained.

The processor 113 may compensate the acceleration / deceleration using Equation (4).

The processor 113 may then release the virtual decoupling signal from the control system 13 or release the virtual coupling with the preceding train 12 in response to the event signal according to the travel schedule.

10 is a flowchart illustrating a method of releasing a virtual combination with a preceding train 12 by a processor 113 in accordance with an embodiment of the present invention.

First, the processor 113 provides a virtual unblocking request to the preceding train through the second communication network in response to the virtual unblocking signal or the event signal according to the driving schedule (S910). On the other hand, the processor 113 may turn off the second communication circuit 112-2 after providing the virtual unbinding request.

Thereafter, when a response signal to perform the disengagement from the preceding train 12 is received, the processor 113 performs a third interval control based on the position of the preceding train 12 (S920). Here, the third interval control is a general interval control method, and the processor 113 can calculate the movement authority based on the longest braking distance of the trailing train 11 and the longest braking distance of the preceding train 12. At this time, the longest braking distance of the trailing train 11 is calculated on the basis of the maximum speed of the trailing train 11, and the longest braking distance of the preceding train 12 is calculated on the basis of the maximum speed of the preceding train 12. That is, the train characteristic information updated due to the virtual coupling is discarded, and each train can calculate the movement authority using the characteristic information of each train.

In the above description, it is explained that the virtual combining and releasing operations are performed centering on the train control device 110 of the trailing train 11. However, the train control device 110 may be applied to the preceding train 12 , And the preceding train 12 performs a virtual combination with another train preceding the preceding train 12. [

Thus, the disclosed embodiments allow for the virtual union and disengagement by controlling the spacing of trains in service, thereby reducing the cost of moving labor to a particular location for joining and disengaging the trains, Thereby minimizing the occurrence of accidents and failures. In addition, by virtually combining and releasing the traveling train, it is possible to increase the operating time of the train, and to enable flexible management schedule management.

 The present invention can be embodied in the form of a recording medium including instructions executable by a computer, such as a program module executed by a computer. Computer readable media can be any available media that can be accessed by a computer and includes both volatile and nonvolatile media, removable and non-removable media. The computer-readable medium may also include computer storage media. Computer storage media includes both volatile and nonvolatile, removable and non-removable media implemented in any method or technology for storage of information such as computer readable instructions, data structures, program modules or other data.

While the systems and methods of the present invention have been described with reference to particular embodiments, some or all of their components or operations may be implemented using a computer system having a general purpose hardware architecture.

It will be understood by those skilled in the art that the foregoing description of the present invention is for illustrative purposes only and that those of ordinary skill in the art can readily understand that various changes and modifications may be made without departing from the spirit or essential characteristics of the present invention. will be. It is therefore to be understood that the above-described embodiments are illustrative in all aspects and not restrictive. For example, each component described as a single entity may be distributed and implemented, and components described as being distributed may also be implemented in a combined form.

The scope of the present invention is defined by the appended claims rather than the detailed description and all changes or modifications derived from the meaning and scope of the claims and their equivalents are to be construed as being included within the scope of the present invention do.

11: Trailing trains
12: Preceding train
110: Train control of trains trains
111: Memory
112:
113: Processor
114: Speed sensor unit
115: Accelerometer
116: Distance measuring sensor

Claims (17)

A method of performing a virtual train coupling with a second train running ahead of a first train, the train control device of a first train comprising:
Transmitting a coupling request signal to the second train through a first communication network;
Performing a first interval control based on the position and speed of the second train based on real-time driving information received from the second train in response to the coupling request signal;
Transmitting a lock request signal to the second train through the second communication network when a second communication network that directly communicates with the second train by the first interval control is started; And
And performing a second interval control based on the acceleration / deceleration of the second train based on the acceleration / deceleration information received from the second train in response to the lock request signal. The method according to claim 1,
The step of performing the first interval control
Calculating a shortest braking distance based on the position and speed of the second train;
Calculating a first movement right of the first train based on a shortest braking distance of the second train and a longest braking distance based on the current speed of the first train; And
And performing operation control of the first train based on the first movement authority. 3. The method of claim 2,
The step of performing the control of the first train
Wherein the accelerating operation is performed without braking to a distance obtained by subtracting the braking distance of the first train from the first movement authority. The method according to claim 1,
The second interval control
Wherein the acceleration / deceleration travels based on the acceleration / deceleration of the second train, the first estimation error according to the reaction speed of the first train, and the second estimation error according to the reaction speed of the second train. 5. The method of claim 4,
The step of performing the second interval control
A first acceleration estimation error according to a reaction speed after the acceleration command of the first train and a second acceleration estimation error according to a reaction speed after the acceleration command of the second train, Or accelerated,
A first deceleration estimation error according to a reaction speed after the deceleration command of the first train and a second deceleration estimation error according to a reaction rate after the deceleration command of the second train; And decelerating the vehicle based on the result of the addition. 5. The method of claim 4,
The step of performing the second interval control
Based on the position difference value of the second train, the difference value of the position of the first train, the uncertainty value of the front train position of the first train, and the uncertainty value of the rear train position of the second train, The method further comprising the steps of: The method according to claim 1,
Further comprising updating the train characteristics information of the first and second trains after the lock request signal is transmitted,
The step of updating the train characteristic information
Wherein the maximum speed information, the maximum acceleration information, the maximum deceleration information, and the train length information of each of the first and second trains are updated. 8. The method of claim 7,
The train length information
Wherein the first and second trains have a train length value, a speed error and an acceleration error of the first and second trains, a margin value according to a propulsion / braking delay, a safety distance value based on a communication delay, The first margin value based on the location uncertainty and the second margin value based on the location uncertainty of the second train. The method according to claim 1,
The train-
Transmitting a virtual unblocking signal to the second train through the second communication network in response to an event signal or a virtual unblocking signal according to a train running schedule; And
Further comprising performing a third interval control based on the position of the second train. 10. The method of claim 9,
The step of performing the third interval control
Calculating a second movement right based on a sum of the longest braking distance of the first train and the longest braking distance of the second train; And
And performing the operation control of the first train on the basis of the second movement authority. There is provided a train control apparatus for a first train that performs a virtual train coupling with a second train running ahead of the first train,
A communication section including a first communication circuit for wirelessly communicating via a base station and a second communication circuit for direct radio communication with a second train;
A memory for storing a program for performing virtual train coupling; And
And a processor for executing the program,
The processor comprising:
Based on the position and speed of the second train, based on the real-time travel information received from the second train in response to the coupling request signal, 1 interval control,
Wherein the second communication circuit transmits a lock request signal to the second train through the second communication circuit when the signal strength of the second communication circuit exceeds a predetermined threshold value, And performs a second interval control based on the acceleration / deceleration of the second train based on the acceleration / deceleration information. 12. The method of claim 11,
The processor
And calculating a shortest braking distance based on the position and speed of the second train based on the shortest braking distance of the second train and the longest braking distance based on the current speed of the first train, 1 calculates the movement authority,
And performing operation control of the first train on the basis of the first movement authority. 12. The method of claim 11,
The second interval control
Wherein the acceleration / deceleration travels based on the acceleration / deceleration of the second train, the first estimation error according to the reaction speed of the first train, and the second estimation error according to the reaction speed of the second train. 14. The method of claim 13,
The processor
Compensating an acceleration / deceleration based on a position difference value of the second train, a difference value of the position of the first train, an uncertainty value of a position of the front train of the first train, and an uncertainty value of a rear train position of the second train Train control device. 12. The method of claim 11,
The processor
Wherein the controller updates the maximum speed information, the maximum acceleration information, the maximum deceleration information, and the train length information of each of the first and second trains after the lock request signal is transmitted. 12. The method of claim 11,
The processor
Transmitting a virtual unblocking signal to the second train through the second communication circuit in response to an event signal or a virtual unblocking signal according to a train running schedule,
And performs a third interval control based on the position of the second train. A computer-readable recording medium recording a program for performing the method according to any one of claims 1 to 10 on a computer.

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