KR20150143958A - Train Operation apparatus by the station to station blocking and method thereof - Google Patents

Train Operation apparatus by the station to station blocking and method thereof Download PDF

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Publication number
KR20150143958A
KR20150143958A KR1020140072269A KR20140072269A KR20150143958A KR 20150143958 A KR20150143958 A KR 20150143958A KR 1020140072269 A KR1020140072269 A KR 1020140072269A KR 20140072269 A KR20140072269 A KR 20140072269A KR 20150143958 A KR20150143958 A KR 20150143958A
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South Korea
Prior art keywords
train
station
speed
travel
start command
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KR1020140072269A
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Korean (ko)
Inventor
박기준
조봉관
류상환
김주락
김주욱
이호용
이안호
Original Assignee
한국철도기술연구원
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Priority to KR1020140072269A priority Critical patent/KR20150143958A/en
Publication of KR20150143958A publication Critical patent/KR20150143958A/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The present invention relates to a train operation apparatus by blocking between stations for being applied to a shallow-depth urban railway system, and a method thereof. For this, an unmanned train operation apparatus which operates between a first station (300) and a second station (400) by the station to station blocking, provides a speed sensor installed in a train; tack DB (130) in which information about the operation range of the train is stored; an operation control part (110) which calculates a position according to the speed detected by the speed sensor, reads operation range information corresponding to the position of a calculated position and operates the train.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a train operation apparatus,

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a train operating system, and more particularly, to an apparatus and method for operating a train without a train.

Recently, the importance of public transportation for trains has become important, and various types of train systems have been developed, including subway (15 ~ 25m depth), KTX high speed railway, Daecheondo subway (40 ~ 50m depth), low depth subway (5 ~ 7m depth) and monorail .

In addition, due to the development of various sensors, control technology and communication technology, the above-described train operation system is gradually shifting from an attraction operation by a driver to an unmanned operation system. As a part of this, it is very important to detect the exact position and speed of trains in an unmanned train system.

1 is a schematic explanatory diagram for detecting the position of a train in a conventional train operating system. 1, a gyro sensor 38, a speed sensor 40, an RF sensor 42, a GPS receiver 44, and the like are installed on the vehicle, and a geomagnetic sensor 52, a ground device 54, an RF tag 56, and the like. A plurality of complex line devices (for example, transponders) 58, 62 and 78 are provided between the first station 50 and the second station 70 and between them.

The provision of the plurality of sensors 38, 40 and 42 and the GPS receiver 44 on the vehicle and the provision of the plurality of line devices 62 on the line 60 can prevent malfunctions and improve safety, . For this purpose, all train information is transmitted to the central control station 10 via the dedicated communication network 20 and controlled through bidirectional communication and commands.

However, such a conventional complex system may be necessary when the distance between stations is long, and many trains are running in the station and the historic area. In addition, the cost and manpower required for the installation and operation of many equipment are required for the operation of such a system.

On the other hand, the low-depth urban railway system is constructed at a distance of 5 to 7 meters from the upper surface of the road. The low-depth urban railway system is designed to be able to travel according to the linearity of the road, and the distance between the stations is short. In addition, the distance between trains is so long that a train runs across several stations. Therefore, installing and operating a conventional complex system as shown in FIG. 1 in such a low-depth urban railway system is an excessive investment, which is negative in terms of economy.

Therefore, it is required to develop an operating system that can secure safety while minimizing facility investment and operation for the low - depth urban railway system.

SUMMARY OF THE INVENTION Accordingly, the present invention has been made to solve the above-mentioned problems, and it is a primary object of the present invention to provide a method and apparatus for detecting a train speed in a train, And to provide a train operation device and method using the same.

A second object of the present invention is to provide an apparatus and method for operating a railway train by inter-station closure having economical efficiency and stability so as to be applicable to a low-depth urban railway system.

Other objects, specific advantages and novel features of the present invention will become more apparent from the following detailed description and preferred embodiments, which are to be described in connection with the accompanying drawings.

It is an object of the present invention to provide a traveling device for a train which is unmanned between a first station 300 and a second station 400 due to occlusion of a station, A line DB (130) storing information on a travel section of a train; And a driving control unit (110) for calculating a position in accordance with the speed detected by the speed sensor and reading the travel section information corresponding to the calculated position from the line DB (130) to travel the train. By means of a train operating device.

The data communication unit 120 further includes a data communication unit 120 for receiving a start command 230 for starting a train from the first station 300. The start command 230 received by the data communication unit is transmitted to the operation control unit 110 Lt; / RTI >

Also, the data communication unit 120 preferably receives the start command 230 by at least one of the Wi-Fi, 2G, 3G, 4G, and 5G wireless communication networks.

In addition, it is preferable that the speed sensor is at least one of the tachometer sensor 140 and the Doppler sensor 150 or is used in duplicate.

The travel section information may include at least one of a travel section, a distance between stations, a route gradient, a train code, a train length, a next reverse code, and a position-specific speed.

It is more preferable that the operation control unit 110 transmits the driving information 240 including at least the time, the speed and the position of the train through the data communication unit 120.

As another category of the present invention, the above-described object of the present invention is to provide a method of operating a train which is unmanned between the first station 300 and the second station 400 by closing the station, Detecting a speed of the speed sensor (S120); And a step S130 of calculating the position according to the speed at which the operation control unit 110 is detected by the speed sensor and reading the travel section information corresponding to the calculated position from the line DB 130 to travel the train The present invention can also be achieved by a method of operating a train by inter-station occlusion.

The central control station 200 makes a start command 230 through the public network 220 when the train stops at the first station 300 prior to the detecting step S120; A step S100 of the data communication unit 120 receiving the start command 230; It is preferable that the operation control unit 110 further includes a step S110 of advancing the train from the first station 300 based on the start command 230. [

In addition, after the calculation step S130, the operation control unit 110 may further include a step (S140) of transmitting the travel information 240 including at least the time, the speed and the position of the train through the data communication unit 120 desirable.

Another object of the present invention is to provide a method for operating a plurality of trains in an unmanned manner in a plurality of reversed phases by interstation closure, in which the central station (200) Confirming that there is no other train between the station and the station; And a step of issuing a departure command 230 for each train in which the central station 200 is stopped are repeatedly executed so that the step of receiving the driving information 240 from a plurality of trains in operation by the central station 200 In the case of a train in which the inter-station closure is carried out.

In addition, the start command 230 and the travel information 240 can be transmitted through the public network 220.

Therefore, according to the embodiment of the present invention as described above, it is possible to detect the speed of a train on a train which is operating in unmanned state and its accurate position can be grasped. Therefore, even if a wheel slips, an abnormal operation of a train, an emergency situation, a communication error, or the like occurs, it is possible to independently grasp the accurate position and speed without assistance of an external device or a central control station.

In addition, when applied to a low-depth urban railway system, it is possible to lower the construction cost per distance and minimize the maintenance cost during operation. In particular, since there is no need to install many line devices in each station and line, space saving and economical efficiency are improved.

BRIEF DESCRIPTION OF THE DRAWINGS The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate preferred embodiments of the invention and, together with the description of the invention given below, serve to further understand the technical idea of the invention. And should not be construed as interpreted.
1 is a schematic explanatory view for detecting the position of a train in a conventional train operating system;
FIG. 2 is a schematic block diagram of a railway train 100 among trains operated by inter-stationary closure, according to an embodiment of the present invention.
3 is an explanatory view schematically showing a process of receiving the start command 230 when the train 100 stops in the first station 300 shown in FIG.
4 is an explanatory view schematically showing a state in which the train 100 of FIG. 3 is traveling between the first station 300 and the second station 400,
5 is an explanatory view schematically showing a process in which the train 100 of FIG. 4 arrives at the second station 400 and receives the start command 250 for the next start.
FIG. 6 is a schematic flowchart of a method of operating a train by inter-station occlusion, according to an embodiment of the present invention.

( Example  Configuration)

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Reference will now be made in detail to the preferred embodiments of the present invention, examples of which are illustrated in the accompanying drawings.

FIG. 2 is a schematic block diagram of a train 100 in a train operation device due to occlusion between stations according to an embodiment of the present invention. 2, a tachometer sensor 140 and a Doppler sensor 150 are provided in the train 100 for detecting the speed of the train.

The tachometer sensor 140 is a tachometer mounted on the axle and outputs a pulse signal proportional to the rotation speed.

The Doppler sensor 150 is a speed sensor installed at the front of the train, and detects the speed of the train by the Doppler effect. That is, the speed of the train can be detected by using the difference between the frequency of the radiation wave radiated from the Doppler sensor 150 and the frequency when the radiation is reflected and returned. Therefore, even if an incorrect speed is detected by the taco sensor 140 due to the slip of the wheel, the Doppler sensor 150 can compensate for this. For example, it may be determined whether the speed difference between the tachometer sensor 140 and the Doppler sensor 150 is within a predetermined range and compensated.

The reason why two speed sensors are provided is that there is no ground facility in the present invention. Although there is no ground equipment, two speed sensors are operated complementarily to accurately know the position and speed.

The line DB 130 is a database or a table storing the travel section of the train, the inter-station distance, the route gradient, the train code, the train length, the next reverse code,

The operation control unit 110 controls the speed of the train based on the detection signals of the tachometer sensor 140 and the Doppler sensor 150 and performs an automatic train operation (ATO). That is, the operation control unit 110 performs functions such as vehicle control, acceleration, deceleration, stopping, and gate operation control at a maximum speed set by the ATP of the train.

The data communication unit 120 is capable of communicating with an external wireless public network 220. That is, the data communication unit 120 can receive the departure command (also known as the electronic ticket) 230 of the central station 200 through the public network 220, and transmit the train information 240 to the central station 200 ).

3 is an explanatory view schematically showing a process of receiving the departure command 230 when the train 100 shown in FIG. 2 stops at the first station 300, FIG. 4 is a schematic view showing the train 100 shown in FIG. 5 is a schematic view showing a state in which a train 100 is traveling between a first station 300 and a second station 400. FIG. And a start command 250 according to an embodiment of the present invention. 3 to 5, the rough system includes a central station 200, a public network 220, a train 100, and first and second stations 300 and 400.

The central control station (200) is located at a central place, and can instruct all the trains in the service area and receive the service information.

The public network 220 is a typical wireless communication network such as Wi-Fi, WAN, 2G, 3G, 4G, and 5G, but does not mean excluding other communication networks. However, when the public network 220 is used, the infrastructure of the communication facilities in the region can be minimized, and the manpower and cost due to the operation and maintenance can be minimized. Conventionally, in order to construct a dedicated communication network in the subway, a large amount of equipment investment and a manpower are required. According to the present invention, all of these can be omitted.

The first station 300 and the second station 400 are arbitrary adjacent ones of the travel sections and do not include various sensors or line devices on the ground as in the prior art. Particularly, in the case of a low-depth urban railway (upper and lower railway), there is an advantage that it is not necessary to separately provide a space for installing such a line device in each region. A line 320 is connected between the first station 300 and the second station 400 and a separate line device for speed measurement and position detection is omitted on the line 320.

( Example  action)

Hereinafter, the operation of the train operating device having the above-described configuration will be described in detail. FIG. 6 is a schematic flowchart of a method of operating a train by inter-station occlusion, according to an embodiment of the present invention.

Prior to the description, the first station 300 and the second station 400 are arranged such that the train 100 starts from the first station 300, passes through the line 320, The process of arriving at the second station 400 will be described and explained. When starting from the second station 400, the above-described configuration and operation are repeated, and this process is repeated at each station of the travel section.

3, the central station 200 confirms that there are no trains on the line 320 and the second station 400, with respect to the train 100 stopped in the first station 300. As shown in FIG. Then, the central station 200 transmits a start command 230 to the train 100 through the public network 220 (S100). The start command 230 includes information on a train code, a next station to be stopped (second station), and the like.

The data communication unit 120 receiving the start command 230 transmits the start command 230 to the operation control unit 110, and the train operates as shown in FIG. 4 (S110). During operation, an accurate speed is detected by the tachometer sensor 140 and the Doppler sensor 150, and the operation control unit 110 integrates the speed to calculate an accurate position (S120).

The operation control unit 110 reads the travel section information corresponding to the calculated correct position from the line DB 130. [ The information on the travel section includes information on the travel section, distance between stations, route gradient, train code, train length, next reverse code, position deceleration, acceleration, and speed. The operation control unit 110 controls the operation of the train based on the read travel section information (S130).

In addition, the driving information 240 such as position, speed, and time of a train occurring during operation is transmitted to the central station 200 through the public network 220 (S140). Therefore, the central station 200 can grasp the operation status of all the trains within the operation section. However, the Central Control Station (200) instructs only those trains that are stationed at each station, but does not issue orders or control the trains in operation. Accordingly, the train 100 on the line 320 can independently ascertain speed and position without external assistance and arrive at the second station 400.

The passenger arrives and departs from the second station 400 as shown in FIG. 5 (S150). After the passenger is opened and closed, the departure command 250 is received from the central station 200 again. If there is a delay or an accident of the preceding train, the train 100 stopped at the second station 400 waits until the start command 250 is received.

Through this process, the operation from the first station to the second station is completed, and this process is repeated for each station section to operate in the entire operation section. Although only one train is described in the present embodiment, the central station 200 makes the same determination and commands for the plurality of trains on the travel section and receives the travel information 240, respectively.

In a modified embodiment of the present invention, when the distance between specific stations is longer than the inter-station length (for example, 1 Km), a virtual station may be set in the station and the history to operate as a virtual occlusion in addition to the occlusion.

As a modified embodiment of the present invention, a GPS receiver (not shown) may additionally be used in the terrestrial section of the train to achieve higher accuracy in speed detection and position calculation.

Although the present invention has been described in connection with the preferred embodiments set forth above, it will be readily appreciated by those skilled in the art that various other modifications and variations can be made without departing from the spirit and scope of the invention, It is obvious that all modifications are within the scope of the appended claims.

10: central control station,
20: Network,
30: Train,
32: Operation control section,
34: wireless data communication unit,
36: Ground Intelligence,
38: Gyro sensor,
40: (A) Speed sensor,
42: RF sensor,
44: GPS receiver,
50: First station,
52: geomagnetic sensor,
54: Ground equipment,
56: RF tag,
58: Line switchgear,
60: track,
62: Linear devices,
70: the second station,
72: geomagnetic sensor,
74: Ground equipment,
76: RF tag,
78: Line switchgear,
100: train,
110: Operation control section,
120: a data communication unit,
130: line DB,
140: a tachometer sensor,
150: Doppler sensor,
200: Central station,
220: Public network,
230: Start command,
240: Operation information,
250: Start command,
300: first station,
320: Line,
400: Second station.

Claims (11)

In a traveling system of a train which is unmanned between a first station (300) and a second station (400) due to blockage between stations,
A speed sensor installed on the train;
A line DB (130) storing information on a travel period of the train;
And a driving control unit (110) for calculating a position in accordance with the speed detected by the speed sensor and for reading the traveling section information corresponding to the calculated position from the line DB (130) to travel the train The train 's operating system by obstruction between stations. The method according to claim 1,
Further comprising a data communication unit (120) for receiving a start command (230) for the train to depart from the first station (300)
And the start command (230) received by the data communication unit is transmitted to the operation control unit (110). 3. The method of claim 2,
Wherein the data communication unit (120) receives the start command (230) by at least one of a Wi-Fi, a 2G, a 3G, a 4G, and a 5G wireless communication network. The method according to claim 1,
Wherein the speed sensor is at least one of a tachometer sensor (140) and a Doppler sensor (150). 5. The method of claim 4,
Wherein the travel section information includes at least one of a travel section, a distance between stations, a route gradient, a train code, a train length, a next reverse code, and a position-specific speed. 3. The method of claim 2,
Wherein the operation control unit (110) transmits the travel information (240) including at least the time, the speed and the position of the train through the data communication unit (120). In a method of operating a train unmanned between a first station (300) and a second station (400) due to blockage between stations,
Detecting a speed of the speed sensor installed in the train (S120); And
A step S130 of calculating the position according to the speed detected by the speed sensor by the operation control unit 110 and reading the travel section information corresponding to the calculated position from the line DB 130 to travel the train; Wherein the train is stationary. 8. The method of claim 7,
Prior to the detecting step S120, when the train stops at the first station 300,
The central control station 200 making a start command 230 through the public network 220;
The data communication unit 120 receiving the start command 230 (S100);
Further comprising a step (S110) of the operation control unit (110) advancing the train from the first station (300) based on the start command (230). 9. The method of claim 8,
After the calculating step S130,
Further comprising a step (S140) of transmitting operation information (240) including at least the time, speed, and position of the train to the operation control unit (110) through the data communication unit (120) How to operate a train by. A method for operating a plurality of trains in operation from a plurality of reversed phases to unmanned operation due to occlusion between stations,
Confirming that there is no other train between the central station (200) and the next station for each train stationed at an arbitrary station; And
(230) for each train being stopped by the central control station (200)
Wherein the step of receiving the travel information (240) from a plurality of trains in operation of the central station (200) continues in real time. 11. The method of claim 10,
Wherein the start command (230) and the travel information (240) are transmitted through a public network (220).
KR1020140072269A 2014-06-13 2014-06-13 Train Operation apparatus by the station to station blocking and method thereof KR20150143958A (en)

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KR1020140072269A KR20150143958A (en) 2014-06-13 2014-06-13 Train Operation apparatus by the station to station blocking and method thereof

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110780665A (en) * 2018-07-26 2020-02-11 比亚迪股份有限公司 Vehicle unmanned control method and device
CN112758135A (en) * 2021-01-05 2021-05-07 西南交通大学 Vehicle control system based on 5G network and Internet of vehicles and control method thereof

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110780665A (en) * 2018-07-26 2020-02-11 比亚迪股份有限公司 Vehicle unmanned control method and device
CN110780665B (en) * 2018-07-26 2022-02-08 比亚迪股份有限公司 Vehicle unmanned control method and device
CN112758135A (en) * 2021-01-05 2021-05-07 西南交通大学 Vehicle control system based on 5G network and Internet of vehicles and control method thereof
CN112758135B (en) * 2021-01-05 2022-03-11 西南交通大学 Vehicle control system based on 5G network and Internet of vehicles and control method thereof

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