KR102741276B1 - Apparatus and method for optimizing train operation to improve train energy efficiency using ktcs on-board signaling device, train control system using the same - Google Patents

Abstract

A train driving optimization device and method using an onboard signal device and a train control system using the same are disclosed. The train driving optimization device using an onboard signal device according to one embodiment of the present application may include an interface unit which obtains ground information obtained through ground facilities arranged with respect to a track on which a target vehicle runs, specification information of the target vehicle, and speed information of the target vehicle, a dynamic speed profile calculation unit which generates an optimal profile for a driving speed to be applied to the target vehicle based on the ground information, the specification information, the speed information, and operation plan information generated in advance for the target vehicle, and a control unit which displays the optimal profile through an output module provided in the target vehicle and controls the driving of the target vehicle according to the optimal profile.

Description

{APPARATUS AND METHOD FOR OPTIMIZING TRAIN OPERATION TO IMPROVE TRAIN ENERGY EFFICIENCY USING KTCS ON-BOARD SIGNALING DEVICE, TRAIN CONTROL SYSTEM USING THE SAME}

This application relates to a train operation optimization device and method using an onboard signal device and a train control system using the same. For example, this application relates to a driving speed calculation technique for improving train energy efficiency in an onboard signal device based on the Korean Train Control System (KTCS).

The onboard signaling system is a method of limiting the train speed from the ground to the onboard for the section occupied by the train, or of receiving track information from the ground and using the track information and the train position, the onboard signaling device calculates the train speed limit.

In this regard, Fig. 1 is a conceptual diagram for explaining a train speed limit calculation method of a conventional onboard signal system.

Referring to Figure 1, in the case of a conventional onboard signal system, there is a limitation in that it calculates only the maximum speed limit value at which a train can operate on the corresponding track, and does not consider the efficient speed value required for overall operation, or acceleration and deceleration.

Accordingly, it is necessary to introduce a plan to improve train energy efficiency by calculating the recommended operating speed considering train energy efficiency and providing it to automatic driving systems and locomotive drivers.

The background technology of this application is disclosed in Korean Patent Publication No. 10-1449740.

The present invention is intended to solve the problems of the above-mentioned prior art, and to provide a train operation optimization device and method using an onboard signal device capable of deriving the most efficient recommended operation speed within a predetermined vehicle operation schedule, and a train control system using the same.

However, the technical tasks to be achieved by the embodiments of the present invention are not limited to the technical tasks described above, and other technical tasks may exist.

As a technical means for achieving the above technical task, a train driving optimization device using an onboard signal device according to one embodiment of the present invention may include an interface unit which obtains ground information obtained through ground facilities arranged for a track on which a target vehicle runs, specification information of the target vehicle, and speed information of the target vehicle, a dynamic speed profile calculation unit which generates an optimal profile for a driving speed to be applied to the target vehicle based on the ground information, the specification information, the speed information, and operation plan information generated in advance for the target vehicle, and a control unit which displays the optimal profile through an output module provided in the target vehicle and controls the driving of the target vehicle according to the optimal profile.

In addition, the dynamic speed profile calculation unit can generate the optimal profile by considering the result of comparing the target vehicle's travel distance calculated based on the speed information and the remaining distance to the destination based on the driving plan information.

Additionally, the optimal profile may include information on recommended operating speeds calculated by considering braking input information, acceleration request information, and train energy efficiency for the target vehicle.

Additionally, the above ground information may include slope information, curve information, and movement permission information of the track.

In addition, a train driving optimization device using an onboard signal device according to one embodiment of the present invention may include an acceleration/deceleration calculation unit that derives acceleration/deceleration pattern information including at least one of a traction execution time, a coasting driving section, and a braking condition according to the optimal profile.

Additionally, the control unit can control the driving of the target vehicle according to the acceleration/deceleration pattern information.

Additionally, the above ground facility may include at least one of a Balise and a Radio Block Center (RBC).

In addition, a train driving optimization device using an onboard signal device according to one embodiment of the present invention may include a dynamic speed profile correction unit that corrects the optimal profile using reference position information received through a Balise Transmission Module (BTM) equipped on the target vehicle.

Additionally, the output module may include a Driver Machine Interface (DMI) module.

Meanwhile, a method for optimizing train driving using an onboard signal device according to one embodiment of the present invention may include a step of obtaining ground information, specification information of the target vehicle, and speed information of the target vehicle obtained through ground facilities arranged for a track on which a target vehicle runs, a step of generating an optimal profile for a driving speed to be applied to the target vehicle based on the ground information, the specification information, the speed information, and operation plan information generated in advance for the target vehicle, and a step of displaying the optimal profile through an output module provided in the target vehicle and controlling driving of the target vehicle according to the optimal profile.

In addition, the step of generating the optimal profile may generate the optimal profile by considering the result of comparing the travel distance of the target vehicle calculated based on the speed information and the remaining distance to the destination based on the driving plan information.

In addition, a method for optimizing train driving using an onboard signal device according to one embodiment of the present invention may include a step of deriving acceleration/deceleration pattern information including at least one of a traction execution time, a coasting driving section, and a braking condition according to the optimal profile.

In addition, the controlling step can control the driving of the target vehicle according to the acceleration/deceleration pattern information.

In addition, a method for optimizing train driving using an onboard signal device according to one embodiment of the present invention may include a step of correcting the optimal profile using reference position information received through a Balise Transmission Module (BTM) equipped on the target vehicle.

Meanwhile, a train control system, to which a train driving optimization technique using an onboard signal device according to one embodiment of the present invention is applied, may include: an onboard signal device which generates an optimal profile for a driving speed to be applied to the target vehicle based on a speed sensor which measures speed information of a target vehicle, ground equipment arranged with respect to a track on which the target vehicle runs, ground information acquired from the ground equipment, specification information of the target vehicle, speed information acquired from the speed sensor, and operation plan information generated in advance for the target vehicle; an output module which is provided in the target vehicle to display the optimal profile; and an automatic driving device which is controlled to drive the target vehicle according to the optimal profile.

The above-described problem solving means are merely exemplary and should not be construed as limiting the present invention. In addition to the above-described exemplary embodiments, additional embodiments may exist in the drawings and detailed description of the invention.

According to the above-described means for solving the problem of the present invention, a train driving optimization device and method using an onboard signal device capable of deriving the most efficient recommended driving speed within a predetermined vehicle driving schedule, and a train control system using the same can be provided.

According to the solution to the problem of the above-mentioned invention, by performing coasting operation as much as possible for efficient operation of the train, the number of acceleration and braking inputs is reduced, and accordingly, the lifespan of the train is increased and the number of maintenance inputs is reduced.

According to the solution to the problem of the above-mentioned present invention, an efficient recommended operating speed is calculated without hindering the safe operation of the train, so there is an advantage of not damaging the existing safety function.

However, the effects that can be obtained from this invention are not limited to the effects described above, and other effects may exist.

Figure 1 is a conceptual diagram explaining a train speed limit calculation method of a conventional onboard signal system.
Figure 2 is a schematic diagram of a train control system according to one embodiment of the present invention.
Figure 3 is a schematic diagram of a train driving optimization device using an onboard signal device according to one embodiment of the present invention.
Figure 4 is a flowchart of an operation for a method for optimizing train operation using an onboard signal device according to one embodiment of the present invention.
FIG. 5 is a detailed flowchart of a process for generating an optimal profile for a driving speed to be applied to a target vehicle according to one embodiment of the present invention.

Below, with reference to the attached drawings, embodiments of the present invention are described in detail so that those with ordinary skill in the art can easily practice the present invention. However, the present invention may be implemented in various different forms and is not limited to the embodiments described herein. In addition, in order to clearly describe the present invention in the drawings, parts that are not related to the description are omitted, and similar parts are assigned similar drawing reference numerals throughout the specification.

Throughout this specification, when a part is said to be "connected" to another part, this includes not only the case where it is "directly connected," but also the case where it is "electrically connected" or "indirectly connected" with another element in between.

Throughout this specification, when it is said that an element is located “on,” “above,” “below,” “under,” or “below” another element, this includes not only cases where an element is in contact with another element, but also cases where another element exists between the two elements.

Throughout this specification, whenever a part is said to "include" a component, this does not mean that it excludes other components, but rather that it may include other components, unless otherwise specifically stated.

This application relates to a train operation optimization device and method using an onboard signal device and a train control system using the same. For example, this application relates to a driving speed calculation technique for improving train energy efficiency in a KTCS onboard signal device.

Figure 2 is a schematic diagram of a train control system according to one embodiment of the present invention.

Referring to FIG. 2, a train control system (10) according to one embodiment of the present invention may include a train driving optimization device (100) using an onboard signal device according to one embodiment of the present invention (hereinafter referred to as 'optimization device (100)'), an automatic driving device (200), a speed sensor (300), a DMI (400), and ground equipment (500).

The optimization device (100), the autonomous driving device (200), the speed sensor (300), the DMI (400), and the ground equipment (500) can communicate with each other through a network (not shown). The network (not shown) means a connection structure in which information can be exchanged between each node, such as terminals and servers, and examples of such a network (not shown) include, but are not limited to, a 3GPP (3rd Generation Partnership Project) network, an LTE (Long Term Evolution) network, a 5G network, a WIMAX (World Interoperability for Microwave Access) network, the Internet, a LAN (Local Area Network), a Wireless LAN (Wireless Local Area Network), a WAN (Wide Area Network), a PAN (Personal Area Network), a wifi network, a Bluetooth network, a satellite broadcasting network, an analog broadcasting network, a DMB (Digital Multimedia Broadcasting) network, etc.

In addition, referring to FIG. 2, among the sub-modules forming the train control system (10) disclosed herein, the onboard signal device (100), the automatic driving device (200), the speed sensor (300), and the output module (DMI, 400) may be installed inside the target vehicle (1). In contrast, among the sub-modules of the train control system (10), the ground equipment (500), such as the Balise (510) and the Radio Block Center (RBC; 520), may be installed outside the train (2). In addition, the onboard signal device (100) may be equipped with an onboard antenna (101) for receiving predetermined ground information from the ground equipment (500) installed outside the train (2).

In other words, the onboard antenna (101) can perform the function of transmitting ground information (ground line information) transmitted from the balis (510) and the wireless blocking center (520) to the onboard signal device (100).

For reference, in the description of the embodiment of the present invention, the optimization device (100) may be the same server or device as the onboard signal device (100) mounted on the target vehicle (1), and as another example, the optimization device (100) may be a lower module mounted on the onboard signal device (100). In other words, in the description of the embodiment of the present invention, the reference numeral 100 may be used interchangeably for the onboard signal device (100) and the optimization device (100) according to the implementation example of the present invention.

In addition, the onboard signal device (100) can receive ground information from the ground antenna (101) and train specification information of the target vehicle (1) from the DMI (400). In addition, the onboard signal device (100) can receive train speed information (current speed information) of the target vehicle (1) received from the speed sensor (300).

In addition, the onboard signal device (100) disclosed in the present invention transmits an optimal profile reflecting a recommended driving speed calculated by considering energy efficiency based on received ground information, specification information, speed information, etc. to the DMI (400) and the automatic driving device (200), outputs the derived optimal profile for the target vehicle (1), transmits information about the optimal profile to a user (engineer, etc.), and controls the driving (operation) of the target vehicle (1) according to the derived optimal profile.

For reference, in the description of the embodiment of the present invention, the output module (DMI, 400) can receive user input for specification information related to the target vehicle (1) from a user (e.g., a driver, etc.) and transmit the input specification information to the onboard signal device (100). In addition, the output module (400) can display (indicate) information on an optimal profile reflecting a recommended driving speed calculated by considering energy efficiency from the onboard signal device (100).

In addition, in the description of the embodiment of the present invention, the autonomous driving device (200) can receive an optimal profile including a recommended driving speed calculated considering energy efficiency from the vehicle signal device (100), and apply (use) the received optimal profile to the autonomous driving (driving) of the target vehicle (1).

Below, the specific functions and operations of the optimization device (100), i.e., the secondary signal device (100), will be described.

The optimization device (100) can obtain ground information, specification information of the target vehicle (1), and speed information of the target vehicle (1) obtained through ground equipment (500) placed on the track on which the target vehicle (1) runs. For example, the optimization device (100) can interface with a DMI, an onboard antenna, a speed sensor, and an automatic driving device.

Specifically, the optimization device (100) can obtain ground information including track slope information, curve information, and movement right information from at least one of the ballistics (510) and the wireless occlusion center (520) through the onboard antenna (101).

In addition, the optimization device (100) can determine the suitability of the acquired specification information and extract information on the unique operating characteristics of the target vehicle (1) (e.g., acceleration characteristic values, deceleration characteristic values, maximum speed, etc.).

In addition, the optimization device (100) can determine the presence and/or validity of ground line information (e.g., slope information, curve information, movement permission information, etc.) necessary for calculation to generate an optimal profile based on the acquired ground information.

Additionally, the optimization device (100) can determine whether the acquired speed information satisfies a preset speed range (e.g., maximum train speed, maximum ground section speed, etc.) for the target vehicle (1).

In addition, the optimization device (100) can derive acceleration/deceleration pattern information including at least one of the traction execution time, coasting driving section, and braking condition according to the optimal profile. In other words, the optimization device (100) can stepwise calculate at which time (or location) traction will be performed, at which time (or location) coasting will be performed, and at which time (or location) braking will be performed when the target vehicle (1) is driving.

In addition, the optimization device (100) can generate an optimal profile for a driving speed to be applied to the target vehicle (1) based on acquired ground information, specification information, speed information, and pre-generated driving plan information for the target vehicle (1).

Specifically, the optimization device (100) can generate an optimal profile by considering the result of comparing the remaining distance to the destination based on the travel distance of the target vehicle (1) calculated based on the speed information and the operation plan information (e.g., the location of each stopping point that the target vehicle (1) passes, arrival time, departure time, etc.).

In addition, according to one embodiment of the present invention, the optimization device (100) can derive an optimal profile including braking input information for the target vehicle (1), acceleration request information, and recommended operating speed information calculated by considering train energy efficiency.

For reference, in the description of the embodiment of the present invention, the optimal profile may refer to data including a recommended driving speed at which the target vehicle (1) can be driven through coasting to the maximum extent possible while ensuring that the target vehicle (1) reaches a predetermined destination (arrival point, stopping point) in compliance with the driving schedule by taking into consideration ground information, specification information, speed information, driving plan information, etc. by the optimization device (100), and the like, while reducing the number of acceleration control to increase the driving speed and braking input to decrease the driving speed, or data in the form of a sequence that reflects the result of calculating the recommended driving speed according to the flow of time in a time series manner.

In this regard, according to one embodiment of the present invention, the optimization device (100) can collect data necessary to calculate the recommended operating speed of the target vehicle (1). For example, the optimization device (100) can acquire ground information, specification information, and speed information, the suitability (validity) of which has been verified by the train characteristic determination unit (120), the ground facility determination unit (130), and the speed safety determination unit (140) by reflecting the unique characteristics of the target vehicle (1), as necessary data.

In addition, the optimization device (100) can calculate the coasting distance of the target vehicle (1). For example, in step S1202, the optimization device (100) can calculate the distance that the target vehicle (1) can travel until it stops during coasting according to the acquired speed information (current speed information) as the coasting distance.

Additionally, the optimization device (100) can compare the size between the calculated travel distance and the remaining distance to the next destination (stopping point) set according to the operation plan information.

Accordingly, if the travel distance is greater than the remaining distance to the destination, the optimization device (100) can then compare the size between the current speed and the maximum allowable speed set by considering the specification information of the target vehicle (1).

In addition, if the maximum allowable speed is greater than the current speed of the target vehicle (1), the optimization device (100) determines that acceleration of the target vehicle (1) is required and generates an optimal profile corresponding to the acceleration request, and on the other hand, if the maximum allowable speed is less than or equal to that of the target vehicle (1), the optimization device (100) determines that braking of the target vehicle (1) is required and generates an optimal profile corresponding to braking application.

In addition, if the travel distance is less than or equal to the remaining distance to the destination, the optimization device (100) can calculate the expected arrival time for the target vehicle (1) to reach the destination, and compare the calculated expected arrival time with the arrival time of the corresponding destination set according to the operation plan information.

In addition, if it is determined that the arrival time is the same as the expected arrival time or that the arrival time is earlier than the expected arrival time, the optimization device (100) can calculate a recommended driving speed for energy-efficient driving of the target vehicle (1) and generate an optimal profile including the calculated recommended driving speed.

Conversely, if the expected arrival time is determined to be earlier than the arrival time, the optimization device (100) can then compare the size between the current speed and the maximum allowable speed set by considering the specification information of the target vehicle (1).

At this time, if the maximum allowable speed is greater than the current speed of the target vehicle (1), the optimization device (100) determines that acceleration of the target vehicle (1) is required and generates an optimal profile corresponding to the acceleration request. On the other hand, if the maximum allowable speed is lower than or equal to that of the target vehicle (1), the optimization device (100) determines that braking of the target vehicle (1) is required and generates an optimal profile corresponding to braking input.

In addition, the optimization device (100) can correct the optimal profile using reference position information received through the Balise Transmission Module (BTM) equipped in the target vehicle (1).

In other words, the optimization device (100) can perform a task of continuously correcting (updating, renewing) the derived optimal profile by considering various factors that may affect the driving of the target vehicle (1), including reference position information input through the ballistic transmission module (BTM).

In addition, the optimization device (100) can display the generated and corrected optimal profile through an output module (400) equipped in the target vehicle (1). In addition, the optimization device (100) can control the driving of the target vehicle (1) according to the generated and corrected optimal profile.

Figure 3 is a schematic diagram of a train driving optimization device using an onboard signal device according to one embodiment of the present invention.

Referring to FIG. 3, the optimization device (100) may include an interface unit (110), a train characteristic determination unit (120), a ground equipment determination unit (130), a speed safety determination unit (140), an acceleration/deceleration calculation unit (150), a dynamic speed profile calculation unit (160), a dynamic speed profile correction unit (170), and a control unit (180).

The interface unit (110) can obtain ground information, specification information of the target vehicle (1), and speed information of the target vehicle (1) obtained through ground equipment (500) placed on the track on which the target vehicle (1) runs. For example, the interface unit (110) can perform an interface with a DMI, an onboard antenna, a speed sensor, and an automatic driving device.

For example, the interface unit (110) can obtain ground information including slope information, curve information, and movement authority information of the track.

The train characteristic judgment unit (120) can judge the suitability of the acquired specification information and extract information on the unique operation characteristics of the target vehicle (1) (e.g., acceleration characteristic values, deceleration characteristic values, maximum speed, etc.).

The ground facility judgment unit (130) can judge the existence and/or validity of ground line information (e.g., slope information, curve information, movement permission information, etc.) necessary for calculation to generate an optimal profile based on the acquired ground information.

The speed safety judgment unit (140) can judge whether the acquired speed information satisfies a preset speed range (e.g., maximum train speed, maximum ground section speed, etc.) for the target vehicle (1).

The acceleration/deceleration calculation unit (150) can derive acceleration/deceleration pattern information including at least one of the traction execution time, coasting driving section, and braking conditions according to the optimal profile. In other words, the acceleration/deceleration calculation unit (150) can stepwise calculate at which time (or location) traction will be performed, at which time (or location) coasting will be performed, and at which time (or location) braking will be performed when the target vehicle (1) is driving.

The dynamic speed profile calculation unit (160) can generate an optimal profile for the driving speed to be applied to the target vehicle (1) based on acquired ground information, specification information, speed information, and pre-generated driving plan information for the target vehicle (1).

Specifically, the dynamic speed profile calculation unit (160) can generate an optimal profile by considering the result of comparing the remaining distance to the destination based on the travel distance of the target vehicle (1) calculated based on the speed information and the operation plan information (e.g., the location of each stopping point that the target vehicle (1) passes, arrival time, departure time, etc.).

In addition, according to one embodiment of the present invention, the dynamic speed profile calculation unit (160) can derive an optimal profile including recommended operating speed information calculated by considering braking input information, acceleration request information, and train energy efficiency for the target vehicle (1).

The dynamic speed profile correction unit (170) can correct the optimal profile using reference position information received through the Balise Transmission Module (BTM) equipped in the target vehicle (1).

In other words, the dynamic speed profile correction unit (170) can perform the task of continuously correcting (updating, renewing) the derived optimal profile by considering various factors that may affect the driving of the target vehicle (1), including reference position information input through the ballistic transmission module (BTM).

The control unit (180) can display the generated and corrected optimal profile through the output module (400) equipped in the target vehicle (1). In addition, the control unit (180) can control the driving of the target vehicle (1) according to the generated and corrected optimal profile.

Below, we will briefly review the operating flow of this system based on the detailed explanation above.

Figure 4 is a flowchart of an operation for a method for optimizing train operation using an onboard signal device according to one embodiment of the present invention.

The train running optimization method using the onboard signal device illustrated in Fig. 4 can be performed by the optimization device (100) described above. Therefore, even if the content is omitted below, the content described for the optimization device (100) can be equally applied to the description of the train running optimization method using the onboard signal device.

Referring to FIG. 4, in step S11, the interface unit (110) can obtain ground information, specification information of the target vehicle (1), and speed information of the target vehicle (1) obtained through ground equipment (500) placed on the track on which the target vehicle (1) runs.

Specifically, in step S11, the interface unit (110) can obtain ground information including slope information, curve information, and movement authority information of the track.

Next, in step S12, the dynamic speed profile calculation unit (160) can generate an optimal profile for the driving speed to be applied to the target vehicle (1) based on the acquired ground information, specification information, speed information, and pre-generated driving plan information for the target vehicle (1).

Specifically, in step S12, the dynamic speed profile calculation unit (160) can generate an optimal profile by considering the result of comparing the travel distance of the target vehicle (1) calculated according to the speed information and the remaining distance to the destination according to the driving plan information.

In addition, according to one embodiment of the present invention, in step S12, the dynamic speed profile calculation unit (160) can derive an optimal profile including recommended operating speed information calculated by considering braking input information, acceleration request information, and train energy efficiency for the target vehicle (1).

Next, in step S13, the acceleration/deceleration calculation unit (150) can derive acceleration/deceleration pattern information including at least one of the traction execution time, the coasting driving section, and the braking condition according to the optimal profile.

Next, in step S14, the dynamic speed profile correction unit (170) can correct the optimal profile using reference position information received through the Balise Transmission Module (BTM) equipped in the target vehicle (1).

Next, in step S15, the control unit (180) can display the generated and corrected optimal profile through the output module (400) equipped in the target vehicle (1).

Next, in step S16, the control unit (180) can control the driving of the target vehicle (1) according to the generated and corrected optimal profile.

In the above description, steps S11 to S16 may be further divided into additional steps or combined into fewer steps, depending on the implementation example of the present invention. In addition, some steps may be omitted as needed, and the order between the steps may be changed.

FIG. 5 is a detailed flowchart of a process for generating an optimal profile for a driving speed to be applied to a target vehicle according to one embodiment of the present invention.

The process of generating an optimal profile for the driving speed to be applied to the target vehicle illustrated in Fig. 5 can be performed by the optimization device (100) described above. Therefore, even if the content is omitted below, the content described for the optimization device (100) can be equally applied to the description of Fig. 5.

Referring to FIG. 5, in step S1201, the dynamic speed profile calculation unit (160) can collect data necessary for calculating the recommended operating speed of the target vehicle (1). For example, in step S1201, the dynamic speed profile calculation unit (160) can obtain ground information, specification information, and speed information, the suitability (validity) of which has been verified by the train characteristic determination unit (120), the ground facility determination unit (130), and the speed safety determination unit (140) by reflecting the unique characteristics of the target vehicle (1), as necessary data.

Next, in step S1202, the dynamic speed profile calculation unit (160) can calculate the coasting distance of the target vehicle (1). For example, in step S1202, the dynamic speed profile calculation unit (160) can calculate the distance that the target vehicle (1) can travel until it stops during coasting according to the acquired speed information (current speed information), as the coasting distance.

Next, in step S1203, the dynamic speed profile calculation unit (160) can compare the size between the calculated travel distance and the remaining distance to the next destination (stopping point) set according to the operation plan information.

If, as a result of the judgment in step S1203, the travel distance is less than the remaining distance to the destination (step S1203: True), in step S1204, the dynamic speed profile calculation unit (160) can compare the size between the current speed and the maximum allowable speed set by considering the specification information of the target vehicle (1).

If, as a result of the judgment in step S1204, the maximum allowable speed is greater than the current speed of the target vehicle (1), in step S1211, the dynamic speed profile calculation unit (160) determines that acceleration of the target vehicle (1) is required and can generate an optimal profile corresponding to the acceleration request.

In contrast, if the maximum allowable speed is lower than or equal to that of the target vehicle (1) as a result of the judgment in step S1204, the dynamic speed profile calculation unit (160) determines in step S1210 that braking of the target vehicle (1) is necessary, and can generate an optimal profile corresponding to braking input.

In addition, if the judgment result in step S1203 is that the travel distance is greater than or equal to the remaining distance to the destination (step S1203: False), then in step S1205, the dynamic speed profile calculation unit (160) calculates the expected arrival time for the target vehicle (1) to reach the destination, and compares the calculated expected arrival time with the arrival time of the corresponding destination set according to the operation plan information.

If, as a result of the judgment in step S1205, it is determined that the arrival time is the same as the expected arrival time or that the arrival time is earlier than the expected arrival time (step S1205: False), in step S1209, the dynamic speed profile calculation unit (160) can calculate a recommended driving speed for energy-efficient driving of the target vehicle (1) and generate an optimal profile including the calculated recommended driving speed.

Conversely, if the result of the judgment in step S1205 determines that the expected arrival time is earlier than the arrival time (step S1205: True), in step S1206, the dynamic speed profile calculation unit (160) can compare the size between the current speed and the maximum allowable speed set by considering the specification information of the target vehicle (1).

If, as a result of the judgment in step S1206, the maximum allowable speed is greater than the current speed of the target vehicle (1), in step S1207, the dynamic speed profile calculation unit (160) determines that acceleration of the target vehicle (1) is required and can generate an optimal profile corresponding to the acceleration request.

In contrast, if the maximum allowable speed is lower than or equal to that of the target vehicle (1) as a result of the judgment in step S1206, the dynamic speed profile calculation unit (160) determines in step S1208 that braking of the target vehicle (1) is necessary, and can generate an optimal profile corresponding to braking input.

In the above description, steps S1201 to S1211 may be further divided into additional steps or combined into fewer steps, depending on the implementation example of the present invention. In addition, some steps may be omitted as needed, and the order between the steps may be changed.

A method for optimizing train operation using an onboard signal device according to one embodiment of the present invention may be implemented in the form of program commands that can be executed through various computer means and recorded on a computer-readable medium. The computer-readable medium may include program commands, data files, data structures, etc., alone or in combination. The program commands recorded on the medium may be those specially designed and configured for the present invention or may be those known to and usable by those skilled in the art of computer software. Examples of the computer-readable recording medium include magnetic media such as hard disks, floppy disks, and magnetic tapes, optical media such as CD-ROMs and DVDs, magneto-optical media such as floptical disks, and hardware devices specially configured to store and execute program commands such as ROMs, RAMs, and flash memories. Examples of the program commands include not only machine language codes generated by a compiler, but also high-level language codes that can be executed by a computer using an interpreter, etc. The above hardware devices may be configured to operate as one or more software modules to perform the operations of the present invention, and vice versa.

Additionally, the method for optimizing train operation using the above-described onboard signal device can also be implemented in the form of a computer program or application executed by a computer stored in a recording medium.

The above description of the present invention is for illustrative purposes only, and those skilled in the art will understand that the present invention can be easily modified into other specific forms without changing the technical idea or essential features of the present invention. Therefore, it should be understood that the embodiments described above are exemplary in all respects and not restrictive. For example, each component described as a single component may be implemented in a distributed manner, and likewise, components described as distributed may be implemented in a combined manner.

The scope of the present application is indicated by the claims described below rather than the detailed description above, and all changes or modifications derived from the meaning and scope of the claims and their equivalent concepts should be interpreted as being included in the scope of the present application.

10: Train Control System
100: Train operation optimization device using onboard signal device
110: Interface section
120: Train Characteristics Decision Section
130: Ground Equipment Judgment Department
140: Speed Safety Decision Unit
150: Acceleration/deceleration operation unit
160: Dynamic velocity profile calculation unit
170: Dynamic speed profile correction unit
180: Control Unit
200: Automatic driving device
300: Speed sensor
400: DMI
500: Ground facilities
510: Ballis
520: Wireless Occlusion Center

Claims (15)

In a train operation optimization device using a secondary signal device,
An interface unit that obtains ground information obtained through ground facilities placed on a track on which a target vehicle runs, specification information of the target vehicle, and speed information of the target vehicle;
A dynamic speed profile calculation unit that generates an optimal profile for a driving speed to be applied to the target vehicle based on the ground information, the specification information, the speed information, and the driving plan information generated in advance for the target vehicle; and
A control unit that displays the above optimal profile through an output module equipped in the target vehicle and controls the driving of the target vehicle according to the above optimal profile.
Including,
The above dynamic speed profile calculation unit,
Compare the travel distance of the target vehicle calculated based on the above speed information with the remaining distance to the destination based on the above driving plan information,
If the above-mentioned travel distance is less than the above-mentioned remaining distance, the speed information is compared with the maximum allowable speed to generate the optimal profile including braking input information or acceleration request information,
An optimization device that generates the optimal profile including recommended operation speed information that takes into account the train energy efficiency of the target vehicle based on the result of calculating the expected arrival time for the target vehicle to reach the destination if the above-mentioned travel distance is greater than or equal to the remaining distance and comparing the arrival time set according to the operation plan information for the destination with the order of the expected arrival time. delete delete In the first paragraph,
An optimization device, wherein the above-mentioned ground information includes slope information, curve information, and movement authority information of the above-mentioned track. In the first paragraph,
An acceleration/deceleration calculation unit that derives acceleration/deceleration pattern information including at least one of a traction execution time, a coasting driving section, and a braking condition according to the above optimal profile;
Including more,
The above control unit,
An optimization device that controls the driving of the target vehicle according to the above acceleration/deceleration pattern information. In the first paragraph,
An optimization device, wherein the above-mentioned ground facility comprises at least one of a Balise and a Radio Block Center (RBC). In Article 6,
A dynamic speed profile correction unit that corrects the optimal profile using reference position information received through a Balise Transmission Module (BTM) equipped in the target vehicle.
An optimization device that further includes: In the first paragraph,
An optimization device, wherein the above output module includes a DMI (Driver Machine Interface) module. In a method for optimizing train operation using a secondary signal device,
A step of acquiring ground information, specification information of the target vehicle, and speed information of the target vehicle through ground facilities placed on the track on which the target vehicle runs;
A step of generating an optimal profile for a driving speed to be applied to the target vehicle based on the ground information, the specification information, the speed information, and the driving plan information generated in advance for the target vehicle; and
A step of displaying the above optimal profile through an output module equipped in the target vehicle and controlling the driving of the target vehicle according to the above optimal profile.
Including,
The steps for generating the above optimal profile are:
A step of comparing the travel distance of the target vehicle calculated based on the above speed information with the remaining distance to the destination based on the above driving plan information;
If the above-mentioned travel distance is less than the remaining distance, a step of comparing the speed information and the maximum allowable speed to generate the optimal profile including braking input information or acceleration request information; and
If the above-mentioned travel distance is greater than or equal to the remaining distance, a step of calculating the expected arrival time for the target vehicle to reach the destination, and generating the optimal profile including the operation recommended speed information calculated by considering the train energy efficiency of the target vehicle based on the result of comparing the arrival time set according to the operation plan information for the destination with the order of the expected arrival time.
An optimization method comprising: delete delete In Article 9,
An optimization method, wherein the above-mentioned ground information includes slope information, curve information, and movement right information of the above-mentioned track. In Article 9,
A step of deriving acceleration/deceleration pattern information including at least one of a traction execution time, a coasting driving section, and a braking condition according to the above optimal profile;
Including more,
The above controlling step is,
An optimization method for controlling driving of the target vehicle according to the above acceleration/deceleration pattern information. In Article 9,
The above ground facility includes at least one of a Balise and a Radio Block Center (RBC),
A step of correcting the optimal profile using reference position information received through a Balise Transmission Module (BTM) equipped in the target vehicle.
An optimization method further comprising: In a train control system that applies a train operation optimization technique using a secondary signal device,
A speed sensor that measures the speed information of the target vehicle;
Ground equipment placed on the track on which the above target vehicle runs;
An onboard signal device that generates an optimal profile for a driving speed to be applied to the target vehicle based on ground information acquired from the ground facility, specification information of the target vehicle, speed information acquired from the speed sensor, and driving plan information generated in advance for the target vehicle;
An output module provided in the target vehicle to display the above optimal profile; and
An automatic driving device controlled to drive the target vehicle according to the above optimal profile,
Including,
The above-mentioned secondary signal device is,
Compare the travel distance of the target vehicle calculated based on the above speed information with the remaining distance to the destination based on the above driving plan information,
If the above-mentioned travel distance is less than the above-mentioned remaining distance, the speed information is compared with the maximum allowable speed to generate the optimal profile including braking input information or acceleration request information,
A train control system, wherein if the above-mentioned travel distance is greater than or equal to the remaining distance, the expected arrival time for the target vehicle to reach the destination is calculated, and the optimal profile is generated including recommended operation speed information that takes into account the train energy efficiency of the target vehicle based on the result of comparing the arrival time set according to the operation plan information for the destination with the order of the expected arrival time.

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