• 한국철도학회:학술대회논문집
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• 한국철도학회 1998년도 추계학술대회 논문집
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• pp.210-218
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• 1998

The ATO(Automatic Train Operation) System is used for train operation instead of drivers. It is interfaced with TCMS(Train Control and Monitoring System) and ATC/TWC system in the train and wayside facilities. In this paper describes configuration of ATO, specification of ATO hardware, construction of ATO software and the algorithm fur automatic train speed regulation in the carborn ATO system. ATO Application Software is consist of ART, SPR, REG, SRV and PSM tasks. ART task is main control part of the ATO that determine ATO control, ATO mode, state transition. SPR determine speed reference according to train motion status, track data, train data and restricted train speed. REG task regulated train speed form the starting of one station to the precision stop at the other station under the result of ART and SPR tasks. In this paper, a algorithm for the train speed regulation while running is described.

• 전기학회논문지
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• 제64권7호
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• pp.1019-1025
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• 2015

The performance requirements on the safety-based functionality of railway signal systems have been reinforced and the effort for enhancement of the existing system or development of the new system is being accordingly made. In particular, various technical researches on replacement or improvement of the existing ATS(Automatic Train Stop) signaling system are now in progress for better operational efficiency. In this study, the complementary points for improvement or replacement of the currently used system(i.e., ATS) will be derived in terms of operating efficiency in an integrated operating environment with the newly introduced system(e.g., ATC: Automatic Train Control). This study can contribute to derive the need for improvement of the signaling system by checking the interface problems and comparing between different systems through the analysis of real operation cases in the field. Eventually, this analysis can be applied to prevent and estimate the collision accidents can be caused by the failure of the signaling system in advance. In addition, the results can be used to provide a future direction to secure the reliability in the parallel operation by integration based on different railway signaling systems.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2005년도 춘계학술대회 논문집
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• pp.903-908
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• 2005

Existing ATC/ATO/TWC system has a ATC(Automatic Train Control) antenna for receiving the speed code, a ATO(Automatic Train Operation) antenna for obtaining the exact distance to go to platform and TWC(Train and Wayside Communication) antenna for communication between on-board and wayside system. This paper proposes the ATO/TWC antenna with tele-powering module, telegram transmitter/receiver module. This antenna communicates with a passive type tag(wayside Precision Stop Marker) for the information of distance from the stop position and a active type tag for the door command and status in the platform.

• 대한전기학회:학술대회논문집
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• 대한전기학회 2001년도 춘계학술대회 논문집 전기기기 및 에너지변환시스템부문
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• pp.372-374
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• 2001

An automatic operation of train is executed by an automatic train operation(ATO) system. The main function of ATO system is to control train speed as well as train brake system. So that train can stop at its programed position on platform and run with passenger comfort. In this paper, the gain scheduled control is designed for speed control considering the disturbances. The simulation is executed to verify the speed control performance and to compare its performance with the conventional PI and general Fuzzy control.

• 한국산학기술학회논문지
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• 제22권6호
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• pp.591-598
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• 2021

도시철도 열차의 요구 사항 중 하나가 정위치 정차 성능이다. 이는 열차가 승강장의 지정된 위치에 정확히 정차할 수 있도록 하는 것이며 정위치 정차를 만족시키지 못할 경우 스크린도어와의 간섭이 발생하여 승객 불편 및 운행 지연을 초래한다. 자동운전 열차의 경우 열차의 현재 속도 정보를 가지고 현재의 위치를 파악한 후 이에 맞게 가감속 명령을 내려 제어를 수행하므로 속도 정보의 오차가 클 경우 정확한 제어가 불가능하게 된다. 도시철도에서는 위치 오차를 보정하기 위해 PSM(Precision Stop Marker)가 있어 특정 지점에서 위치 오차를 보정하여 정차제어의 오차를 줄이도록 한다. 그러나 PSM 자체는 위치정보만 가지고 있으므로 속도 오차에 대한 보정은 수행하지 않는다. 본 논문에서는 PSM 경과 정보를 가지고 속도를 추정하여 정위치 정차제어를 수행하는 방안에 대하여 제안한다. 등감속도로 열차를 운행하면 속도를 추정할 수 있고 이에 따라 목표 감속도를 구하여 정차제어를 수행할 수 있다. 수치적 시뮬레이션을 통해 제안한 방안의 실현 가능성과 우수성을 보인다.

• 대한전자공학회논문지
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• 제7권2호
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• pp.53-59
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• 1970

• 한국철도학회:학술대회논문집
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• 한국철도학회 2011년도 춘계학술대회 논문집
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• pp.363-367
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• 2011

In this paper a simulator for Integrated Onboard Signalling System(IOSS) will be presented and illustrated. IOSS which is integrated with there signalling systems such as ERTMS/ETCS Level 1 ATP(Automatic Train Protection), ATC(Automatic Train Control) and ATS(Automatic Train Stop) is a signalling system for HEMU-400X(Highspeed Electric Multiple Unit - 400km/h eXperiment). HEMU-400X is under development as the next generation high-speed train in Korea. Before conducting a trial run of HEMU-400X with IOSS, we must carry out functional test of IOSS. The simulator is suggested in this paper for testing and verification of IOSS. The simulator can help to test all function of IOSS although a real train and trackside equipments are not existed. Also the simulator can make a fault in trackside equipment intentionally. In that scenario, we can figure out how IOSS handle emergency situations.

• 한국철도학회논문집
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• 제15권6호
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• pp.609-615
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• 2012

무인운전 경전철 운전계획을 위해 수동운전 기반의 TPS(Train Performance Simulation) 대신에 ATO(Automatic Train Operation) 자동운전에 기반한 TPS가 요구된다. 본 논문은 ATO 패턴을 사용하는 새로운 TPS 모델을 제시하고, 서울지하철 6호선의 시험구간과 부산-김해 경전철 전체 노선의 실제 자동운전 운행결과와 시뮬레이션 결과를 비교하였다. 실제와 유사한 ATO 운행패턴은 상용감속도, 저크, 역정차감속도, 구배환산거리의 4가지 파라미터를 도입한 새로운 TPS 모델에 의하여 매우 정밀하게 시뮬레이션 될 수 있다. 무인 자동운전을 위한 상업운전용 표정시분은 ATO기반 TPS의 "Fast" 운전모드 운행시간에 경전철 표준사양에 따라 km당 3초의 여유를 가지도록 본 논문에서 제시된다.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2010년도 춘계학술대회 논문집
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• pp.1685-1690
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• 2010

This paper describes the calculation and application of the speed profile for the train speed control when the train is operated by ATO(Automatic Train Operation). We propose a speed profile calculation method considering the speed limitation and the jerk limitation, in order to maintain the quality of the train automatic operation. In previous works, ATO calculates a desired speed profile along the time, and controls the train to follow the profile. In this case, it may be hard to follow the restrictive speed along the location or to stop the train with a low location error, because of the difference between the desired location at each time and the real location of the train due to the control error. In the proposed method in this paper, we calculate a desired speed profile along the time considering the speed and jerk limitation first, and derive a speed profile along the location using it. If the restrictive speed profile is changed or the train speed strayed from the speed profile, ATO system calculates new speed profile and applies it immediately. Because ATO system controls the train speed based on the train location, the accuracy of the train location control can be improved. A simulation system for the test of the automatic train operation using this method is designed.

• 전기학회논문지
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• 제58권6호
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• pp.1116-1122
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• 2009

ATS(Automatic Train Stop) system makes train stop when it runs over the speed limit and ensure the safe operation of train. Seoul Metro line 2 in Korea, which started its passenger service in 1982, has adopted ATS system for its signaling system. The ATS system has only a train stop function at the time of emergency, and Seoul Metro is planning to replaced them with ATC(Automatic Train Control)/ATO(Automatic Train Operation) system which can provide the dedicated speed control for headway reduction and automatic operation of train. Until all the ATS system is replaced with the new ATC system, both systems are to operate simultaneously at the same metro line. In this situation, ATS system sometimes reveals improper operation: train stops suddenly without any obstacles in front of it. These emergency stops cause interruption of passenger service, and abnormal abrasion of wheels and rail. This paper makes it clear that these interruptions are caused by EMI phenomena between ATS on-board device and ATC wayside device : Signal current flowing in AF track circuit of ATC is turn out to be a EMI source that prevent normal operation of the ATS on-board device. Although the two systems have different frequency-ranges (ATS system has frequency range between $78{\sim}130$[kHz] and ATC system has frequency range between $9.5{\sim}16.5$[kHz]), it turned out that EMI phenomena appears between the both systems. This is investigated by measuring the output signal from ATS on-board device passing over ATC wayside device. The FFT(Fast Fourier Transform) analysis of the signal reveals that AF track circuit signal is transmitted to the ATS on-board device and induce noise causing improper operation. The countermeasures to the EMI phenomena are examined in three ways; blocking EMI transmission, enforcement of EMS (Electromagnetic Susceptibility) of ATS on-board device, and blocking the EMI source. It is suggested that the practical solution be blocking EMI source temporarily, that is breaking AF track circuit signal when the trains with ATS on-board device pass over it. To this purpose, TODS(Train Occupation Detection System) is developed, and has made a success in preventing the EMI problem of Seoul Metro line 2.