JP7191452B2 - train control system - Google Patents

Description

TECHNICAL FIELD The present invention relates to a train control system that operates and controls trains by communicating between trains and wayside equipment, and more particularly, when a train formation is divided, it prevents collisions with the divided trains. Regarding technology.

In the case of merging or dividing train formations, the two trains are in a state of being close to each other. At this time, in the system where CBTC (Communication-Base Train Control) was introduced, the on-board equipment regards the other train immediately before merging or immediately after splitting as an approaching train and activates the emergency brake, so the train cannot run. Become.

Therefore, for example, in Patent Document 1, when merging or splitting is performed by setting a merging/dividing permitted area between trains, there may be other trains to be merged or divided within the merging/dividing permitted area. When the train is on, the on-board equipment controls the train so that it is not recognized.

Japanese Patent No. 5940795

However, the technique of Patent Literature 1, under certain conditions and temporarily, renders the CBTC system non-usable. In this state, it is not possible to recognize that the preceding train and the succeeding train after the division approach by mistake.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and its object is to provide a train control system capable of safe train control even when the train formation is divided and the trains are approaching each other. is to provide

A train control system according to one aspect of the present invention is a train control system that stops a train when an approach of another train is detected based on safety buffers set at the front and rear of the train, and the train formation is divided. In this case, until the separation distance between the preceding train and the following train after division becomes the sum of the minimum values of the distances of the safety buffer, the distance between the following train side of the preceding train and the preceding train side of the following train is increased. In place of the safety buffer, divisional safety areas are set that extend according to the distance and do not overlap each other, and the machine is stopped when the safety areas overlap .

According to the present invention, when dividing a train set, safety areas for division are set in the preceding and succeeding trains after division, which extend corresponding to the separation distance between the preceding and succeeding trains and do not overlap each other. Therefore, the on-board equipment does not regard the other train immediately after the division as an approaching train and operate the emergency brake. When the safety in the safety area is not guaranteed, for example, when another train enters the safety area of the own train, or when the safety area of the own train overlaps with the safety area of another train, the own train is brought to an emergency stop. can be done.
Therefore, after the train formation is divided, safe train control is possible even when the trains are approaching each other, and collision with the divided train can be suppressed.

1 is a configuration diagram showing a train control system according to an embodiment of the present invention; FIG. 1. In the train control system shown in FIG. 1, when division|segmentation of train composition is performed, it is a figure for demonstrating the operation|movement of the state in which a train approached. In the train control system shown in FIG. 1, when division|segmentation of train composition is performed, it is a figure for demonstrating the operation|movement of the state in which the train separated.

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described with reference to the drawings.
1 shows a train control system according to an embodiment of the present invention, FIG. 1(a) is a schematic configuration diagram of the entire system, and FIG. 1(b) is a configuration diagram of a train.
As shown in FIG. 1(a), wayside radios (radio base stations) 4-1, 4-2, . Information is exchanged with the train 1 by radio communication via antennas 4-1a, 4-2a, . . . , 4-na, and the train 1 is controlled. The trackside radios 4-1, 4-2, . . . , 4-n and the ground equipment 5 constitute ground equipment.

The ground equipment 5 is connected to each wayside radio equipment 4-1, 4-2, . . . , 4-n by wire or by radio. The ground device 5 includes a train position detector 5a, a CBTC controller 5b, an ATP (Automatic Train Protection) device 5c, a database 5d, and the like. Although not shown, a plurality of ground devices 5 are installed for each management area set on the track 2, and are configured to be capable of transmitting and receiving information via wayside radios belonging to the corresponding management area. They can send and receive information to each other.

The train position detection unit 5a detects the position of the train 1 from the state of communication between the on-board radios mounted on the train 1 and the wayside radios 4-1, 4-2, . . . , 4-n. For example, the position of train 1 is calculated from the round trip propagation time between the wayside radio 4-i (i=1, 2, . to detect the position of Alternatively, the position of the train 1 can be detected by mounting a distance detection sensor such as a GPS (Global Positioning System) or an optical distance measuring device on the train 1 . The positional information of the detected train is frequently transmitted from the on-board equipment to the ground equipment 5 as one of the control information of the train 1 .

Further, the CBTC control unit 5b detects the position and speed of the train 1 based on the position information of the train 1 detected by the train position detection unit 5a and the speed information detected by a speed detector or the like mounted on the train 1. and generate train control information such as operating speed and stops.
The ATP device 5c receives the positional information from the train 1 by wireless communication, thereby detecting the presence of the train 1 on the track.
Further, the database 5d contains the IDs (identification codes) of the trackside radios 4-1, 4-2, . Remember.

As shown in FIG. 1(b), the train 1 is equipped with an on-board device 6 on the leading car 1a and an on-board device 7 on the last car 1b. The on-board device 6 is provided with an on-board radio 8-1 and a database 9-1, and the on-board device 7 is provided with an on-board radio 8-2 and a database 9-2. The on-board device 6 and the on-board device 7 perform data communication with each other. Databases 9-1 and 9-2 store the same data as database 5d of ground equipment 5, that is, trackside radios 4-1, 4-2, . The ID (identification code) of the radio, the speed information of the train 1, the route information, etc. are stored.

The on-board radio 8-1 is connected to an antenna 8-1a having directivity toward the traveling direction (forward) of the train 1, and the on-board radio 8-2 is connected to the traveling direction of the train 1 (forward). rear) is connected to an antenna 8-2a having directivity. Then, information is exchanged by radio communication between the on-board radio 8-1 and the wayside radio in front of the train 1, and information is exchanged between the on-board radio 8-2 and the wayside radio in the rear of the train 1. exchange information by wireless communication.

The on-board radios 8-1, 8-2 and the wayside radios 4-1, 4-2, . A general-purpose wireless device that uses the 2.4 GHz band called the 2.4 GHz band can be used. The on-board radios 8-1 and 8-2 and the wayside radios near the train 1 establish one-to-one communication and exchange information. Each on-board radio 8-1, 8-2 and each wayside radio 4-1, 4-2, . . . , 4-n has a self-diagnostic function. In other words, the ground equipment 5 and the on-board equipment 6, 7 share information on whether the equipment is operating normally or out of order by storing the information in the databases 5d, 9-1, 9-2.

The on-board devices 6 and 7 communicate with the on-board radio devices 8-1 and 8-2 along with the movement of the train 1 to communicate with the wayside radio devices 4-1, 4-2, . . . , 4-n. A handover is performed to sequentially switch the communication state. Handover is performed at the positions of the wayside radios when the on-board radios 8-1, 8-2 come close to the wayside radios 4-1, 4-2, . .

Except during handover, the ground device 5 transmits the train position information wirelessly transmitted from the on-board radios 8-1, 8-2 of the train 1 to the wayside radios 4-1, 4-2, . . . , 4-n. Of these, two trackside wireless devices that are close to the train 1 acquire the information through two routes, and the train position detection unit 5a detects the train position. Then, based on the detected train position, train control information is generated by the CBTC control unit 5b, and is wirelessly transmitted from the two wayside radios to the on-board radios 8-1 and 8-2 via the two routes described above. do. The telegrams transmitted through these two routes are basically the same, and the communication routes are made redundant. The on-board devices 6 and 7 control the train 1 based on the train control information received by the on-board radios 8-1 and 8-2.

Next, in the CBTC system as described above, the operation of dividing the train composition will be described in detail with reference to FIGS. 2 and 3. FIG. In order to simplify the explanation, as shown in FIG. 2(a), a case where a four-car train 1 is divided into two-car trains will be taken as an example.

As shown in FIG. 2(b), immediately after the division of the train composition, each train 1-1, 1- 2 sets its own safety areas A1 and A2 indicated by arrows so as not to overlap each other. These safety areas A1 and A2 are used as approach detection zones for detecting the approach of trains, and are determined by the position errors and speeds of the trains 1-1 and 1-2. The safety areas A1 and A2 are set by measuring the distance traveled from the nearest wayside radio by the preceding train 1-1 and the following train 1-2, respectively, and sending it to the ground equipment 5 by radio communication. The train position detector 5a detects the positions of the preceding train 1-1 and the following train 1-2.

Immediately after the division, the preceding train 1-1 and the following train 1-2 detect that the trains are approaching the safety areas A1 and A2 in the direction of each other, and make an emergency stop when safety cannot be ensured. When the following train 1-2 exists within the safety area A1 of the preceding train 1-1, and when the preceding train 1-1 exists within the safety area A2 of the succeeding train 1-2, for example, safety is not guaranteed. When the mutual safety areas A1 and A2 overlap (in this case, it is assumed that there is another train), the own train is brought to an emergency stop.

Further, when one of the divided trains runs as the preceding train 1-1, the preceding train 1-1 and the succeeding train 1-2 are controlled by normal ATP patterns immediately after the division. That is, the preceding train 1-1, by setting the safety buffer B1 in the forward direction (original direction of travel) by the normal procedure, detects whether or not there is another train in the range of the direction of travel from immediately after the division. , confirm the safety of the route by running according to the normal ATP pattern.

On the other hand, the succeeding train 1-2 sets a normal safety buffer B2 in the rear, and immediately after the division, confirms whether or not the train is on the track in the area behind the train. In this way, EB (Emergency Brake) control is started by executing running control based on the normal ATP pattern.
It is assumed that each train transmits necessary information to the ATP device 5c, and the ATP device 5c judges and determines the setting of the safety buffer and the detection of the presence or absence of other trains in the safety buffer. Although the ATP device 5c is provided in the ground device 5 as an example, it may be provided in the on-board devices 6 and 7. FIG.

Here, the "ATP pattern" is a running curve ( brake pattern).
Also, the term "safety buffer" refers to the conceptual extent each train has. That is, there is an error between the position of the train detected by the system and the position where the train actually exists, an error in the traveled distance, and an error in data transmission delay. In this example, the on-vehicle position detection error and travel distance error of the position correction beacon arranged on the ground are calculated by the on-board devices 6 and 7 . This calculation result is sent to the ground equipment 5 by radio communication, and the ground equipment 5 corrects errors due to delays in data transmission and sets a safety buffer. Then, when another train exists within this range, it recognizes that there is an approaching train, and the ground device 5 issues an emergency stop command to the on-board device 6 or 7 that has detected the approaching train. executed.

As shown in FIG. 2(c), as the preceding train 1-1 runs and the following train 1-2 increases in distance, the safety areas A1 and A2 of the preceding train 1-1 and following train 1-2 are , along with the running of the preceding train 1-1 (indicated by A1' and A2') so as not to overlap each other. Therefore, the safety areas A1 and A2 monotonically increase as the distance between the preceding train 1-1 and the following train 1-2 increases. The following two cases are conceivable for extension of the safety areas A1 and A2.

<Case 1>
The separation distance between the preceding train 1-1 and the succeeding train 1-2 is proportionally divided between the preceding train 1-1 and the succeeding train 1-2 to extend the safety areas A1 and A2. However, in this case, if the succeeding train 1-2 erroneously follows the preceding train 1-1, the train interval is not ensured.
<Case 2>
The total distance traveled by the preceding train 1-1 and/or the following train 1-2 is proportionally divided into the safety areas A1 and A2 of the preceding train 1-1 and the following train 1-2 and extended. This case includes the state in which the preceding train 1-1 and the succeeding train 1-2 are moving away from each other.

Subsequently, as shown in FIG. 3(a), as the preceding train 1-1 runs, the distance to the succeeding train 1-2 decreases by a predetermined distance ΔD (for example, the safety buffer B1 of the preceding train 1-1 and the following train When the safety buffer B2 of the train 1-2 separates to the sum of the minimum distances that should normally exist, the settings of the safety areas A1 and A2 are switched to the settings of the safety buffers C1 and C2. The safety buffers C1 and C2 of the preceding train 1-1 and the following train 1-2 are set in the same normal procedure as the safety buffers B1 and B2. The normal lengths of the safety buffers C1 and C2 are determined by the on-vehicle position detection error of the position correction beacon placed on the ground, the running distance error due to the running of the train, and the like. The predetermined distance .DELTA.D is calculated based on the travel distances of the preceding train 1-1 and the following train 1-2 detected by, for example, an on-vehicle travel detection sensor (axle rotation speed detector).
Then, after a predetermined distance ΔD or more, as shown in FIG. 3(b), the preceding train 1-1 and the succeeding train 1-2 are run while maintaining the settings of the safety buffers B1, B2 and C1, C2.

According to the configuration as described above, when dividing the train set, the dividing safety areas A1, Since A2 is set to the preceding train 1-1 and the following train 1-2 after division, when another train enters the safety area A1 or A2 of the own train, and when the safety area A1 or A2 of the own train When overlapping with the safety area A1 or A2, a stop command can be transmitted from the ground device 5 to bring the own train to an emergency stop. Therefore, when the train composition is divided, safe train control is possible even when the trains are approaching each other, and collision with the divided train can be suppressed.

The circuit configurations, operation procedures, and the like described in the above embodiments are merely schematic representations to the extent that the present invention can be understood and implemented. Therefore, the present invention is not limited to the described embodiments, but can be modified in various forms without departing from the scope of the technical idea indicated in the claims.

1 train 1-1 preceding train 1-2 succeeding train 2 track 4-1, 4-2, 4-n wayside radio 5 ground device 5a train position detection Part, 5b... CBTC control part, 5c... ATP device, 6, 7... on-board device, 8-1, 8-2... on-board radio, 5d, 9-1, 9-2... database, A1, A2... Safety area (approach detection zone), A1', A2'... extended safety area, B1, B2, C1, C2... safety buffer, ΔD... distance between preceding and following trains

Claims (7)

A train control system that stops a train when it detects the approach of another train based on safety buffers set at the front and rear of the train,
When the train set is divided, the following train side of the preceding train and the preceding train side of the following train are separated until the separation distance between the preceding train and the following train after division becomes the sum of the minimum values of the distances of the safety buffer. and, instead of the safety buffer, a safety area for division that extends corresponding to the separation distance and does not overlap with each other is set,
A train control system characterized in that the train is stopped when the safety areas overlap . 2. The train control system according to claim 1, wherein, of the preceding train and the following train, the train that has detected entry into the safe area is brought to an emergency stop. When the distance between the preceding train and the following train becomes greater than a predetermined value, safety buffers are respectively set behind the preceding train and in front of the following train instead of the safety area. The train control system according to claim 1 or 2 . 4. The train control system according to claim 3 , wherein said predetermined value is larger than the minimum value of said safety buffer corresponding to the respective speeds of said preceding train and said succeeding train. 5. The safety area is extended according to the separation distance between the preceding train and the following train by proportionally dividing the separation distance between the preceding train and the succeeding train. A train control system according to any one of the clauses. 5. Any one of claims 1 to 4 , wherein the safety area is extended by proportionally dividing the total traveling distance of the preceding train and the succeeding train to the preceding train and the succeeding train. A train control system according to paragraph 1. An on-board device mounted on the train running on a predetermined track, an on-board radio for transmitting and receiving information from the on-board device, a plurality of wayside radios provided at predetermined positions on the ground, and on the track a plurality of ground devices installed in each set management area, connected to the wayside radio equipment belonging to the management area so as to be able to transmit and receive information, and capable of transmitting and receiving information to and from each other; 7. The train control system according to any one of claims 1 to 6 , wherein the train is operated and controlled by wireless communication with the device.

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