KR102097420B1 - Checking system for train integrity of virtual coupling train sets and method for checking train integrity using the same - Google Patents

Abstract

In the train integrity checking system of the virtual train organization and the train integrity checking method using the same, the train integrity checking system includes a train organization control unit configured or released the preceding trains and subsequent trains that are operated independently of each other as virtual train organization. The subsequent train composed of the virtual train arrangement estimates a minimum safety distance for preventing collision with the preceding train, and determines a target tracking speed of the subsequent train for tracking driving of the preceding train. The preceding train composed of the virtual train arrangement performs a check on whether the subsequent train normally follows and determines whether to cancel the virtual train arrangement in order to check the following running of the subsequent train. Subsequent trains composed of the virtual train combination and the preceding trains are repeatedly tested at predetermined intervals until the virtual train combination is canceled, and the tracking and tracking of the following are performed. The determined target tracking speed is provided to the automatic train driving device.

Description

The train integrity check system for virtual train organization and the method for checking train integrity using the same {CHECKING SYSTEM FOR TRAIN INTEGRITY OF VIRTUAL COUPLING TRAIN SETS AND METHOD FOR CHECKING TRAIN INTEGRITY USING THE SAME}

The present invention relates to a train integrity verification system and a method for verifying train integrity using the same, and more specifically, as a sub function of the future train control system, a virtual unity (virtual train organization) using virtual combinations of two or more trains. The present invention relates to a system for confirming train integrity of a virtual train system and a method for checking train integrity using the same.

The conventional train control system sets a track occlusion section through a track circuit environment and a fixing device installed on a track, and a method of inspecting whether the train occupies the track section and using a track unit can axle from the front to the rear of the train. Monitors abnormalities such as train integrity, that is, train separation by counting and comparing the known information with the corresponding counting value.

In addition, by monitoring the abnormal conditions such as train separation by recognizing a sudden change in air pressure due to separation or damage of the pneumatic pipes using the pneumatic pipes connected when connecting the respective amounts of couplings constituting a one-way train.

On the other hand, in the recent train control system, the technology for recognizing the integrity of the train itself is applied through the train integrity recognition device mounted as an onboard system in the onboard system of the train to check train integrity. In this case, the method for recognizing the integrity of the train applies a method of confirming that the cable is disconnected and that the cable is connected to exchange electrical signals through a physically coupled coupler.

However, in the case of a freight train without an onboard system, it is difficult to apply the above train control system.

Republic of Korea Registered Patent No. 10-1260152

Accordingly, the technical problem of the present invention was conceived in this regard, and the object of the present invention is to enable immediate recognition and response when an error in the integrity of a virtual coupling occurs in a virtual train configuration, thereby preventing a large accident such as a train collision, thereby improving safety. It relates to a system for confirming train integrity that can improve virtual trains.

In addition, another object of the present invention relates to a method for verifying train integrity using the train integrity checking system.

The system for verifying train integrity according to an embodiment for realizing the object of the present invention includes a train configuration control unit that configures or releases a preceding train and a next train that are operated independently of each other as a virtual train combination. The subsequent train composed of the virtual train arrangement estimates a minimum safety distance for preventing collision with the preceding train, and determines a target tracking speed of the subsequent train for tracking driving of the preceding train. The preceding train composed of the virtual train arrangement performs a check on whether the subsequent train normally follows and determines whether to cancel the virtual train arrangement in order to check the following running of the subsequent train. Subsequent trains composed of the virtual train combination and the preceding trains are repeatedly tested at predetermined intervals until the virtual train combination is canceled, and the tracking and tracking of the following are performed. The determined target tracking speed is provided to the automatic train driving device.

In one embodiment, the follow-up train is a safety distance estimator for estimating a minimum inter-train distance that does not collide during sudden braking of the preceding train, and the target of the follow-up train so that the follow-up train follows the estimated minimum inter-train distance It may include a tracking speed determining unit for determining the tracking speed, and a safety distance maintaining unit for controlling the speed of the subsequent train so that the subsequent train is not closer than the estimated minimum distance between trains.

In one embodiment, the preceding train includes a communication status checking unit that checks the normality of the communication device within a predetermined period, a tracking status checking unit that checks the tracking status of the subsequent train based on the position and speed information of the subsequent train, and the subsequent train. When the distance from and increases to a predetermined distance or more, it may include a connection maintenance determining unit for determining whether to release the virtual train arrangement.

In one embodiment, the tracking status inspecting unit estimates a section in which a subsequent train exists in the next cycle based on the position and speed information of the subsequent train, and follows the estimated section based on the position information received in the next cycle. You can check if the train exists.

The method for confirming train integrity according to an embodiment for realizing another object of the present invention includes configuring a preceding train and a next train that are operated independently of each other as a virtual train combination;

The follow-up train composed of the virtual train arrangement includes a follow-up driving step of performing the follow-up driving of the preceding train, and the follow-up train composed of the virtual train combination includes a follow-up driving inspection step of performing the follow-up driving test of the follow-up train. . In the following driving step, a minimum safety distance for preventing collision with the preceding train is estimated, and a target tracking speed of the following train is determined. In the following driving inspection step, it is checked whether the subsequent train normally follows, and it is determined whether or not the virtual train is cancelled. The following driving step and the following driving test step are repeatedly performed at predetermined intervals until the virtual train organization is cancelled, and the determined target tracking speed is provided to the automatic train driving device.

In one embodiment, the following driving step, transmitting and receiving a message with the preceding train, checking the current safety distance and the braking state of the preceding train based on the received message, there is no need to brake the following train If it is determined, the step of estimating the minimum safety distance, after estimating the minimum safety distance, determining a target tracking speed of the subsequent train, and providing the determined target tracking speed to the automatic driving device of the train You can.

In one embodiment, the message may include driving information of the preceding train and control information for the preceding train.

In one embodiment, the step of estimating the minimum safety distance, estimating the future speed of the preceding train, estimating the future speed of the subsequent train, the difference between the braking distance of the preceding train and the subsequent train Calculating, correcting position uncertainty of the preceding train, correcting position uncertainty of the following train, calculating relative distance between the preceding train and the following train, estimating the minimum safety distance, And estimating a clearance distance based on the minimum safety distance and the relative distance.

In one embodiment, in the step of determining the target tracking speed, the target tracking speed is compared with the minimum safety distance, and satisfies a condition that the relative distance is large, while the subsequent distance of the subsequent train is close to zero. It may be the speed at which the current speed is increased or decreased.

In one embodiment, the step of inspecting the current safety distance and the braking state of the preceding train may include checking whether the message has been received and emergency braking the subsequent train if the number of non-reception is greater than a preset number of waiting waiting times. You can.

In one embodiment, the step of inspecting the current safety distance and the braking state of the preceding train, when the message is received, correcting the positions of the preceding train and the following train based on the driving information of the preceding train, the preceding train And calculating a relative distance based on the corrected position of the subsequent train, and if the minimum safety distance is greater than the relative distance, perform braking of the subsequent train, and the preceding train even if the minimum safety distance is less than or equal to the relative distance. If braking is being applied, it may include the step of performing braking of the subsequent train.

In one embodiment, the following driving test step includes: transmitting and receiving a message to and from the subsequent train, checking a wireless communication state with the subsequent train, checking a tracking status of the subsequent train, and the virtual train And determining whether to maintain or release the combination.

In one embodiment, the message may include driving information of the subsequent train and control information for the subsequent train.

In one embodiment, the step of inspecting the wireless communication state comprises: initializing an unreceived number of times when a message is received from the subsequent train, and comparing whether or not a predetermined unreceived number of times is exceeded if a message is not received from the subsequent train, And setting a result of the wireless communication state.

In one embodiment, the step of inspecting the follow-up status of the subsequent train includes estimating a position range in which the subsequent train may move to the next cycle based on the driving information of the subsequent train, within the position range Determining whether a position of the subsequent train exists, initializing the position range if the position of the subsequent train exists within the position range, and counting the number of errors if the position of the subsequent train does not exist within the position range. Increasing, it may include the step of setting the result of the tracking status in comparison with the preset number of errors.

In one embodiment, the step of determining the maintenance or release of the virtual train organization may include receiving a result of the wireless communication state and the following state, and at least one result of the wireless communication state and the following state is in error. In the case of (False), it may include determining that the virtual train arrangement is released.

In one embodiment, the step of determining the maintenance or release of the virtual train organization is provided, when both the wireless communication state and the following state are true, receiving a braking distance of an existing train control system, and the braking distance. And setting a threshold value (BD_Threshold) by adding a margin value (UserMargin) set by the user. If the relative distance between the subsequent train and the preceding train is less than the threshold, an error time is initialized and the Maintaining the virtual train organization, and if the relative distance is greater than or equal to the threshold value, register the current time in the error time, or if the error time has already been registered, set the registered error time to a preset maximum error time (MaxErrTime) And determining whether to maintain or release the virtual train arrangement.

According to embodiments of the present invention, it is possible to organize or release a virtual train for a preceding train and a subsequent train that are operated independently of each other, and examine the train integrity of the virtual train.

That is, the preceding train can quickly determine the train integrity error of the virtual train by monitoring the driving status of the following train, and the subsequent train prevents trailing collision of the preceding train and maintains the minimum safety distance while providing the target tracking speed. By doing so, it is possible to perform close driving with the preceding train.

1 is a schematic diagram showing a train integrity checking system according to an embodiment of the present invention.
FIG. 2 is a flowchart illustrating a method for confirming train integrity using the system for verifying train integrity in FIG. 1.
3 is a flowchart illustrating a minimum safety distance estimation step in the method for confirming train integrity in FIG. 2.
FIG. 4 is a flow chart showing steps of a safety distance inspection and a preceding train braking state inspection in the method for confirming train integrity in FIG. 2.
5 is a flowchart illustrating a wireless communication state inspection step in the method for checking train integrity in FIG. 2.
FIG. 6 is a flowchart illustrating a step of inspecting a follow-up state of a train in the train integrity checking method of FIG. 2.
7 is a flowchart illustrating a determination step of maintaining a virtual train connection in the method for confirming train integrity in FIG. 2.

The present invention can be applied to various changes and can have various forms, and the embodiments are described in detail in the text. However, this is not intended to limit the present invention to a specific disclosure form, it should be understood to include all modifications, equivalents, and substitutes included in the spirit and scope of the present invention. In describing each drawing, similar reference numerals are used for similar components. Terms such as first and second may be used to describe various components, but the components should not be limited by the terms.

The terms are used only for the purpose of distinguishing one component from other components. The terms used in this application are only used to describe specific embodiments, and are not intended to limit the present invention. Singular expressions include plural expressions unless the context clearly indicates otherwise.

In this application, terms such as “comprises” or “consisting of” are intended to indicate the presence of features, numbers, steps, operations, components, parts or combinations thereof described in the specification, one or more other features. It should be understood that the existence or addition possibilities of fields or numbers, steps, actions, components, parts or combinations thereof are not excluded in advance.

Unless defined otherwise, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by a person skilled in the art to which the present invention pertains. Terms such as those defined in a commonly used dictionary should be interpreted as having meanings consistent with meanings in the context of related technologies, and should not be interpreted as ideal or excessively formal meanings unless explicitly defined in the present application. Does not.

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

1 is a schematic diagram showing a train integrity checking system according to an embodiment of the present invention.

Referring to FIG. 1, the train integrity checking system 10 according to the present embodiment includes a train configuration control unit 300, and the train configuration control unit 300 includes a virtual train connection unit 310 and independently of each other. Organize the preceding train and the following train by operating a virtual train or release the virtual train.

In this case, the preceding and subsequent trains that were operated independently of each other by the virtual train connection unit 310 are organized into a virtual train with the preceding train 200 and the subsequent train 100, respectively.

Thus, the subsequent train 100 determines the minimum safety distance estimation and the target tracking speed to prevent collision with the preceding train 200 to perform 'following driving 101', and the preceding train 200 is' In order to perform the follow-up driving inspection 201, a check is made as to whether the subsequent train 100 estimates normally, and a determination is made as to whether to cancel the virtual train arrangement.

In addition, the following train 100 and the preceding train 200, which are organized as a virtual train, repeat the following driving 101 and the following driving test 201 by repeating every predetermined cycle until the virtual train is released. Perform.

More specifically, the subsequent train 100 includes a safety distance estimation unit 110, a tracking speed determination unit 120, and a safety distance maintenance unit 130 to secure or confirm train integrity.

The safety distance estimator 110 estimates a minimum distance between trains not colliding with the preceding train 200 even when the preceding train 200 is suddenly braked.

The tracking speed determining unit 120 is based on the minimum inter-train distance estimated by the safety distance estimating unit 110, so that the subsequent train 100 tracks the preceding train 200 to follow the preceding train 200. ) To determine the target tracking speed. In this case, the target tracking speed may be determined so that the subsequent train 100 can follow and follow the minimum train-to-train distance with respect to the preceding train 200.

In this case, the determined target tracking speed is provided by an automated train operation (ATO), so that the speed of the train can be controlled.

The safety distance maintaining unit 130 controls the speed of the subsequent train 100 so that the subsequent train 100 does not come closer to the preceding train 200 than the estimated minimum distance between trains, in this case, The target deceleration of the subsequent train 100 may be generated and provided to the speed control system of the train, for example, the automatic train driving apparatus 500.

Meanwhile, the preceding train 200 includes a communication status inspection unit 210, a tracking status inspection unit 220, and a connection maintenance determination unit 230 to secure and confirm train integrity.

The communication status checking unit 210 checks whether the communication device is normal within a predetermined period, for example, confirms whether a message is received from the subsequent train 100 within a predetermined period using wireless communication. By doing so, it is possible to check whether the communication device is normal.

The tracking status inspecting unit 220 checks the tracking status of the subsequent train 100 based on the position and speed information of the subsequent train 100.

In this case, the following state inspection unit 220 based on the position and speed information of the subsequent train 100, the next train (in a predetermined cycle, which means the cycle following the cycle to which the current belongs), the subsequent train 100 ) Is estimated, and whether the subsequent train 100 exists in the estimated section of the subsequent train 100 based on the location information of the subsequent train 100 received in the next cycle. By checking, it is possible to inspect the following state of the subsequent train 100.

The connection maintenance determining unit 230 determines whether to cancel the virtual train arrangement based on whether the distance from the subsequent train 100 increases beyond a set distance. That is, when the distance from the subsequent train 100 increases beyond a set distance, it may be determined that the virtual train arrangement is released.

On the other hand, the subsequent train 100 and the preceding train 200 perform each of the functions described above, after being organized into a virtual train, and repeatedly performed every preset cycle, that is, every communication cycle, until the virtual train is released. Through this, the integrity of the train of the virtual train is inspected and checked.

Hereinafter, a method of confirming train integrity during the virtual train arrangement of the subsequent train 100 and the preceding train 200 will be described in more detail.

FIG. 2 is a flowchart illustrating a method for confirming train integrity using the system for verifying train integrity in FIG. 1. 3 is a flowchart illustrating a minimum safety distance estimation step in the method for confirming train integrity in FIG. 2. FIG. 4 is a flow chart showing steps of a safety distance inspection and a preceding train braking state inspection in the method for confirming train integrity in FIG. 2. 5 is a flowchart illustrating a wireless communication state inspection step in the method for checking train integrity in FIG. 2. FIG. 6 is a flowchart illustrating a step of inspecting a follow-up state of a train in the train integrity checking method of FIG. 2. 7 is a flowchart illustrating a determination step of maintaining a virtual train connection in the method for confirming train integrity in FIG. 2.

First, referring to FIG. 2, in the method for confirming train integrity using the train integrity checking system 10, the preceding train 200 and the subsequent train 100 operated independently of each other by the virtual train connection unit 310 Is configured by virtual train organization and connected (step S10).

As described above, when configured as a virtual train combination by the virtual train connection unit 310, the driving information, such as train speed, train location, virtual organization, physical separation, and the like, or whether braking is targeted or not, for each predetermined communication cycle. , The preceding train 200 and the subsequent train 100 transmit and receive control information such as whether the motor is driven or not, a target speed, and the like, to check the train integrity.

In addition, the check of train integrity is repeated until the virtual train arrangement is released.

On the other hand, in the method for confirming the integrity of the train, the confirmation methods performed by the preceding train 200 and the subsequent train 100 are distinguished from each other, and the following train 100 performs a follow-up driving step (step S100), and the preceding The train 200 performs the following driving inspection step (step S200). Accordingly, when it is configured with the virtual train arrangement, first, it is determined whether it is a preceding train or a subsequent train (step S20).

Thus, if it corresponds to the subsequent train 100, the following driving step (step S100) is performed, and when it corresponds to the preceding train 200, the following driving test step (step S200) is performed.

First, when performing the following driving step (step S100), first, referring to FIG. 2, the subsequent train 100 transmits a message to the preceding train 200 (step S110), and the preceding train ( 200) is received (step S120).

In this case, wireless communication may be used for transmission and reception of the message, and the contents included in the message, as described above, are driving information such as train speed, train location, virtual organization, physical separation, and whether or not braking is applied. It includes control information such as target braking force, motor propulsion, and target speed.

Thereafter, as shown in FIG. 2, the safety distance maintaining unit 130 of the subsequent train 100 checks the current safety distance of the subsequent train 100 based on the received message, and the The braking state of the preceding train 200 is checked (step S130).

Thus, based on the current safety distance and the braking state, if it is determined that braking is necessary (step S140), braking is performed (step S150), and if braking is not required, braking is not performed.

More specifically, in the current safety distance inspection of the subsequent train 100 and the braking state inspection of the preceding train 200, as shown in FIG. 4, first, whether a message was received from the preceding train 200 Confirm (step S131).

Thus, if a message is not received, the number of errors (m) is increased (m = m + 1), and it is determined whether the increased number of errors (m) is greater than the preset number (M) (step S137), If the number of errors is greater than the preset number, emergency braking is performed (step S138).

On the other hand, when a message is received from the preceding train 200, the number of errors (m) is initialized (m = 0), and the train position uncertainty is corrected (step S132).

In this case, when the uncertainty of the position of the train is corrected, the following equations (1) and (2) are corrected.

식 (1)

Equation (1)

식 (2)

Equation (2)

Here, each factor is defined as follows.

That is, the position error value E _tag calculated through the _tag is subtracted from the position of the preceding train at t seconds in the case of the preceding train, and the subsequent train at (t + 1) seconds in the case of the following train. By increasing or decreasing the position, the uncertainty of the train position is corrected.

In this case, the unit is a distance from the grounder (meter), the position error value of the grounder is proportional to the driving distance, a value defined by the user's instructions, and the preceding train or subsequent train is installed on the track. The location of the train is initialized each time it is read.

Thereafter, referring to FIG. 4, the relative distance between the preceding train 200 and the following train 100 is calculated based on the corrected positions of the preceding train and the following train (step S133).

Thereafter, as will be described later, the minimum safety distance estimated by the safety distance estimator 110 is compared with the relative distance (step S134), and if the minimum safety distance is greater than the relative distance, the subsequent train 100 Braking is performed (step S150).

On the other hand, if the minimum safety distance is equal to or less than the relative distance, it is determined whether or not the preceding train 200 is under braking (step S135), and if the preceding train 200 is under braking, similarly, the Braking is performed on the subsequent train 100 (step S150).

Alternatively, if the minimum safety distance is equal to or less than the relative distance, and the preceding train 200 is not applying braking, the current safety distance inspection and the preceding train braking state inspection through this step are ended. , It is determined that braking is not necessary (step S140).

Thereafter, referring to FIGS. 2 and 3, if it is determined that the braking is not necessary (step S140), the safety distance estimator 110 of the subsequent train 100 estimates a minimum safety distance (step S160). ).

That is, in the minimum safety distance estimation step (step S160), the relative speed difference and the relative distance from the preceding train 200 are calculated based on the driving information value of the message received from the preceding train 200, and based on this. The minimum safety distance is estimated, and thus the estimated minimum safety distance is safe between the preceding train 200 and the preceding train that does not collide with the preceding train 200 even if the preceding train 200 decelerates to the maximum deceleration. Mean distance.

More specifically, referring to FIG. 3, in the minimum safety distance estimation step, first, the future speed of the preceding train 200 is estimated (step S161), and the future speed of the subsequent train 100 is estimated ( Step S162).

In this case, the future speed of the preceding train and the future speed of the subsequent train are estimated by equations (3) and (4), respectively.

Equation (3)

Equation (4)

Here, each factor is defined as follows.

That is, the future speed (V _{est_p} ) of the preceding train is based on the speed of t seconds of the preceding train, tachometer error, maximum deceleration, network cycle, maximum network repeat transmission time, control system delay, effective braking delay, and ECU processing cycle. Can be estimated as

At this time, t is defined as the time when the preceding train generates and transmits driving information to be sent to the subsequent train, and the next time to receive the generated information is defined as (t + 1).

Similarly, the future speed (V _{est_f} ) of the subsequent train is (t + 1) seconds of the subsequent train speed, tachometer error, maximum acceleration, maximum network repeat transmission time, control system delay, motor propulsion cut-off delay time, and ECU processing cycle It can be estimated based on.

Thereafter, as shown in FIG. 3, based on information on the braking distance of the preceding train 200 and the braking distance of the subsequent train 100, the difference between the braking distances of the two trains is calculated (step S163). ).

Thereafter, as shown in FIG. 3, the position uncertainty of the preceding train 200 is corrected (step S164), and the position uncertainty of the subsequent train 100 is corrected (step S165).

In this case, in the case of the correction, the maximum value of the upper gradient of the section line where the preceding train is located is applied to the preceding train, and the maximum value of the lower gradient of the section line where the subsequent train is located is applied to the subsequent train. In this case, the negative gradient (acceleration) is applied to the lower gradient, and the upper gradient should decelerate the speed faster due to the gradient effect. will be.

Thereafter, as shown in FIG. 3, the relative distance between the preceding train 200 and the subsequent train 100 is calculated (step S166). In this case, the relative distance can be easily calculated from the transmitted and received messages.

Thus, referring to FIG. 3, it is possible to estimate the minimum safety distance of the subsequent train 100 (step S167). In this case, the minimum safety distance can be estimated by the following equation (5).

Equation (5)

Here, each factor is defined as follows.

That is, as confirmed by Eq. (5), the maximum deceleration plus the estimated acceleration value of each train through Eq. (3) and Eq. (4) and the gradient acceleration corresponding to the position of each train ( Alternatively, the minimum safety distance may be calculated by subtracting the braking distance of the preceding train from the braking distance of the subsequent train by multiplying the target deceleration) and the efficiency of the braking device.

In this case, since the best case of the preceding train is a short braking distance, and the worst case of the subsequent train is a long braking distance, the minimum safety distance can be calculated by considering the braking efficiency value as in Equation (5).

Thereafter, referring to FIG. 3, based on the estimated minimum safety distance, an allowance distance is estimated as shown in Equation (6) below (step S168).

식 (6)

Equation (6)

Here, each factor is defined as follows.

As can be seen from the above equation (6), a distance calculated at a relative distance between the preceding train and the succeeding train, the position value at the time t seconds of the message of the preceding train 200 and the current succeeding train The position value at (t + 1) seconds of (100) is used, and in this case, the position value is a value obtained by correcting the error of the ground tag, and the position of the subsequent train at the position of the preceding train The distance minus the estimated minimum safety distance, after subtracting, corresponds to the estimated margin distance.

As described above, when the minimum safety distance is estimated, as shown in FIG. 2, the tracking speed determining unit 120 of the subsequent train 100 determines a target tracking speed (step S170).

That is, the subsequent train 100 determines the target tracking speed of increasing or decelerating according to the increase standard defined in the current speed of the subsequent train 100 based on the clearance distance. That is, the target tracking speed means a target speed value determined by the subsequent train itself so that the clearance distance approaches 0 while satisfying the condition that the relative distance is large compared to the minimum safety distance.

As described above, the determined target tracking speed is provided to the train automatic driving apparatus ATO 500 (step S18), and the following driving step (step S100) ends.

In addition, the determined target tracking speed and the estimated minimum safety distance are fed back and provided to the safety distance estimator 110 together with a message transmission / reception result. Through this, the safety distance estimator 110 refers to FIG. 4 above. As described above, the current safety distance and the braking state of the preceding train are checked again.

On the other hand, the preceding train 200 performs the following driving test (S200), and when the result of the following driving test, an error occurs as a final result, the virtual train is connected through the virtual train connection unit 310. Is released.

More specifically, when performing the following driving test step (step S200), first, as shown in FIG. 2, the preceding train 200 transmits a message to the subsequent train 100 (step S210). , Receives a message from the subsequent train 100 (step S220).

In this case, wireless communication may be used for transmission and reception of the message, and the contents included in the message, as described above, are driving information such as train speed, train location, virtual organization, physical separation, and whether or not braking is applied. It includes control information such as target braking force, motor propulsion, and target speed.

Thereafter, referring to FIG. 2, the preceding train 200 checks the wireless communication state through the communication state inspection unit 210 (step S230).

More specifically, referring to FIG. 5, in the inspection step of the wireless communication state (step S230), first, it is determined whether or not a check cycle of the wireless communication state (step S231), and if the check cycle corresponds to the subsequent train ( 100) It is determined whether or not a message has been received (step S232).

Thus, if a message is received from the subsequent train 100, the number of times the message is not received (r) is initialized (r = 0) (step S233).

On the other hand, if a message is not received from the subsequent train 100, the number of unreceived messages is increased (r = r + 1) (step S234), and the number of unreceived messages r is set to R. It is determined whether or not it has been exceeded (step S235).

Thus, if the number of times the message has not been received exceeds the preset number of times the message has been received, it is determined that the result of the wireless communication state check is false (step S236), and the inspection of the wireless communication state is ended.

In this case, the preset number of unreceived times R may be set in consideration of various factors, and as described above, if the wireless communication status test result is normal, the virtual train organization is maintained and the wireless communication status check If the result is an error, the virtual train connection unit 310 releases the virtual train arrangement.

As described above, after checking the wireless communication state, referring to FIG. 2, the following state of the subsequent train 100 is checked (step S240).

More specifically, in the step of checking the following state of the subsequent train, as shown in FIG. 6, first, it is determined whether the location range of the subsequent train 100 is registered (step S241), if not registered, First, the position range of the subsequent train 100 is estimated.

In this case, the position range of the subsequent train 100 refers to a range in which the subsequent train moves to the next cycle based on the driving information of the subsequent train 100, and the subsequent train 100 The position after t seconds is estimated by reflecting the speed and the error of the tachometer (tachometer error).

To this end, first, the speed of the subsequent train is corrected in consideration of the worst case (step S242), and the position A, which is the minimum value of the range in which the subsequent train can be located after t seconds, is estimated from the following equation (7) (step S243). ).

On the other hand, the speed of the subsequent train is corrected in consideration of the best case (step S244), and from the following equation (8), the maximum position of the range in which the subsequent train can be located after t seconds is estimated (step S245). .

식 (7)

Equation (7)

식 (8)

Equation (8)

Here, each factor is defined as follows.

That is, equations (7) and (8) estimate the minimum and maximum positions after the network cycle of the subsequent train, reflecting the speed and speedometer errors of the subsequent train at t seconds, and determining the travel distance by the network period. These equations are calculated by calculating the range from the minimum position to the maximum position by subtracting the minimum distance value defined by the user from the minimum position and increasing or decreasing the maximum distance.

  Thereafter, referring to FIG. 6, based on the results of the estimation of the A position and the B position of the subsequent trains defined through Equations (7) and (8), the position range of the subsequent trains from the A position to the B position is Set (step S246).

That is, based on the estimated position range of the subsequent train, referring to FIG. 6, in the subsequent train tracking state inspection step, it is determined whether the position of the subsequent train is within the estimated position range (step S247). , If present, initializes the position range value while setting the number of errors (m) to 0 (step S248). Then, the above-described position range setting steps (step S242 to step S246) are repeated to update the position range of the subsequent train.

Alternatively, if the position of the subsequent train does not exist within the estimated position range, the number of errors (m) is increased (m = m + 1), and whether the number of errors is greater than a preset number (M). Judging, the follow-up test result of the subsequent train is set.

That is, if the number of errors (m) is greater than the predetermined number of times (M), the tracking status test result is set to error (step S249), and accordingly, the virtual train arrangement is released.

As described above, when the inspection for the following train follow-up state is completed, referring to FIG. 2, it is determined through the connection maintenance determining unit 230 that the virtual train arrangement is maintained or released (step S250).

Thus, if it is determined to maintain the connection of the virtual train organization (step S260), repeat the above-described steps (step S210 to step S260), and if it is determined to release the connection of the virtual train organization (step S260), By calling the function of releasing the virtual train arrangement (step S270), through the virtual train connection unit 310, the preceding train 200 and the subsequent train 100 organized as a virtual train are released from the virtual train arrangement.

More specifically, the step of determining the maintenance or release of the virtual train arrangement is as shown in FIG. 7.

That is, referring to FIG. 7, in the determination of maintaining or releasing the virtual train organization, first, results of the wireless communication state and the following state are provided (step S251, step S252).

In this case, if the result of the wireless communication status test is set to False, the virtual train arrangement is set to released (False) to end the determination (step S259). In addition, even if the radio communication state test result is set to normal, if the test result of the follow-up train tracking state is set to False, the virtual train organization is similarly set to released (False) to end the determination. (Step S259).

Alternatively, if both the radio communication status test result and the subsequent train tracking status test result are set to true, information on the braking distance value of the train is provided from the message, that is, from the braking profile information (step) S253).

Thereafter, a threshold value BD_Threshold is set by adding the braking distance and a margin value (UserMargin) set by the user (step S254). In this case, the margin value (UserMargin) may be defined as a result of multiplying the braking distance by a margin rate (UserMarginRate), and the margin rate (UserMarginRate) may be set in a range of 0 to 100%.

In this case, the threshold value (BD_Threshold) means the maximum relative distance value between the subsequent train and the preceding train.

Thereafter, the relative distance between the subsequent train and the preceding train is compared with the set threshold (BD_Threshold) (step S255), and if the relative distance is less than the threshold (BD_Threshold), an error time is initialized (null). Then, the virtual train organization is confirmed as a normal state to maintain the connection, and the determination of maintaining or releasing the virtual train organization ends.

Alternatively, if the relative distance is greater than or equal to the threshold (BD_Threshold), it is determined whether the error time is in an initial (null) state (step S256), and if it is in an initial state, the current time (now ()) is registered in the error time. (Step S257), the virtual train organization is confirmed as a normal state to maintain the connection, and the determination of maintaining or releasing the virtual train organization ends.

On the other hand, if the error time is not initialized, the registered error time is compared with a preset maximum error time (MaxErrTime) (step S258), and if the registered error time is smaller than the preset maximum error time, the virtual train The knitting is confirmed as a normal state to maintain the connection, and the determination of maintaining or releasing the virtual train knitting ends.

However, if the registered error time is greater than or equal to the preset error time, the virtual train arrangement is set to released (False) to end the determination (step S259).

As described above, through the train integrity checking method according to the present embodiment, the virtual train-formed preceding train and the subsequent train perform integrity checks and checks for the virtual connections, and through this, the subsequent train collides with the preceding train. And the preceding train can check the following status and the wireless communication status of the subsequent train. Thus, two trains that are not physically connected to each other can be safely grouped, and through this, a plurality of trains can be controlled by a virtual one-way to provide necessary safety functions.

According to the embodiments of the present invention as described above, it is possible to organize or release a virtual train for a preceding train and a subsequent train that are operated independently of each other, and examine the train integrity of the virtual train.

That is, the preceding train can quickly determine the train integrity error of the virtual train by monitoring the driving status of the following train, and the subsequent train prevents trailing collision of the preceding train and maintains the minimum safety distance while providing the target tracking speed. By doing so, it is possible to perform close driving with the preceding train.

Although described above with reference to the preferred embodiment of the present invention, those skilled in the art may variously modify and change the present invention without departing from the spirit and scope of the present invention as set forth in the claims below. You will understand that you can.

The train integrity checking system and the train integrity checking method using the same according to the present invention have an industrial potential that can be used in a train control system.

10: train integrity check system
100: follow-up train 110: safety distance estimation unit
120: tracking speed determining unit 130: safe distance maintenance unit
200: preceding train 210: communication status inspection unit
220: tracking status inspection unit 230: connection maintenance determination unit
300: train organization control unit 400: automatic train protection device
500: automatic train driving device

Claims (17)

It includes a train configuration control unit for configuring or releasing a preceding train and a subsequent train that are operated independently of each other as a virtual train configuration,
The subsequent train composed of the virtual train arrangement,
For following driving of the preceding train, the minimum safety distance for preventing collision with the preceding train is estimated, and the target tracking speed of the following train is determined,
The preceding train consisting of the virtual train arrangement,
In order to check the following running of the subsequent train, check whether the following train normally follows and determine whether to cancel the virtual train arrangement,
The subsequent trains composed of the virtual train combination and the preceding trains repeatedly perform the following driving and the following driving inspections at predetermined intervals until the virtual train combination is canceled,
The determined target tracking speed is provided by an automatic train driving device,
The preceding train, a tracking status inspecting unit that checks the following status of the subsequent train based on the location and speed information of the succeeding train, and determines whether to release the virtual train when the distance to the subsequent train increases beyond a set distance. Train integrity check system characterized in that it comprises a connection maintenance unit. According to claim 1, The subsequent train,
A safety distance estimator for estimating a distance between trains that do not collide when a preceding train is suddenly braked;
A tracking speed determining unit that determines a target tracking speed of the subsequent train so that the subsequent train runs on the basis of the estimated minimum train distance; And
And a safety distance maintaining unit that controls the speed of the subsequent trains so that the subsequent trains do not come closer than the estimated minimum distance between trains. According to claim 1, The preceding train,
A train integrity checking system further comprising a communication status inspection unit that checks the normality of the communication device within a predetermined period. The method of claim 3, wherein the tracking state inspection unit,
A train characterized by estimating a section in which a subsequent train exists in the next cycle based on the position and speed information of a subsequent train, and checking whether a subsequent train exists in the estimated section based on the position information received in the next cycle. Integrity check system. Configuring a preceding train and a next train that are independently operated from each other by virtual train organization;
A follow-up train performing the follow-up train consisting of the virtual train arrangement to perform a follow-up run of the preceding train; And
The preceding train composed of the virtual train arrangement includes a follow-up driving inspection step for performing a follow-up driving test of the following train,
In the following driving step, a minimum safety distance for preventing collision with the preceding train is estimated, and a target tracking speed of the following train is determined,
In the following driving inspection step, it is checked whether the subsequent train normally follows and determines whether to cancel the virtual train arrangement,
The following driving step and the following driving test step are repeatedly performed at predetermined intervals until the virtual train is canceled,
The determined target tracking speed is provided by an automatic train driving device,
The follow-up driving step includes transmitting and receiving a message with the preceding train, and checking a current safety distance and a braking state of the preceding train based on the received message,
The step of checking the current safety distance and the braking state of the preceding train includes: checking whether the message has been received, and emergency braking the subsequent train if the number of non-reception is greater than the preset number of waiting for no reception. How to check integrity. The method of claim 5, wherein the following driving step is performed,
Estimating the minimum safety distance when it is determined that braking of the subsequent train is not necessary;
Determining a target tracking speed of the subsequent train after estimating the minimum safety distance; And
And providing the determined target tracking speed to the automatic driving device of the train. The method of claim 6, wherein the message,
A method for checking train integrity, comprising driving information of the preceding train and control information for the preceding train. The method of claim 7, wherein estimating the minimum safety distance,
Estimating the future speed of the preceding train;
Estimating the future speed of the subsequent train;
Calculating a difference between a braking distance between the preceding train and the subsequent train;
Correcting the positional uncertainty of the preceding train;
Correcting the positional uncertainty of the subsequent train;
Calculating a relative distance between the preceding train and the subsequent train;
Estimating the minimum safety distance; And
And estimating a clearance distance based on the minimum safety distance and the relative distance. According to claim 8, In the step of determining the target tracking speed,
The target follow-up speed is a train integrity characterized by increasing or decelerating the current speed of the subsequent train so that the margin is close to 0 while satisfying the condition that the relative distance is large compared to the minimum safety distance. checking way. delete According to claim 7, The step of inspecting the current safety distance and the braking state of the preceding train,
When the message is received, correcting positions of a preceding train and a subsequent train based on driving information of the preceding train;
Calculating a relative distance based on the corrected positions of the preceding train and the subsequent train; And
And if the minimum safety distance is greater than the relative distance, braking the subsequent train is performed, and if the preceding train is applying braking even if the minimum safety distance is less than the relative distance, performing braking of the subsequent train. Method for checking train integrity, characterized in that. The method of claim 5, wherein the following driving inspection step,
Transmitting and receiving a message with the subsequent train;
Checking a wireless communication state with the subsequent train;
Checking the following status of the subsequent train; And
And determining the maintenance or release of the virtual train arrangement. The method of claim 12, wherein the message,
A method for checking train integrity, comprising driving information of the subsequent train and control information for the subsequent train. The method of claim 13, wherein the step of checking the wireless communication status,
Initializing an unreceived number of times when a message is received from the subsequent train; And
And if a message is not received from the subsequent train, comparing whether a predetermined number of unreceived frequencies has been exceeded, and setting a result of wireless communication status. The method of claim 13, wherein inspecting the following status of the subsequent train,
Estimating a position range in which the subsequent train moves to the next cycle and can be positioned based on the driving information of the subsequent train;
Determining whether a position of the subsequent train exists within the position range;
Initializing the position range when the position of the subsequent train exists within the position range; And
And if the position of the subsequent train does not exist within the position range, increasing the number of errors, and comparing the preset number of errors to establish a tracking status result. The method of claim 13, wherein the determining of maintaining or releasing the virtual train arrangement comprises:
Receiving results of the wireless communication state and the following state; And
And if the result of at least one of the wireless communication state and the following state is false, determining that the virtual train organization is released. 17. The method of claim 16, wherein the determining of maintaining or releasing the virtual train arrangement comprises:
If both the wireless communication state and the following state are true, receiving a braking distance of an existing train control system;
Setting a threshold value (BD_Threshold) by adding the braking distance and a margin value (UserMargin) set by the user;
If the relative distance between the subsequent train and the preceding train is less than the threshold, initializing an error time (null) and maintaining the virtual train organization; And
If the relative distance is greater than or equal to the threshold, register the current time at the error time, or if the error time is already registered, compare the registered error time with a preset maximum error time (MaxErrTime) to maintain the virtual train organization. Or determining the integrity of the train comprising the step of determining the release.

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