WO2018021606A1

WO2018021606A1 - Onboard-based electronic interlocking system and method therefor for inter-train connection-based autonomous train control system

Info

Publication number: WO2018021606A1
Application number: PCT/KR2016/008548
Authority: WO
Inventors: 오세찬; 김주욱; 김경희; 김민수
Original assignee: 한국철도기술연구원
Priority date: 2016-07-28
Filing date: 2016-08-03
Publication date: 2018-02-01
Also published as: KR20180014290A; EP3299250A1; KR101834854B1; CN108430852B; EP3299250A4; CN108430852A; EP3299250B1

Abstract

The present invention relates to an onboard-based electronic interlocking system and method therefor for an inter-train connection-based autonomous train control system. The inter-train connection-based autonomous train control system is not equipped with ground-based EIS equipment, but rather the system is simplified by means of the onboard-based EIS, thereby allowing expenses for system installation and maintenance to be reduced, and by incorporating onboard the ground-based equipment of the existing wayside-centric wireless communication-based autonomous train control system, workflow is simplified and operational changes can be dynamically handled.

Description

Inter-vehicle board interlocking system and method for train-based autonomous driving control system between trains

The present invention relates to an inter-vehicle interlock system and a method for a train-based autonomous driving control system between trains, and more particularly, to secure a safe distance between trains through a direct control path in a direct-path form between a preceding train and a following train. The present invention relates to an inter-vehicle interlock system and a method in a train-based autonomous driving control system for controlling trains.

In general, rolling stock is a large-scale means of transporting a large amount of cargo or passengers, and railway vehicles are equipped with various and complicated train control systems in order to safely operate along a track.

At this time, the train control system adopts a complex system configuration to enable various monitoring and control to be responsible for the safe operation of the train, and it is very important to secure the safety distance and safety speed between the preceding and following trains for the safe operation of the double train. And, an example for this has been proposed in Patent No. 10-1449742. The present invention relates to a train spacing control device. In the conventional ground-based wireless communication-based train control system, direct control information transmission and reception between a following train and a preceding train is impossible, and thus close proximity to the preceding train is impossible.

Therefore, the vehicle is equipped with a device capable of measuring the position and speed of the preceding train in real time, and the onboard system calculates the safety interval using the movement authority received from the ground system and the position value of the preceding train speed measured on the vehicle. The configuration is proposed so that the train interval control between the preceding train and the following train is automatically performed without human intervention in a range capable of close driving.

Among such conventional wireless communication-based train control systems, a ground-based wireless communication-based train control system such as CBTC (Communication Based Train Control) is a ground-centric interval based on control information between onboard and ground systems. Perform control.

However, since all trains in the jurisdiction area are managed on the ground by relying on centralized control systems such as above ground ATP (Automatic Train Protection) and Interlocking System (EIS), there is a limit to the processing capacity above a certain input train. Is generated. Therefore, it is necessary to expand the facility according to a certain section or treatment capacity.

In order to solve this problem, a new train autonomous driving control system based on a communication link between trains capable of safe train operation through exchange of control information between trains without ground equipment such as ground ATP and EIS is required.

Therefore, the present invention is to solve these problems, the present invention is to reduce the system installation and maintenance costs by reducing the EIS equipment on the ground of the next car interlocking system for train-based train autonomous driving control system between the train and The purpose is to provide a method.

Particularly, an object of the present invention is to provide an inter-vehicle interlocking system and a method for a train-based autonomous driving control system between trains that can simplify control paths by improving flexibility and expandability of a system based on a vehicle EIS. .

The present invention to solve this technical problem;

The control ATS (Automatic Train Supervision) that executes the order for the course according to the schedule of the train, the onboard EIS which controls the course of the train and confirms the integrity of the control according to the command of the control ATS, Inter-train connection based train autonomous driving, comprising: a PM (Point Machine) for switching and an OC for controlling the PM according to a command of the onboard EIS and providing state information of the PM to the onboard EIS It provides a next car interlocking system for the control system.

At this time, the OC is characterized in that the PM status information including the position or the face of the PM, lock or unlock (lock) or unlock (unlock), failure or normal to provide to the next-generation EIS.

The PM has a switching area reflecting the contact limit of the vehicle, and the on-vehicle EIS receives and confirms the operation state of the corresponding PM from the OC, and provides a course to the on-board ATP as many branch areas of the PM as secured. Characterized in that.

In addition, the state information of the PM managed by the next vehicle EIS is composed of a unique ID of the PM and the branch area, position or face state, lock or unlock state of the corresponding PM, key value required for access of the PM. It is done.

In addition, the present invention;

A first step of receiving and confirming state information of a PM list of a plurality of PMs constituting a course from the OC of the PM, based on the course instruction of the control ATS in the onboard EIS of the train; The second EIS checks whether the unlocked or locked state is determined, and if it is determined that the unlocked state of the specific PM is requested, requesting a change of the PM into the locked state by the OC connected to the specific PM; The third EIS is configured to receive a unique key value necessary for access of the PM generated at the same time as changing the state of the PM from the OC; And the fourth step of transmitting the unlock command to the OC connected to a specific PM by using the key value received from the OC to solve the PM. 4. Also provided is a next board interworking method for a control system.

In this case, the first step may include: a first step of transmitting a status request message for requesting status information of a specific PM to all OCs in the on-board EIS of the train; And step 1_2 of receiving state information of the PM from the OC of the specific PM in the next-level EIS.

The first step may include receiving monitored status information of PMs individually connected from all OCs in the onboard EIS of the train.

In addition, before the first step, the on-vehicle EIS may further include a fifth step of receiving a command for a course from a control ATS according to a schedule specific to a train and storing IDs of all PMs on a line and branch areas of the corresponding PMs. Characterized in that.

In addition, the state information of the PM managed by the next vehicle EIS is composed of a unique ID of the PM, the branch area of the PM, the position or face state, the lock or unlock state, the key value required for access of the PM. It is done.

In addition, the second step may be a step of suspending the course of the corresponding train until all PMs present in the PM list requested by the onboard EIS are in the unlocked state.

And, the fourth step, step 4_1 for receiving the position of the train and the occupied section of the track from the onboard ATP in the onboard EIS to command the OC of the PM when the rear end of the train exits the PM area; And step 4_2 of receiving the state information after changing the PM from the OC which has received the release command of the corresponding PM to the release state.

In addition, in the fourth step, the on-board EIS transmits information that cannot be released to the control center or the OC when a forced release command of the PM determined by the OC or the control center of the PM that is in a locked state is received in the presence of a train in a branch section. Characterized in that the step.

In the fourth step, the on-vehicle EIS transmits a forced release command of a specific PM from the control center to the OC and on-vehicle EIS connected to the PM while the current braking distance of the train received from the ATP is in the non-branching area of the specific PM. step; And deciphering the PM by returning a key to the OC of the PM and checking whether the next-level EIS owning the key of the PM is capable of PM resolution.

According to the present invention, there is a reduction effect on the installation and maintenance cost of the system by simplifying the system based on the on-board EIS without having an EIS facility on the ground for the train-based train autonomous driving control system between trains.

In addition, according to the present invention it is possible to improve the flexibility and expandability of the system based on the vehicle EIS. In other words, the present invention has the advantage of simplifying the control path and flexibly responding to operational changes by absorbing the ground equipment of the existing ground-based wireless communication-based train driving safety system as a vehicle.

1 is a block diagram of a train-based train autonomous driving control system based on the present invention.

2 is a block diagram of a vehicle deck interlocking system for a train-based train autonomous driving control system according to an embodiment of the present invention.

3 is a block diagram of a vehicle deck interworking system for a train-based train autonomous driving control system according to another embodiment of the present invention.

4 is a diagram showing an example of branched regions of OC and PM of the present invention.

FIG. 5 is a diagram illustrating a process of transmitting and receiving information between components of a next-generation interlocking system according to the present invention.

6 (a) and 6 (b) are diagrams for explaining the PM status information request and response process of the next-order EIS of the present invention.

FIG. 7 is a diagram illustrating a process of reporting periodic PM state information to onboard EIS of the present invention.

8 is a diagram for explaining the branch area of the PM of the present invention.

9 is a view illustrating a process for determining PM through OC of the present invention.

FIG. 10 is a diagram illustrating a process of decompressing PM through OC according to the present invention.

FIG. 11 is a diagram illustrating a division example of track sections managed by the onboard EIS of the present invention.

12 is a diagram illustrating an example of the configuration of a train path of the present invention.

FIG. 13 and FIG. 14 are views for explaining a process of determining whether to access (hold) an onboard vehicle EIS according to the present invention.

FIG. 15 is a diagram for explaining a shortening situation of a moving authority (MA) by reducing a course due to an operator forced release of the present invention.

Hereinafter, with reference to the accompanying drawings, a vehicle-mounted board interlocking system for a train-based train autonomous driving control system according to the present invention will be understood by its embodiments described in detail.

Prior to this, terms or words used in the present specification and claims should not be construed as being limited to the common or dictionary meanings, and the inventors should properly explain the concept of terms in order to best explain their own invention. Based on the principle that can be defined, it should be interpreted as meaning and concept corresponding to the technical idea of the present invention.

Therefore, the embodiments described in the specification and the drawings shown in the drawings are only the most preferred embodiment of the present invention, and do not represent all of the technical idea of the present invention, these can be replaced at the time of the present application It should be understood that there may be various equivalents and variations.

First, referring to Figure 1, the train-based train control system between trains is largely composed of ground equipment and onboard equipment.

At this time, the ground equipment is composed of a control ATS (Automatic Train Supervision) 1, a ground data communication network and PSM (Precision Stop Marker) (2) and track side grounders (3), such as TAG / Balise, Facilities include onboard radio communication devices (4), PSM sensors (5), terrestrial readers and antennas (6), and onboard devices (7) such as onboard ATP / ATO (Automatic Train Operation) / EIS and subsystems. Propulsion / braking system (8).

On the other hand, in the present invention, since there is no control equipment on the ground, control information is exchanged between the platform screen door (PSD) 9, the point machine (PM) 10, and the onboard ATP of an adjacent train through a wireless communication network. The on-vehicle device 7 such as the ATP / ATO of the car is interfaced with the propulsion / braking system 8 of the train to control acceleration and deceleration of the train to secure a safety interval.

The train control system based on the connection between trains calculates the occupancy area of the train itself and the movement authority of the train, and provides the adjacent trains to the following trains. In addition, it is possible to provide real-time information such as acceleration and deceleration control information, including the characteristics of the train.

Hereinafter, the configuration of the inter-vehicle interlock system for the train-based train autonomous driving control system according to the present invention.

At this time, the interworking system in the train-based train control system between trains, as shown in FIG. 2, the OC (Object controller) 20 wirelessly communicates with the control ATS 1 and the onboard EIS 30 or as shown in FIG. 3. If the PM (Point Switcher) 10 is easily connected to the line side wireless communication network base station 15, the control ATS (1) via the line side wireless communication network base station 15 via the wired OC 20 by wire. Communication with the next-order EIS 30.

More specifically, in the case of FIG. 2, the OC 20 is equipped with its own radio facilities, and transmits and receives control information by wireless communication with the control ATS 1 and the onboard EIS 30. On the other hand, in the case of FIG. 3, the OC 20 is wired to the line side wireless communication facility and transmits and receives control information by wireless communication between the on-board EIS 30 and the line side wireless communication base station 15.

Such an interlocking system is a control ATS (1) that performs a command for a course according to a train-specific schedule, and a vehicle EIS that controls the course of the train according to the command of the control ATS (1) and checks the integrity of the control. 30) and control of the PM 10 according to the command of the PM 10 and the on-vehicle EIS 30 to switch tracks and provide status information of the PM 10 to the on-vehicle EIS 30. It is composed of OC (20).

At this time, the OC 20 is connected to one or more PM 10, and confirms the PM status information such as the position or the face of the PM, lock or unlock (lock) or unlock (unlock), failure or normal, the vehicle EIS 30 or Provided to the control ATS (1).

The locking or unlocking is a concept of mutex so that the in-vehicle EIS 30 controls the specific PM 10 through the OC 20 so that the corresponding PM 10 is not duplicated by the in-vehicle EIS 30 of another train. This means performing a lock or unlock on the corresponding resource (here, PM).

In this case, as shown in FIG. 4, all PMs 10 along the track side have a switching area 10a reflecting the contact limit of the vehicle. In this case, the branching area is meaningful only in the case of the reversal, for example, in the case of cationics such as 21A and 21B PM. Through this, the onboard EIS 30 of the train instructs the OC 20 to determine and operate the corresponding PM 10. The on-vehicle EIS 30 receives and confirms the operation state of the PM 10 from the OC 20, and provides the on-vehicle ATP 32 with a course corresponding to the branched area 10a of the PM 10 secured. .

The flow of information transmission and reception between the component parts of the interlocker interworking system is as shown in FIG. 5. According to this, the onboard EIS 30 receives the position and direction of the train T from the onboard ATP 32, the occupancy information and the movement authority of the route section of the train, and also determines the current position and present of the train to determine the locking condition. Receive the braking distance at speed. And the onboard EIS 30 provides a safe end of course to the onboard ATP 32. In addition, the vehicle EIS 30 checks the state of the PM 10 through the OC 20 to command the control of the PM 10. In addition, the OC 20 receives real-time state information of the PM 10 and provides it to the onboard EIS 30.

Hereinafter, an operation process of the inter-vehicle interlock system for the train-based train autonomous driving control system according to the present invention will be described with reference to FIGS. 6 to 15.

First, the communication method between the onboard EIS 30 and the OC 20 will be described with reference to FIGS. 6 and 7.

The onboard EIS 30 and the OCs 20 on the ground of all trains T running on the line are registered in single and multicast addresses, respectively. Next-order EIS 30 transmits and receives control information with the OC 20 through the corresponding communication address.

In this case, the method of checking the state of the PM 10 by the on-vehicle EIS 30 is shown in FIGS. 6 and 7 by the request of the first on-vehicle EIS 30 from the OC 20 to the state of the PM 10. Two methods are available, namely, a method of receiving information and a second method in which each OC 20 periodically reports status information of the PM 10 monitored by the OC 20 to the next EIS 30.

First, FIG. 6 is a diagram for explaining the request and response of the onboard EIS 30.

According to this, if there are K trains (T) and N PMs (10) in the line, for example, as shown in (a) of FIG. ) Requests the status information of a specific PM 10, the status request message is delivered to all OCs 20.

On the other hand, the vehicle EIS 30 receives the status information from the specific OC 20 connected to the specific PM 10 among them as shown in Figure 6 (b). At this time, although all the trains operating on the line can receive the state information of the specific PM 10, among the plurality of on-board EIS 30, the on-vehicle EIS 30 that does not request the state of the specific PM (10) Although PM status information is received, it is ignored.

That is, when the onboard EIS 30 of a specific train requests the status information of a specific PM 10, the status request message is transmitted to all the OCs 20, among which the specific OC 20 is connected to the specific PM 10. Receive status information from

7 illustrates a case in which all PMs on a line periodically provide their own state information to all vehicles. According to this, if there are K trains T on the line and there are N PMs 10, the on-board EIS 30 of a specific train does not request the status information of a specific PM 10. Periodically, all the OCs 20 transmit the monitored state information of the PMs 10 that are individually connected to the onboard EIS 30 of all trains operating on the line.

Hereinafter, referring to FIG. 8, a process of storing state information of the PM in the on-vehicle EI will be described.

The onboard EIS 30 stores the IDs of all the PMs 10 on the line and the branched areas 10a of the PMs 10. Alternatively, the OC corresponding to the PM may be configured to provide a branch area of the PM.

At this time, the branched area 10a of the PM 10 is expressed as a distance from the track side grounder 3 such as track side TAG / Balise. That is, as shown in FIG. 8, the branched region 10a may be represented by a distance x and y from an arbitrary reference TAG. Therefore, the start point of the branched region can be expressed as a point separated by y from TG_K, which is the ID of the reference TAG, and the end point can be expressed as a point separated by x from TG_K.

On the other hand, the state information of the PM 10 managed by the vehicle EIS 30 can be configured as follows. The unique ID of the PM 10, the branching area of the PM 10, the position or face state, the locking or unlocking state, the key value required to access the PM, and the ID of the PM 10 in the case of pairing. It consists of.

At this time, in the state information of the PM 10 managed by the on-vehicle EIS 30, the position or anticounter state, the locking or unlocking state of the PM 10 may be set only when the OC 20 is received. .

The state information of the PM 10 is configured as "<PM_ID, [TG_K + y, TG_K + x], Nominal / Reverse, Lock / Unlock, Key, Twin PM_ID>".

Next, the process of determining and unlocking a single PM will be described with reference to FIGS. 9 and 10.

First, the on-board EIS 30 of the train determines how to secure the PM 10 resolved through its OC 20 as its own resource as follows.

First, referring to FIG. 9, if the vehicle EIS 30 determines whether it is in a unlocked state and determines that it is in a unlocked state of the specific PM 10, the vehicle EIS 30 determines the state of the corresponding PM 10 to the OC 20 connected to the specific PM 10. Request a change to the state. The OC 20 changes the state of the PM 10 to the locked state and generates a unique key value and provides it to the onboard EIS 30.

Of course, the OC 20 receives the state information from the PM 10 to confirm whether the lock state is generated, generates a unique key value, and provides it to the next vehicle EIS 30.

In this case, when the PM 10 is in the unlocked state, the OC 20 generates a new key value each time the next vehicle EIS 30 requests a lock request for the PM 10, and requests the next vehicle EIS ( To 30).

In addition, the key value generated by the OC 20 should not be operated by the value existing in the next-level EIS 30, and should be long enough so that several OCs 20 do not generate duplicate values. do.

If there are several PMs in the course other than a single PM, the onboard EIS 30 of the train suspends the construction of the course until all PMs present in the course received from the ATS 1 are secured. That is, the key value is obtained only when all PMs are secured.

Meanwhile, referring to FIG. 10, the on-vehicle EIS 30 sends a release command to the corresponding OC 20 by using a key value received from the corresponding OC 20 to release the PM 10 secured by the on-vehicle EIS 30. send. Accordingly, the OC 20 enables the release of the PM 10 only by the command of the on-vehicle EIS 30 that has determined the PM 10.

Unlike the suspension of the course until all PMs received from the ATS career order are secured in the PM decision phase, the individual PMs are sequentially released each time the train exits the PM area.

Such correction and release of the PM 10 can be performed by manual handling of the control center operator in addition to the vehicle EIS 30. This allows the operator to check the status of the PM 10 to be handled through the operation screen, which is the same as the case of the onboard EIS 30 when the PM 10 is unlocked by another train. Perform

Then, the division of the track section will be described with reference to FIG.

The track section in the interlocking system according to the present invention is divided into a branch region and a section (non-division segment) that is not a branch region. The career information provided by the onboard EIS 30 to the onboard ATP 32 is in charge of only the branching area of the PM 10. That is, as shown in FIG. 11, in all the track sections (non-dividing sections) except for the branching region 10a, the onboard EIS 30 provides a course to the onboard ATP 32 without any condition.

Next, with reference to Figure 12 will be described the course configuration, provision and release of the train.

The course provided by the onboard EIS 30 to the onboard ATP 32 is made according to a schedule command of the controlled ATS 1. At this time, the on-vehicle EIS 30 should check the list of the PM 10 constituting the course and the conditions of each PM 10 if the course to be provided includes the branch area 10a.

At this time, the vehicle EIS 30 receives the state using the multicast address to the OC 20 to secure the PM list. In FIG. 12, since the on-vehicle EIS 30 of the train has provided a course to the on-vehicle ATP 32 before the branching areas corresponding to

PM

21A and 21B, the movement authority of the train can be extended up to X points.

For example, train A receives a schedule command from control ATS 1 and enters the station in the direction of the red arrow. The control ATS 1 commands the course corresponding to the red arrow to the onboard EIS 30 of the train A. The onboard EIS 30 of the train A is requested by the status information of the PM list <21A, 21B, 23, 25> constituting the course based on the course command of the control ATS 1 or periodically from the OC 20. Check through PM status report.

At this time, for example, the onboard EIS 30 of the train A is not all occupied by other trains if all the PMs 10 present in the PM list, i.e., all of the states of <21A, 21B, 23, 25> are unlocked. In case of not using the resource), first, the PM list is read (locked so as not to be occupied by other trains until train A is released) and then the PM control command is received using the control key value received from each PM. It transmits to each OC 20 using a cast communication address.

That is, it sends the command <21A-location, 21B-location, 23-counting, 25-location>. 21A and 21B are bilateral, so if 21B is in orientation, it should remain in 21 degrees. The OC 20 of the PM 10 controls the PM 10 as instructed by the onboard EIS 30. The on-vehicle EIS 30 of the train A receives the status information of the PM for the control command from the OC 20 and confirms that the control of the corresponding PM is performed in a flawless manner.

At this time, when any one of the requested PM list is not in the unlocked state, the on-vehicle EIS 30 of the train A suspends the course of the corresponding train until all PMs present in the list are in the unlocked state. In other words, train A does not receive a course after point X.

On the other hand, in the case of providing the train route, the on-vehicle EIS 30 confirms that the control of the corresponding PM 10 is performed flawlessly, and provides a course including the branch areas of the PM list to the on-vehicle ATP of the train. If the end of the course to be provided to train A in Fig. 12 is Y, the on-board EIS 30 will delete all of the branching areas needed to go from point X to point Y, that is, the branches of PM 21A & 21B, PM 23, PM 25. This ensures that the safe end of the path to point Y is provided to the next car ATP. The onboard ATP thus permits the onboard ATO (or driver) to move the train to point Y.

And, in the case of train route unlocking, the onboard EIS 30 continuously receives the position of the train and the occupied section of the track from the onboard ATP 32, so that the rear end of the train will exit the PM area while the train moves to the Y point. Each time, the OC 20 of the corresponding PM 10 is ordered to release. Accordingly, the OC 20 receiving the release command of the corresponding PM 10 transfers the corresponding state information to the next-order EIS 30 after changing the PM 10 to the release state.

Hereinafter, a process of performing correction logic will be described with reference to FIGS. 13 to 15.

First, wire determination means that if a train exists in a branched area of a track, that is, if a occupied section of a train exists in the branched area, it is determined that the corresponding PM 10 cannot be arbitrarily switched. Under normal circumstances, since the OC 20 does not allow other trains to access, when the train T is present in the branch area 10a of the PM 10, the unlock may not be performed.

If the operator intends to forcibly release the PM 10 determined from the onboard EIS 30 of a specific train T through the OC 20, the information on the command is not only displayed on all OCs 20 on the line. Not all trains pass onboard EIS (30).

That is, the ID of the PM 10 and the release command that the operator requests release are transmitted to all onboard EIS 30 through the multicast communication address. The onboard EIS 30 occupying the PM 10 continuously receives the position of the train and the occupying section of the track from the onboard ATP 32 and is present in the branch area 10a of the corresponding PM 10. Because it is doing so, the information that can not be unlocked is transmitted to the control center or the OC 20 so that the operator can recognize it. Otherwise, if the train does not exist in the branch area of the PM and there is a distance enough to not enter the branch area even when the current train stops, the control key of the PM is changed to the OC 20. The PM is changed to the unlocked state by returning to. After that, the ATS control has control of the corresponding PM by acquiring a key returned to the OC 20.

Next, the approach (hold) determination means that when the train T enters the branched region 10a, the train T is determined not to switch randomly the PM in charge of the branched region 10a. In the case of the on-vehicle interlocking system, the on-vehicle EIS 30 can receive the real-time location and occupancy information of the train, the current braking distance, and the movement authority from the ATP 32, and the train T is in front of the unauthorized PM 10. The movement authority and the speed limit of the ATP 32 can be set so as to necessarily stop.

If the train (T) is to be forcibly released by the operator during the normal approach to the branch area transmits the information to all the OC (20) on the line and the vehicle EIS (30) of the train. Based on the ID of the PM 10, the onboard EIS 30 of the train having the key determines whether the current braking distance of the train reaches the branching area 10a (that is, the train derails when the current braking is performed). To determine whether the order is applicable.

FIG. 13 is a diagram illustrating a case in which the forced release of the operator is impossible when determining whether the access (holding) is determined. When the train is approaching the branch area and the operator tries to release the corresponding PM 10 through the OC 20, the operator is released. Is sent to the onboard EIS 30 occupying the PM 10. However, since the current braking distance of the train T enters the branching region 10a, the onboard vehicle EIS 30 may reject the command of the operator.

FIG. 14 is a diagram illustrating a case where the forced release of an operator is possible when determining whether an access (holding) is determined. In the case of the vehicle EIS 30, the current braking distance of the train received from the ATP 32 is outside the branch area 10a. The onboard EIS 30 accepts the operator's request and releases the corresponding PM 10. According to the resolution, the movement authority of the train is shortened as shown in FIG. 15, and the train T stops outside the branch area 10a.

Next, the course of the train T in the next-generation interworking system means a continuous PM list. Career determination means that the PMs at the beginning and the end of the train's construction must not be dismissed until the train asks for dismissal. As shown in FIG. 11, there may be a general trajectory section (non-division section), not a branch section, between the PM lists.

After the course for the train T is configured, if an attempt is made to force the release by the operator for a specific PM 10, the operator's request is the onboard EIS 30 occupying the resources of the PM 10. Is passed on. Similarly, the determination of the dismissal request is the same as in the case of the above-described approach (hold) decision.

The above description is merely illustrative of the technical idea of the present invention, and those skilled in the art to which the present invention pertains various modifications and variations without departing from the essential characteristics of the present invention. The scope of protection should be interpreted by the following claims, and all technical ideas within the scope equivalent thereto should be construed as being included in the scope of the present invention.

Claims

A control ATS that executes a command for the course according to a schedule specific to the train, a vehicle EIS that controls the course of the train according to the command of the control ATS and confirms the integrity of the control; The inter-vehicle interlocking system for the train-based train autonomous driving control system according to claim 1, wherein the control unit is configured to perform the control of the PM according to the command of the onboard EIS and provide the state information of the PM to the onboard EIS.
The method of claim 1,

The OC checks the PM status information including the position or the face of the PM, lock or unlock, failure or normal and provides it to the on-vehicle connection based train autonomous driving control system. In-vehicle board interworking system for.
The method of claim 1,

The PM has a switching area reflecting the contact limit of the vehicle, and the on-vehicle EIS receives and confirms the operation state of the corresponding PM from the OC, and provides a route to the in-vehicle ATP as much as the secured branch area of the PM. Inter-vehicle interlocking system for train-based train autonomous driving control system between the trains.
The method of claim 1,

The state information of the PM managed by the next-order EIS is composed of a unique ID of the PM, a branch area of the PM, a position or face state, a lock or unlock state, and a key value necessary for access of the PM. Inter-vehicle board interlock system for train-based autonomous driving control system between trains.
A first step of receiving and confirming state information of a PM list of a plurality of PMs constituting a course from the OC of the PM, based on the course instruction of the control ATS in the onboard EIS of the train;

The second EIS checks whether the unlocked or locked state is determined, and if it is determined that the unlocked state of the specific PM is requested, requesting a change of the PM into the locked state by the OC connected to the specific PM;

The third EIS is configured to receive a unique key value necessary for access of the PM generated at the same time as changing the state of the PM from the OC; And

The on-vehicle EIS is a fourth step of decompressing the PM by transmitting a unlock command to the OC connected to a specific PM by using a key value received from the OC. Next-generation interworking method for the system.
The method of claim 5, wherein the first step,

A first step of delivering a status request message requesting status information of a specific PM to all OCs in a line in the onboard EIS of the train; And

And a first step of receiving status information of the PM from the OC of the specific PM in the on-vehicle EIS.
The method of claim 5, wherein the first step,

Receiving the monitored status information of the PMs that are individually connected from every OC in the onboard EIS of the train;
The method of claim 5,

Prior to the first step, the on-vehicle EIS further comprises a fifth step of receiving a command for a course according to a schedule specific to a train from a control ATS and storing IDs of all PMs on a line and branch areas of the corresponding PMs. Inter-vehicle board interworking method for the connection-based train autonomous driving control system between the trains.
The method of claim 5,

The state information of the PM managed by the next-order EIS is composed of a unique ID of the PM, a branch area of the PM, a position or face state, a lock or unlock state, and a key value necessary for access of the PM. Inter-vehicle board interworking method for train-based autonomous driving control system between trains.
The method of claim 5,

The second step is the step of interlocking the vehicle board for the train-based train autonomous driving control system between the trains, characterized in that the step of suspending the course of the train until all PMs present in the PM list requested by the onboard EIS is unlocked Way.
The method of claim 5,

The fourth step may include: receiving a position of the train and an occupied section of the train from the onboard ATP in the onboard EIS and instructing the OC of the corresponding PM to release a lock if the trailing part of the train exits the PM area; And

Step 4_2 for receiving the status information after changing the PM from the OC receiving the release command of the corresponding PM; 2nd step interworking method for inter-train connection based train autonomous driving control system comprising a .
The method of claim 5,

In the fourth step, the on-board EIS transmits information that cannot be released to the control center or the OC when a forced release command of the determined PM is received from the OC of the locked state or the control center in the state where a train exists in the branch section. In-vehicle board interworking method for the connection-based train autonomous driving control system between the trains.
The method of claim 5,

In the fourth step, the on-vehicle EIS transmits a forced release command of a specific PM from the control center to the OC and on-vehicle EIS connected to the PM while the current braking distance of the train received from the ATP is in the non-branching area of the specific PM; And

Checking whether or not the on-vehicle EIS owning the key of the PM is capable of resolving the PM, and releasing the corresponding PM by returning a key to the OC of the PM. In-vehicle board interworking method for a train-based autonomous driving control system.