KR20230038175A - Train operation control system and method for controlling train operation according to changes in train operation conditions - Google Patents

Abstract

Disclosed are a train operation control system and a control method thereof. The train operation control system includes: an on-site station measurement device which measures at least one of the track on which a train approaches, the speed of the train, and acceleration of the train in response to the train approaching within a set range; a display device for an engineer which is installed in the train and controls the train; and a central control device which transmits and receives data with a plurality of on-site measurement devices and analyzes the position of each train and the distance between each train and the surrounding train based on a measurement signal received from each on-site measurement device. The central control device also generates a control signal for each train in response to an analyzed result and transmits the analyzed result and the generated control signal to the on-site measurement device corresponding to each train and the display device for an engineer. According to the present invention, the train operation control system enables an engineer to recognize a situation at the front of a running train in real time and take immediate measures according to a change in the situation.

Description

TRAIN OPERATION CONTROL SYSTEM AND METHOD FOR CONTROLLING TRAIN OPERATION ACCORDING TO CHANGES IN TRAIN OPERATION CONDITIONS}

The present invention relates to a train operation control system and a control method thereof, and more particularly, enables an engineer to recognize a situation in front of a running train in real time and take an immediate response according to a change in the situation, even if the engineer The present invention relates to a train operation control system and a control method capable of controlling train operation by automatically determining the train operation status for a currently operating route even if the situation ahead of the line is not recognized.

In general, an engineer who controls train speed controls train operation speed through a Man Machine Interface (MMI) device that displays train speed information.

The method in which the driver controls the train with the MMI (Man Machine Interface) device is the most common and safest method to ensure safety with the front train, but wireless communication with the controller when the train operation does not operate according to the normal operation schedule Through this, the train operation interval is controlled.

In addition, there is a case in which, for some reason, when a train operates completely manually, an engineer fails to recognize the location of the front train, resulting in a collision accident, resulting in a major accident.

Therefore, the driver can recognize the situation in front of the train in real time and take immediate action according to the change in the situation. It is necessary to establish a system capable of automatically determining the situation and controlling the operation of the train.

Publication No. 10-2018-0085241 (published date: 2018.07.26)

The present invention was invented to meet the above-mentioned needs, and enables an engineer to recognize the situation in front of a running train in real time and take immediate action according to changes in the situation, even if the engineer knows the situation in front of the train. An object of the present invention is to provide a train operation control system and a control method capable of controlling train operation by automatically determining the train operation status for the currently operating route even without recognizing it.

In order to achieve the above object, a train operation control system according to an aspect of the present invention measures at least one of a track on which the train entered, speed and acceleration of the train in response to a train entering within a set range. measuring device; an engine display device installed in the train and controlling the train; And transmits and receives data with a plurality of field station measuring devices, and analyzes the location of each train and the distance between each train and the surrounding trains based on the measurement signal received from each of the field station measuring devices. A central control device that generates a control signal for each train in response to the result and transmits the analyzed result and the generated control signal to the on-site station measuring device and the engine display device corresponding to each train. includes;

Here, the on-site station measuring device calculates a change in the distance between each train when a plurality of trains enter within a set range, and outputs a control signal for each train according to the change in the calculated distance. .

In addition, the central control device sets a plurality of ranges, and sequentially arranges the plurality of set ranges along the line so that adjacent ranges among the set ranges overlap each other by a set distance or more.

In addition, the display device for the engine uses an analysis signal corresponding to the first range and an analysis signal corresponding to the second range when the corresponding train enters an adjacent second range from the first range among the plurality of ranges. and adjusts the control signal received from the central control device or the on-site measurement device according to the result.

At this time, the engine use display device, the analysis signal comparison unit for comparing the analysis signal corresponding to the first range and the analysis signal corresponding to the second range; When it is determined by the analysis signal comparison unit that the analysis signal corresponding to the first range and the analysis signal corresponding to the second range have a difference greater than a set value, the control signal corresponding to the first range and the second range a median value calculating unit that calculates a median value of the control signal corresponding to the range; and a train controller controlling the train with the median value calculated by the median value calculation unit until it is out of the first range.

In addition, when it is determined by the analysis signal comparator that the analysis signal corresponding to the first range and the analysis signal corresponding to the second range have a difference smaller than a set value, the train control unit determines that the train has the second range. From the moment of entering the range, the train can be controlled based on the control signal corresponding to the second range.

In order to achieve the above object, a train operation control method according to an aspect of the present invention measures at least one of a track on which the train entered, speed and acceleration of the train in response to a train entering within a set range. measuring device; an engine display device installed in the train and controlling the train; And transmits and receives data with a plurality of field station measuring devices, and analyzes the location of each train and the distance between each train and the surrounding trains based on the measurement signal received from each of the field station measuring devices. A central control device that generates a control signal for each train in response to the result and transmits the analyzed result and the generated control signal to the on-site station measuring device and the engine display device corresponding to each train. In the train operation control method performed by a train operation control system including;, the central control device sets a plurality of ranges, sequentially arranges the set ranges along a track, and sequentially arranging ranges adjacent to each other among the ranges so that they overlap at least a set distance; The engine display device compares an analysis signal corresponding to the first range and an analysis signal corresponding to the second range when the train enters an adjacent second range from the first range among the plurality of ranges step; When the engine display device determines that the analysis signal corresponding to the first range and the analysis signal corresponding to the second range have a difference greater than a set value, the control signal corresponding to the first range and the second range Calculating a median value of the control signal corresponding to the range; and controlling the train with the calculated median value until the engine use display device deviates from the first range.

Here, the on-site station measuring device calculates a change in the distance between each train when a plurality of trains enter within a set range, and outputs a control signal for each train according to the change in the calculated distance. .

In addition, the engine use display device adjusts the control signal received from the on-site measuring device or the central control device according to the comparison result of the analysis signal corresponding to the first range and the analysis signal corresponding to the second range. .

In addition, in the above-described train operation control method, when the engine display device determines that the analysis signal corresponding to the first range and the analysis signal corresponding to the second range have a difference smaller than a set value, the train The method may further include controlling the train based on a control signal corresponding to the second range from the moment when the train enters the second range.

According to the present invention, an engineer can recognize a situation in front of a running train in real time and take an immediate response according to a change in the situation.

In addition, according to the present invention, even if the driver does not recognize the situation in front of the train, it is possible to control the operation of the train by automatically determining the operation status of the train on the currently running route.

1 is a diagram schematically showing the configuration of an engine train operation information display and control system according to an embodiment of the present invention.
2 is a diagram for explaining an example of setting a range.
FIG. 3 is a diagram schematically showing the configuration of an on-site station measuring device applied to the display and control system for train operation information for use in FIG. 1. Referring to FIG.
4 is a diagram for explaining an example of line switching control.
5 is a diagram illustrating an example of central control of each train based on information received from a plurality of on-site station measurement devices.
6 is a diagram for explaining an example of sequentially displaying train operation information and controlling train operation for an arbitrary train.
7 is a diagram schematically showing the configuration of a display device for engines.
8 is a flowchart illustrating a train control method performed by the on-site station measuring device of FIG. 3 .
9 is a flowchart illustrating a method of displaying and controlling train operation information used by an engine.

Hereinafter, some embodiments of the present invention will be described through exemplary drawings. In describing the reference numerals for the components of each drawing, the same numerals indicate the same components as much as possible, even if they are displayed on different drawings. In addition, in describing an embodiment of the present invention, if it is determined that a detailed description of a related known configuration or function hinders understanding of the embodiment of the present invention, the detailed description will be omitted.

Also, terms such as first, second, A, B, (a), and (b) may be used to describe components of an embodiment of the present invention. These terms are only used to distinguish the component from other components, and the nature, order, or order of the corresponding component is not limited by the term. When an element is described as being “connected,” “coupled to,” or “connected” to another element, the element may be directly connected, coupled, or connected to the other element, but not between the element and the other element. It should be understood that another component may be “connected”, “coupled” or “connected” between elements.

1 is a diagram schematically showing the configuration of an engine train operation information display and control system according to an embodiment of the present invention.

Referring to FIG. 1 , an engine train operation information display and control system according to an embodiment of the present invention includes an on-site station measuring device 100, an engine display device 200, and a central control device 300. At this time, the on-site area measurement device 100, the engine display device 200, and the central control device 300 may be connected to each other through the network 10. Here, the network 10 may include mobile communication networks such as Code Division Multiple Access (CDMA), Wideband CDMA (WCDMA), and Long Term Evolution (LTE) as well as the Internet. In addition, the network 10 is a field area measuring device 100 through various wireless communication methods such as Bluetooth, Infrared Data Association (IrDA), Narrow Band Internet Of Things (NB-IOT), and Long Range (LoRa). , mutual communication between the engine use display device 200 and the central control device 300 may be relayed.

The on-site station measuring device 100 measures at least one of a track on which the train entered, speed and acceleration of the train in response to a train entering within a set range. That is, as shown in FIG. 2, the on-site station measuring device 100, when a train enters within a set range corresponding to a nearby track, identifies the track on which the train entered, It measures the speed and acceleration of the train. At this time, the field station measuring device 100 may repeatedly measure speed, acceleration, etc. until the train leaves the set range at set distance intervals according to the moving direction of the train within the set range.

FIG. 3 is a diagram schematically showing the configuration of an on-site station measuring device applied to the display and control system for train operation information for use in FIG. 1. Referring to FIG.

Referring to FIG. 3, the on-site station measuring device 100 includes a train entry detection unit 102, a train information confirmation unit 104, a train entry detection unit 106, a train speed measurement unit 108, an acceleration measurement unit ( 110), radio signal transmission unit 112, passage information storage unit 114, train information comparison unit 116, control signal output unit 118, front train determination unit 120, train comparison unit 122, It may include a distance change monitoring unit 124, an obstacle determination unit 126, a distance calculation unit 128, a state monitoring unit 130, and an abnormal occurrence determination unit 132.

The train entry detecting unit 102 detects a train entering within a set range. That is, the train entry detecting unit 102 detects a train entering within a set range as described in FIG. 2 with respect to the tracks installed around the field station measuring device 100. In this case, when a plurality of tracks are installed around the on-site station measuring device 100, the train entry detection unit 102 is preferably installed corresponding to each track. In addition, the train entry detection unit 102 may detect a train entering within the set range by using a weight sensor installed at an initial part of the set range to detect a weight greater than or equal to the set value. However, a method for detecting the entry of a train within a set range by the train entry detecting unit 102 is not limited to the described method, and various modified methods may be used to detect an entering train.

The train information checking unit 104 checks at least one of the identification information of the train detected by the train entry detecting unit 102, the entered track, and the entered time. At this time, the train information confirmation unit 104 includes a camera, and when a train is detected by the train entry detection unit 102, identification information of the detected train may be photographed and checked using the camera. In addition, the train information checking unit 104 determines which train is detected by which train entry detecting unit 102 among a plurality of train entry detecting units 102 installed corresponding to each track, so that the corresponding train has entered. You can check the line. In addition, the train information confirmation unit 104 includes a timer, and by checking the time when the train is detected by the train entry detection unit 102, it is possible to check the arrival time of the train.

The train advance detecting unit 106 detects a train advancing from a set range. At this time, the train entry detection unit 106 may be installed at the end of the range set in correspondence with the track. Also, the train entry detecting unit 106 may detect a train advancing from a set range by using a weight sensor that detects a weight greater than a set value. In this case, the train information checking unit 104 may check at least one of identification information of the train detected by the train entry checking unit 106, an exiting track, and an exiting time.

The train speed measurement unit 108 measures the speed of the train detected by the train entry detection unit 102 within a set range. At this time, the train speed measurement unit 108 may measure the speed of the corresponding train for each distance set at regular intervals with respect to the track.

The acceleration measurement unit 110 measures the acceleration within a set range of the train detected by the train entry control unit 102 . At this time, the acceleration measurement unit 110 may measure the acceleration of the corresponding train at a distance set at regular intervals with respect to the track. In addition, the acceleration measurer 110 may calculate the acceleration by calculating the amount of change in speed per unit time of the corresponding train based on the speed of the corresponding train measured at each predetermined distance by the train speed measurer 108.

The wireless signal transmission unit 112 wirelessly transmits train information including at least one of identification information about the train detected by the train entry detection unit 102, identification information of the entered track, time, speed, and acceleration. . At this time, the wireless signal transmission unit 112 transmits train information wirelessly through the network 10 or transmits train information via Bluetooth, Infrared Data Association (IrDA), Narrow Band Internet Of Things (NB-IOT), and Long Range (LoRa). ) can be used to transmit train information directly.

The passage information storage unit 114 includes identification information about trains scheduled to pass through or stop within a set range for a set period of time, time information about passing or stopping, and information on trains scheduled to pass or stop. Stores train passage information including speed and acceleration.

In general, a train operation plan is set in advance for a specific set period, and the train is operated according to the set operation plan. At this time, the operation plan of the train includes identification information about the train, track information about the route of the corresponding train, time information passing through each station or stopping at each station, and train passing information about speed and acceleration. For example, in the case of a subway operating on line A, identification information of the subway, track information corresponding to line A, time information when the subway passes through each station included in line A or stops at each station, It can include information about speed, acceleration, etc. In this case, a plurality of on-site station measuring devices 100 may be installed for each section set corresponding to the corresponding route A, and the passage information storage unit 114 of each on-site station measuring device 100 is stored for a preset period of time. Range, that is, train passage information about train identification information, track information, time information, speed, acceleration, etc. in the corresponding section may be stored for a train passing through or stopping in the corresponding section.

The train information comparator 116 receives train information transmitted by the radio signal transmission unit 112 and compares the received train information with the train passing information stored in the passing information storage unit 114 . That is, the train information comparator 116 compares the train information detected by the train entry detecting unit 102 and confirmed by the train information checking unit 104 with the train passing information stored in the passing information storage unit 114. Thus, it is determined whether the train is operating normally according to the operation plan.

The control signal output unit 118 outputs a control signal corresponding to at least one of train and track switching according to the result of comparison by the train information comparison unit 116. At this time, the control signal output unit 118 is detected by the train entry detection unit 102, and the train corresponding to the train information confirmed by the train information confirmation unit 104 is stored in the passing information storage unit 114. When it is determined that the train is not operating normally according to the passing information, a control signal for controlling the speed and acceleration of the corresponding train is output or, as shown in FIG. A control signal can be output. In this case, it is preferable that the control signal output unit 118 outputs an emergency signal for notifying that an emergency situation has occurred and then outputs a corresponding train control signal.

Through this, the field station measuring device 100 responds to the control signal of the central control device 300 when it is determined that an emergency situation has occurred in a train that has entered within the set range even though the central control device 300 controls each train. By enabling the train to be controlled first, it is possible to respond quickly according to an emergency occurring in a specific area.

The front train determination unit 120 determines a front train located in front with respect to the traveling direction of the train detected by the train entry detection unit 102 . At this time, the front train determination unit 120 determines whether there is a previously detected train of the train currently detected by the train entry detection unit 102, and if there is a previously detected train, the corresponding train is set. It is determined whether or not it is out of range, and if a train is detected before the currently detected train and it is determined that the previously detected train is still within the set range, the previously detected train is judged as a forward train. can That is, when there are a plurality of trains in the same traveling direction detected by the train entry detecting unit 102 within a set range, the front train determination unit 120 determines a train located in front of the following train as a front train. can

The train comparison unit 122 compares at least one of the speed and acceleration of the front train determined by the front train determination unit 120 with at least one of the speed and acceleration of the train detected by the train entry detection unit 102. do. That is, the train comparator 122 compares at least one of the speeds and accelerations of a subsequent train among a plurality of trains within a set range with at least one of the speeds and accelerations of a train in front of the corresponding train.

The distance change monitoring unit 124 determines the distance between the train detected by the train entry detection unit 102 and the front train determined by the front train determination unit 120 based on the value compared by the train comparison unit 122. Monitor distance changes. At this time, the distance change monitoring unit 124 uses train passage information including at least one of time, speed, and acceleration for each set period of the front train stored in the passing information storage unit 114 and the train entry detection unit 102. The distance between two trains according to the train operation schedule based on train passage information including at least one of time, speed, and acceleration for each set period of the corresponding train stored in the passing information storage unit 114 corresponding to the detected train. change can be calculated. In addition, the distance change monitoring unit 124 includes train information including at least one of time, speed, and acceleration measured for each period set for the front train determined by the front train determination unit 120, and a train entry detection unit ( 102), based on train information including at least one of time, speed, and acceleration measured for each period set for the train detected, a change in distance between two actually running trains may be calculated.

In this case, the control signal output unit 118 outputs a control signal for the train detected by the train entry detection unit 102 in response to the distance change monitored by the distance change monitoring unit 124 . For example, the control signal output unit 118 outputs the next train when the actual distance change between the next train and the front train is greater than a set ratio compared to the distance change between the next train and the front train according to the train operation schedule. It is possible to control the speed or acceleration of the train or to output a control signal for switching the track of the next train. At this time, it is preferable that the control signal output unit 118 outputs an emergency signal for notifying that an emergency has occurred and then outputs a corresponding train control signal.

The obstacle determining unit 126 determines whether or not an obstacle is generated on the front track in the traveling direction of the train detected by the train entry detecting unit 102 . At this time, when a train is detected by the train entry detection unit 102, the obstacle determination unit 126 determines whether an obstacle has occurred in the forward direction using a plurality of cameras installed at set intervals along the corresponding track. can do.

When an obstacle is determined by the obstacle determining unit 126, the distance calculation unit 128 calculates the distance from the train detected by the train entry detecting unit 102 to the determined obstacle. That is, the distance budgeting unit 128 analyzes the position of the determined obstacle when an obstacle is determined by the obstacle determination unit 126, and detects the location of the obstacle and the train detected by the train entry detection unit 102. The distance between points can be calculated. In this case, the position of the obstacle may be analyzed based on the position of the obstacle determining unit 126 where the obstacle is detected.

In this case, the control signal output unit 118 controls the speed and acceleration of the train detected by the train entry detection unit 102 based on the distance calculated by the distance calculation unit 128 or controls for switching tracks. signal can be output. At this time, the control signal output unit 118 sends a control signal to decelerate the train based on the distance calculated by the distance calculator 128 and the speed or acceleration of the train detected by the train entry detecting unit 102. can be printed out. At this time, it is preferable that the control signal output unit 118 outputs an emergency signal for notifying that an emergency has occurred and then outputs a corresponding train control signal. Through this, the control signal output unit 118 prevents sudden sudden braking of the train due to obstacles occurring in the train's traveling direction, and can optimally respond to the obstacles.

The condition monitoring unit 130 monitors the condition of the track and surrounding conditions with respect to the traveling direction of the train detected by the train entry detection unit 102 . At this time, the condition monitoring unit 130 may periodically photograph the condition of the track and its surroundings in the traveling direction of the train detected by the train entry detector 102 using cameras installed at set intervals along the track. .

The abnormality determination unit 132 determines whether or not an abnormality has occurred with respect to the state of the line monitored by the state monitoring unit 130 or the state around the line. At this time, the abnormality determination unit 132 stores the image of the line and its vicinity in a normal state, and compares the periodically photographed image of the line and its vicinity with the image in the normal state, such as bending, twisting, disconnection, etc. It is possible to automatically determine whether or not an error has occurred, or to automatically determine whether a ground collapse or a landslide has occurred or is likely to occur in a vicinity of a track even if there is no abnormality in the line. A known method may be used as a method for the anomaly determination unit 132 to determine whether an anomaly has occurred with respect to the line or a state around the line based on the image comparison method, and a detailed description thereof will be omitted here. In this case, the control signal output unit 118, when it is determined by the abnormal occurrence determination unit 132 that an abnormality has occurred in the state of the track or the state around the track, determines whether or not an abnormality has occurred in the train entry detecting unit 102. outputs a control signal. At this time, it is preferable that the control signal output unit 118 outputs an emergency signal for notifying that an emergency has occurred and then outputs a corresponding train control signal. Through this, the control signal output unit 118, when it is determined by the abnormality determination unit 132 that an abnormality has occurred in the state of the track or the state around the track, controls the speed of the train to decelerate or switch the track, thereby causing an accident. occurrence can be prevented in advance.

On the other hand, the control signal output unit 118, as described below, the ranges set by the central control device 300 are sequentially arranged along the line, and the field area measuring device 100 corresponds to each set range. When is installed, the analysis signal corresponding to the previous field area measurement device 100 for the area where the range corresponding to the previous field area measurement device 100 and the range corresponding to the current field area measurement device 100 overlap It can be compared with the analysis signal corresponding to the current on-site measuring device 100. At this time, the analysis signal may be received from the central control device 300 described below.

In this case, the control signal output unit 118 determines that the analysis signal corresponding to the previous field area measurement device 100 and the analysis signal corresponding to the current field area measurement device 100 have a difference greater than the set value. , it can calculate the median value and output to control the train with the calculated median value. In addition, the control signal output unit 118 determines that the difference between the analysis signal corresponding to the previous field area measuring device 100 and the current field area measuring device 100 is smaller than the set value. , A control signal can be output to control the train according to the current control signal from the moment it enters the setting range corresponding to the current field station measuring device 100.

Referring back to FIG. 1, the engine display device 200 is installed in the train and displays train information received from the on-site station measuring device 100 or the central control device 300 so that the driver can recognize it. to control At this time, the engine display device 200 may include a communication device (not shown) for wirelessly transmitting and receiving data with the field area measurement device 100 or the central control device 300. In addition, the engine display device 200 controls the train according to the control signal received from the central control device 300 when an emergency signal is not received from the field station measuring device 100 in advance, and the field station measuring device When an emergency signal is received from 100, the train can be controlled according to a control signal received from the field station measuring device 100.

The central control device 300 transmits and receives data with a plurality of field station measurement devices 100, and based on the measurement signals received from each field station measurement device 100, the location of each train and each train and its surroundings. Analyze the distance between the trains of For example, as shown in FIG. 5, the central control device 300, from the field station measuring device 100 installed in the field station of various tracks, tracks for trains entering the set range of the corresponding field station, It receives measurement signals such as speed and acceleration, and can analyze the distance between each train and its surrounding trains based on the received measurement signals.

At this time, the central control device 300 receives train identification information from each field station measuring device 100 according to the number of trains entering the set range around each field station measuring device 100, the field station measuring device ( 100) and measurement signals corresponding to each train.

In addition, the central control device 300 analyzes the distance between each train and its surrounding trains based on the measurement signal received from the on-site station measuring device 100, and measures the distance between each train in response to the analyzed result. generate control signals. At this time, the central control device 300 transmits the analysis signal and control signal for each train to the engine display device 200 of the train 20 and the field corresponding to the set range into which the train 20 entered. It can be transmitted to the station measuring device 100. In this case, it is preferable that the engine display device 200 basically controls the train 20 based on the analysis signal and the control signal received from the central control device 300 .

Meanwhile, as shown in FIG. 6 , the central control device 300 may set a plurality of ranges for an arbitrary line and sequentially arrange the set ranges along the corresponding line. At this time, it is preferable that the central control device 300 sequentially arrange each of the set ranges so that adjacent ranges overlap each other by a set distance or more. In addition, it is preferable that the central control device 300 installs an on-site area measuring device 100 for managing and controlling each set range in correspondence to each set range.

As shown in FIG. 6, the engine display device 200 provides an analysis signal corresponding to the first range and a second range when the corresponding train 20 enters the adjacent second range from the first range among the plurality of ranges, as shown in FIG. Analysis signals corresponding to the two ranges may be compared, and control signals received from the central control device 300 may be adjusted according to the result. That is, the engine display device 200 basically controls the train 20 by receiving a control signal for the train 20 from the central control device 300. In this case, the control signal received from the central control device 300 may be less accurate. In order to prevent such a problem, the engine display device 200 compares the analysis signal corresponding to the first range and the analysis signal corresponding to the second range received from the central control unit 300 with each other, and the analysis result Based on, it is possible to adjust the control signal received from the central control device 300 by itself. At this time, the engine display device 200 basically controls the train 20 according to the control signal received from the central control device 300, and after the emergency signal is received from the field station measuring device 100, the control signal If received, the train 20 is controlled according to the control signal received from the field station measuring device 100, and even if the emergency signal and control signal are not received from the field station measuring device 100, it is judged to be an emergency situation by itself In this case, the train 200 may be controlled by adjusting the control signal received from the central control device 300 .

7 is a diagram schematically showing the configuration of a display device 200 for engines.

Referring to FIG. 7 , the engine display device 200 may include an analysis signal comparison unit 202, a median value calculation unit 206, and a train control unit 206.

The analysis signal comparator 202 compares the analysis signal corresponding to the first range with the analysis signal corresponding to the second range. That is, the analysis signal comparator 202 enters the second range in a direction deviating from the first range among a plurality of sequentially arranged set ranges, and in the area where the first range and the second range overlap, the on-site When both the analysis signal corresponding to the first range and the analysis signal corresponding to the second range are received from the station measuring device 100 or the central control unit 300, the analysis signal corresponding to the first range and the analysis signal corresponding to the second range Corresponding analysis signals are compared.

The median value calculation unit 204 corresponds to the first range when it is determined by the analysis signal comparison unit 202 that the analysis signal corresponding to the first range and the analysis signal corresponding to the second range have a difference greater than or equal to a set value. A median value of the control signal corresponding to the second range and the control signal corresponding to the second range is calculated. For example, a control signal for controlling the speed of the train 20 to 100 km/h based on the analysis signal corresponding to the first range is received from the central control unit 300, and the analysis signal corresponds to the second range. When a control signal for controlling the speed of the train 20 to 200 km/h is received based on , and the interval between the analysis signal corresponding to the first range and the analysis signal corresponding to the second range is greater than or equal to the set value, the median value The calculation unit 204 may calculate a speed value of 150 km/h, which is an intermediate value between the control signal corresponding to the first range and the control signal corresponding to the second range.

When it is determined by the analysis signal comparator 202 that the analysis signal corresponding to the first range and the analysis signal corresponding to the second range have a difference greater than a set value, the train control unit 206 determines that the difference between the analysis signal corresponding to the first range and the second range is exceeded until the first range is exceeded. The train 20 may be controlled with the median value calculated by the median value calculation unit 204 .

At this time, if it is determined by the analysis signal comparator 202 that the analysis signal corresponding to the first range and the analysis signal corresponding to the second range have a difference smaller than the set value, the train control unit 206 determines the train 20 It is preferable to control the train 20 based on a control signal corresponding to the second range from the moment when ? enters the second range.

8 is a flowchart illustrating a train control method performed by a field station measuring device.

The on-site station measuring device 100 includes identification information about trains scheduled to pass through or stop within a set range for a set period of time, time information about passing or stopping, and information on trains scheduled to pass or stop. Train passing information including speed and acceleration is stored (S102).

In general, a train operation plan is set in advance for a specific set period, and the train is operated according to the set operation plan. At this time, the operation plan of the train includes identification information about the train, track information about the route of the corresponding train, time information passing through each station or stopping at each station, and train passing information about speed and acceleration. For example, in the case of a subway operating on line A, identification information of the subway, track information corresponding to line A, time information when the subway passes through each station included in line A or stops at each station, It can include information about speed, acceleration, etc. In this case, a plurality of on-site station measuring devices 100 may be installed for each section set corresponding to the corresponding route A, and each on-site station measuring device 100 passes through a preset range, that is, a corresponding section during a set period. For a train that stops or stops, train passage information about train identification information, track information, time information, speed, acceleration, etc. in the corresponding section can be stored.

The field station measuring device 100 detects a train entering within a set range (S104). That is, the on-site station measuring device 100 detects a train entering within a set range with respect to a track installed in the vicinity. At this time, when there are a plurality of lines installed around the site, it is preferable that the field area measuring device 100 is installed corresponding to each line. In addition, the field station measuring device 100 may detect a train entering within the set range by using a weight sensor installed in the initial part of the set range to detect a weight greater than or equal to the set value. However, the method for detecting the entry of a train within a set range by the on-site station measuring device 100 is not limited to the described method, and may detect an entering train using various modified methods.

The on-site station measuring device 100 checks at least one of the identification information of the detected train, the entered track, and the entered time (S106). At this time, the field station measuring device 100 includes a camera, and when a train entering within a set range is detected, identification information of the detected train may be photographed and confirmed using the camera. In addition, the field station measuring device 100 may determine which track a train is detected in corresponding to each track. In addition, the on-site station measuring device 100 includes a timer, and can check the entry time of the train by checking the time when the train is detected.

The on-site station measuring device 100 may detect a train advancing from a set range. At this time, the field area measurement device 100 may be installed at the end of the range set in correspondence with the line. In addition, the field station measuring device 100 may detect a train advancing from a set range by using a weight sensor that detects a weight greater than a set value. Even in this case, the on-site station measuring device 100 may check at least one of identification information of a train whose departure is sensed from a set range, an exiting track, and an exiting time.

The on-site station measuring device 100 measures at least one of speed and acceleration within a set range for a train detected to enter within a set range. At this time, the on-site station measuring device 100 may measure the speed of the corresponding train at each distance set at regular intervals with respect to the track. In addition, the on-site station measuring device 100 may calculate acceleration by calculating a change in speed per unit time of the corresponding train based on the speed of the corresponding train measured at each predetermined distance.

The on-site station measuring device 100 wirelessly transmits train information including at least one of identification information of the train whose entry is sensed, identification information of the entered track, time, speed, and acceleration (S110). At this time, the field station measuring device 100 transmits train information wirelessly through the network 10 or uses Bluetooth, Infrared Data Association (IrDA), Narrow Band Internet Of Things (NB-IOT), Long Range (LoRa) ) can be used to transmit train information directly. At this time, the field station measuring device 100 may transmit train information collected through each sensor to a train corresponding to the corresponding train information or to the central control device 300 .

The field station measuring device 100 wirelessly receives train information collected by each sensor, and compares the received train information with stored train passing information (S112). That is, the field station measurement device 100 stores train information including measurement signals such as speed and acceleration measured for a train detected entering within a set range, and identification information confirmed for the corresponding train, as well as train passage information. , and it is determined whether the corresponding train is operating normally according to the operation plan.

The on-site station measuring device 100 determines the front train located in front with respect to the traveling direction of the train in which entry into the set range is detected (S114). At this time, the field station measuring device 100 determines whether there is a previously detected train in the currently detected train, and if there is a previously detected train, determines whether the corresponding train is out of the set range, , If a train is detected prior to the currently detected train and it is determined that the previously detected train is still within a set range, the previously detected train may be determined as a preceding train. That is, when a plurality of trains in the same traveling direction are detected within a set range of the on-site station measuring device 100, a train located in front of a following train may be determined as a front train.

The on-site station measuring device 100 compares at least one of the speed and acceleration of the front train to be determined and at least one of the speed and acceleration of the currently sensed train (S116). That is, the on-site station measuring device 100 compares at least one of the speed and acceleration of a subsequent train among a plurality of trains within a set range with at least one of the speed and acceleration of a train in front of the corresponding train.

The on-site station measuring device 100 monitors a change in distance between a train for which current entry is sensed and a front train based on the compared value. At this time, the on-site station measuring device 100 stores train passage information including at least one of the time, speed, and acceleration for each set period of the front train, the set time for each period of the corresponding train stored in correspondence with the train in which entry is detected, A change in distance between two trains according to a train operation schedule may be calculated based on train passage information including at least one of speed and acceleration. In addition, the field station measuring device 100 includes train information including at least one of time, speed, and acceleration measured for each period set for the front train, and time, speed, and acceleration measured for each period set for the currently detected train. Based on train information including at least one of the above, a change in distance between two trains actually running may be calculated.

In this case, the field station measuring device 100 may output a control signal for the currently sensed train in response to the calculated distance change. For example, the on-site station measuring device 100 compares the actual distance change between the subsequent train and the front train to a set ratio or more compared to the distance change between the next train and the front train according to the train operation schedule. It is possible to control the speed or acceleration of the train or to output a control signal for switching the track of the next train. At this time, it is preferable that the on-site station measuring device 100 outputs an emergency signal for notifying that an emergency situation has occurred and then outputs a corresponding train control signal.

The on-site station measuring device 100 determines whether or not an obstacle is generated on the front track with respect to the traveling direction of the train in which entry within the set range is detected (S118). At this time, when a train is detected, the field station measuring device 100 may determine whether an obstacle has occurred in the forward direction by using a plurality of cameras installed at set intervals along the corresponding track.

When an obstacle is determined, the on-site station measuring device 100 calculates the distance from the train for which entry is sensed to the determined obstacle (S120). That is, when an obstacle is determined, the field station measuring device 100 may analyze the position of the determined obstacle and calculate the distance between the position of the obstacle to be analyzed and the point where the train is detected. In this case, the location of the obstacle may be analyzed based on a preset camera location value.

In this case, the on-site station measuring device 100 may control the speed and acceleration of a train whose entry is sensed based on the calculated distance or output a control signal for switching tracks. At this time, the field station measuring device 100 may output a control signal to control the deceleration of the train based on the calculated distance and the speed or acceleration of the train at which entry is sensed. At this time, it is preferable that the on-site station measuring device 100 outputs an emergency signal for notifying that an emergency situation has occurred and then outputs a corresponding train control signal. Through this, the on-site station measuring device 100 prevents sudden sudden braking of the train due to obstacles occurring in the train's traveling direction, and can optimally respond to the obstacles.

The on-site station measuring device 100 monitors the condition of the track and the surrounding conditions with respect to the traveling direction of the train in which entry is detected (S122). At this time, the on-site station measuring device 100 may periodically photograph the condition of the track and its surroundings in the traveling direction of the train in which entry is detected using cameras installed at set intervals along the track.

The on-site area measuring device 100 determines whether an abnormality has occurred with respect to the state of the track being monitored or the state around the track (S124). At this time, the field area measuring device 100 stores images of the tracks and their surroundings in a normal state, and compares images of the tracks and their surroundings that are periodically photographed with images in the normal state, such as bending, twisting, disconnection, etc. It is possible to automatically determine whether or not an error has occurred, or to automatically determine whether a ground collapse or a landslide has occurred or is likely to occur in a vicinity of a track even if there is no abnormality in the line. A known method may be used as a method for the on-site area measurement device 100 to determine whether or not an abnormality has occurred with respect to a line or a state around the line based on the image comparison method, and a detailed description thereof will be omitted here.

When it is determined that an abnormality has occurred in the state of the track or the state around the track, the on-site station measuring device 100 outputs a control signal for the train in which entry is detected (S126). At this time, it is preferable that the on-site station measuring device 100 outputs an emergency signal for notifying that an emergency situation has occurred and then outputs a corresponding train control signal. Through this, if it is determined that an abnormality has occurred in the state of the track or the state around the track, the on-site station measuring device 100 can prevent the occurrence of an accident in advance by controlling the speed of the train or switching the track. .

On the other hand, in the field area measurement device 100, when the ranges set by the central control device 300 are sequentially arranged along the line and a plurality of field area measurement devices 100 are installed corresponding to each set range, the previous The analysis signal corresponding to the previous field area measuring device 100 and the current field area for the area where the range corresponding to the field area measuring device 100 of and the range corresponding to the current field area measuring device 100 overlap. Analysis signals corresponding to the measurement device 100 may be compared. At this time, the analysis signal may be received from the central control device 300.

In this case, if the field area measurement device 100 determines that the analysis signal corresponding to the previous field area measurement device 100 and the analysis signal corresponding to the current field area measurement device 100 have a difference greater than a set value, , it can calculate the median value and output to control the train with the calculated median value.

In addition, if the local area measurement device 100 determines that the analysis signal corresponding to the previous field area measurement device 100 and the analysis signal corresponding to the current field area measurement device 100 have a difference smaller than the set value, , A control signal can be output to control the train according to the current control signal from the moment it enters the setting range corresponding to the current field station measuring device 100.

Through this, the field station measuring device 100 responds to the control signal of the central control device 300 when it is determined that an emergency situation has occurred in a train that has entered within the set range even though the central control device 300 controls each train. By enabling the train to be controlled first, it is possible to respond quickly according to an emergency occurring in a specific area.

9 is a flowchart illustrating a method of displaying and controlling train operation information used by an engine.

The central control device 300 may set a plurality of ranges for an arbitrary line and sequentially arrange the set ranges along the corresponding line (S202). At this time, it is preferable that the central control device 300 sequentially arrange each of the set ranges so that adjacent ranges overlap each other by a set distance or more. In addition, it is preferable that the central control device 300 installs an on-site area measuring device 100 for managing and controlling each set range in correspondence to each set range.

The central control device 300 transmits and receives data with a plurality of field station measurement devices 100, and based on the measurement signals received from each field station measurement device 100, the location of each train and each train and its surroundings. Analyze the distance between the trains of For example, the central control device 300 receives measurement signals, such as tracks, speeds, and accelerations, for trains that have entered within a set range of corresponding field stations from the field station measuring device 100 installed at field stations of various tracks. receiving and analyzing the distance between each train and its surrounding trains based on the received measurement signal.

At this time, the central control device 300 receives train identification information from each field station measuring device 100 according to the number of trains entering the set range around each field station measuring device 100, the field station measuring device ( 100) and measurement signals corresponding to each train.

In addition, the central control device 300 analyzes the distance between each train and its surrounding trains based on the measurement signal received from the on-site station measuring device 100, and measures the distance between each train in response to the analyzed result. generate control signals. At this time, the central control device 300 transmits the analysis signal and control signal for each train to the engine display device 200 of the train 20 and the field corresponding to the set range into which the train 20 entered. It can be transmitted to the station measuring device 100. In this case, it is preferable that the engine display device 200 basically controls the train 20 based on the analysis signal and the control signal received from the central control device 300 .

When the corresponding train 20 enters an adjacent second range from a first range among a plurality of ranges, the engine display device 200 generates an analysis signal corresponding to the first range and an analysis signal corresponding to the second range. can be compared (b204). That is, the engine display device 200 basically controls the train 20 by receiving a control signal for the train 20 from the central control device 300. In this case, the control signal received from the central control device 300 may be less accurate. In order to prevent such a problem, the engine display device 200 may compare the analysis signal corresponding to the first range and the analysis signal corresponding to the second range received from the central control unit 300 with each other.

At this time, the engine display device 200 basically controls the train 20 according to the control signal received from the central control device 300, and after the emergency signal is received from the field station measuring device 100, the control signal If received, the train 20 is controlled according to the control signal received from the field station measuring device 100, and even if the emergency signal and control signal are not received from the field station measuring device 100, it is judged to be an emergency situation by itself In this case, the train 200 may be controlled by adjusting the control signal received from the central control device 300 .

Preferably, the engine use display device 200 is configured to control the control signal corresponding to the first range and the second range when the analysis signal corresponding to the first range and the analysis signal corresponding to the second range have a difference greater than a set value. It is possible to calculate the median value of the control signal corresponding to (S208).

In addition, the engine display device 200 may select a control signal corresponding to the second range when a difference between the analysis signal corresponding to the first range and the analysis signal corresponding to the second range is smaller than a set value ( S210).

In this case, the engine display device 200 controls the corresponding train 20 using the control signal corresponding to the middle value of the calculated control signal or the selected second range (S212).

Embodiments according to the present invention have been described above, but these are merely examples, and those skilled in the art will understand that various modifications and embodiments of equivalent range are possible therefrom. Therefore, the protection scope of the present invention should be defined by the following claims as well as those equivalent thereto.

Claims (4)

In response to a train entering within a set range, an on-site station measuring device for measuring at least one of a track on which the train has entered and a speed and acceleration of the train;
an engine display device installed in the train and controlling the train; and
It transmits and receives data with a plurality of field station measuring devices, analyzes the location of each train and the distance between each train and the surrounding trains based on the measurement signals received from each of the field station measuring devices, and analyzes the analyzed A central control unit that generates a control signal for each train in response to the result and transmits the analyzed result and the generated control signal to the on-site station measuring device and the engine display device corresponding to each train;
Including,
The field station measuring device calculates a change in the distance between each train when a plurality of trains enter within a set range, and outputs a control signal for each train according to the change in the calculated distance,
The central control device sets a plurality of ranges, and arranges the plurality of set ranges sequentially along the line, sequentially arranging so that adjacent ranges among the set ranges overlap with each other by a set distance or more,
The engine display device compares an analysis signal corresponding to the first range and an analysis signal corresponding to the second range when the corresponding train enters an adjacent second range from the first range among the plurality of ranges. and adjusts the control signal received from the central control unit or the on-site measurement device according to the result, and the engine use display device,
an analysis signal comparison unit that compares an analysis signal corresponding to the first range with an analysis signal corresponding to the second range;
When it is determined by the analysis signal comparison unit that the analysis signal corresponding to the first range and the analysis signal corresponding to the second range have a difference greater than a set value, the control signal corresponding to the first range and the second range a median value calculating unit that calculates a median value of the control signal corresponding to the range; and
a train controller controlling the train with the median value calculated by the median value calculation unit until the train is out of the first range;
A train operation control system comprising a. According to claim 1,
When it is determined by the analysis signal comparator that the analysis signal corresponding to the first range and the analysis signal corresponding to the second range have a difference smaller than a set value, the train control unit determines that the train is in the second range. The train operation control system characterized in that the train is controlled based on the control signal corresponding to the second range from the moment it enters. In response to a train entering within a set range, an on-site station measuring device for measuring at least one of a track on which the train has entered and a speed and acceleration of the train; an engine display device installed in the train and controlling the train; And transmits and receives data with a plurality of field station measuring devices, and analyzes the location of each train and the distance between each train and the surrounding trains based on the measurement signal received from each of the field station measuring devices. A central control device that generates a control signal for each train in response to the result and transmits the analyzed result and the generated control signal to the on-site station measuring device and the engine display device corresponding to each train. In the train operation control method performed by the train operation control system including;
Setting, by the central control unit, a plurality of ranges, and sequentially arranging the set ranges along a line, sequentially arranging adjacent ranges among the set ranges to overlap at least a set distance;
The engine display device compares an analysis signal corresponding to the first range and an analysis signal corresponding to the second range when the train enters an adjacent second range from the first range among the plurality of ranges step;
When the engine display device determines that the analysis signal corresponding to the first range and the analysis signal corresponding to the second range have a difference greater than a set value, the control signal corresponding to the first range and the second range Calculating a median value of the control signal corresponding to the range; and
controlling the train with the calculated median value until the engine use display device deviates from the first range;
Including,
The field station measuring device calculates a change in the distance between each train when a plurality of trains enter within a set range, and outputs a control signal for each train according to the change in the calculated distance,
The engine use display device adjusts a control signal received from the field measurement device or the central control device according to a comparison result of the analysis signal corresponding to the first range and the analysis signal corresponding to the second range. Train operation control method to be. According to claim 3,
When the engine display device determines that the analysis signal corresponding to the first range and the analysis signal corresponding to the second range have a difference smaller than a set value, from the moment the train enters the second range controlling the train based on a control signal corresponding to the second range;
A train operation control method characterized in that it further comprises.

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