Method And Apparatus for Controlling Train for Virtual Coupling

Abstract

A train control device and method for virtual coupling are disclosed. According to one aspect of the present disclosure, a method for a train control device to control a train for virtual coupling comprises: receiving a virtual coupling policy; determining whether the virtual coupling policy is satisfied; controlling the train to satisfy a coupling condition when the virtual coupling policy is satisfied; and performing the virtual coupling when the coupling condition is satisfied, wherein the coupling condition includes whether a first occupied section, which is an occupied section of the train, is fixed.

Description

Technology Field

[0001] The present disclosure relates to a train control device and method for virtual coupling. More specifically, it relates to a train control device and method for virtual coupling using the transfer of track resources and the fixing of occupied sections. Background Technology

[0002] The following description merely provides background information related to the present embodiment and does not constitute prior art.

[0003] Virtual coupling of trains is a technology that controls multiple trains as if they were a single train while in operation. For virtual coupling, the distance between two adjacent trains among the multiple trains must be reduced to less than the absolute breaking distance of the train.

[0004] A train-centric train control environment refers to a system in which each train occupies track and switch resources and controls the speed of trains so as not to exceed the occupied track resources. Here, each train occupies resources exclusively. That is, a section occupied by another train cannot exist within a track section occupied by one train (hereinafter referred to as the 'occupied section').

[0005] A ground-centric train control environment refers to a system in which a ground-based control server controls the track resources of all trains in a specific area. In a ground-centric environment, the control server controls the trains so that each train has an exclusive occupied section.

[0006] When two trains are separated by a distance less than the absolute braking distance for virtual coupling, the exclusive occupation of each train's section is infringed. Therefore, a virtual coupling method is required to overcome this. The problem to be solved

[0007] The main purpose of the present disclosure is to provide a method and apparatus for virtually combining multiple trains without infringing upon the exclusive occupation of the occupied section of each train.

[0008] The problems that the present invention aims to solve are not limited to those mentioned above, and other unmentioned problems will be clearly understood by a person skilled in the art from the description below. means of solving the problem

[0009] According to one aspect of the present disclosure, a method for a train control device to control a train for virtual coupling comprises: receiving a virtual coupling policy; determining whether the virtual coupling policy is satisfied; controlling the train to satisfy a coupling condition when the virtual coupling policy is satisfied; and performing the virtual coupling when the coupling condition is satisfied, wherein the coupling condition includes whether a first occupied section, which is an occupied section of the train, is fixed.

[0010] According to another aspect of the present disclosure, a train control device for controlling a train comprises: a communication unit for performing communication and receiving a virtual coupling policy from a control server; a determination unit for determining whether the virtual coupling policy is satisfied and determining whether virtual coupling occurs; and a management unit, wherein the management unit, when virtual coupling is determined, changes the driving mode to a coupling preparation mode and controls the train to satisfy coupling conditions, and when coupling conditions are satisfied, changes the driving mode to a virtual coupling mode, wherein the coupling conditions include whether a first occupied section, which is the occupied section of the train, is fixed. Effects of the invention

[0011] According to an embodiment of the present disclosure, by fixing the occupied section of each train when virtual coupling is performed, there is an effect of being able to virtual combine multiple trains without infringing upon the exclusive occupancy of the occupied section of each train.

[0012] The effects of the present disclosure are not limited to those mentioned above, and other unmentioned effects will be clearly understood by a person skilled in the art from the description below. Brief explanation of the drawing

[0013] FIG. 1 is a drawing illustrating a virtual coupling system of trains according to one embodiment of the present disclosure. FIG. 2 is a block diagram schematically illustrating a train control device according to one embodiment of the present disclosure. FIG. 3 is a drawing illustrating an exemplary autonomous driving mode of a train according to one embodiment of the present disclosure. FIG. 4 is an exemplary drawing illustrating a bonding preparation step according to one embodiment of the present disclosure. Figure 5 is an exemplary drawing illustrating two trains in a virtual combination mode. Figure 6 is an exemplary drawing illustrating virtual combined trains in release preparation mode. FIG. 7 is a flowchart illustrating a virtual combination process according to one embodiment of the present disclosure. Specific details for implementing the invention

[0014] Some embodiments of the present disclosure are described in detail below with reference to exemplary drawings. It should be noted that in assigning reference numerals to the components of each drawing, the same components are given the same reference numeral whenever possible, even if they are shown in different drawings. Furthermore, in describing the present disclosure, if it is determined that a detailed description of related known components or functions could obscure the essence of the present disclosure, such detailed description is omitted.

[0015] In describing the components of the embodiments according to the present disclosure, symbols such as first, second, i), ii), a), b), etc., may be used. These symbols are intended only to distinguish the components from other components, and the essence, order, or sequence of the components is not limited by the symbols. When a part in the specification is described as 'comprising' or 'having' a component, this means that, unless explicitly stated otherwise, it does not exclude other components but may include additional components.

[0016] The detailed description set forth below, together with the accompanying drawings, is intended to describe exemplary embodiments of the present disclosure and is not intended to represent the only embodiment in which the present disclosure can be practiced.

[0017] The singular terms used below may include the plural form unless otherwise specified.

[0018] FIG. 1 is a drawing illustrating a virtual coupling system of trains according to one embodiment of the present disclosure.

[0019] Referring to FIG. 1, the virtual coupling system includes, in whole or in part, a preceding train (10), a trailing train (20), and a control server (30). Here, although only two trains are shown in FIG. 1, the number of trains in the virtual coupling system according to one embodiment of the present disclosure is not limited to two. The virtual coupling system according to one embodiment of the present disclosure can operate more than two trains by virtual coupling.

[0020] The control server (30) receives the location and occupancy section of each of the multiple trains (10 and 20) in operation from each train. The control server (30) transmits a virtual coupling policy and a decoupling policy to the multiple trains (10 and 20).

[0021] A virtual join policy is a condition for performing a virtual join. A disjoin policy is a condition for disjoining a virtual join.

[0022] The virtual combination policy is determined based on at least one of the section where the train is located, the train's schedule, the distance between multiple trains, and the path of multiple trains. For example, during commuting hours, i.e., rush hour, it is necessary to operate many trains within a short period of time. Therefore, the control server (30) can determine a virtual combination policy to virtual combine trains operating during commuting hours, for example, after 7:00 AM, and transmit it to the trains.

[0023] A virtual combination policy according to one embodiment of the present disclosure may be a policy for virtual combining a specific plurality of trains at a specific time.

[0024] A virtual combination policy according to another embodiment of the present disclosure may be a policy for virtual combining a specific plurality of trains traveling in a specific section.

[0025] A virtual combination policy according to another embodiment of the present disclosure may be a policy for virtual combination of a plurality of trains traveling in a specific section at a specific time.

[0026] A virtual combination policy according to another embodiment of the present disclosure may be a policy for virtual combining a plurality of trains having the same driving path and a distance between the plurality of trains less than or equal to a specific distance.

[0027] A virtual combination policy according to another embodiment of the present disclosure may be a policy for virtual combination of multiple trains that travel along different paths but have the same travel path after a specific branching section.

[0028] The uncombination policy is determined based on at least one of the section where the train is located, the operating time of the train, the distance between multiple trains, and the travel path of multiple trains. For example, the control server (30) can determine the uncombination policy to uncombine the virtual combination of trains operating after 10:00 AM, after the morning rush hour, and transmit it to the trains.

[0029] A disengagement policy according to one embodiment of the present disclosure may be a policy for disengaging the virtual combination of a plurality of trains that are virtually combined at a specific time.

[0030] A disengagement policy according to another embodiment of the present disclosure may be a policy for disengaging the virtual coupling of a plurality of virtual coupled trains traveling in a specific section.

[0031] A disengagement policy according to another embodiment of the present disclosure may be a policy for disengaging the virtual coupling of a plurality of virtual coupled trains traveling in a specific section at a specific time.

[0032] A disengagement policy according to another embodiment of the present disclosure may be a policy for disengaging the virtual combination of a plurality of virtually combined trains where the distance between the virtual combined trains is greater than or equal to a specific distance.

[0033] A decoupled policy according to another embodiment of the present disclosure may be a policy for decoupled a plurality of virtually coupled trains that travel along the same path and have different travel paths after a specific branching section.

[0034] The preceding train (10) and the following train (20) receive a virtual coupling policy and a discoupling policy from the control center. The preceding train (10) and the following train (20) periodically check whether the virtual coupling policy is satisfied. If the virtual coupling policy is satisfied, the preceding train (10) and the following train (20) perform virtual coupling. The virtual coupled preceding train (10) and the following train (20) occupy track resources as if they were a single train. That is, the virtual coupled preceding train (10) and the following train (20) have a single integrated occupied section.

[0035] The virtual-coupled preceding train (10) and following train (20) each periodically check whether the uncoupled policy is satisfied. If the uncoupled policy is satisfied, the virtual-coupled preceding train (10) and following train (20) uncouple the virtual coupling.

[0036] The process of performing and releasing virtual coupling is accomplished by changing the operation mode of each train. Trains that are not virtual coupled operate in autonomous mode. When the virtual coupling policy is satisfied, each train changes its operation mode to coupling preparation mode. When virtual coupling is completed, each train changes its operation mode to virtual coupling mode.

[0037] When the discoupling policy is satisfied, each train changes its driving mode to decoupling preparation mode. Once virtual discoupling is complete, each train drives in autonomous driving mode.

[0038] The train control device (100) included in the train communicates with the control server (30), determines whether the virtual coupling policy and uncoupling policy are satisfied, changes the driving mode, and controls the speed of the train.

[0039] FIG. 2 is a block diagram schematically illustrating a train control device according to one embodiment of the present disclosure.

[0040] Referring to FIG. 2, the train control apparatus (100) includes, in whole or in part, a communications unit (200), a determination unit (210), a managing unit (220), a train control unit (230), and a storage (240). Meanwhile, the components shown in FIG. 2 represent functionally distinct elements, and at least one of the components may be implemented in a form that is integrated with one another in an actual physical environment.

[0041] The communication unit (200) communicates with the control server (30) and other trains. The communication unit (200) receives a virtual coupling policy and a coupling uncoupling policy from the control server (30). By communicating with other trains, the communication unit (200) can take over the occupied section from other trains or transfer the occupied section to other trains.

[0042] The decision unit (210) compares the virtual coupling policy and the uncoupling policy with the current state of the train. The decision unit (210) determines whether the virtual coupling policy and the uncoupling policy are satisfied using at least one of the train's current location, current time, distance from other trains, and the path being traveled. If the virtual coupling policy is satisfied, the decision unit (210) decides to virtual combine with another train that satisfies the same virtual coupling policy. If the uncoupling policy is satisfied, the decision unit (210) decides to uncoup with the virtually coupled train.

[0043] The management unit (220) manages the train's driving mode and track resources based on the decision of the decision unit (210). When the decision unit (210) decides to perform virtual coupling, the management unit (220) changes the train's driving mode to a coupling preparation mode and determines whether the coupling condition is satisfied. The coupling preparation mode is a mode for fixing the occupied section for virtual coupling and for transferring or receiving the train's occupied section. That is, when in the coupling preparation mode, the management unit (220) does not additionally occupy track resources or release them from the occupied section.

[0044] The management unit (220) determines the train's driving mode as a virtual combined mode when the combination condition is satisfied. When in a virtual combined mode, the train may be in master mode or slave mode. For example, the driving mode of the train that is leading among a plurality of trains may be master mode. The driving mode of the trains that follow may be slave mode. According to one embodiment of the present disclosure, only one of the trains may be in master mode.

[0045] When the decision unit (210) decides to release the virtual coupling, the management unit (220) changes the train's driving mode to a release preparation mode and determines whether the decoupling condition is satisfied. The release preparation mode is a mode for fixing the occupied section to release the virtual coupling and for transferring or acquiring the train's occupied section. That is, when in the release preparation mode, the management unit (220) does not additionally occupy or release track resources.

[0046] The management department (220) occupies a certain section of the track, that is, track resources, and releases the occupancy. The train exclusively occupies the track resources. In other words, within a certain section of the track occupied by one train, no other train or a section occupied by another train can exist. Here, the track resources occupied by the train are called the occupancy section. The occupancy section includes the train's front section and the train section. The front section is a section for the train to travel safely and is a section calculated based on the train's safety breaking distance. Here, the safety breaking distance is based on the absolute breaking distance. That is, the front section includes the train's safety breaking distance. The front section signifies the train's movement authority.

[0047] A train section is a section of track where a train is currently located, and it has a length equal to the length of the train. In other words, the section occupied by a train is always equal to or longer than the length of the train.

[0048] The management unit (220) periodically occupies track resources and releases the occupancy. That is, the management unit (220) periodically updates the occupied sections. The management unit (220) additionally occupies track resources based on the speed and safe braking distance of the train. The management unit (220) releases the occupancy of the section where the safe rear end of the vehicle has passed among the occupied sections.

[0049] The train management unit (220) in master mode manages the track resources of the entire virtual combined train. In other words, the train management unit (220) in master mode updates the occupied sections of the entire virtual combined train.

[0050] The management unit (220) of the train in slave mode does not actually occupy and release track resources, but can calculate the occupied section when the virtual connection is released.

[0051] The management unit (220) generates a speed profile. The management unit (220) generates a speed profile based on a virtual coupling policy and a discoupling policy. For example, if the virtual coupling policy is satisfied, the management unit (220) generates a speed profile to reduce the distance between trains scheduled for virtual coupling to less than the safe braking distance. As another example, if the discoupling policy is satisfied, the management unit (220) generates a speed profile to make the distance between the preceding train and the following train longer than the safe braking distance.

[0052] Storage (240) stores line infrastructure information. The line infrastructure information is information for determining whether the virtual coupling policy and uncoupling policy are satisfied, and includes which line belongs to which route and where the line branching point is located. Storage (240) provides the line infrastructure information to the decision unit (210) and the management unit (220).

[0053] The train control unit (230) controls the speed of the train based on the speed profile. The train control unit (230) performs acceleration and deceleration of the train so as not to exceed the speed profile.

[0054] FIG. 3 is a drawing illustrating an exemplary autonomous driving mode of a train according to one embodiment of the present disclosure.

[0055] Referring to Fig. 3, the viewpoint In the preceding train (10), the forward section ( ) and train section ( Occupies ). The cycle for updating the occupied section is Ramen, point of view The front section of the preceding train (10) ( ) and train section( ) can be expressed as in mathematical formula 1.

[0056]

[0057] Here, is the train section after the update, silver The section where the train passed during that time, silver This is the section the train traveled during that time. is the forward section after the update, Is It is the forward section additionally occupied by the train during that time. In other words, The section released from this occupied section, This is a section added to this occupied section.

[0058] Multiple trains operating independently are virtually combined if they satisfy the virtual combination policy. The multiple trains are virtually combined through a combination preparation mode.

[0059] FIG. 4 is an exemplary drawing illustrating a bonding preparation step according to one embodiment of the present disclosure.

[0060] Referring to FIG. 4, when the preceding train (10) and the following train (20) are scheduled to be combined, the driving mode of the preceding train (10) and the following train (20) is changed from the autonomous driving mode to the combination preparation mode. The preceding train (10) and the following train (20) are controlled to satisfy the conditions to be described later.

[0061] First, the track between the preceding train (10) and the following train (20) is not occupied by other trains or the control server (30). That is, the distance between the preceding train (10) and the following train (20) is shorter than the absolute braking distance of the following train (20).

[0062] Second, the preceding train (10) does not occupy the front section and release the train section until the coupling is completed. Also, the following train (20) does not release the train section until the coupling is completed. That is, the occupied sections of the preceding train (10) and the following train (20) are fixed.

[0063] When in combination preparation mode, point in time The train section of the preceding train (10)

[0064] ( ) and the front section( ), and the train section of the trailing train (20) ) and the front section( Each can be expressed as in mathematical formula 2.

[0065]

[0066] Here, subscripts A and B indicate the section occupied by the preceding train (10) and the section occupied by the following train (20), respectively.

[0067] Third, the trailing train (20) transfers its occupied section to the preceding train (10). In other words, the trailing train (20) does not release the occupied section.

[0068] Figure 5 is an exemplary drawing illustrating two trains in a virtual combination mode.

[0069] Referring to FIG. 5, when all conditions of the coupling preparation mode are satisfied, the driving mode of the preceding train (10) and the following train (20) is changed to a virtual coupling mode. In the virtual coupling mode, the preceding train (e.g., the preceding train, hereinafter 'preceding train') directly controls the following train (e.g., the following train, hereinafter 'following train'). In other words, the following train (20) does not perform the release of the occupied section, and the occupied section of the following train (20) is changed by the preceding train (10).

[0070] In the virtual coupling mode, the entire occupied section of the virtual coupled train is called the virtual coupled occupied section. The preceding train (10) defines the section from the leading part of the preceding train (10) to the very rear part of the following train (20) as the virtual coupled train section. The entire occupied section of the virtual coupled train includes the virtual coupled train section and the front section of the preceding train (10) (i.e., the virtual coupled front section). Since the following train (20) transferred its occupied section to the preceding train (10) when in the coupling preparation mode, it does not have an occupied section.

[0071] Virtual combined train section when in virtual combined mode ( ) and virtual combined forward section( ) can be expressed as in mathematical formula 3.

[0072]

[0073] When in virtual combination mode, point in time The virtual combination occupancy interval is as shown in Equation 4.

[0074]

[0075] Figure 6 is an exemplary drawing illustrating virtual combined trains in release preparation mode.

[0076] Referring to FIG. 6, when a plurality of virtual-coupled trains satisfy the uncoupled policy, the driving mode of the plurality of trains is changed to a ready-to-uncouple mode. When in the ready-to-uncouple mode, each train is controlled to satisfy the conditions described below.

[0077] First, the distance between the leading train (10) and the trailing train (20) must be greater than the safety braking distance of the trailing train (20) after separation.

[0078] Second, the preceding train (10) does not change the occupied section. That is, it does not additionally occupy tracks not included in the occupied section, nor does it release some sections included in the occupied section. When in release preparation mode, the time point When that, the occupied section of the entire virtual combined train is as shown in Equation 5.

[0079]

[0080] In other words, the occupied section of the virtual combined train does not change when in release preparation mode.

[0081] Additionally, the trailing train (20) periodically calculates the forward section and train section when the virtual coupling is released, and transmits the calculated forward section and train section to the preceding train (10). For example, time When that happens, the method of calculating the forward section of the trailing train (20) is the same as mathematical formula 6.

[0082]

[0083] Third, the preceding train (10) calculates the occupied section of the preceding train (10) and the occupied section of the following train (20) when the virtual coupling is released, using information transmitted by the following train (20).

[0084] When the conditions of the release preparation mode are satisfied, the preceding train (10) divides the occupied section and transfers one of the divided occupied sections to the following train (20). When the transfer of the occupied section is completed, the preceding train (10) and the following train (20) release the virtual coupling. The driving modes of the preceding train (10) and the following train (20) are each changed to autonomous driving mode.

[0085] FIG. 7 is a flowchart illustrating a virtual combination process according to one embodiment of the present disclosure.

[0086] Referring to FIG. 7, the preceding train (10) and the following train (20) receive a virtual coupling policy and a uncoupling policy from the control server (S700).

[0087] The preceding train (10) and the following train (20) check whether the virtual combination policy is satisfied (S710). If the virtual combination policy is not satisfied, the preceding train (10) and the following train (20) maintain the autonomous driving mode (S780). If the preceding train (10) and the following train (20) satisfy the virtual combination policy, the preceding train (10) and the following train (20) change the driving mode to the combination preparation mode (S720).

[0088] When in the coupling preparation mode, the preceding train (10) and the following train (20) check whether the coupling conditions are satisfied (S730). The coupling conditions are whether the distance between the preceding train (10) and the following train (20) is shorter than the absolute braking distance of the following train (20), whether the sum of the occupied section of the preceding train (10) and the occupied section of the following train (20) is fixed, and whether the following train (20) has transferred the occupied section to the preceding train (10). If the coupling conditions are not satisfied, the coupling preparation mode is maintained. If the coupling conditions are satisfied, the driving mode of the preceding train (10) and the following train (20) is changed to a virtual coupling mode (S740). When in the virtual coupling mode, the preceding train (10) and the following train (20) are virtually coupled and operated. The preceding train (10) runs in master mode during the virtual coupling mode, and the following train (20) runs in slave mode during the virtual coupling mode. The train in master mode manages the occupied sections of the virtual coupled preceding train (10) and following train (20) by integrating them.

[0089] The virtual multiple trains check whether the uncombination policy is satisfied (S750). If the uncombination policy is satisfied, the virtual multiple trains change their driving mode to the uncombination preparation mode (S760).

[0090] When in the release preparation mode, the virtual combined multiple trains check whether the release condition is satisfied (S770). The release condition is whether the distance between the preceding train (10) and the following train (20) is farther or not than the safety braking distance of the following train (20), whether the virtual combined occupancy section is fixed, and whether the calculation to divide the virtual combined occupancy section into the occupancy section of the preceding train (10) and the occupancy section of the following train (20) is completed.

[0091] If the release condition is not satisfied, the multiple trains maintain a virtual coupling state. If the release condition is satisfied, the multiple trains release the virtual coupling. When the virtual coupling is released, the leading train (10) and the trailing train (20) each change their driving mode to autonomous driving mode (S780). The leading train (10) and the trailing train (20) each drive while independently occupying and releasing resources.

[0092] Each component of the device or method according to the present invention may be implemented in hardware or software, or in a combination of hardware and software. Additionally, the function of each component may be implemented in software, and a microprocessor may be implemented to execute the function of the software corresponding to each component.

[0093] Various embodiments of the systems and techniques described herein may be realized as digital electronic circuits, integrated circuits, field programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include being implemented as one or more computer programs executable on a programmable system. A programmable system comprises a storage system, at least one input device, and at least one programmable processor (which may be a special-purpose processor or a general-purpose processor) coupled to receive data and instructions from and transmit data and instructions to at least one output device. Computer programs (which are also known as programs, software, software applications, or code) include instructions for the programmable processor and are stored on a "computer-readable recording medium."

[0094] Computer-readable recording media include all types of recording devices in which data that can be read by a computer system is stored. Such computer-readable recording media may be non-volatile or non-transitory media such as ROM, CD-ROM, magnetic tape, floppy disk, memory card, hard disk, magneto-optical disk, and storage device, and may also include transitory media such as data transmission media. Additionally, computer-readable recording media may be distributed across networked computer systems, and computer-readable code may be stored and executed in a distributed manner.

[0095] Although the flowcharts and timing diagrams in this specification describe each process as being executed sequentially, this is merely an illustrative explanation of the technical concept of one embodiment of the present disclosure. In other words, a person skilled in the art to which one embodiment of the present disclosure belongs may modify and adapt the flowcharts and timing diagrams in various ways, such as changing the order described in the flowcharts and timing diagrams or executing one or more of the processes in parallel, without departing from the essential characteristics of one embodiment of the present disclosure; therefore, the flowcharts and timing diagrams are not limited to a chronological order.

[0096] The above description is merely an illustrative explanation of the technical concept of the present embodiment, and a person skilled in the art to which the present embodiment belongs would be able to make various modifications and variations within the scope of the essential characteristics of the present embodiment. Accordingly, the present embodiments are intended to explain, not limit, the technical concept of the present embodiment, and the scope of the technical concept of the present embodiment is not limited by these embodiments. The scope of protection of the present embodiment shall be interpreted by the claims below, and all technical concepts within an equivalent scope shall be interpreted as being included within the scope of rights of the present embodiment. Explanation of the symbols

[0097] 10: Leading train 20: Trailing train 30: Control Server

Claims

Claim 1 A method for a train control device to control a train for virtual coupling, comprising: receiving a virtual coupling policy; determining whether the virtual coupling policy is satisfied; controlling the train to satisfy coupling conditions when the virtual coupling policy is satisfied; and performing the virtual coupling when the coupling conditions are satisfied, wherein the coupling conditions include whether a first occupied section, which is a section occupied by the train, is fixed, and the fixing of the first occupied section includes not performing additional occupation of track resources and release from the first occupied section until the virtual coupling is completed. Claim 2 A method according to claim 1, further comprising: a process of receiving a coupling release policy; a process of determining whether the coupling release policy is satisfied; a process of controlling the train to satisfy a release condition when the coupling release policy is satisfied; and a process of releasing the virtual coupling when the release condition is satisfied, wherein the release condition includes whether the first occupied section is fixed. Claim 3 A method according to claim 2, wherein the coupling condition further includes a condition that there is no section occupied by other trains and control servers between the train and the train to be virtually coupled with the train, and transfers the first section occupied to the train to be virtually coupled. Claim 4 In claim 2, the method further comprises a condition in which the coupling condition has no occupied section of another train and control server between the train and at least one train intended to be virtually coupled with the train, and the train acquires a second occupied section which is the occupied section of the at least one train. Claim 5 A method according to claim 4, further comprising: a process of changing the driving mode of the train to a master mode; a process of defining the train and at least one other train as a single virtual combined train; a process of managing a third occupied section which is an occupied section of the virtual combined train; and a process of controlling the driving of the virtual combined train. Claim 6 In claim 2, the release condition further comprises a condition in which the distance between the train and at least one train virtually coupled with the train is longer than the safety braking distance of at least one train virtually coupled, and receiving information from at least one train regarding a second occupied section which is the occupied section of at least one train. Claim 7 In claim 2, the release condition further comprises a condition in which the distance between the train and at least one train virtually coupled with the train is longer than the safety braking distance of at least one train virtually coupled, and a condition in which information regarding a first occupied section, which is the occupied section of the train, is transmitted to the train in master mode among the at least one train. Claim 8 A method according to claim 1, wherein the virtual combination policy is determined based on at least one of the time the train operates, the section the train travels, the path the train travels, and the distance between a plurality of trains. Claim 9 In claim 2, the above-mentioned uncoupling policy is determined based on at least one of the time the train operates, the section the train travels, the path the train travels, and the distance between a plurality of trains. Claim 10 In claim 5, the third occupied section comprises a virtual combined train section including a section extending from the leading part of the train to the rearmost part of the train among at least one virtual combined train; and a virtual combined front section including a safety braking distance of the virtual combined train. Claim 11 A train control device for controlling a train, comprising: a communication unit for performing communication and receiving a virtual coupling policy from a control server; a decision unit for determining whether the virtual coupling policy is satisfied and determining whether to perform virtual coupling; and a management unit, wherein the management unit, when the virtual coupling is determined, changes the driving mode to a coupling preparation mode and controls the train to satisfy coupling conditions, and when the coupling conditions are satisfied, changes the driving mode to a virtual coupling mode, wherein the coupling conditions include whether the first occupied section, which is the occupied section of the train, is fixed, and the fixing of the first occupied section includes not performing additional occupancy of track resources and release from the first occupied section until the virtual coupling is completed. Claim 12 In claim 11, the communication unit receives a coupling release policy from a control server, and the management unit determines whether the coupling release policy is satisfied, and if the coupling release policy is satisfied, changes the driving mode to a release preparation mode and controls the train to satisfy the release condition, and if the release condition is satisfied, releases the virtual coupling, wherein the release condition includes whether the first occupied section is fixed. Claim 13 A train control device according to claim 12, wherein the coupling condition further includes a condition that there is no section occupied by other trains and control servers between the train and the train to be virtually coupled with the train, and transfers the first section occupied to the train to be virtually coupled. Claim 14 A train control device according to claim 12, wherein the coupling condition further comprises a condition in which there is no occupied section of another train and control server between the train and at least one train intended to be virtually coupled with the train, and the train acquires a second occupied section which is the occupied section of the at least one train. Claim 15 A train control device according to claim 14, wherein, when in the virtual coupling mode, the management unit changes the driving mode of the train to the master mode among the virtual coupling modes, defines the train and at least one other train as a single virtual coupling train, manages the third occupied section which is the occupied section of the virtual coupling train, and controls the driving of the virtual coupling train. Claim 16 A train control device according to claim 12, wherein the release condition further comprises a condition in which the distance between the train and at least one train virtually coupled with the train is longer than the safety braking distance of the at least one train virtually coupled, and receiving information from the at least one train regarding a second occupied section which is the occupied section of the at least one train. Claim 17 A train control device according to claim 12, wherein the release condition further comprises a condition in which the distance between the train and at least one train virtually coupled with the train is longer than the safety braking distance of at least one train virtually coupled, and a condition in which information regarding a first occupied section, which is the occupied section of the train, is transmitted to the train in master mode among the at least one train. Claim 18 A train control device according to claim 11, wherein the virtual combination policy is determined based on at least one of the time the train operates, the section the train travels, the path the train travels, and the distance between a plurality of trains. Claim 19 In claim 12, the train control device, wherein the above-mentioned uncoupling policy is determined based on at least one of the time the train operates, the section the train travels, the path the train travels, and the distance between a plurality of trains. Claim 20 A train control device according to claim 15, wherein the third occupied section comprises: a virtual combined train section including from the leading part of the train to the rearmost part of the train among at least one virtual combined train; and a virtual combined front section including the safety braking distance of the virtual combined train.

Images