JP4070490B2 - Train control system and train control method - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a train control system and a train control method for performing train control based on a signal system using radio.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, a plurality of signal systems that support safe operation of trains have been realized in accordance with levels such as line density operation density. Each of these signal systems is a combination of a track circuit and a transmission means between the ground and the vehicle. Recently, however, a signal system using radio by mobile communication is being realized.
[0003]
This radio-based signal system is a signal system that takes advantage of the characteristics of mobile communication. The minimum information required for train operation is supplied by the point control ATS, and appropriate information is obtained using radio. Is a system for improving the continuation performance of trains by providing train crews with the aim of improving safety and performing train control using preceding train information within the reach of radio.
[0004]
For example, the above-mentioned signal system using radio detects a train that is in an unoccupied operation state of the point control ATS via radio, and continuously runs the train while preventing a rear-end collision with the preceding train. Have In particular, in the wireless zone, the confirmation work by the driver or the like can be reduced by displaying the preceding train position as an in-vehicle signal.
[0005]
Moreover, since the signal system using the radio uses not only the preceding train position information but also various signals as in-vehicle signals, accidents due to misreading of signals by the driver are prevented, and the own train position is determined in the vehicle. By displaying, it is possible to make an accurate judgment by a driver or the like.
[0006]
In addition, since appropriate information such as the driving situation of the destination is provided to the crew member via the radio, the improvement of the security level for the signal system using the radio is further promoted.
[0007]
The equipment required for the signal system using radio is constructed by a point control ATS system and a radio train control system including a digital radio system, a network control system, and a command system. Installed.
[0008]
Furthermore, the wireless signal system has various auxiliary functions such as a command call function, operation information providing function, protective alarm function, and business communication function that can be realized by adding software to the equipment. .
[0009]
Here, the call command function is a call function for a train attendant or station staff to inquire about the command, and the operation information providing function is a function for providing the train crew with train operation information in the service line section or connection line.
[0010]
When the train is in a dangerous state or when a dangerous state is detected, the protective alarm function sends a protection signal to other trains that are traveling around and stops the other trains. It is a function, and the business communication function is a function for performing a meeting between train crews and station staff.
[0011]
[Problems to be solved by the invention]
However, it is difficult to provide the above-mentioned radio signal system on all the lines at once in a short period from the viewpoint of cost, labor, etc., and it is preferable to introduce this signal system stepwise into the conventional point control ATS. . In this case, a radio reachable range (hereinafter referred to as a radio zone) and a radio non-reachable range (hereinafter referred to as a radio dead zone) are formed, so that train operation is smoothly and safely between the radio zone and the radio dead zone. A signal system that can
[0012]
An object of the present invention is to provide a train control system and a train control method capable of introducing a wireless signal system into a point control ATS at low cost in stages.
[0013]
[Means for Solving the Problems]
In order to solve such a problem, the present invention has the following features. In the following description of the means, the configuration corresponding to the embodiment is shown as an example in parentheses. Reference numerals and the like are reference numerals for drawings to be described later.
[0014]
The invention according to claim 1
On-board device (for example, on-board device 210 shown in FIG. 3) mounted on a train (eg, train 200 shown in FIG. 1) traveling on a track (eg, track circuit 140 shown in FIG. 1) and along the track And control the operation of the train on the basis of train control information wirelessly communicated between the on-board device and the ground device. In a train control system (for example, the train control system 1 shown in FIG. 1),
The ground device is
A ground communication means (for example, the digital wireless device 122 shown in FIG. 2) that forms a communication area (for example, the wireless zone A shown in FIG. 1) and wirelessly transmits the current position information of the preceding train to the train in the communication area; ,
Via the ground unit (for example, the ground unit 130 shown in FIG. 1) installed along the track in the communication area, the positional information of the ground unit and the speed limit information for the train passing through the ground unit are obtained. Transmitting means (for example, the base shown in FIG. 2) that transmits to the train the speed limit information for the train passing through the ground element via the ground element installed along the track outside the communication area. Station control device 123),
The on-board device is:
When the own train is in the communication area, on-vehicle communication means (for example, the digital radio 214 shown in FIG. 3) for receiving the current position information of the preceding train wirelessly transmitted by the ground communication means,
The position information of the ground element in the communication area and the speed limit information for the own train passing through the ground element are obtained via the vehicle element (for example, the vehicle element 216 shown in FIG. 3) mounted on the own train. Receiving means (for example, the ATS device shown in FIG. 3) that receives the speed limit information for the own train passing through the ground element outside the communication area from the ground element outside the communication area. 215),
A travel distance calculation means (for example, a position calculation unit 211a shown in FIG. 3) that calculates a travel distance traveled by the own train from the position of the ground unit received by the reception means;
Current position calculation means for calculating the current position of the own train based on the position of the ground unit received by the receiving means and the travel distance calculated by the travel distance calculation means (for example, the position calculation unit shown in FIG. 3) 211a)
Inter-vehicle distance calculating means for calculating the inter-vehicle distance between the own train and the preceding train from the current position of the own train calculated by the current position calculating means and the current position of the preceding train received by the on-vehicle communication means. (For example, the position calculation unit 211a shown in FIG. 3),
Provisional permissible speed setting means (for example, speed check unit 211b shown in FIG. 3) for setting the provisional permissible speed of the own train according to the inter-vehicle distance calculated by the inter-vehicle distance calculation means;
Determination means for determining whether the own train is present in the communication area based on the presence or absence of a radio link with the ground communication means and whether the current position information of the preceding train has been received (for example, FIG. Control device 211) shown in FIG.
When it is determined by the determination means that the own train is in the communication area and the current position information of the preceding train is received, the provisional allowable speed set by the provisional allowable speed setting means Compare with the speed limit received by the receiving means small Control the speed of the own train based on
If it is determined by the determination means that the own train is outside the communication area, or if it is determined that the current position information of the preceding train is not received, the speed of the own train based on the speed limit Control means (for example, the control device 211 shown in FIG. 3) for controlling
It is provided with.
[0015]
According to the first aspect of the present invention, an on-vehicle device mounted on a train traveling on a track and a ground device installed along the track are provided, and wireless communication is performed between the on-vehicle device and the ground device. In the train control system for controlling the operation of the train based on the train control information to be communicated, in the ground device, the ground communication means is:
A communication area is formed, and the current position information of the preceding train is wirelessly transmitted to the train in the communication area, and the transmission means is connected to the ground element via the ground element installed along the track in the communication area. The position information and the speed limit information for the train passing through the ground unit are transmitted to the train, and the limit for the train passing through the ground unit is set via the ground unit installed along the track outside the communication area. The speed information is transmitted to the train, and in the on-board device, the on-board communication means receives the current position information of the preceding train wirelessly transmitted by the ground communication means when the own train is in the communication area. The receiving means transmits the position information of the ground element in the communication area and the speed limit information for the own train passing through the ground element via the vehicle upper element mounted on the own train. When receiving from a child The speed limit information for the own train passing through the ground element outside the communication area is received from the ground element outside the communication area, and the travel distance calculating means is determined from the position of the ground element received by the receiving means. The current position calculation means calculates the current position of the own train based on the position of the ground unit received by the reception means and the travel distance calculated by the travel distance calculation means. Then, the inter-vehicle distance calculating means calculates the distance between the own train and the preceding train from the current position of the own train calculated by the current position calculating means and the current position of the preceding train received by the on-vehicle communication means. The provisional permissible speed setting means sets the provisional permissible speed of the own train according to the inter-vehicle distance calculated by the inter-vehicle distance calculation means, and the determination means communicates with the ground communication means. Based on the presence or absence of a line link, it is determined whether or not the own train is present in the communication area, and whether or not the current position information of the preceding train has been received. When it is determined that the line is in the communication area and it is determined that the current position information of the preceding train has been received, the provisional allowable speed set by the provisional allowable speed setting means and the reception means are received. Compare with speed limit small The speed of the own train is controlled based on the direction, and it is determined by the determination means that the own train is located outside the communication area or the current position information of the preceding train is not received. In this case, the speed of the own train is controlled based on the speed limit.
[0016]
The invention according to claim 2
On-board device (for example, on-board device 210 shown in FIG. 3) mounted on a train (eg, train 200 shown in FIG. 1) traveling on a track (eg, track circuit 140 shown in FIG. 1) and along the track And control the operation of the train on the basis of train control information wirelessly communicated between the on-board device and the ground device. In a train control method for controlling a train control system (for example, the train control system 1 shown in FIG. 1),
In the ground device,
Forming a communication area (for example, wireless zone A shown in FIG. 1), and wirelessly transmitting current position information of a preceding train to a train in the communication area;
Via the ground unit (for example, the ground unit 130 shown in FIG. 1) installed along the track in the communication area, the positional information of the ground unit and the speed limit information for the train passing through the ground unit are obtained. Transmitting to the train, through the ground element installed along the track outside the communication area, transmitting the speed limit information for the train passing through the ground element to the train,
In the on-vehicle device,
When the own train is in the communication area, receiving the current position information of the preceding train transmitted wirelessly;
The position information of the ground element in the communication area and the speed limit information for the own train passing through the ground element are obtained via the vehicle element (for example, the vehicle element 216 shown in FIG. 3) mounted on the own train. Receiving from the ground element in the communication area and receiving speed limit information for the own train passing through the ground element outside the communication area from the ground element outside the communication area;
Calculating the travel distance traveled by the train from the received ground position,
Calculating the current position of the own train based on the received position of the ground unit and the calculated travel distance;
Calculating the inter-vehicle distance between the own train and the preceding train from the calculated current position of the own train and the received current position of the preceding train;
Setting the provisional allowable speed of the own train according to the calculated inter-vehicle distance;
Determining whether or not the own train is present in the communication area based on the presence or absence of a link with the wireless transmission, and whether or not the current position information of the preceding train has been received;
When it is determined by the determination that the own train is in the communication area and the current position information of the preceding train is received, the set provisional allowable speed and the received speed limit Compare small Control the speed of your train based on
When it is determined by the determination that the own train is outside the communication area or the current position information of the preceding train is not received, the speed of the own train is determined based on the speed limit. A controlling step;
It is characterized by including.
[0017]
According to a second aspect of the present invention, an on-vehicle device mounted on a train traveling on a track and a ground device installed along the track are provided, and wirelessly communicated between the on-vehicle device and the ground device. In the train control method for controlling the train control system that controls the operation of the train based on the train control information to be communicated, the ground device forms a communication area, and the train in the communication area has a preceding train. The current position information is wirelessly transmitted, and the position information of the ground element and the speed limit information for the train passing through the ground element are transmitted to the train via the ground element installed along the track in the communication area. The speed limit information for the train passing through the ground element is transmitted to the train via the ground element installed along the track outside the communication area. In the on-board device, the own train is in the communication area. If you are inside Receives the current position information of the preceding train transmitted wirelessly, and the position information of the ground element in the communication area and the speed limit information for the own train passing through the ground element via the upper element mounted on the own train Is received from the ground element outside the communication area, the speed limit information for the own train passing through the ground element outside the communication area is received from the ground element outside the communication area, and the position of the received ground element The travel distance traveled by the host train is calculated, the current position of the host train is calculated based on the received ground position and the calculated travel distance, and the calculated current position of the host train is calculated. And the received current position of the preceding train, the inter-vehicle distance between the own train and the preceding train is calculated, the provisional allowable speed of the own train is set according to the calculated inter-vehicle distance, and the wireless transmission Based on the presence or absence of links It is determined whether or not the local train is in the communication area and whether or not the current position information of the preceding train has been received, and the determination indicates that the local train is in the communication area. If it is determined that the current position information of the preceding train has been received, the set provisional allowable speed is compared with the received speed limit small When the speed of the own train is controlled based on the direction, and it is determined by the determination that the own train is outside the communication area, or the current position information of the preceding train is not received The speed of the own train is controlled based on the speed limit.
[0018]
Therefore, when a signal system using radio is introduced in stages, a communication area where radio reaches and an area where radio does not reach are formed at the same time, but between this communication area and the area where radio does not reach Since a signaling system that can operate trains safely and smoothly can be realized, it is possible to introduce a wireless signaling system in part without introducing it to all lines at once. In addition, a safer and more functional train control system can be realized as compared with the case where only the train control based on the point control ATS is used.
[0019]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, the train control system 1 to which the present invention is applied will be described in detail with reference to FIGS.
The train control system 1 to which the present invention is applied is provided on each track and a radio train control system constructed by installing a base station 120 forming a radio zone A at each station, as shown in FIGS. This is a wireless signal system including a point control ATS system constructed using the ground element 130 and the vehicle upper element 216 provided in the train 200. The train control system 1 performs train control based on a semi-continuous ATS system in which these wireless train control system and point control ATS system are used in combination. The semi-continuous ATS system will be described in detail below.
[0020]
In the train control system 1 that performs train control based on the semi-continuous ATS system, the train 200 is located in the wireless zone A of the predetermined base station 120, and a wireless line is established between the base station 120 and the train 200. In this case, train control is performed by the wireless train control system, and when the train 200 is not located in the wireless zone A and a wireless line cannot be set between the base station 120 and the train 200, the point control ATS system is used. Train control.
[0021]
Therefore, the train control system 1 is backed up by the existing point control ATS system until the radio reliability is established, and after the radio reliability is established, the train control system 1 uses the radio for the train control. Safe and smooth transition to
[0022]
The train control system 1 has basic functions such as an in-vehicle signal function, a driving notification function, and a non-blocking driving protection function in addition to the functions of the semi-continuous ATS system.
By the above-mentioned in-vehicle signal function, the speed limit instruction curve, the current position of the train 200, the preceding train position information, the positional relationship between the preceding train and the train 200 at the time of abnormality, etc. are displayed on the display device 213 provided in the train 200. Therefore, accidents caused by misreading of signals are prevented, and it is possible for the driver and commander to make accurate judgments. The driver notification function allows the commander to communicate directly to the station manager and driver via radio. Or the commander can communicate to the station manager and the station manager can communicate to the driver, so that information is properly exchanged (driving notice). Thus, since a non-blocking protection signal can be transmitted to other trains or the base station 120 installed in the vicinity, highly functional unblocking protection is possible.
[0023]
Furthermore, in addition to the basic functions described above, the train control system 1 has an advanced function such as a forward route display function, a movement blocking function, a train approach warning function for workers along the line, an on-site equipment monitoring function, a crossing state display function, and a command calling function. , Business communication function, operation information providing function, protective alarm function, etc.
[0024]
Although not described in detail in the description of the present embodiment, the train control system 1 constructs a radio link using a point control ATS system constructed using the ground element 130 and the vehicle upper element 216, and a digital radio. In addition to the digital radio system, the system further includes a network control system that performs train control using a communication line via radio and wire, and a train operation command system that manages and operates train operations in an integrated manner.
[0025]
First, the configuration of the train control system 1 will be described in detail with reference to FIGS.
The overall configuration of the train control system 1 is shown in FIG. The train control system 1 includes a ground device 100 and a train 200.
Moreover, the structure of the ground apparatus 100 is shown in FIG. 2, and the structure of the onboard apparatus 210 mounted on the train 200 is shown in FIG.
[0026]
First, the configuration of the ground device 100 will be described.
As shown in FIG. 2, the ground device 100 includes a central control device 110, a base station 120, a ground unit 130, a track circuit 140, an interlock device 150, and the like.
[0027]
The central controller 110 includes a train position database 111, a radio device ID database 112, an operation command unit 113, and the like, and centrally controls the train control system 1.
[0028]
The train position database 111 stores train-related data such as train ID, and various data related to operation such as line information, departure time / minute information, crew operation information, and operation schedule information. The digital radio 214 of the device 210, the digital radio 122 of the ground device 100, and the ID number of the radio such as the portable radio telephone 10 carried by the line operator 20, the type of the radio (on-vehicle type, portable type) Etc.) is stored.
[0029]
The driving command unit 113 performs the train operation in the train control system 1 in accordance with various control signals such as a driving notification such as a change in the number of lines, a diagram change, a train operation or a crew operation change, etc., input via an input terminal (not shown). Centralized control.
[0030]
The driving command unit 113 performs point control ATS for a train passing on each ground element 130 based on forward route information for each ground element 130, for example, various information such as a preceding train, a station, and a curve for each ground element 130. Is transmitted to each ground unit 130 via the base station 120. Here, the position of the preceding train with respect to each of the above ground elements 130 is determined based on the current train position information extracted from the track circuit information or the radio information.
[0031]
The base station 120 is disposed at each station and forms a wireless zone A that can be wirelessly connected to the train 200 and the mobile wireless telephone 10 (see FIG. 1). The wireless zone A has a substantially circular shape with a radius of 2 km, for example, and the electric field strength in the substantially circular shape is, for example, a field strength corresponding to a receiving sensitivity of 6 dBμV.
The range of the wireless zone A is not limited to a substantially circle with a radius of 2 km, and the reception sensitivity in the wireless zone A is not limited to 6 dBμV.
[0032]
The base station 120 includes a digital radio device 122 and a base station control device 123 connected to the antenna 121.
[0033]
The base station control device 123 includes a mobile station management unit 123a, a train tracking unit 123b, a route management unit 123c, and the like. The base station control device 123 includes point control ATS system information (for example, restriction of point control ATS) together with current position information (acquired by track circuit information or radio information) of the preceding train from the ground unit 130 installed in the radio zone A. Speed information), and the point control ATS system information is transmitted from the ground unit 130 installed outside the wireless zone A (wireless dead zone).
[0034]
The digital wireless device 122 controls wireless communication performed between the train 200 and the base station control device 123 via the antenna 121. The mobile station management unit 123a of the base station control device 123 manages the position / state of a digital radio (such as the digital radio 214 of the train 200 or the portable radio telephone 10). That is, the mobile station management unit 123a manages the base station 120 in which radio zone A the digital radio is located, and performs switching processing of the base station 120 accompanying the movement of the digital radio. The train tracking unit 123b always manages the position of the train, and the route management unit 123c collects and manages the forward route information for each train.
[0035]
The ground unit 130 is an input / output terminal for a plurality of point control ATS system information provided on the ground, and in the wireless zone A, in addition to the speed limit information of the point control ATS, the ground unit 130 for the base station 120 is provided. An identification code (described below) indicating the position of is transmitted to the train 200.
[0036]
For example, each ground element 130 in the wireless zone A transmits a unique identification code (for example, binary code) to the train 200, and the train 200 determines the position of the ground element 130 with respect to the base station 120 in the wireless zone A. Is associated with the identification code and stored in advance. Thus, when the train 200 receives a unique identification code from the ground unit 130 when passing through the predetermined ground unit 130 in the wireless zone A, the base station 120 in the wireless zone A is based on the identification code. The position of the ground element 130 is determined, and the position of the ground element 130 (that is, the absolute position of the train 200 passing through the ground element 130) can be specified based on the determination result.
[0037]
Further, as shown in FIG. 3, there may be a wireless dead zone where the wireless zones A of the base stations 120 installed in adjacent stations do not overlap each other. In order to cover this wireless dead zone, a wireless base station is newly provided in the wireless dead zone, and a region where adjacent wireless zones A overlap each other (for example, a region indicated by symbol B in the figure) is formed. A train control system 1 in which the wireless zone A is partially continuous is shown in FIG.
[0038]
The track circuit 140 is a track on which the train 200 travels, and transmits the position of each train existing on the track to the base station 120 via the interlock device 150.
[0039]
The interlocking device 150 interlocks various peripheral devices such as the ground element 130, the track circuit 140, and the unillustrated switch provided in the ground device 100.
[0040]
Next, the configuration of the onboard device 210 mounted on the train 200 will be described.
As shown in FIG. 3, the on-board device 210 includes a control device 211, a speed generator 212, a display device 213, a digital radio 214, an ATS device 215, an on-board child 216, an antenna 217, and the like.
[0041]
The control device 211 has various information such as absolute position information of the own train (train 200) acquired through the ground element 130, speed limit information of the point control ATS, and preceding train position information acquired wirelessly through the base station 120. The control processing is performed based on various radio information such as, and various signal information such as a control signal and a brake signal.
As described above, the absolute position of the own train is the ground element 130 acquired based on the identification code of the ground element 130 for the base station 120 in the wireless zone A (that is, the ground element 130 through which the own train passes). ) Position. Further, the speed limit of the point control ATS is determined based on the track information or the radio information based on the forward route information for each ground element 130 (for example, various information such as a curve, a station, or a preceding train). It is set by.
The absolute position may be checked for consistency by comparing with the track circuit information.
[0042]
The control device 211 constantly measures the electric field intensity received via the antenna 217. If the electric field intensity is equal to or higher than a predetermined electric field intensity (for example, an electric field intensity corresponding to 6 dBμV), the own train is present in the wireless zone A. If it is less than the predetermined electric field strength, it is determined that the own train is outside the wireless zone A (wireless dead zone).
[0043]
Further, the control device 211 wirelessly transmits the current position information of the own train calculated by a position calculation unit 211a described later to the ground device 100 side.
[0044]
The control device 211 includes a position calculation unit 211a, a speed check unit 211b, and a brake control unit 211c.
[0045]
When the own train (train 200) is located inside the wireless zone A, the position calculation unit 211a is detected by the absolute position information of the own train acquired through the ground unit 130 and the speed generator 212 described later. Based on the traveling distance of the own train accumulated from the speed and traveling time of the own train, to calculate the current position of the own train, based on the preceding train position information acquired by the wireless and the calculated current position of the own train, The current inter-vehicle distance from the own train to the preceding train is calculated in real time (see the flowchart shown in FIG. 6 and described in detail later).
[0046]
When the own train (train 200) is in the wireless zone A, the speed checking unit 211b calculates the provisional allowable speed of the own train based on the inter-vehicle distance calculated by the position calculation unit 211a, and then calculates The provisional allowable speed is compared with the speed limit in the point control ATS to finally determine the current allowable speed of the own train (see the flowchart shown in FIG. 6 and will be described in detail later).
[0047]
When the own train (train 200) is located in the wireless zone A, the speed check unit 211b determines that the current speed of the own train output from the speed generator 212 is greater than the current allowable speed of the own train that is finally determined. It is determined whether or not it is large. If it is large, a control signal for instructing deceleration is output to the brake control unit 211c. In addition, when the own train is outside the wireless zone A (wireless dead zone), the speed checking unit 211b obtains the current speed of the own train output from the speed generator 212 through the ground unit 130. It is determined whether or not the speed is greater than the speed limit in the control ATS. If the speed is larger, a control signal for instructing deceleration is output to the brake control unit 211c. The brake control unit 211c instructs a brake driving unit (not shown) to adjust the braking according to the control signal transmitted from the speed checking unit 211b.
[0048]
The speed generator 212 detects the speed of the own train based on the magnitude of the induced voltage generated by the rotation of the wheel of the own train (train 200), and outputs the detected speed to the control device 211.
[0049]
The display device 213 is provided in a cab or the like, and displays a current speed and a limit speed of the own train (train 200), a speed curve, a preceding train position, a distance to the preceding train, various warning displays, and the like.
[0050]
The digital radio 214 controls radio communication with the base station 120 via the antenna 217, and the ATS device 215 controls transmission / reception between the ground unit 130 and the vehicle unit 216.
[0051]
Next, the operation | movement in the train control system 1 to which this invention is applied is demonstrated.
FIG. 4 is a flowchart for explaining a basic operation in the train control system 1 to which the present invention is applied.
[0052]
First, the control device 211 of the train 200 (own train) performs an initial process after power-on shown in FIG. 5 described later (step S100). Next, the control device 211 shifts to a semi-continuous ATS process including an allowable speed determination process shown in FIG. 6 described later (step S300).
[0053]
Next, the control device 211 proceeds to a communication function process shown in FIG. 7 described later (step S500), and finally determines whether or not the power is OFF (step S700).
[0054]
When the power supply is ON (step S700; No), the control device 211 proceeds to step S300, executes the semi-continuous ATS process and the communication process again, and when the power supply is OFF (step S700; Yes), the above series. End the operation.
[0055]
Next, the initial process in the train control system 1, that is, the operation from when the power is turned on to when shifting to the steady state will be described.
FIG. 5 is a flowchart for explaining the initial process in the train control system 1.
[0056]
First, when the power of the own train (train 200) is turned on (step S110), the control device 211 reads the train position information immediately before the power is turned off (step S120), and the read train position information and GPS (Global Positioning). The temporary position of the own train is set by collating with the position information by System) (step S130).
[0057]
Next, the control device 211 determines whether or not there is a wireless link with the base station 120 installed in the wireless zone A of the own train, that is, whether or not the own train is present in the wireless zone A. (Step S140) When there is a wireless link, that is, when the own train is present in the wireless zone A (for example, the reception sensitivity is equal to or higher than the electric field strength corresponding to 6 dBμV) (Step S140; Yes), the own train It is determined whether or not the upper vehicle upper 216 is coupled to the ground child 130 (step S150).
[0058]
In step S150, when the vehicle upper element 216 is coupled to the ground element 130 (step S150; Yes), the control device 211 integrates the absolute position information of the own train acquired via the ground element 130 and the speed generator 212. Based on the travel distance of the train, the train current position is calculated, and speed control (see S380 shown in FIG. 6) based on a semi-continuous ATS described later is performed (step S170).
[0059]
In step S150, when the vehicle upper element 216 is not coupled to the ground element 130 (step S150; No), the control device 211 controls the speed based on the semi-continuous ATS until it is coupled to the ground element 130 (shown in FIG. 6). Steps S310 to S340; see No).
[0060]
In step S140, when there is no wireless link with the own train, that is, when the own train is not present in the wireless zone A (for example, the reception sensitivity does not reach the electric field intensity equivalent to 6 dBμV) (step S140; No), the control device 211 operates as an unclosed operation state (step S180). Next, when the own train is coupled to the ground unit 130 (step S190; Yes), the control device 211 cancels the operation as the non-blocking state in step S180, and the speed limit of the point control ATS acquired through the ground unit 130 is reached. The speed is controlled based on the information (step S200) (steps S310 to S340 shown in FIG. 6; see No). Further, when the control device 211 is not coupled to the ground unit 130 in step S190, the control device 211 operates as an unclosed operation state until the own train is coupled to the ground unit 130 (step S190; No).
[0061]
After step S200, the control device 211 determines whether or not there is a radio link (for example, whether or not the reception sensitivity is equal to or higher than the electric field intensity corresponding to 6 dBμV) (step S210). (S210; Yes), the process proceeds to step S150, and if there is no radio link (step S210; No), the process proceeds to step S200, and the speed control based on the point control ATS is continued.
[0062]
Next, the semi-continuous ATS process of the train control system 1 will be described.
FIG. 6 is a flowchart for explaining the allowable speed determination process for the semi-continuous ATS in the train control system 1.
[0063]
The process described below with reference to FIG. 6 is a process of determining the allowable speed of the own train (train 200). Therefore, when the allowable speed of the own train is determined in the process, the control device 211 Speed verification is performed based on the determined allowable speed and the current speed of the own train (speed detected by the speed generator 212), and brake control is performed based on the verification result.
[0064]
First, the control device 211 determines whether or not the vehicle upper element 216 has received the speed limit information for the point control ATS from the ground element 130 (step S310), and has not received the speed limit information for the point control ATS. (Step S310; No), the provisional speed limit set in advance is set to the allowable speed of the own train (Step S320).
[0065]
In step S310, when the speed limit information of the point control ATS is received (step S310; Yes), the control device 211 sets the received speed limit of the point control ATS to an allowable speed (step S330).
[0066]
Thereafter, the control device 211 determines the presence / absence of a radio link (step S340). If there is no radio link (step S340; No), the process proceeds to step S330, and if there is a radio link (step S340; Yes), It is determined whether or not the preceding train information (current position of the preceding train, etc.) has been received via the wireless link (step S350).
[0067]
When the preceding train information is not received in step S350 (step S350; No), the control device 211 proceeds to step S330 and receives the preceding train information (step S350; Yes). Information on the current position of the preceding train is acquired from the information (step S360).
[0068]
After step S360, the control device 211 determines whether or not the absolute position information of the own train (that is, the received identification code of the ground unit 130) has been received from the ground unit 130 via the vehicle upper unit 216 (step S360). S370) If absolute position information has not been received (step S370; No), the process proceeds to step S330.
[0069]
When the absolute position information is received in step S370 (step S370; Yes), the control device 211 determines the absolute value of the own train with respect to the base station 120 in the wireless zone A where the own train is located based on the received absolute position information. The position (that is, the position of the received ground element 130) is determined, and the current position of the own train is acquired based on the absolute position of the own train and the traveling distance of the own train accumulated by the speed generator 212 (step) S380).
Here, when the control device 211 acquires the absolute position information of the own train from the ground element 130 via the vehicle upper element 216 (step S370; Yes), the speed limit information of the point control ATS is also acquired at the same time.
[0070]
After step S380, the control device 211 calculates the inter-vehicle distance between the preceding train and the own train by subtracting the current position of the own train acquired in step S380 from the current position of the preceding train acquired in step S360. (Step S390).
[0071]
The control device 211 calculates the provisional allowable speed from the inter-vehicle distance calculated in the step S390, and the speed limit information of the point control ATS received from the ground child 130 via the vehicle upper member 216 in the step S370 and this The final allowable speed is set by comparing with the calculated provisional allowable speed (step S400). That is, the control device 211 compares the speed limit of the point control ATS with the provisional allowable speed, and sets the smaller speed to the allowable speed. Thereby, safe speed control is realized.
[0072]
Thereafter, the control device 211 determines whether or not there is a wireless link (step S410). If there is no wireless link (step S410; No), the own train is present outside the wireless zone A (wireless dead zone). If it is determined and the train control is performed based on the speed limit information of the point control ATS and there is a wireless link (step S410; Yes), whether or not the absolute position of the own train has been updated, that is, from the ground unit 130 to the vehicle When the absolute position information of the own train (that is, the received identification code of the ground child 130) is re-received via the child 216 (step S420), and the absolute position information is not re-received (step S420) S420; No), the process proceeds to step S440 described later.
[0073]
In step S420, when the absolute position information is re-received (step S420; Yes), the control device 211, based on the re-received absolute position information, the own train for the base station 120 in the wireless zone A where the own train is located. The current position of the own train is updated based on the absolute position of the own train and the traveling distance of the own train accumulated by the speed generator 212. (Step S430).
[0074]
After step S430, the control device 211 determines whether or not the preceding train information (such as the current position of the preceding train) has been received again via the wireless link (step S440).
[0075]
When the preceding train information is not re-received in Step S440 (Step S440; No), the control device 211 proceeds to Step S390, and when the preceding train information is received again (Step S440; Yes), the re-reception is performed. The information on the current position of the preceding train is updated from the preceding train information (step S450), and the process proceeds to step S390.
[0076]
When the allowable speed of the own train is determined by the above-described allowable speed determination process, the control device 211 performs speed check and speed control based on the determined allowable speed and the current speed of the own train each time. . That is, when the current speed of the own train exceeds the allowable speed, the control device 211 outputs a control signal instructing deceleration until the current speed of the own train is equal to or lower than the allowable speed to a brake drive unit (not shown). When the current speed of the own train is less than or equal to the allowable speed, the control device 211 outputs a control signal instructing the release of the brake to the brake drive unit, and accelerates until the current speed of the own train reaches the allowable speed. The control signal to instruct | indicate is output to the train drive part which is not shown in figure.
[0077]
Next, an operation related to the communication function of the train control system 1 in a steady state will be described.
FIG. 7 is a flowchart for explaining the operation related to the communication function of the train control system 1 in a steady state.
[0078]
First, the control device 211 monitors whether or not the own train (train 200) is located in the wireless zone A of the predetermined base station 120 and there is a wireless link with the base station 120 (step S510). If there is (step S510; Yes), the presence / absence of driving notification information and along-line worker information is detected via the wireless link (steps S520 and S530), and the field device and mobile radio in the wireless zone A of the own train are detected. The presence or absence of the telephone 18 or the like is detected (step S540).
[0079]
Next, the control device 211 obtains the above-mentioned driving notification information and along-line worker information detected via the above-mentioned wireless link, and various data such as the presence / absence of various on-site devices and mobile wireless telephones 10 in the wireless zone A of the own train. (Step S550), and transmits the acquired various data to the base station 120 via the wireless link.
[0080]
Next, the central control device 110 of the ground device 100 records the various data transmitted via the base station 120 in the train position database 111 (step S560), and the operation related to the communication function in the train control system 1 Exit.
[0081]
Further, when any abnormality occurs after the transition to the semi-continuous ATS, the central control device 110 of the ground device 100 and the control device 211 of the train 200 disconnect the function in which the abnormality has occurred, and only the remaining normal functions. The train control system 1 is executed.
[0082]
For example, the central control device 110 and the control device 211 switch from the semi-continuous ATS to the point control ATS when the wireless semi-continuous ATS does not function, and the point control ATS such as disconnection of the vehicle upper 216 does not function. First, the train 200 is caused to travel while performing wireless protection.
[0083]
In addition, the central control device 110 and the control device 211 deal with voice notifications when data transmission is not possible. Based on this, the train 200 is operated.
[0084]
Next, the semi-continuous ATS speed control in the train control system 1 will be described with reference to FIGS.
The speed curve (see FIG. 8 (a)) of the succeeding train based only on the conventional point control ATS repeatedly passes acceleration and deceleration to the intermittent enemy. At this time, the succeeding train depends on the length of the block section. The speed limit of the train is suppressed, and unnecessary acceleration and deceleration are repeated. On the other hand, the speed curve of the following train in the train control system 1 (see FIG. 8B) is smooth because the train speed can be controlled in real time by the semi-continuous ATS by radio even when the preceding train is stopped. You can pass the train.
[0085]
In addition, when the subsequent train stops at the stop target following the preceding train that stops at the stop target, the speed curve of the subsequent train based only on the conventional point control ATS shown in FIG. 8B is intermittently accelerated and decelerated. It is supposed to stop while repeating. On the other hand, the subsequent train in the train control system 1 shown in FIG. 8A stops smoothly because the train speed can be controlled in real time by the semi-continuous ATS by radio even when there is a preceding train that is stopped. It becomes possible.
[0086]
As described above, according to the train control system 1 of the present embodiment based on the semi-continuous ATS system, the train 200 (own train) is in the wireless zone A of the base station 120 such as the vicinity of the station. The own train acquires the absolute position information and the speed limit information of the point control ATS from the ground element 130, and acquires the current position of the own train based on the absolute position information and the distance accumulated by the speed generator 212. At the same time, the allowable speed of the own train is calculated based on the current position of the own train and the current position of the preceding train acquired by wireless communication. Further, when the own train is outside the wireless zone A (wireless dead zone), the own train receives the speed limit information of the point control ATS from the ground unit 130. The own train performs speed control based on the allowable speed calculated in the wireless zone A and the speed limit information of the point control ATS.
[0087]
Therefore, according to the train control system 1, when the signal system using radio is introduced step by step, the radio zone A where radio reaches and the radio dead zone where radio does not reach are formed simultaneously. Since a signaling system that can safely and smoothly operate trains between A and the wireless dead zone can be realized, it is possible to partially introduce a wireless signaling system without introducing it to all lines at once. Can be introduced in stages at a low cost, and a safer and more functional train control system can be realized as compared with the case where only the train control based on the point control ATS is used.
[0088]
【The invention's effect】
According to the present invention, when a signal system using radio is introduced step by step, a communication area where radio reaches and an area where radio does not reach are formed at the same time. A signal system that can safely and smoothly operate trains can be realized with this system, so it is possible to introduce a signal system that uses radio at a low cost without introducing it all at once. It can be introduced in stages, and a safer and more functional train control system can be realized as compared with the case where only train control based on point control ATS is used.
[Brief description of the drawings]
FIG. 1 is a block diagram showing an overall configuration of a train control system 1 to which the present invention is applied.
FIG. 2 is a block diagram showing a configuration of a ground device 100 in the train control system 1 to which the present invention is applied.
FIG. 3 is a block diagram showing a configuration of an on-board device 200 in the train control system 1 to which the present invention is applied.
FIG. 4 is a flowchart for explaining a basic operation of the train control system 1 to which the present invention is applied.
FIG. 5 is a flowchart illustrating an initial process in the train control system 1 to which the present invention is applied.
FIG. 6 is a flowchart for explaining an allowable speed determination process for a semi-continuous ATS in the train control system 1 to which the present invention is applied.
FIG. 7 is a flowchart illustrating an operation related to a communication function in a steady state of the train control system 1 to which the present invention is applied.
FIG. 8 shows a train control system 1 to which the present invention is applied; among the speed control for a stop target in a station premises and the like and the speed control of a subsequent train for a stop target in a radio zone by a preceding train, (a) is a stop It is a characteristic view which shows the speed control of the succeeding train when a succeeding train passes with respect to the preceding train which stops to a target, (b) is the speed of the succeeding train when both a preceding train and a succeeding train stop at a stop target. It is a characteristic view which shows control.
[Explanation of symbols]
1 Train control system
10 Mobile wireless phone
100 Ground equipment
110 Central control unit
111 Train position database
112 Radio ID database
113 Driving Command
120 base station
121 Antenna
122 digital radio
123 Base station controller
123a Mobile Station Management Department
123b Train tracking unit
123c Course Management Department
130
140 Track circuit
150 interlocking device
200 trains
210 On-vehicle equipment
211 Control device
211a Position calculation unit
211b Speed check section
211c Brake control unit
212 speed generator
213 Display device
214 digital radio
215 ATS equipment
216 Car upper
217 Antenna

Claims (2)

An on-vehicle device mounted on a train traveling on a track and a ground device installed along the track, and based on train control information wirelessly communicated between the on-vehicle device and the ground device In a train control system that controls train operation,
The ground device is
A ground communication means for forming a communication area and wirelessly transmitting current position information of a preceding train to a train in the communication area;
Via the ground element installed along the track in the communication area, the position information of the ground element and the speed limit information for the train passing through the ground element are transmitted to the train, and the track outside the communication area. Transmission means for transmitting speed limit information for the train passing through the ground element to the train via the ground element installed along the line,
The on-board device is:
On-vehicle communication means for receiving the current position information of the preceding train wirelessly transmitted by the ground communication means when the own train is in the communication area;
While receiving the position information of the ground element in the communication area and the speed limit information for the own train passing through the ground element from the ground element in the communication area, via the vehicle element mounted on the own train, Receiving means for receiving speed limit information for the own train passing through the ground unit outside the communication area from the ground unit outside the communication area;
A travel distance calculating means for calculating a travel distance traveled by the train from the position of the ground unit received by the receiving means;
Current position calculating means for calculating the current position of the own train based on the position of the ground unit received by the receiving means and the travel distance calculated by the travel distance calculating means;
Inter-vehicle distance calculating means for calculating the inter-vehicle distance between the own train and the preceding train from the current position of the own train calculated by the current position calculating means and the current position of the preceding train received by the on-board communication means. When,
Provisional permissible speed setting means for setting the provisional permissible speed of the own train according to the inter-vehicle distance calculated by the inter-vehicle distance calculation means;
Determination means for determining whether the own train is present in the communication area based on the presence or absence of a wireless link with the ground communication means, and whether the current position information of the preceding train has been received,
When it is determined by the determination means that the own train is in the communication area and the current position information of the preceding train is received, the provisional allowable speed set by the provisional allowable speed setting means Compare the speed limit received by the receiving means to control the speed of the own train based on the smaller one,
If it is determined by the determination means that the own train is outside the communication area, or if it is determined that the current position information of the preceding train is not received, the speed of the own train based on the speed limit Control means for controlling
A train control system characterized by comprising: An on-vehicle device mounted on a train traveling on a track and a ground device installed along the track, and based on train control information wirelessly communicated between the on-vehicle device and the ground device In a train control method for controlling a train control system that controls train operation,
In the ground device,
Forming a communication area, wirelessly transmitting the current position information of the preceding train to a train in the communication area;
Via the ground element installed along the track in the communication area, the position information of the ground element and the speed limit information for the train passing through the ground element are transmitted to the train, and the track outside the communication area. Transmitting the speed limit information for the train passing through the ground element to the train via the ground element installed along the line,
In the on-vehicle device,
When the own train is in the communication area, receiving the current position information of the preceding train transmitted wirelessly;
While receiving the position information of the ground element in the communication area and the speed limit information for the own train passing through the ground element from the ground element in the communication area, via the vehicle element mounted on the own train, Receiving speed limit information for the own train passing through the ground unit outside the communication area from the ground unit outside the communication area;
Calculating the travel distance traveled by the train from the received ground position,
Calculating the current position of the own train based on the received position of the ground unit and the calculated travel distance;
Calculating the inter-vehicle distance between the own train and the preceding train from the calculated current position of the own train and the received current position of the preceding train;
Setting the provisional allowable speed of the own train according to the calculated inter-vehicle distance;
Determining whether or not the own train is present in the communication area based on the presence or absence of a link with the wireless transmission, and whether or not the current position information of the preceding train has been received;
When it is determined by the determination that the own train is in the communication area and the current position information of the preceding train is received, the set provisional allowable speed and the received speed limit To control the speed of the own train based on the smaller one,
When it is determined by the determination that the own train is outside the communication area or the current position information of the preceding train is not received, the speed of the own train is determined based on the speed limit. A controlling step;
Including a train control method.

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