WO2005002944A1 - Atps for controlling train using data communication - Google Patents

Atps for controlling train using data communication Download PDF

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Publication number
WO2005002944A1
WO2005002944A1 PCT/KR2004/001642 KR2004001642W WO2005002944A1 WO 2005002944 A1 WO2005002944 A1 WO 2005002944A1 KR 2004001642 W KR2004001642 W KR 2004001642W WO 2005002944 A1 WO2005002944 A1 WO 2005002944A1
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WO
WIPO (PCT)
Prior art keywords
information
speed
ground
train
balise
Prior art date
Application number
PCT/KR2004/001642
Other languages
French (fr)
Inventor
Bong-Taek Kim
Original Assignee
Shalom Engineering Co., Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to KR10-2003-0044620 priority Critical
Priority to KR1020030044620A priority patent/KR100402348B1/en
Application filed by Shalom Engineering Co., Ltd filed Critical Shalom Engineering Co., Ltd
Publication of WO2005002944A1 publication Critical patent/WO2005002944A1/en

Links

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00Central traffic control systems ; Track-side control or specific communication systems
    • B61L27/0038Track-side control of safe travel of vehicle or vehicle train, e.g. braking curve calculation
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L3/00Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal
    • B61L3/02Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
    • B61L3/08Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
    • B61L3/12Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
    • B61L3/121Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B61RAILWAYS
    • B61LGUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L2205/00Communication or navigation systems for railway traffic
    • B61L2205/04Satellite based navigation systems, e.g. GPS

Abstract

The present invention relates to an automatic train protection stop (ATPS) device. The ATPS of the present invention is provided with both the functions of an automatic train protection (ATP) and an automatic train stop (ATS) by adding a K-Balise, on the ground, which is capable of transmitting ground information using a small air-gap data communication, and a ground information memory pack on a train. The present invention includes an on-board equipment including a main device, an on-board antenna, a speed detector connected to a shaft of wheel, an operation switch, a train controller, and a communication module; and a ground equipment including an ATS beacon connected to a track occupancy detection device, a K-Balise using data communication, and a program part for inputting ground information data to the K-Balise. According to the present invention, it is possible to implement the high-speed data communication and to secure the security and reliability by operating in an available distance in electric source free scheme. Also, it has advantages of self-testing and operation recoding and maintaining functions and the improvement of the stability by protecting the no reaction and malfunctioning.

Description

[Specification] [Title of the invention]

ATPS FOR CONTROLLING TRAIN USING DATA COMMUNICATION [Technical Field]

The present invention relates to an automatic train protection stop (ATPS) device.

Particularly, the present invention relates to the ATPS having both the functions of an

automatic train protection (ATP) and an automatic train stop (ATS) by adding a K-Balise,

on the ground, which is capable of transmitting ground information using a small air-gap

data communication and a ground information memory pack on a train.

[Background Art]

Typically, a device transmitting ground information for an automatic train stop is

called Balise. The Balise is a device for transmitting, using data communication, ground

information such as ground operation conditions, distance and position of the beacon,

and a target speed from a ground equipment to an on-board equipment.

The K-Balise adapted to the present invention as a part of the current ATP is a

Balise integrating a beacon, a tag (Transponder or Loop Coil), card or terminal.

Particularly, it includes a Euro Balise and is called as K-Balise in the present invention.

There have been many problems in the conventional railroad section such as

bottleneck problem and safety accident caused by increase of the railroad capacitance

and running speed. Thus, it is required to shorten the operation time, provide operation

information, and secure the safety operation as an auxiliary function. When the - i - conventional railroad is improved so as to be operated in high speed, it is required to

develop an automatic train protection stop device capable of operating at over 200 Km/h.

Especially, it is required to control the distance-to-go by providing the ground

information for securing reliability and to introduce a communication method for securing

the reliable communication in small air gap space.

Typically, the conventional communication method performed by occupying

space uses a propagation characteristic of the electromagnetic wave. It is advantageous

for long propagation distance, but does not guarantee the reliability and the security.

Recently, a communication method adapted to the cards utilizes the narrow

space data communication. However, this communication method has very low

communication speed such that it is difficult to utilize for a high speed mobile such as

train.

Especially, there is a shortcoming in that a bandwidth of the ATS, which is widely

spread for the national railroad signal system, has very low communication speed.

In the meantime, the communication method utilized for obtaining information for

analyzing the absolute position in railroad signal control requires high data rate and high

reliability and security.

The narrow space data communication is mainly used for point-to-point data

communication required the security and reliability in comparison with the long distance

broad area communication using the free space propagation.

The narrow space communication used for RF-ID includes a main device

(reader) for providing energy and collecting data and a Balise for being provided by the energy and carrier and transmitting the retained data.

[Disclosure of Invention] [Problem to be solved]

The conventional narrow space communication has drawbacks in that the

communication speed and distance is dependant on the using frequency, especially, the

communication speed is very low at a low frequency.

Even though the transponder, Balise, or tag adapted to the ATP for controlling

the train requires the high reliability and security, they do not show the enough

performance in the communication speed, reliability, and security in the conventional

ATS frequency bandwidth.

Also, the communication speed is limited even with the RF-ID, such that it is

limited for using with the applications requiring massive data processing. Accordingly,

the conventional technique is limited to be used with the Balise requiring high reliability

and security. [Technical Solution]

In order to achieve the above objects, the present invention provides a ATPS

having both the ATP and ATS functions by installing the K-Balise on the ground

equipment for transferring the ground information using the data communication method

and adding a ground information memory pack on the train. Particularly, an informational

ATS is implemented by adding a data communication to the ATS frequency self-reaction

concept for the purpose of providing a limit speed and distance-to-go. Also, the present invention has the functions of providing the on-board operation

information, adding auxiliary operation, self-testing the system before running, and

storing the operation records.

[Useful Effect]

According to the present invention, it is possible to implement the ATP and ATS

functions using the data communication method. Especially, the on-board equipment of

the ATP system directs the operation limit speed, reduce the operation speed below the

limit speed or activates emergency brake when the operation speed exceeds the limit

speed, and then releases the constant brake or brake mode when the speed is

recovered to be lower than the limit speed. The ATPS of the present invention has a

function providing the on-board operation information and an auxiliary operation function,

a self-testing function for testing the system before the train starting, and a storage

function for recording and maintaining the operation records so as to efficiently perform

the speed control per tract section according to the ATS frequency.

Since the ATPS of the present invention utilizes an electric source-free data

communication method, it is possible to secure the high security and reliability during the

high-speed communication in every frequency bandwidths.

Also, in the present invention it is possible to increase the utilization of the rail by

increasing the efficiency of the distance-to-go control with the ground information, and

furthermore to increase the stability and accuracy of the train control by checking the

positions of the train in various view points using the beacon, K-Balise, speed detector, or/and GPS receiver. Particularly, it is possible to transmitting the massive data by

selecting the frequencies according to the amount of the information and to improve the

stability by protecting the no reaction and malfunctioning.

[Brief Description of the Drawings]

FIG. 1 is a block diagram illustrating the ATPS device according to the present

invention;

FIG. 2 is a conceptual view for illustrating a narrow space data communication

system;

FIG. 3 is a drawing for illustrating the target distance controller of a main device

of the present invention;

FIG. 4 is a conceptual view illustrating the control system of K-Balise; and

FIG. 5 is a graph showing curves for illustrating the operation controls of the

conventional ATS and ATPS. [Best mode for Carrying Out the Invention]

Main technical structure is characterized by an on-board equipment including a

main device having a plurality of circuits for implementing an ATS function and an ATP

function, an on-board antenna integrated with a on-board coil and an oscillator, a rotary

type speed detector connected to a shaft of wheel, an operation information displayer

providing speed information, ground information, and operation information, a operation

switch for selecting an operation mode, a train controller for controlling a brake of the

train, and a communication module for transmitting on-board information and ground information to an central control system and receiving radio commands from the central

control system; and a ground equipment including a K-Balise for transferring the ground

information using an ATS member connected to a track occupancy detector through

narrow space data commμnication, and a program part for inputting ground information

data to the K-Balise.

[Preferred Embodiments of the Invention]

The present invention will be described hereinafter with reference to the

accompanying drawings.

FIG. 1 is a drawing illustrating the ATPS device using a data communication

according to the present invention. As shown in FIG. 1 , the ATPS of the present

invention includes an on-board equipment (1) and a ground equipment (10) satisfying an

ATS function and an ATP function.

The on-board device includes a main device (2), an on-board antenna (3), a

speed detector (4), an operation information displayer (5), an operation switch (6), a train

controller (7), and communication module (8).

The ground equipment (10) includes an ATS beacon (11) and K-Balise (12)

connected to a track occupancy detector and a program part for inputting data to the K-

Balise (12).

The main device of the on-board equipment is a device for controlling the speed

of the train and automatically stopping the train and includes a plurality of electric circuits

satisfying the ATS function and the ATP function, the electric circuit devices have respective functions as following.

The speed analyzer (21) transcripts the output of the speed detector (21) into

real speed information so as to constantly provide the speed information.

The dynamic frequency discriminator (22) has a function for discriminating the

resonant frequency generated by the resonance of the ATS beacon (11) and the on¬

board antenna (3).

The target distance controller (23) receives the information on the corresponding

section (current signal information and rail information) when the K-Balise (12) on the

ground and the on-board antenna (3) come close each other and position and moving

distance information of the train so as to constantly calculate and provide the target

distance and speed and the secure operation speed of the train.

The operation controller (24) entirely controls the entire operations and

constantly provides the manipulation information to the system. Also, the operation

controller (24) selects an operation mode, sets a wheel arc, establishes a

communication with an exterior device, and monitors a speed calculation function of the

speed analyzer (21).

The output controller (25) outputs the speed information and the current ATS

information existed in the system and contact point signal for limiting the excessive

speed of the train on the basis of the ATP limit speed.

The electric source converter (26) changes the electric source of the train to the

electric source of the main device.

The GPS receiver (27) provides the position information of the train using the global positioning system (GPS).

The information recording device (28) is a USB card or a flash memory card

including a memory means of flash memory, a controller for controlling the data input

and output, and a connection means of USB; and is readable/writable of the fixed

information and variable information of the corresponding section on the ground,

exchangeable of the information on and off, and facilitates the information exchange.

The information-recording device (28) records the fixed information and variable

information of the corresponding sections on the ground and constantly provides the

information to the system.

Here, the fixed information of the ground information is the data such as the rail

conditions including the position of the beacon, curve section, gradient section, and the

like, and the data automatically recognized and compensated while the train is running.

And, the variable information of the ground information is the information on the ground,

which varies on and off and is temporary, that is, the data representing the information to

be controlled such as rail working or working area movement information in relation with

avalanche, flood, and the like, that are inputted before the train taking out of the depot.

The interface card (29) receives the internal or intercontinental ground signals

(track circuit signals) so as to process as the information and provides the system with

the information, whereby it allows to exchange the information of the track circuit signal

and enables the international or intercontinental train controls regardless of the signal

standards.

Furthermore, the on-board antenna (3) of the on-board equipment (1) is integrated with the on-board member coil and the oscillator so as to output the frequency

and voltage variation signals according to the resonant frequency of the beacon (11).

Also, the on-board antenna (3) establishes a communication link when it approaches the

K-Balise (12) and receives the ground information of the rail track section which is coded

by the program part (13) from the K-Balise (12).

The speed detector (4) has two devices of rotational speed detector or a Doppler

speed measurement device connected to the shaft of the wheels.

The operation information displayer (5) has a digital or analog type indication

function so as to display the speed information, the ground information, and the required

operation information to the operator, and includes a speed indicator inside. Also, the

operation information displayer (5) includes the voice output alarm device which

provides the operator with the speed information and the ground information of the

corresponding section, in voice, using the GPS receiver (27) and the information

recording device (28). Here, the voice output alarm device checks the current position of

the train using the GPS and then outputs the voice signal by backup of the ground

information (fixed information and variable information) on the corresponding section.

For example, the voice output alarm device outputs the voice information such as "The

current section is the below-150Km/h section" or "The current section is under-working

section" so as to alarm the operator for secure operation.

The operation switch (6) provides functions for selecting an operation mode and

performing a required manipulation.

The train controller (7) is device for controlling the brake system of the train, as a bimetal type contact point output device which is constantly monitored.

The communication module (8) transmits the entire ground information and on¬

board information about the current state of the train to the integral control system

(central monitoring center) and receives the radio command so as to control the train. At

this time, the exchange of the information between the communication module and the

integral control system is carried out through the broadband data communication using

the free space and the urgent command is directly transmitted to the train through the

communication module. Here, the on-board information is the data representing the train

information such as the brake characteristic and operation characteristic which is

interfaced from the Train Information System (TIS) or the Train Control Monitoring

System (TCMS) and is provided after being recorded in the information recording device

or the target distance controller. The on-board information can be utilized as for train

inspection information during the operation of the train.

In the meantime, the ATS beacon (11) of the ground equipment generates the

frequency using the inductive coupling so as to create the speed control information

determined for the track section and provides the ground information by checking the

current position of the train.

The K-Balise (12) is a information transfer device for transmitting the ground

information as the ATS beacon (11) does, such that when the on-board antenna (3)

comes close it establishes the narrow space data communication link, modulates the

information coded and stored by the program part, and transmits the modulated

information to the main device. Here, the K-Balise (12) provides the information for changing the speed index of the train according to the tract section and the information

for controlling the limit speed at each track section in consideration with the brake

characteristic and operation characteristic of the train. Also, the K-Balise provides the

current position information of the train for securely and accurately controlling the train.

Low part of FIG. 1 shows the data transmission procedure of the K-Balise. The

program part (13) includes a notebook computer and the data transmission device so as

to generate and record the data of the K-Balise beacon. The K-Balise (12) is a

transponder using the oscillator output as the energy source rather than a power feeder

and transmits the data recorded by the program part to the train. The ATS beacon (11),

as described above, carries out the ATA function. The communication is performed

between the on-board antenna (3) and ATS beacon (11) or between the on-board

antenna (3) and the K-Balise (12).

In the meantime, the ATPS can be implemented in the following 4 methods.

First, a method for calculating the ground information and distance using the data

by the data transmission of the K-Balise,

Second, a method for detecting the ground information, the running speed, and

the distance using the information stored in the ground memory card or memory pack of

the train,

Third, a method for calculating the ground information and the distance

according to the signal display in the closed section, and

Fourth, a method for calculating the running speed and the distance using the

ground information stored in the memory by the position information provided using the GPS.

The object of the present invention is to provide an ATPS having a data

communication function in frequency adaptive concept of ATS as a combination device

which is capable of improving the functions of the ATS and controlling the target distance

using the narrow space data communication method modified from the RF-ID

communication method.

The method for obtaining the information of the ATPS having the above object

and the contents and function of the information will be explained as following.

To obtain the information of the specific position of the ground on the train which

is running so fast requires high reliability and security. Since the communication method,

which is completely protected from the environmental noise, is not available for using the

space propagation, the inductive coupling type data communication is utilized. For

example, the Balise of Europe, the transponder of Japan, and the general commercial

RF-ID are fixed carrier type such that the main device (reader) transmits the frequency

signal for carrier and the terminal receives the signal to secure the electric power and

modulates the received signal by changing the electric load using a back-scattering

method. Here, these methods have very low modulation rate such that it is difficult to

obtain the high communication speed.

On the other hand, the data communication method used in the present invention

the carrier frequency (constant oscillation condition) is determined according to the

oscillation circuit engaged between the main device (reader) and the terminal, i.e.,

between the on-board antenna and the K-Balise such that the synchronous high speed communication is implemented by securing the electric power from the carrier with the

K-Balise and transmitting the data.

Accordingly, in order to secure both the ATS and ATP functions, the data

communication network is implemented with the frequency band in which the ATS

beacon is used so as to secure the data transmission function of the ATP, such that it is

possible to transmit the massive data by selecting the frequencies according to the

amount of the information, secure the security due to the operation in the available

distance, and provide the ground information without electric source.

That is, in the present invention the on-board antenna integrally constructed with

the on-board member and the oscillator for the ATS is installed on the train and the ATS

beacon and ATS K-Balise are installed so as to simultaneously obtain the ATS and ATP

functions.

In the meantime, the essential information to be transferred from the ground

equipment to the on-board equipment is as following:

The ID or Marker indicating the available beacon, the maximum speed allowable

in the physical environment of the section, the tolerable section speed determined by the

previous train or the operation schedule, the distance to the available section (beacon),

and the data frame error check information.

The above information is structured in one data frame so as to be transferred in

the time at which the on-board antenna passes the beacon.

In order to transfer the information in the available communication time, the

information should be compressed such that the available data is minimized with the most typical method of making a table for the data. The compressed available

information and the error checking information is encapsulated in one frame and

continuously and repeatedly transmitted.

FIG. 2 is a drawing illustrating an embodiment for explain the concept of the

narrow space data communication system of the present invention. As shown in FIG. 2,

the on-board antenna (main device reader) (40) can include a demodulator (44) having a

first and a second coils (L1 , L2) so as to generate a maximum output at the resonant

frequency by connecting an output of a power amplifier and a capacitance (C1) to the

first coil, enable to constantly oscillate by connecting the second coil to an input of the

amplifier (41), and decoding the data transmitted at the K-Balise.

The K-Balise (50) can include a modulator (51), a micro control unit (52), a cluck

generator (53), and a storage device (54) for forming a parallel resonant circuit of L3 and

C3 so as to be oscillated by the frequency close to the oscillate frequency of the on¬

board antenna (40); and an analysis device (55) for self-testing the operation state of the

K-Balise and storing/maintaining the operation records.

Here, the modulator (51) is preferably connected to the modulation capacitor

(Crr) and the parallel oscillation circuit (L3, C3) at the modulation time using the fast field

effect transistor (FET). The micro control unit (52) outputs the coded data stored in the

storage device to the modulator (51) at every cluck cycles. The storage device (54)

stores the data of the ground information coded by the program part (13).

The data communication method with the above structure will be described. If the

signal is applied to the coil (L2) of the mutual inductance (M21), the signal is amplified by the first power amplifier (42) so as to constantly oscillate and the amplified signal is

outputted to the power amplifier (42) and the second amplifier (43). Here, the power

amplifier (42) operates the serial oscillation circuit (L1 , C1) so as to output the oscillation

frequency and outputs the serial oscillation frequency signal to the second amplifier (43).

At this time, if the on-board antenna (40) approaches the K-Balise (50), the

frequency signal resonated by the constant oscillation frequency is applied to the K-

Balise (50) so as to accumulate the power of the voltage dropped from the applied

frequency signal. Accordingly, it is possible to secure the reliability using the electric

source-free method for the data communication.

If the power is accumulated in the K-Balise (50), the cluck generator (53)

generates a standard cluck using the applied frequency signal such that the micro

control unit (52) is driven by the standard cluck and power and reads the data of the

coded ground information from the storage device at every cluck cycles through the

previously stored programming control (for example, 1 bit per 3 cycles of the cluck) and

outputs to the modulator (51).

At this time, the modulator (51) modulates the data received from the micro

control unit (52) and transmits the modulated data to the on-board antenna (40). Here,

the modulation scheme can be any of the frequency shift keying (FSK), the amplitude

shift keying (ASK), and the pulse shift keying (PSK).

With the above modulation schemes, by selecting the frequency to be used

according to the amount of the information, it is possible to transmit the massive data

and secure the security due to the operation in the available distance. If the data is transmitted from the K-Balise (50) to the on-board antenna (40), the

modulated signal passes a waveform shaping circuit and then is demodulated at the

demodulator (44) such that the demodulated data is used for controlling the train.

The data communication of the above procedure maintains a completely

integrated synchronization between the on-board antenna (40) and the K-Balise (50) so

as to secure the accurate data transfer.

Also, the analysis device (55) of the K-Balise (50) analyses the system

performance of the K-Balise (50) by itself and stores and maintains the operation

records.

FIG. 3 is a drawing for illustrating the target distance controller (23) as an

element of the main device (2) of the present invention. As shown in FIG. 3, the target

distance controller (23) includes a microprocessor (23a), a beacon information DB (23b),

and a decoder (23c). Here, the microprocessor (23a) receives various information from

the speed analyzer (21), the dynamic frequency discriminator (22), the GPS receiver

(27), the beacon information DB (23b), and decoder (23c) and outputs the target

distance information, target speed information, and the limit speed information. At this

time, the microprocessor (23a) receives the movement distance information from the

speed analyzer (21), the current signal information from the dynamic frequency

discriminator (22), the standard position information from the GPS receiver (27), the

position information from the beacon information DB (23b), and the rail information from

the decoder (23c) which decodes the dynamic frequency discriminated by the dynamic

frequency discriminator (22) and performs calculations. Here, the beacon information DB (23b) includes the data representing the beacon condition for the discrimination of the

train position and the ground signal (frequency signal).

Here, the standard position information is obtained by the GPS receiver, however,

the standard position can be preferably set by the combination of the position information

combination of the beacon, which can check the present position of the train, the K-

Balise, and the speed detector and it is preferable to combine the information obtained

from two or more devices of the beacon, the K-Balise, the speed detector, and the GPS

receiver. This is to improve the reliability and security of the train operation in

consideration of the breakdown or error occurrence conditions.

FIG. 4 is a drawing for illustrating a control system concept of the K-Balise. As

shown in FIG. 4, the K-Balises are buried in a regular interval and several K-Balises are

grouped and controlled by each sub-control system (61). Also, the plural sub-control

systems (62) are consisted of the integral control system (62). Such system is a

sequential control system controlled by sequence control of the train, such that the

command of the integral control system (62) is transferred to the sub-control systems

(61) and then the information is transmitted to the on-board equipment using the narrow

space data communication between the K-Balise and the on-board antenna. There is a

difference between the above described communication module and the wireless control

system by the broadband data communication of the integral control system.

FIG. 5 is a graph showing curves for illustrating the operation controls of the

conventional ATS and ATPS of the present invention. It is shown that the ATS operation

control curve is controlled in stepwise manner, however, the ATPS operation control curve is controlled in a smooth parabolic form. The ATS is operated with 5 signal types

for national railroad and 5 beacons are associated with each other per traction section in

which the beacon is installed so as to limit the maximum speed of the train operation per

traction section according to the frequency. At this time, the ATS is a method for

controlling the speed below a predetermined speed for each traction section by the

frequency according to the signal of the beacon. Thus, the speed is controlled below the

predetermined speed for each track section regardless of the brake characteristic,

operation characteristic, and other ground characteristic of the train, the ATS shows 5

current signal system for reducing the operation speed of the train below the section limit

speed.

The object of the ATPS of the present invention is to stop the train automatically

by calculating, recognizing, and detecting the distance-to-go with the ATS. Particularly,

the ATPS can increase the rail capacitance by controlling the distance-to-go using the

ground information and freely adjusting the speed of each track section according to the

frequency in consideration of the ground information as well as the on-board information

such as the brake characteristic and the operation characteristic of the train so as to

reduce the operation time. Accordingly, it is possible to smoothly control to stop the train

operation.

(embodiment)

The ATPS of the present invention is to speedup the railroad and release the

bottleneck effect. The ATPS can use both the conventional 3-5 current time section and

the ATS section and be adapted to the branch line and the main line so as to improve the security. Also, it is possible to reduce the operation time by adjusting the blockade

section and the speed. The ATPS can be adopted for the high-speed train operation and

secures the security and reliability with the accurate speed control.

The ATPS of the present invention is very economic because it can use the

conventional railroad as it was. The ATPS shows the performance of 12ms, in view of

the maximum available communication time, at the train speed of 200km/h, when the

size of the K-Balise is 60cm x 30cm such that it is preferred to design the on-board

antenna referencing to such value. The available communication distance is determined

by the size and the relative angle of each antenna of the K-Balise and is preferably

performed in 1m.

The modulation scheme selectively used one of the FSK, ASK, and PSK.

In this case, assuming that the constant oscillation frequency (carrier frequency)

is in the range of 50Khz to 1Mhz, the data modulation is shown as frequency modulation

and amplitude modulation and the communication speed shows the performance of

maximum 50Kbps in the speed of 1/3 of the carrier frequency. This shows the possibility

of adjustment to improve the communication speed through the adjustment of the

oscillation range of the constant oscillation frequency.

Accordingly, the ATPS of the present invention can obtain the efficient operation

control curve as adopting the Euro-Balise using the K-Balise without exchanging the

convention railroad and it is possible to combine the ATS and ATP functions without

exchanging the conventional ATS ground section through the combination of the K-

Balise and the on-board antenna. Especially, the operation train to which the present invention is adopted to, can be the ATP system-mounted train, the high speed running

train (KTX), the ATS-1 (point control type) and ATS-2 (speed detection type) type train

running on the conventional railroad.

Although preferred embodiments of the present invention have been described in

detain hereinabove, it should be clearly understood that many variations and/or

modifications of the basic inventive concepts herein taught which may appear to those

skilled in the art will stall fall within the spirit and scope of the present invention, s defined

in the appended claims. [Industrial Applicability]

The ATPS of the present invention provides the on-board operation information

and has the auxiliary operation function so as to decrease the costs for the train signal

control system field and improve the stability and accuracy of the train control, resulting

in high utilization.

The ATPS of the present invention utilizes the data communication of electric

source free method such that it is possible to secure the high security and reliability

during the high-speed communication through the frequency bands.

Claims

[What Is Claimed Is]
1. An automatic train protection stop device for controlling the train using data
communication, comprising: an on-board equipment including a main device having a plurality of circuits for
implementing an ATS function and an ATP function, an on-board antenna integrated with
a on-board coil and an oscillator, a rotary type speed detector connected to a shaft of
wheel, an operation information displayer providing speed information, ground
information, and operation information, a operation switch for selecting an operation
mode, a train controller for controlling a brake of the train, and a communication module
for transmitting on-board information and ground information to an central control system
and receiving radio commands from the central control system; and a ground equipment including a K-Balise for transferring the ground information
using an ATS member connected to a track occupancy detector through narrow space
data communication, and a program part for inputting ground information data to the K-
Balise.
2. The automatic train protection stop device of claim 1, wherein the main device
includes: a speed analyzer for converting an output of the speed detector into an actual
speed; a self-applying frequency discriminator having a function of discriminating
resonant frequency generated by dynamic reaction of an ATS beacon and an on-ground antenna and constantly providing the self-applying frequency and discriminated current
time information; a target distance controller for receiving a corresponding section information
(current signal information and rail information) when the on-board antenna approaches
the ground K-Balise and train position and movement distance information so as to
constantly calculate and provide a target distance and speed and a secure running
speed of the train; an operation controller for controlling all of the operations, providing information
concerned to the operation, selecting an operation mode, setting a wheel diameter,
communicating with the exterior device, and monitoring a speed calculation function of
the speed analyzer; an output controller for outputting the speed and current ATS information and
contact point information for controlling excessive speed of the train on the basis of the
ATP limit speed; and an electric source converter for changing the electric source of the train into the
electric source of the main device.
3. The automatic train protection stop device of claim 2, wherein the main device
includes a GPS receiver for providing position information of the train using GPS.
4. The automatic train protection stop device of claim 2, wherein the main device
includes an information recoding device for recoding and providing fixed and variable information of corresponding sections.
5. The automatic train protection stop device of claim 2, wherein the main device
includes an interface card which receives and processes international or intercontinental
ground signals (track circuit signals) so as to provided the processed information and
enables an internal or intercontinental train control between nations and continents of
which signal standards.
6. The automatic train protection stop device of claim 2, wherein the target
distance controller includes: a microprocessor for receiving various ground signals on the train and calculates
the target distance information, target speed information, and limit speed information; an beacon information DB having beacon information; and a decoder for decoding the self-applying frequency discriminated by the self-
applying frequency discriminator.
7. The automatic train protection stop device of claim 1 , wherein the on-board
antenna integrates the on-board member coil and the oscillator, outputs frequency and
voltage variation signals, and transmits the ground information on the tract section by
establishing a data communication network when approaching the K-Balise.
8. The automatic train protection stop device of claim 1 , wherein the K-Balise modulates the stored information by establishing the data communication network when
the on-board antenna being approached and transmits the modulated information to the
main device.
9. The automatic train protection stop device of claim 1 , wherein the on-board
antenna includes a demodulator having a first and a second coils (L1 , L2) so as to
generate a maximum output at the resonant frequency by connecting an output of a
power amplifier and a capacitance (C1) to the first coil, enable to constantly oscillate by
connecting the second coil to an input of the amplifier, and decoding the data transmitted
at the K-Balise.
10. The automatic train protection stop device of claim 1, wherein the K-Balise
includes a modulator, a micro control unit, a cluck generator, and a storage device for
forming a parallel resonant circuit of L3 and C3 so as to be oscillated by the frequency
close to the oscillate frequency of the on-board antenna; and an analysis device for self-
testing the operation state of the K-Balise and storing/maintaining the operation records.
11. The automatic train protection stop device of claim 1 , wherein the operation
information displayer includes a voice output alarm device for providing, in voice alarm,
the operator with the speed information and ground information in the corresponding
section using the GPS receiver and information recording device.
12. The automatic train protection stop device of claim 1 , wherein the
communication module communicates the information with the integral control system
through a broadband data communication.
13. The automatic train protection stop device of claim 1 , wherein the information
recording device is a USB card or a flash memory card to/from which the fixed and
variable information on the ground section can be written/read.
14. The automatic train protection stop device of claim 4 or claim 13, wherein the
fixed information of the ground information recorded in the information recording device
is the data including the rail condition such as a position of the beacon, geometrical
situation, and the like; and the variable information of the ground information is the data
including the information changing on and off such as a rail working area and movement
of the rail work.
PCT/KR2004/001642 2003-07-02 2004-07-02 Atps for controlling train using data communication WO2005002944A1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
KR10-2003-0044620 2003-07-02
KR1020030044620A KR100402348B1 (en) 2003-07-02 2003-07-02 Automatic train protection stop device for controlling railroad using data communication

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE200460028617 DE602004028617D1 (en) 2003-07-02 2004-07-02 Atps to control a train using of data transmission
US10/562,558 US20070100517A1 (en) 2003-07-02 2004-07-02 Atps for controlling train using data communication
AT04774068T AT477156T (en) 2003-07-02 2004-07-02 Atps to control a train using of data transmission
EP20040774068 EP1638832B1 (en) 2003-07-02 2004-07-02 Atps for controlling train using data communication
JP2006516962A JP4370415B2 (en) 2003-07-02 2004-07-02 Train control automatic train protection stop device using a data communication (atps for controlling train using data communication)

Publications (1)

Publication Number Publication Date
WO2005002944A1 true WO2005002944A1 (en) 2005-01-13

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ID=36712806

Family Applications (1)

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Country Status (9)

Country Link
US (1) US20070100517A1 (en)
EP (1) EP1638832B1 (en)
JP (1) JP4370415B2 (en)
KR (1) KR100402348B1 (en)
CN (1) CN100532175C (en)
AT (1) AT477156T (en)
DE (1) DE602004028617D1 (en)
RU (1) RU2346840C2 (en)
WO (1) WO2005002944A1 (en)

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KR100402348B1 (en) 2003-10-07
DE602004028617D1 (en) 2010-09-23
EP1638832A4 (en) 2008-10-29
RU2346840C2 (en) 2009-02-20
RU2006102963A (en) 2006-06-10
CN100532175C (en) 2009-08-26
EP1638832A1 (en) 2006-03-29
JP2007528314A (en) 2007-10-11
US20070100517A1 (en) 2007-05-03
AT477156T (en) 2010-08-15
CN1809488A (en) 2006-07-26
JP4370415B2 (en) 2009-11-25
EP1638832B1 (en) 2010-08-11

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