Wake-up Control Method of CBTC System

Abstract

The present invention relates to a wake-up control method for a CBTC system, and more specifically, to a method of a process / procedure for verifying essential functions according to the operating mode of a railway vehicle and a signal system after a CBTC signal system-based urban railway vehicle performs a wake-up before being put into commercial operation. A wake-up control method for a CBT system according to an embodiment of the present invention comprises: (A) a step of performing self-tests in a signal device and a vehicle after power activation and waking up, and reflecting and calculating the results in an individual temporary signal ITS (Initialization Test Status) of the signal device; (B) a step of determining whether to perform a combined test in unmanned / automatic mode or a simplified test in RM / PM mode according to the result of the temporary signal ITS; (C) a step of performing a combined test in unmanned / automatic mode or a simplified test in RM / PM mode; (D) a step of reflecting the result of the combined test in the final signal ITS and combining it with the final ITS result determined by the vehicle to determine the final vehicle & signal combined ITS; and (E) a step of deploying to commercial operation according to the determination of the final vehicle & signal combined ITS.

Description

Technology Field

[0001] The present invention relates to a wake-up control method for a CBTC system, and more specifically, to a method of a process / procedure for verifying essential functions according to the operating mode of a railway vehicle and a signal system after a CBTC signal system-based urban railway vehicle performs a wake-up before being put into commercial operation. Background Technology

[0002] CBTC (Communication-Based Train Control) is a railway signaling system that controls trains based on wireless communication between the train and the ground system.

[0003] Generally, urban railway vehicles based on the CBTC signaling system that have finished daily operations are parked at the depot and main line siding while maintaining communication between the vehicle and the ground signaling system. In this state (also known as Sleep mode), the power to most electrical devices, excluding essential power loads, is kept OFF.

[0004] In order to put this vehicle into service the following day, the power necessary for passenger operations is turned on to check the readiness for operation; this procedure is referred to as the Wake-up procedure.

[0005] Most of the similar railway vehicles and CBTC signaling systems currently introduced perform Wake-up only in limited ways in unmanned / automatic mode, and subsequently verify the functions for unmanned / automatic operation and the status of related vehicles / signaling systems through a single set test (Pre-Departure Test (PDT)).

[0006] However, in manual mode, remote wake-up is not allowed, and if the operating mode selected on the vehicle at wake-up is manual mode and limited service operation is possible in manual mode, there was a problem that reduced the availability of train operations because pre-commercial testing could not be conducted. Prior art literature

[0007] Registration No. 10-2530999 (Date of Announcement: May 11, 2023) The problem to be solved

[0008] The present invention was devised to solve the aforementioned problems, and aims to provide a wake-up control method for a CBTC system that can increase the availability of train operations by selectively performing tests according to the selected operating mode during the wake-up of a train, and verifying and operating a suitable operating mode according to the function / state of the vehicle that utilizes the selective operating mode based on the results. means of solving the problem

[0009] A wake-up control method for a CBTC system according to an embodiment of the present invention for achieving the above-mentioned purpose comprises: (A) a step of waking up after power activation, performing a self-test in the signal device and the vehicle respectively, reflecting the result in the individual temporary signal ITS (Initialization Test Status) of the signal device, and calculating;

[0010] (B) A step of determining whether to perform a combined test in unmanned / automatic mode or a simplified test in RM / PM mode based on the result of the above temporary signal ITS;

[0011] (C) A step of performing a combination test in the above unmanned / automatic mode or a simple test in the RM / PM mode;

[0012] (D) A step of reflecting the above combination test results in the final signal ITS and combining them with the final ITS results determined by the vehicle to determine the final vehicle & signal combination ITS; and

[0013] (E) Step of deploying to commercial operation based on the final vehicle & signal combination ITS judgment above;

[0014] It consists of including

[0016] In addition, the above mode is an AM mode or an RM / PM mode,

[0017] AM mode is a state in which the ATO (Automatic Train Operation) & ATP (Automatic Train Protection) systems are operating normally, enabling unmanned operation through the ATO's automatic train propulsion / braking control, and

[0018] PM mode is the state in which the ATP system operates normally; ATP controls safety braking (service and emergency braking) at high speeds where commercial operation is possible, and propulsion / braking is manually controlled by the engineer.

[0019] RM mode is a state in which the ATP system operates normally, characterized by ATP controlling safety braking (emergency braking) at low speeds and propulsion / braking being manually controlled by the engineer.

[0021] In addition, the above ITS test results are,

[0022] ITS 0, indicating that the train is immobilized in all operating modes

[0023] Basically, ITS 1 is in a state where commercial operation in the aforementioned RM and PM modes is possible, and although AM mode operation is also possible depending on the status of the signal / vehicle equipment, it cannot be deployed for AM mode commercial operation and is in a state where operation is limited only to the depot.

[0024] ITS 2, which is capable of commercial operation in the above RM, PM, and AM modes but is in Degrade mode

[0025] It is characterized by being classified as ITS 3, in which commercial operation of the train is possible in the above RM, PM, and AM modes, and all vehicle / signal systems are in a healthy state.

[0027] In addition, the combination formula of the final vehicle & signal combination ITS is characterized by being the table below.

[0028]

[0030] In addition, the combination test items for each mode mentioned above are characterized by the table below.

[0031]

[0033] In addition, the simple test in RM / PM mode in step (B) above is performed by the signal ATP, and is characterized by being automatically performed only once when two conditions are first satisfied: when ATP recognizes the operating mode (AM, PM, RM) and when ATP detects the normal release state of EB (emergency braking).

[0035] In addition, the simple test items in the above RM / PM mode are characterized by emergency braking engagement / release and verification of propulsion enable feedback. Effects of the invention

[0036] According to the means for solving the aforementioned problem, tests for each operating mode are selectively performed after the train wakes up, and selective operation of the operating mode is possible based on the results, thereby increasing the availability of commercial operation for parked vehicles at the depot.

[0037] In addition, trains whose minimum safety functions have been verified through simplified tests may be operated temporarily or on a limited basis. Brief explanation of the drawing

[0038] FIG. 1 is a schematic diagram of a system applied to an embodiment of the present invention. FIG. 2 is a flowchart illustrating a wake-up control method of a CBTC system according to an embodiment of the present invention. Figure 3 is a detailed flowchart of the simple test step according to the temporary ITS of the signal in Figure 2. Figure 4 is a detailed flowchart of the mode-specific combination test steps based on the temporary ITS judgment result of the signal in Figure 2. Specific details for implementing the invention

[0039] The configuration and operation of embodiments of the present invention will be described below with reference to the attached drawings.

[0040] It should be noted that identical components in the drawings are represented by the same reference numbers and symbols whenever possible, even if they are shown on different drawings.

[0041] In the following description of the present invention, if it is determined that a detailed description of related known functions or configurations may unnecessarily obscure the essence of the present invention, such detailed description will be omitted.

[0042] Furthermore, when it is stated that a part "includes" a certain component, this means that, unless specifically stated otherwise, it does not exclude other components but may include additional components.

[0044] First, terms are explained to aid in understanding the present invention.

[0045] The train's operating modes are classified into AM mode, PM mode, and RM mode.

[0046] AM mode is a state in which the ATO (Automatic Train Operation) & ATP (Automatic Train Protection) systems are operating normally, enabling unmanned operation through the ATO's automatic train propulsion and braking control.

[0047] PM mode is the state in which the ATP system operates normally. ATP controls safety braking (service and emergency braking) at high speeds where commercial operation is possible (usually 90 km / h or less), and propulsion / braking is manually controlled by the driver.

[0048] RM mode is a state in which the ATP system operates normally, and ATP controls safety braking (emergency braking) at low speeds (usually 25 km / h or less), and propulsion / braking is manually controlled by the engineer.

[0049] The following ITS (Initialization Test Status) indicates the step-by-step (Self-Test, Combined Test) test results of the signal / vehicle devices, and the test results are classified into four categories as follows.

[0050] The ITS 0("NFS (Not For Service)- Immobilized") test result indicates that the train is immobilized in all operating modes.

[0051] The test results of ITS 1("NFS - (RM, PM, AM)") basically show that commercial operation in RM and PM modes is possible, and depending on the status of the signal / vehicle equipment, operation in AM mode is also possible, but it cannot be put into commercial operation in AM mode and can only be operated in a limited manner at the base.

[0052] The ITS 2 ("Available for Service, but with impaired reliability") test results show that commercial operation of the train is possible in RM, PM, and AM modes, but it is in a degrade mode.

[0053] The ITS 3 ("Train available for service") test results show that commercial operation of the train is possible in RM, PM, and AM modes, and all vehicle / signal systems are healthy.

[0054] In addition, the types of ITS mentioned above are classified into three categories: signal ITS, vehicle ITS, and signal & vehicle combined ITS. During the wake-up procedure, the signal device determines the temporary ITS and authorizes a combined test for each mode.

[0055] Self-test is a static test performed after power-on, and is conducted on a per-individual system basis.

[0056] The Combined Test is performed according to the control commands of the signal device after the aforementioned Self-Test, and is conducted for the purpose of verifying the signal-vehicle hardwired and communication interface functions for each mode.

[0058] FIG. 1 is a schematic diagram of a system applied to an embodiment of the present invention.

[0059] As illustrated in FIG. 1, the system applied to an embodiment of the present invention is configured to include a CBTC-based urban railway vehicle (hereinafter vehicle) (100) and a signal device (200).

[0060] The vehicle (100) and the signal device (200) each perform a self-test, which is a static test, after power is started.

[0061] The signal device (200) performs a combined test with a control command after the self-test to verify the hardwired communication interface function between the signal device (200) and the vehicle (100).

[0063] FIG. 2 is a flowchart illustrating a wake-up control method of a CBTC system according to an embodiment of the present invention.

[0064] First, the vehicle that has finished daily operations is parked at the depot and the main line siding while maintaining communication between the vehicle and the ground signaling system. In this state (Sleep mode state), the power of most electrical devices, excluding essential power loads, is kept OFF, and the power required for passenger operation is turned ON to start the vehicle for the next day's operations (S20).

[0065] After the power is started and woke up, the signal device (200) and the vehicle (100) each perform a static test, a self-test (S22), and calculate the individual temporary signal ITS (Initialization Test Status) of the signal device (200) based on the test results (S24).

[0066] This temporary signal ITS is considered before performing the signal / vehicle combined test during the wake-up control sequence and is necessary to verify only the minimum essentials of whether the vehicle's condition is suitable for performing the test (for example, since service devices are not essential for operation, the results of their self-tests are not reflected).

[0067] When determining whether the vehicle (100) is in a suitable state (S26), and when it is determined that the vehicle is in a suitable state, the vehicle (100) transmits the state to the signal device (200), and the signal device (200) that receives this commands the vehicle & signal combination test to be performed according to the self-test state of the signal device (200) for each mode, thereby performing the vehicle & signal combination (Combined) test for each mode (S28).

[0068] The above vehicle & signal combination test types are classified by mode into AM combination test and RM / PM combination test, and the self-test state conditions of the signal device (200) for each classification are different requirements defined by route and signal system.

[0069] In the present invention, the generalized CBTC dual-system on-board signaling system (ATP / ATO) is defined as shown in Table 1 below.

[0070]

[0071] Before performing the combination test for each mode, the signal device (200) checks the appropriate basic conditions (mode switch position, door status, train stopping status, etc.) for performing the combination test for each mode, and only when all of the conditions are satisfied, the signal device (200) allows entry into the combination test for each mode, and the signal device (200) performs the test as a Master.

[0072] The combination test items performed in AM and RM / PM modes are different from each other, and safety-related ATP functions are performed in both test stages, while only ATO-related functions are additionally performed in AM mode.

[0073] The test items for the combination tests for each mode above are as shown in Table 2 below.

[0074]

[0075] The above Full Service Brake (FSB) test depends on whether actual control is applied for each mode. For example, if FSB is not controlled during RM / PM operation, it is omitted from the RM / PM combination test.

[0076] In the above S28 step, the combination test for each mode is completed, and the signal device (200) reflects the combination test results in the final signal ITS and combines them with the vehicle's ITS results to calculate the final combination ITS.

[0077] This is explained in detail by mode as follows.

[0078] In the case of RM / PM mode, since it is assumed that AM mode operation is impossible, according to the prior definition of ITS mentioned above, the calculable ITS Level is 0 (Not for Service Immobilized) or 1 (Not for Service (RM / PM / AM)).

[0079] Calculate the final signal ITS in Step 1 (S30) and finalize the vehicle ITS in Step 2 (S32).

[0080] As mentioned above, if the vehicle's ITS prior to the combination test was in a temporary state reflecting only the minimum essential conditions for performing the test, the vehicle's ITS at the current stage is a finalized value reflecting the cell test results of all vehicle subsystems.

[0081] By calculating the ITS in two stages—temporary and confirmed—the present invention can prevent the interruption of the wake-up process and reduce the overall time required by postponing the determination of the self-test results for systems unrelated to safety, where the start and execution periods of the self-test are long.

[0082] In the next Step 3, the results of Steps 1 and 2 are combined to determine the final vehicle & signal combination ITS (S34).

[0083] And based on the judgment result, it is put into commercial operation (S36).

[0084] In the case of ITS 1 judgment, the train can be put into commercial operation in RM or PM mode.

[0085] Table 3 below shows the combination formula for the signal & vehicle combination ITS, and the basic principle is the low-level application method among the two ITS.

[0086]

[0087] For the following AM mode, according to the prior definition of the aforementioned ITS, the calculable ITS Levels are all 0-3, and the combination formulas of signal ITS and vehicle ITS are as shown in Table 3 above.

[0088] The difference from the above RM / PM combination test is that if it is determined to be ITS 1 (Not for Service (RM / PM / AM)), a separate message must be delivered to the vehicle driver and ground vehicle operator to inform them of the possibility of operating in AM mode, and if AM mode is possible, the vehicle can be operated only within the base in a limited manner and is prohibited from being put into commercial operation.

[0090] The following describes a simple signal device test step (S38) that verifies only the minimum stability function.

[0091] This simple test is performed by the signal ATP and is automatically performed only once when the following two conditions are first satisfied: when ATP recognizes the operating mode (AM, PM, RM) and when ATP detects the normal release state of the EB (emergency braking) (step S414 in Fig. 4).

[0092] To further explain the above EB (Emergency Braking), after the train wakes up, the braking system starts to boot, and it takes a few minutes for the EB to be released, and this time varies depending on the characteristics of the vehicle.

[0093] This simple test verifies the basic function of ATP and the normal EB engagement / release capability of the vehicle braking system.

[0094] The test items at this time are the engagement / release of the emergency brake and verification of propulsion enable feedback.

[0095] A simple test of this signaling device is performed by verifying only the minimum stability functions, even though the signal / vehicle combination (Combined) ITS is determined to be ITS 0 (Not for Service Immobilized) because the procedure was not performed normally during the wake-up process, and the train can be operated in ATP or RM mode temporarily / limitedly depending on the results.

[0096] This function of operating trains in temporary / limited ATP or RM mode is useful for bringing vehicles that cannot be put into commercial operation into the maintenance depot under their own power while ensuring minimum safety, and can be utilized in vehicles that do not have a signal cut-out mode function.

[0097] In addition, this simple test of the signal device can ensure more reliable safe operation by re-verifying key ATP functions even after the operating mode is updated during commercial operation or after the AM combination test is completed and a combination ITS capable of AM mode operation is finally determined.

[0099] Figure 3 is a detailed flowchart of the simple test step according to the temporary ITS of the signal in Figure 2.

[0100] As illustrated in FIG. 3, a self-test is performed on the signal device and the vehicle (S304 (S22)), and if the self-test results of the signal device (200) and the vehicle (100) are not received within the timeout period (S306), or if the self-test results of the vehicle are not received (S312), the self-test results of the vehicle are considered a failure, and the signal & vehicle combination ITS is determined as ITS 0 ("NFS (Not For Service)- Immobilized") (S314), and a simple test of the signal device is performed (S322 (S38)).

[0101] If the above signal device simple test is performed (S322 (S38)) and it does not pass (S324), the wake-up procedure is terminated and manual movement of the train is prohibited (S326); if it passes (S326), the wake-up procedure is terminated and the train can be operated in RM / PM mode but cannot be put into commercial operation (S320).

[0102] In the above step S306, if the self-test results of the signal device (200) and the vehicle (100) are received within the timeout period, the individual temporary signal ITS (Initialization Test Status) of the signal device (200) is calculated (S308 (S24)), and if the signal ITS is ITS 0 ("NFS (Not For Service)- Immobilized") (S310 (S26)), the signal & vehicle combination ITS is determined to be ITS 0 ("NFS (Not For Service)- Immobilized") (S316).

[0103] If a simple test is performed and passed in the previous procedure (S318), the wake-up procedure is terminated and the train can be operated in RM / PM mode but cannot be put into commercial operation (S320); if it is not passed (S318), the simple test of the signal device is performed (S322(S38)).

[0104] In the above S310 (S26) step, if the signal ITS is not ITS 0 ("NFS (Not For Service)- Immobilized"), then step ⓐ after that of FIG. 4 is performed.

[0106] Figure 4 is a detailed flowchart of the mode-specific combination test steps based on the temporary ITS judgment result of the signal in Figure 2.

[0107] In step S310 (S26) of FIG. 3, if the signal ITS is not ITS 0 ("NFS (Not For Service)- Immobilized"), the signal temporary ITS judgment result allows the unmanned / automatic mode combination test (S402). Then, the mode switch determines whether it is in the unmanned / automatic mode position (S404). If it is not in the unmanned / automatic mode position, it checks whether it is within the timeout period (S406). If it is not within the timeout period, the signal device requests the driver to transition to the unmanned / automatic mode (S408) and performs step S404.

[0108] If the timeout period is within the above S406 step, check whether the mode switch of the active cab is in RM / PM mode and EB is deactivated (S414); if it is in RM / PM mode and deactivated, perform a simple signal device test (S424 (S38)), request the signal device to enter the RM / PM combination test (S426), and if the signal device does not allow entry to the combination test (S428), perform the steps after step ⓑ of Fig. 3 to determine that the signal & vehicle combination ITS is ITS 0 ("NFS (Not For Service)- Immobilized") (S316).

[0109] If the signal device allows entry to the combination test in step S428 above, a combination test by mode is performed (S430 (S28)), and the signal & vehicle combination ITS is calculated (S432 (S30)).

[0110] If the RM / PM mode is not released in step S414, it is checked whether it is within the timeout period (S416); if it is within the timeout period, steps after step ⓑ of FIG. 3 are performed to determine that the signal & vehicle combination ITS is ITS 0 ("NFS (Not For Service)- Immobilized") (S316); if it is not within the period, the signal device requests the driver to transition to RM / PM mode (S408) and steps after S414 are performed.

[0111] In step S404 above, if the mode switch is in the unmanned / automatic mode position, check whether the vehicle door is closed (S410); if it is not closed, check whether it is within the timeout period (S420); if it is not within the timeout period, the signal device requests the vehicle to close the door (S422) and performs steps after step S410 above; and if it is within the timeout period in step S420 above, perform steps after step S418 above.

[0112] If the vehicle door is closed in step S410 above, the signal device requests the signal & vehicle to perform an unmanned / automatic combination test (S412) and performs steps after S428 above.

[0114] Although the technical concept of the present invention has been described above together with the accompanying drawings, this is merely an illustrative explanation of preferred embodiments of the present invention and is not intended to limit the invention.

[0115] Furthermore, it is evident that anyone with ordinary knowledge in this technical field can make various modifications and imitations within the scope of the technical concept of the present invention without departing from it. Industrial applicability

[0116] The present invention is applicable to all urban railway vehicles equipped with an ATO / ATP signaling device applied to a CBTC signaling system. Explanation of the symbols

[0117] 100: CBTC-based urban rail vehicle (vehicle) 200: Signaling device

Claims

Claim 1 (A) a step of performing self-tests in the signal device and the vehicle respectively after power is started and woke up, and reflecting and calculating the results in the individual temporary signal ITS (Initialization Test Status) of the signal device; (B) a step of determining whether to perform a combined test in unmanned / automatic mode or a simplified test in RM / PM mode according to the result of the temporary signal ITS; (C) a step of performing a combined test in unmanned / automatic mode or a simplified test in RM / PM mode; (D) a step of reflecting the result of the combined test in the final signal ITS and combining it with the final ITS result determined by the vehicle to determine the final vehicle & signal combined ITS; and (E) a step of deploying to commercial operation according to the determination of the final vehicle & signal combined ITS; comprising a wake-up control method for a CBTC system. Claim 2 A wake-up control method for a CBTC system according to claim 1, wherein the unmanned / automatic mode is an AM mode, and the RM / PM mode is a PM mode or an RM mode, wherein the AM mode is a state in which the ATO (Automatic Train Operation) & ATP (Automatic Train Protection) system operates normally and unmanned operation is possible through automatic train propulsion / braking control of the ATO, the PM mode is a state in which the ATP system operates normally and the ATP controls safety braking (commercial, emergency braking) at high speeds where commercial operation is possible, and propulsion / braking is manually controlled by the driver, and the RM mode is a state in which the ATP system operates normally and the ATP controls safety braking (emergency braking) at low speeds, and propulsion / braking is manually controlled by the driver. Claim 3 A wake-up control method for a CBTC system according to claim 2, wherein the levels of the final signal ITS, the final ITS determined by the vehicle, and the final vehicle & signal combination ITS are classified into: ITS 0, which indicates that the train is in a state of immobility in all operating modes; ITS 1, which basically indicates a state where commercial operation in the RM and PM modes is possible, and depending on the state of the signal / vehicle equipment, operation in the AM mode is also possible, but cannot be put into commercial operation in the AM mode and can only be operated restrictively at the depot; ITS 2, which indicates that commercial operation of the train is possible in the RM, PM, and AM modes but is in a degrade mode; and ITS 3, which indicates that commercial operation of the train is possible in the RM, PM, and AM modes and all vehicle / signal systems are in a healthy state. Claim 4 A wake-up control method for a CBT system characterized in that, in paragraph 3, the combination formula of the final vehicle & signal combination ITS is the table below. Claim 5 A wake-up control method for a CBTC system according to claim 2, characterized in that the combination test items for each mode are the table below. Claim 6 A wake-up control method for a CBTC system according to claim 1, wherein in step (B) above, a simple test in RM / PM mode is performed by signal ATP, and is automatically performed only once when two conditions are first satisfied: when ATP recognizes the operating mode (AM, PM, RM) and when ATP detects the normal release state of EB (emergency braking). Claim 7 A wake-up control method for a CBTC system according to claim 6, characterized in that the simple test items in the RM / PM mode are emergency braking engagement / release and propulsion enable feedback verification.

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