CN104583052A - Train control system and train control method - Google Patents
Train control system and train control method Download PDFInfo
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- CN104583052A CN104583052A CN201380045098.6A CN201380045098A CN104583052A CN 104583052 A CN104583052 A CN 104583052A CN 201380045098 A CN201380045098 A CN 201380045098A CN 104583052 A CN104583052 A CN 104583052A
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- train
- wireless communication
- end position
- route
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or vehicle trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
- B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
- B61L15/0018—Communication with or on the vehicle or vehicle train
- B61L15/0027—Radio-based, e.g. using GSM-R
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning, or like safety means along the route or between vehicles or vehicle trains
- B61L23/08—Control, warning, or like safety means along the route or between vehicles or vehicle trains for controlling traffic in one direction only
- B61L23/14—Control, warning, or like safety means along the route or between vehicles or vehicle trains for controlling traffic in one direction only automatically operated
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning, or like safety means along the route or between vehicles or vehicle trains
- B61L23/08—Control, warning, or like safety means along the route or between vehicles or vehicle trains for controlling traffic in one direction only
- B61L23/14—Control, warning, or like safety means along the route or between vehicles or vehicle trains for controlling traffic in one direction only automatically operated
- B61L23/18—Control, warning, or like safety means along the route or between vehicles or vehicle trains for controlling traffic in one direction only automatically operated specially adapted for changing lengths of track sections in dependence upon speed and traffic density
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L3/00—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal
- B61L3/02—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
Abstract
A train control method which utilizes a ground radio communication unit, which communicates with an onboard communication unit installed on a train, and a balise, which is installed at a predetermined stop position where the train stops and capable of communicating with the train, and is used to calculate a stop limit position to be given to the train on the basis of information obtained via the ground radio communication unit in order to control the operation of the train in a predetermined section. When the radio communication between the onboard communication unit and the ground radio communication unit is disrupted, a radio communication disruption setting section is set with the inclusion of the section where the radio communication is disrupted; the on-track state of a train which is traveling inside the radio communication disruption setting section is estimated on the basis of a first stop limit position which causes the train to travel to the position of the balise, or a second stop limit position which is set ahead of the communication disruption setting section, and the last received position of the train; and the operation of the train is controlled on the basis of the estimated on-track state of the train.
Description
The related application quoted
The application by December 28th, 2012 apply for based on No. 2012-268515th, first Japanese patent application, enjoy the preceence of this application, the application take this application as reference, comprises the full content of this application.
Technical field
Present embodiment relates to train control system and Train control method.
Background technology
In recent years, the train control system utilizing wireless side earthward control setup to notify the train position detected by train self has been developed.This system can with than use the security function of existing track circuit more fine resolution setting train stop end position, thus the Train Interval that movable block causes can be shortened.And compared with the wiring needing large amount of complex with track circuit, wayside equipment is few, be expected to reduce equipment cost.
But, if the wireless base station fault of ground side, when occurring carrying out radio communication interval, the vehicle location being positioned at this interval cannot be grasped in ground side, thus end position cannot be stopped to train notice, therefore the both sides operating in this interval of train are interrupted.
At first technical literature
Patent documentation
Patent documentation 1: Japanese Patent No. 4301888 publication
Summary of the invention
Invent technical matters to be solved
Usually, if (following in the interval comprising track switch portion, be recited as connecting move control interval) when cannot carry out radio communication, the device of ground side cannot judge whether train is positioned at switch front or is positioned on switch or and pass through switch, therefore, during train is positioned at and cannot carries out the interval of radio communication, switch cannot be changed, thus rapid cannot carry out operations such as overtaking other vehicles.And, when induction is trapped in the train in wireless communication interruptions interval artificially, when making it withdraw to interval, linkage control device (also referred to as linkage) cannot obtain the information of train movement successively on track circuit, therefore be judged as so-called " mal rolls off the production line ", and all signal informations are shown as stopping instruction, cause train operation to stop.
Problem to be solved by this invention is, provides a kind of train control system and Train control method, utilize wireless from car earthward train notified at line position, even if there is carrying out the interval of radio communication, also can run.
The means of technical solution problem
The train control system of present embodiment, possesses: terrestrial wireless communication unit, and the car of train carries out transmission and the reception of information between wireless communication unit, ground communication unit, is arranged in the predetermined stop position of described train stopping, carries out transmission and the reception of information on the car of described train between communication unit, connecting move control unit, for the locking of the switching and route of carrying out switch, and terrestrial contr, based on the opening state of train position and train path, calculate the stopping end position giving each train, and control described connecting move control unit, control with the operation carrying out each train on regulation interval, it is characterized in that, described terrestrial contr calculates the first stopping end position, described first stops end position being used for avoiding train to sail between wireless communication interruptions setting district, part or all of the interrupted interval of radio communication on described terrestrial wireless communication unit and described car between wireless communication unit is comprised between described wireless communication interruptions setting district, described terrestrial contr calculates the second stopping end position or the 3rd to the train operated between described wireless communication interruptions setting district and stops end position, described second stops the position of end position for making described train arrive extremely described ground communication unit, described 3rd stopping end position being positioned at the front between described wireless communication interruptions setting district, under part or all state being positioned between described wireless communication interruptions setting district of described train, to the described train of wireless communication interruptions, described terrestrial contr is based on the terminal position of the train direct of travel between described wireless communication interruptions setting district, described second or the 3rd stops end position and the train position that finally receives, infer train at line position, control with the operation carrying out each train.
Accompanying drawing explanation
Fig. 1 illustrates the figure that train control system integral structure (outline) is described as an embodiment.
Fig. 2 is the figure of problem when wireless communication interruptions in existing train control system is described.
Fig. 3-1 is the figure of concrete example when wireless communication interruptions is described.
Fig. 3-2 is figure of concrete example when wireless communication interruptions is described.
Fig. 4-1 is the figure of the virtual signal machine illustrated in embodiment.
Fig. 4-2 is the figure of the virtual signal machine illustrated in embodiment.
Fig. 4-3 is the figure of the virtual signal machine illustrated in embodiment.
Fig. 4-4 is the figure of the virtual signal machine illustrated in embodiment.
Fig. 5 is the diagram of circuit of the fundamental operation of the train control system that embodiment is described.
Fig. 6 illustrates the radio transmission scope in embodiment and the figure between wireless communication interruptions setting district.
Fig. 7-1 is the figure of the concrete action of train control system for illustration of embodiment.
Fig. 7-2 is figure of the concrete action of train control system for illustration of embodiment.
Fig. 7-3 is figure of the concrete action of train control system for illustration of embodiment.
Fig. 7-4 is figure of the concrete action of train control system for illustration of embodiment.
Fig. 7-5 is figure of the concrete action of train control system for illustration of embodiment.
Fig. 7-6 is figure of the concrete action of train control system for illustration of embodiment.
Fig. 7-7 is figure of the concrete action of train control system for illustration of embodiment.
Fig. 7-8 is figure of the concrete action of train control system for illustration of embodiment.
Fig. 7-9 is figure of the concrete action of train control system for illustration of embodiment.
Fig. 7-10 is figure of the concrete action of train control system for illustration of embodiment.
Fig. 7-11 is figure of the concrete action of train control system for illustration of embodiment.
Fig. 7-12 is figure of the concrete action of train control system for illustration of embodiment.
Fig. 7-13 is figure of the concrete action of train control system for illustration of embodiment.
Fig. 7-14 is figure of the concrete action of train control system for illustration of embodiment.
Fig. 7-15 is figure of the concrete action of train control system for illustration of embodiment.
Fig. 8-1 is the figure that action when occurring between wireless communication interruptions setting district in route setting change process in the train control system to embodiment is described.
Fig. 8-2 is figure that action when occurring between wireless communication interruptions setting district in route setting change process in the train control system to embodiment is described.
Fig. 8-3 is figure that action when occurring between wireless communication interruptions setting district in route setting change process in the train control system to embodiment is described.
Fig. 8-4 is figure that action when occurring between wireless communication interruptions setting district in route setting change process in the train control system to embodiment is described.
Fig. 8-5 is figure that action when occurring between wireless communication interruptions setting district in route setting change process in the train control system to embodiment is described.
Fig. 8-6 is figure that action when occurring between wireless communication interruptions setting district in route setting change process in the train control system to embodiment is described.
Detailed description of the invention
Fig. 1 illustrates the figure that train control system integral structure (outline) is described as an embodiment.
In the figure, network 9 is provided with between operation management apparatus 1, system management facility 2, ground control unit 3, linkage control device 4, terrestrial wireless communication device 5 and antenna 6 thereof, automatic train operation (ATO:automatic train Operation) wayside equipment 7, location correction wayside equipment 8, strong point and along spider lines 10 in ground side.
Operation management apparatus 1 is based on the running condition etc. of timetable and train 11, and control setup 3 sends route setting and requires earthward.
The action situation of system management facility 2 pairs of entire system monitors, sets change etc.
Ground control unit 3 receives the train position information from each train 11 by terrestrial wireless communication device 5 and along spider lines 10, the online situation of each train 11 is grasped according to the location information received, and by along spider lines 10, this information is sent to operation management apparatus 1 and system management facility 2, be sent to linkage control device 4 further.
Linkage control device 4 is based on the online situation information of train from ground control unit 3 and the setting of the route from operation management apparatus 1 requirement, necessary instruction is sent to switching device (switch) 20, perform the conversion of switching device 20 or locking, and based on route clear situation earthward control setup 3 send signal information (instruction of advancing/stop instruction).
Ground control unit 3 in present embodiment is according to the online situation of the signal information received from linkage control device 4 and train 11, obtaining can the obstruction position (back-end location of the train 11 that in this case moves ahead) of front position of travel range as (going afterwards) train 11, and using the upstream side position from this position to safety control buffer distance as stopping end position, by radio communication device 15 on terrestrial wireless communication device 5 and car, this stopping end position information is sent to car upper controller 12.And, when train 11 stops, also by equipment on car 17 and ATO wayside equipment 7, this stopping end position information can be sent to car upper controller 12.
ATO wayside equipment 7 is to control gate etc. and carry out with ATO device 13 equipment that communicates, must being arranged on the stop position at station.Because train 11 stops on this ATO wayside equipment 7 or near it, therefore, in the present embodiment, also may be used for the communication between ground control unit 3 and train 11 side.
In addition, location correction wayside equipment 8 is to provide the wayside equipment that can correct this truck position information calculated by velocity location detecting device 14.
In addition, between strong point, network 9 is so a kind of communication lines: it constructs the whole part of path in the control object as this train control system, operation management apparatus 1 can be connected for communication and between system management facility 2 and multiple ground control unit 3 and multiple ground control unit 3 each other.On the other hand, so a kind of communication lines along spider lines 10: it is constructed in ground control unit 3 range of control, can be connected for communication between ground control unit 3 and multiple terrestrial wireless communication device 5 and multiple terrestrial wireless communication devices 5 in ground control unit 3 range of control each other.
Then, in FIG, the car of train 11 is provided with radio communication device 15 and equipment 17 on its antenna 16 and car on car upper controller 12, ATO device (automatic train operation device) 13, velocity location detecting device 14, car.
Car upper controller 12 sends braking instruction to the control setup (not shown) of train 11, to avoid exceeding the stopping end position receiving from ground control unit 3, and avoids train speed to exceed limited speed.
ATO device 13 controls the traction/braking etc. of train 11 onboard.Train 11 based on the traction/braking instruction of ATO device 13, by not shown driving/braking device, driving/braking wheel 19, thus travel on track 21, and stop at specified accuracy and be arranged on the ATO wayside equipment 7 of station predetermined stop position.
The pulse count of velocity location detecting device 14 pairs of tachogenerators (TG:tachogenerator) 18 counts, and according to the number of teeth of wheel diameter and TG18, detection speed.In addition, the means obtaining speed signal are not defined in TG18, also can utilize other means such as impulse deviser (PG:pulse generator).Further, velocity location detecting device 14 passes through pulse count and the detection speed of integration TG18, calculates miles of relative movement, but also calculate the position of this car, further, according to the location information received from location correction with wayside equipment 8 by equipment on car 17, the location information of fair copy car.This position information correction also can carry out as follows: according to the wayside equipment location information read based on the never graphic data bank of wayside equipment identifying information, the location information of fair copy car, this wayside equipment identifying information to receive with wayside equipment 8 from location correction according to by equipment on car 17.In addition, if train 11 is equipped with global positioning system (GPS:Global Positioning System), also the location information detected by this GPS device can be utilized to obtain the position of this car, further, also the location information of the information by using TG18 or GPS device to obtain as this car mainly can be utilized, and using the location information obtained from other as correction with etc. supplementary utilize.
The location information of this car detected in the above-described manner, by radio communication device on car 15 and terrestrial wireless communication device 5, is sent to ground control unit 3 by velocity location detecting device 14.Further, when train 11 stops, by equipment on car 17 and ATO wayside equipment 7, the location information of this car is sent to ground control unit 3.
In addition, in the function that the information processing and controlling of operation management apparatus 1, system management facility 2, ground control unit 3, linkage control device 4 and car upper controller 12 etc. is relevant, signal conditioning package can be utilized realize.
One of the train control system of present embodiment as constructed as above is characterised in that, not only carry out carrying out the identical radio communication of radio CBTC system with utilization by radio communication device 15 on existing terrestrial wireless communication device 5 and car, and when train 11 stops, also can by equipment on car 17 and ATO wayside equipment 7, communicate between ground control unit 3 and car upper controller 12, stop end position information to send from ground side to car upper controller 12, and on the upside of car earthward control setup 3 send the location information of train 11.
But, when ground radio communication device 5 cannot communicate due to fault etc., occur that wireless communication interruptions is interval.Under state disconnected in wireless communications, cannot on the upside of car side train notified position earthward, and cannot notify stopping end position from ground side on the upside of car, therefore, in order to ensure safety, the train 11 of emergent stopping wireless communication interruptions.In existing train control system, as shown in Figure 2, in the mode of manual visual operation, the train 11 of wireless communication interruptions is withdrawn, till the terrestrial wireless communication device 5 broken down recovers and can re-start radio communication, train 11 in wireless communications disconnected interval both sides carries out operation of turning back, and train operation is interrupted in the both sides in this interval.In addition, even if using between wireless communication interruptions setting district as the situation that fixed closed makes train 11 pass through, during train is positioned between wireless communication interruptions setting district, cannot confirm whether the track switch portion in this interval has train 11, therefore switching device 20 cannot be changed, and follow-up train 11 cannot carry out overtaking other vehicles or the operation such as wait.At this, utilize Fig. 3-1, concrete example when Fig. 3-2 illustrates wireless communication interruptions.In addition, in this case distinguish and each train 11 be described, be recited as train A, train B ... Deng.
Fig. 3-1 301 in train B be positioned on track switch portion, this figure 302 in, track switch portion front is stopped at from the train A at station, but, judge due to face control setup 3 impenetrably the train B that arrives at a station or whether stop at track switch portion front from the train A at station, still stop on track switch portion, still and pass through track switch portion, therefore radio communication is recovered until before can determining that train B or train A is not positioned at track switch portion, switching device 20 cannot be changed.And as shown in this Figure 30 3, if induce artificially to make train A withdraw, then cannot obtain the information that train A advances successively on track circuit, linkage control device 4 is detected as " mal rolls off the production line ", thus stops each train 11 to run.
In addition, induction train A, B of being trapped in wireless communication interruptions interval is with after withdrawing artificially, as shown in 304 of Fig. 3-2, when making train C sail this interval into visual operation scheme, until train C rolls away from, wireless communication interruptions is interval also to be recovered before communication, and face control setup 3 determines that train C is not positioned at track switch portion impenetrably.Therefore cannot change switching device 20, thus stop during secondary main line at train C, train D cannot be made by main line etc.And as shown in this Figure 30 5, if induce artificially to make train C roll away from, then cannot obtain the information that train C advances successively on track circuit, linkage control device 4 is detected as " mal rolls off the production line ", thus stops each train 11 to run.
Like this, when the interval radio communication of connecting move control is interrupted, cannot be undertaken overtaking other vehicles by existing control method or the operation such as wait.
At this, illustrate in Fig. 3-1 and Fig. 3-2 with " virtual signal machine " (graphic also identical in Fig. 7-1 to Fig. 7-15, Fig. 8-1 to Fig. 8-6) that the mark of signal shows with Fig. 4-1 to Fig. 4-4.
Linkage control device 4 has many routes to descending, up definition respectively.In Fig. 4-1 that not carrying out turns back runs, the example of Fig. 4-2, respectively to descending, up definition route 0 to 3, in Fig. 4-3 that carrying out turns back runs, the example of Fig. 4-4, respectively to descending, up definition route 0 to 5.
From linkage control device 4 earthward control setup 3 provide the signal information of virtual signal machine, using as representing the information can sailed into each route be defined like this.Such as, in Fig. 4-1, when will stop AT STATION when down train 11 route via 0, if route is all in released state arbitrarily, then virtual signal machine is all stop instruction arbitrarily.When operation management system requires to form route 0 to linkage control device 4, linkage control device 4 is confirming whether the route 1 of route 0 or conflict is in released state, and whether route 0 does not exist other train 11 when, conversion forms the switching device 20 needed for route 0, to form route 0, and locking, make the virtual signal machine of the entrance of route 0 in instruction of advancing.Train 11 can sail the route 0 sending instruction of advancing into.When train 11 arrives the platform on route 0, train 11 has arrived on the last track circuit of route, thus linkage control device 4 unlocks route 0.Thus, route 1 can be formed for next column car 11.In addition, the virtual signal machine 33 shown in figure not exemplifies the device stopping instruction/instruction of advancing particularly, but only to illustrate as mark.
In addition, other routes shown in Fig. 4-1 and each route shown in Fig. 4-2 to Fig. 4-4, also identically with the situation forming the route 0 shown in above-mentioned Fig. 4-1, when operation management system requires to form any route (being described with route X at this) to linkage control device 4, linkage control device 4 is confirming whether the route of route X and conflict is in released state, and whether route X does not exist other train 11 when, conversion forms the switching device 20 needed for route X, to form route X, and locking, make the virtual signal machine of the entrance of route X in instruction of advancing.Train 11 can sail the route X sending instruction of advancing into, and when on the last track circuit that train 11 arrives route X, linkage control device 4 unlocks route X.Thus, can be that next column car 11 forms the route conflicted with route X.
Below, the action that the concrete Train Control of the train control system of present embodiment is relevant is described with Fig. 5, Fig. 6 and Fig. 7-1 to Fig. 7-15.Fig. 5 is the diagram of circuit of the base conditioning action of the train control system that present embodiment is described, Fig. 6 illustrates the radio transmission scope in present embodiment and the figure between wireless communication interruptions setting district.In addition, Fig. 7-1 to Fig. 7-15 is figure of the concrete action of train control system for illustration of present embodiment.In addition, at this, the situation that the train A supposing to have set off from secondary main line, the follow-up train C of the train B that will get to the station from main line and train B are online.Further, be positioned in each figure each train 11 direct of travel tight before stopping end position 30 represent the stopping end position that each train 11 is respective.In addition, virtual signal machine 31 shows stopping instruction, and virtual signal machine 32 shows instruction of advancing.
The based process (comprising the action of the artificial mode of train 11 grade to be avoided) of the train control system of present embodiment is represented with the diagram of circuit shown in Fig. 5.Namely, first A01 between setting wireless communication disruption setting district, then, grasp the online situation A02 of the train 11 be trapped in wireless communication interruptions setting district, then, the train 11 be trapped in wireless communication interruptions setting district is made to withdraw A03, then, the train operation A04 in wireless communication interruptions setting district is controlled.Below, above process is described in detail.
> between < 1. setting wireless communication disruption setting district
First, when the failure and other reasons due to terrestrial wireless communication device 5 occurs that wireless communication interruptions is interval, be positioned at the train A in this interval and train B and detect wireless communication interruptions situation and emergent stopping (Fig. 7-1:701).Radio transmission scope (guaranteeing to specify the scope of above transmission intensity) that ground control unit 3 such as reads based on never graphic data bank, that detect abnormal terrestrial wireless communication device 5, between setting wireless communication disruption setting district, this radio transmission scope is based on the identifying information detecting abnormal terrestrial wireless communication device 5.
In the present embodiment, the radio transmission scope of each ground radio communication device 5 be present in described data bank is considered as the minimum zone (namely, guaranteeing to specify the scope of above transmission intensity) of radio transmission scope that covered by each ground radio communication device 5, variation.Therefore, consider uncertainty, will be arranged between the wireless communication interruptions setting district of above-mentioned setting wider (Fig. 6: suppose middle terrestrial wireless communication device 5 et out of order in this figure) than actual wireless communication disruption.Further, be an example between the wireless communication interruptions setting district shown in Fig. 6, also can be set to wider than graphic scope.In addition, as the fault detection method of radio communication device, the method etc. be such as disclosed in Japanese Unexamined Patent Publication 2007-124148 publication can be adopted.In addition, described data bank can be configured to, such as, by the identifying information of terrestrial wireless communication device 5 and its radio transmission scope record explicitly.
< 2. grasps the online situation > of train in wireless communication interruptions setting district
Then, for train A, the B of communication disruption in setting district of breaking in wireless communications, ground control unit 3 by finally receive from train back-end location to the terminal position the respective stopping end position of train A, B and wireless communication interruptions setting district (in figure, right end position between wireless communication interruptions setting district) in upstream side (side that train 11 sails into) position be considered as train A, B online scope separately (Fig. 7-2:702), and notify this online scope to linkage control device 4.In addition, in order to determine the online scope of train A, B in the above-described manner, ground control unit 3 keeps last received train back-end location.
On the other hand, the train C to the upstream side between wireless communication interruptions setting district gives and stops end position, and this stopping end position being used for avoiding train C to sail between wireless communication interruptions setting district.Now, the stopping end position giving train C is likely drawn back into the position (Fig. 7-2:703) of the stopping end position determined than the position by the train 11 that moves ahead (upstream side) more rearward, now, due to beginning (in figure between wireless communication interruptions setting district, left end between wireless communication interruptions setting district) distance, likely there is the phenomenon that train C cannot stop at new stopping end position.Like this, although train C likely exceedes new stopping end position, but, such as, stopping end position before being pulled is positioned at the position of side more further downstream than track switch portion, even and if train C has exceeded track switch portion, route till stopping end position before being pulled due to linkage control device 4 locking, therefore, it is possible to guarantee safety.
Train in < 3. wireless communication interruptions setting district withdraw >
Then, be trapped in train A, the B in wireless communication interruptions setting district, induce artificially and roll route away from the mode of visual operation and guarantee train A (Fig. 7-3:704) outer between wireless communication interruptions setting district.Because the position of this car is reported in the train A communication recovered between ground control unit 3 of rolling away from between wireless communication interruptions setting district afterwards, therefore, it is possible to upgrade train position information by ground control unit 3, train A can revert to normal traveling (Fig. 7-4:705).
Afterwards, linkage control device 4 receives the notice of the train A arrival route end from ground control unit 3, unlocks the route that sets out (Fig. 7-4:706) of locking.In the online information notified by ground control unit 3, because the online scope that there is not train A skips the situation of route and transition in way, therefore linkage control device 4 can not be detected as exception (mal rolls off the production line) and out of service.
Then, be trapped in train A, the B in wireless communication interruptions setting district, be positioned at and be provided with route till position of stopping than the train B of the position upstream side position that stops, therefore induction move to stop position (Fig. 7-5:707) in the mode of visual operation artificially.Stop at train B in predetermined stop position by equipment on car 17 and ATO wayside equipment 7 earthward control setup 3 report the position of this car, therefore, it is possible to upgrade train position information (Fig. 7-6:708) by ground control unit 3.Afterwards, linkage control device 4 is subject to the notice arriving route end from the train B of ground control unit 3, unlocks the route (Fig. 7-6:709) of locking.
Above, because train A, the B be trapped in when occurring between wireless communication interruptions setting district in interval is all in the state rolled state outer between wireless communication interruptions setting district away from or can grasp position by ATO wayside equipment 7, therefore, the state of the online situation can grasped in wireless communication interruptions setting district is in.
The Train Detection and Identification > of < 4. in wireless communications between disconnected setting district
Then, about the train operation in wireless communications between disconnected setting district, two kinds of examples of the situation that the situation of first set out to train B and train B and train C wait for are described.
(situation that 4-1. train B first sets out)
Now, owing to can confirm that any train 11 is not positioned at from the route at station or the route of conflict, therefore, according to the route setting requirement from operation management apparatus 1, linkage control device 4 sets and is used for the route (Fig. 7-7:710) of train B from station, and locking, the signal information of route is shown as instruction (Fig. 7-7:32) of advancing.
Be positioned at according to the stopping end position of train B calculated from the signal information of linkage control device 4 and the online situation of each train 11 than train rear end from during the position departed between wireless communication interruptions setting district more upstream side position, ground control unit 3 is by ATO wayside equipment 7 and equipment 17 on car, car upper controller 12 to train B notifies to set out route entry as the stopping end position hindering position, to substitute the stopping end position calculating.During this period, train B is in halted state.
If be positioned at the position than further downstream side from the position departed between wireless communication interruptions setting district, train rear end according to the stopping end position of the train B calculated from the signal information of linkage control device 4 and the online situation of each train 11, ground control unit 3 by ATO wayside equipment 7 and equipment 17 on car, even if send terminal position between this stopping end position, wireless communication interruptions setting district to the car upper controller 12 of train B and be converted to the instruction (Fig. 7-7:711) of the wireless communication interruptions also not pattern of emergent stopping (not using emergency braking).Afterwards, train B sets out with automatic operation scheme.Usually, in wireless communications in disconnected interval, by emergency brake with emergent stopping, but in the present embodiment, even if due to be converted to wireless communication interruptions also not the pattern of emergent stopping to " even if wireless communication interruptions also not emergent stopping pattern ", even if therefore wireless communication interruptions train 11 does not also stop and continuing to run, thus can automatically run.
When the train B combination started on mobile and ATO wayside equipment 7 and car between equipment 17 is cut off, communication disruption between ground control unit 3 and car upper controller 12, ground control unit 3 will be considered as the online scope (Fig. 7-8:712) of train B the upstream side position the terminal position from last received train back-end location (back-end location when stopping) to the stopping end position and wireless communication interruptions setting district of train B.Recover the communication between ground control unit 3 from the train B rolled away between wireless communication interruptions setting district afterwards and report the position of this car, therefore, it is possible to upgrade train position information by ground control unit 3, even if train B removes the pattern of wireless communication interruptions also not emergent stopping, thus can revert to normal traveling (Fig. 7-9:713)
Linkage control device 4 receives the notice of the train B arrival route end from ground control unit 3, unlocks the route that sets out (Fig. 7-9:714) of locking.In the online information notified by ground control unit 3, there is not the situation that the online scope of train B skips route and transition in way, therefore linkage control device 4 can not be detected as exception (mal rolls off the production line) and out of service.
(situation that 4-2. train B and train C waits for)
Now, sail on the route at station or the route of conflict owing to can confirm that any train 11 is not positioned at, therefore linkage control device 4 is according to the route setting requirement from operation management apparatus 1, send the drop-on-demand of switching device 20, with the route (Fig. 7-10:715) of setting for making train C arrive at a station, and locking, the signal information of route is shown as instruction (Fig. 7-10:32) of advancing.
The position than the station predetermined stop position that can arrive (ATO wayside equipment 7) is being positioned at more during upstream side position according to the stopping end position of train C calculated with the online situation of train B from the signal information of linkage control device 4, ground control unit 3 passes through radio communication, notify using the beginning between wireless communication interruptions setting district as the stopping end position hindering position, to substitute the stopping end position calculating to train C.Thus, train C can not sail between wireless communication interruptions setting district.
Afterwards, (1) if be positioned at the position than the station predetermined stop position that can arrive (ATO wayside equipment 7) further downstream side according to the stopping end position of the train C calculated with the online situation of train B from the signal information of linkage control device 4, and this stopping end position is when being positioned at the position of the position more upstream side departed from from wireless communication interruptions interval than the train rear end of train C, ground control unit 3 to be sent to train C by radio communication can carry out the stopping end position of the position communicated with wayside equipment 7 as when stopping, even if terminal position and be converted to the instruction of the wireless interruption also not pattern of emergent stopping between wireless communication interruptions setting district, in addition, (2) if be positioned at the position than the station predetermined stop position that can arrive (ATO wayside equipment 7) further downstream side according to the stopping end position of the train C calculated with the online situation of train B from the signal information of linkage control device 4, further, this stopping end position be the train rear end of train C from the position departed between wireless discontinuity area time, ground control unit 3 sends this stopping end position by radio communication to train C, even if terminal position and be converted to the instruction (Fig. 7-1:716) of the wireless communication interruptions also not pattern of emergent stopping between wireless communication interruptions setting district.Corresponding to this, train C sails between wireless communication interruptions setting district with automatic operation scheme, is traveling on the route (Fig. 7-10:715) of setting.
When train C sails the wireless communication interruptions between wireless communication interruptions setting district between ground control unit 3 and car upper controller 12 into, ground control unit 3 will be considered as the online scope (Fig. 7-11:717) of train C to the upstream side position in the terminal position the stopping end position of train C and wireless communication interruptions setting district from last received train back-end location.
Stop at the train C in predetermined stop position after arriving at a station, report this truck position, therefore, it is possible to change train position information (Fig. 7-12:718) by ground control unit 3 by equipment on car 17 and ATO wayside equipment 7.Linkage control device 4 receives from ground control unit 3 notice that train C arrives route end, unlocks the route (Fig. 7-12:719) of locking.
In this example, make train C (or train B) from the order at station, identical with the situation that the train B of above-mentioned 4-1. first sets out, omit its description at this.In this example, the figure corresponding with above-mentioned Fig. 7-7 to Fig. 7-9 is shown in Fig. 7-13 in Fig. 7-15.Diagram Reference numeral 720 to 724 part in these figures corresponds to Reference numeral 710 to 714 part of the Fig. 7-7 to Fig. 7-9 illustrated above.
In addition, replace the operation that train B and train C waits for, also can run as follows: setting also locking, by the route at station, by giving the stopping end position that can roll away between wireless communication interruptions setting district at 716 of Fig. 7-10, surmounts train B to make train C.
Then, as other embodiment, action when occurring between wireless communication interruptions setting district in route setting change process in the train control system of embodiment is described with Fig. 8-1 to Fig. 8-6.Fig. 8-1 to Fig. 8-6 is figure that action when occurring between wireless communication interruptions setting district in route setting change process in the train control system to embodiment is described.In addition, Fig. 8-1 to the record method in Fig. 8-6 in accordance with above-mentioned Fig. 7-1 to Fig. 7-15.
The route that locking arrives at a station to main line in order to the train E shown in Fig. 8-1 with from during the route of main line (now, virtual signal machine on main line route becomes the virtual signal machine 32 of instruction of advancing, other are for stopping the virtual signal machine 31 of instruction), when making the train D of parking on secondary main line first set out because of late the arriving at a station of train E, to be sent to linkage control device 4 by operation management apparatus 1 and unlocking route main line, request that the secondary main line of locking sets out route.Main line is set out the signal information of route as stopping instruction (Fig. 8-2:801) by linkage control device 4, and based on this, ground control unit 3 calculates and main line is set out route entry as the stopping end position hindering position.Now, the stopping end position of train E is pulled (Fig. 8-2:802).
Now, if radio communication is accessible, then the stopping end position calculating is notified the car upper controller 12 to train E by ground control unit 3.
The car upper controller 12 receiving the train E of this notice earthward control setup 3 is replied as can stop to new stopping end position (Fig. 8-3:803), and the ground control unit 3 receiving this reply can unlock the route being shown as and stopping indicating to linkage control device 4 notice.
The linkage control device 4 receiving this notice wait for train E stop needed for time after, unlock main line and to set out route (Fig. 8-3:804), and be train D and set secondary main line and to set out route (Fig. 8-3:805), and carry out locking.
On the other hand, when occurring that before the car upper controller 12 of train E receives this stopping end position wireless communication interruptions is interval (Fig. 8-4), wireless communication interruptions causes train E emergent stopping (Fig. 8-4:806), but before this because the main line route that sets out is considered to can allow to sail into, therefore likely sailing into sets out after in route to main line stops.As existing connecting move control, if ground control unit 3 to linkage control device 4 report the stopping end position retracting is sent to train E after unlock main line after a predetermined time and to set out route, then train E sails the track switch portion not fixing switching device 20 into, thus likely derails.
In the present embodiment, car upper controller 12 all the time earthward control setup 3 notify notified stopping end position and the situation of this stopping end position could being stopped to.Because train E radio communication before receiving the stopping end position that is pulled is interrupted, the information that therefore ground control unit 3 finally receives from the car upper controller 12 of train E is the information that can stop to the stopping end position before the being pulled stopping end position of station (=can pass through).
Ground control unit 3 by the following message notice in signal information to linkage control device 4:(1) for advance instruction circuit be " can not unlock "; (2) for stopping instruction route, being " can unlock " when obtaining the notice that can stop to this route entry from car upper controller 12, is " can not unlock " during (3) other situations.Because ground control unit 3 not to obtain the information of " can stop to main line route entry " from the car upper controller 12 of train E, therefore main line is set out route (Fig. 8-5:807), notify " can not unlock " to linkage control device 4.In addition, as mentioned above, between ground control unit 3 setting wireless communication disruption setting district, at this, scope shown in Fig. 8-5:808 is considered as the online scope of train E, and controls.
Linkage control device 4, only when obtaining the information of " can unlock ", can unlock the route set before train sails into.At this, owing to receiving the notice of the information of " can not unlock " from ground control unit 3, therefore the main line route that sets out is in locking states, thus guarantees safety.
If when induction is trapped in the train E in wireless communication interruptions setting district and moves to station stop position (Fig. 8-6:809) artificially, car upper controller 12 receives new stopping end position by ATO wayside equipment 7 from ground control unit 3, and send the information that can stop to this stopping end position back to, therefore ground control unit 3 notifies " can unlock " to linkage control device 4.After receiving this notice, linkage control device 4 can unlock main line safely and to set out route (Fig. 8-6:810).
By such as upper type, even if occur between wireless communication interruptions setting district in route setting change process, train 11 also can continue to run.
As described above, according to the train control system of described embodiment, utilize wireless from car earthward side control setup train notified at line position, even if occur comprising the part in connecting move control interval or entirety cannot carry out radio communication interval time, guarantee safe while, realize overtaking other vehicles or the operation such as wait in this interval with low cost.
In addition, above-mentioned, embodiments of the present invention and several embodiment are illustrated, but these embodiments and embodiment propose as an example, be not intended to the protection domain limiting invention.These new embodiments and embodiment can be implemented in other various modes, in the scope not departing from invention aim, can carry out various omission, replacement, change.These embodiments, embodiment and its be out of shape be included in invention protection domain or purport in, and, the protection domain comprising the invention described in claims and be equal to it.
Reference numeral
1: operation management apparatus
2: system management facility
3: ground control unit
4: linkage control device
5: terrestrial wireless communication device
6,16: antenna
7:ATO wayside equipment
8: location correction wayside equipment
9: network between strong point
10: along spider lines
11: train
12: car upper controller
13:ATO device
14: velocity location detecting device
15: radio communication device on car
17: equipment on car
18：TG
19: wheel
20: switching device
21: track
Claims (14)
1. a train control system, it possesses: terrestrial wireless communication unit, and the car of train carries out transmission and the reception of information between wireless communication unit; Ground communication unit, is arranged in the predetermined stop position of described train stopping, carries out transmission and the reception of information on the car of described train between communication unit; Connecting move control unit, for the locking of the switching and route of carrying out switch; And terrestrial contr, based on the opening state of train position and train path, calculate the stopping end position giving each train, and control described connecting move control unit, control with the operation carrying out each train on regulation interval,
It is characterized in that,
Described terrestrial contr calculates the first stopping end position, described first stops end position being used for avoiding train to sail between wireless communication interruptions setting district, part or all of the interrupted interval of radio communication on described terrestrial wireless communication unit and described car between wireless communication unit is comprised between described wireless communication interruptions setting district
Described terrestrial contr calculates the second stopping end position or the 3rd to the train travelled between described wireless communication interruptions setting district and stops end position, described second stops the position of end position for making described train arrive extremely described ground communication unit, described 3rd stopping end position being positioned at the front between described wireless communication interruptions setting district
Under part or all state being positioned between described wireless communication interruptions setting district of described train, to the described train of wireless communication interruptions, described terrestrial contr stops end position and last received train position based on the terminal position, described second or the 3rd of the train direct of travel between described wireless communication interruptions setting district, infer train at line position, with carry out each train operation control.
2. train control system according to claim 1, is characterized in that,
At Train Stopping during described predetermined stop position, described ground communication unit receives its location information from communication unit the car of this train, and sends described 3rd stopping end position to communication unit on the car of this train.
3. train control system according to claim 1, is characterized in that,
Before train sails between described wireless communication interruptions setting district or during train stops at described predetermined stop position, if when the stopping end position of this train is described 3rd stopping end position, described terrestrial contr, by described ground communication unit, comprises the 3rd and stops end position even if send to communication unit on the car of described train and be converted to the information of the wireless communication interruptions also not instruction of the pattern of emergent stopping.
4. train control system according to claim 3, is characterized in that,
Before described train sails between described wireless communication interruptions setting district, the stopping end position of this train is positioned at the position than the described predetermined stop position that can arrive more front, and when being positioned between described wireless communication interruptions setting district, described terrestrial contr by described terrestrial wireless communication unit, even if send the information comprising and be used to specify described second of described predetermined stop position and stop end position and be converted to the wireless communication interruptions also not instruction of the pattern of emergent stopping to wireless communication unit on the car of this train.
5. train control system according to claim 1, is characterized in that,
Described ground communication unit is the communication unit arranged to control gate.
6. an operation control method for train, comprising: terrestrial wireless communication unit, and on the car had with train, communication unit communicates; And wayside equipment, be arranged in the predetermined stop position of this train stopping, can communicate with this train,
Based on the information by described terrestrial wireless communication unit, calculate the stopping end position giving train, thus the operation carrying out this train on regulation interval controls,
It is characterized in that,
When wireless communication unit on described car and the wireless communication interruptions between described terrestrial wireless communication unit, setting comprises between the wireless communication interruptions setting district in the interrupted interval of radio communication,
To the train travelled between described wireless communication interruptions setting district, end position or the second train position stopping end position and finally receive is stopped based on first, infer the presence of train, and based on the train presence estimated, control the operation of train, described first stops the position of end position for making this train arrive extremely described wayside equipment, and described second stopping end position being positioned at the front between described wireless communication interruptions setting district.
7. Train control method according to claim 6, is characterized in that,
Calculate the 3rd and stop end position, the described 3rd stops end position being used for avoiding train to sail between described wireless communication interruptions setting district,
To the train of the upstream be positioned between described wireless communication interruptions setting district, control based on the described 3rd operation stopping end position carrying out this train, sail between described wireless communication interruptions setting district to avoid this train.
8. Train control method according to claim 6, is characterized in that,
When train is positioned between described wireless communication interruptions setting district, and when having set described second stopping end position to this train, the operation carrying out described train in the mode making route guarantee that train outer between wireless communication interruptions setting district is withdrawn controls.
9. Train control method according to claim 6, is characterized in that,
When being positioned between described wireless communication interruptions setting district and this train being positioned at the upstream side of the position of described wayside equipment moves to the position of described wayside equipment, described wayside equipment communicates with this train, to grasp the position of this train, and carry out operation control based on this position.
10. Train control method according to claim 9, is characterized in that,
When this train stops at the position of described wayside equipment, if stop end position to this train setting described second, comprise this second information stopping end position and be converted to the wireless communication interruptions also not instruction of the pattern of emergent stopping even if then to send to communication unit on the described car of this train by described wayside equipment.
11. Train control method according to claim 6, is characterized in that,
In the described operation control of described train, carry out the connecting move control between upstream side switch machine and downstream switch machine, described upstream side switch machine makes the route of train be divided into the first route and the second route, and described downstream switch machine makes the first route and the second route merge into this route.
12. Train control method according to claim 11, is characterized in that,
When travelling this train between described wireless communication interruptions setting district and stopping at the position of the first wayside equipment be positioned on described first route, by described upstream side switch machine, this route is converted to described second route,
To the rear train travelled between described wireless communication interruptions setting district, based on the train position that the 4th stops end position and finally receive, infer the presence of this rear train, the described 4th stops the position of end position for making train arrive the second wayside equipment to described second route.
13. Train control method according to claim 12, is characterized in that,
When this rear train to be positioned between described wireless communication interruptions setting district and to be positioned at the downstream of described wayside equipment,
Based on stop end position, relative to direct of travel described wireless communication interruptions setting district between terminal position and the position of this rear train that finally receives, infer the presence of this rear train,
And carry out conversion and control by operation described downstream switch machine, this train can be advanced from described second route.
14. Train control method according to claim 6, is characterized in that,
Before train sails between described wireless communication interruptions setting district, when the stopping end position of this train is positioned at the front of the position of described wayside equipment and is positioned between described wireless communication interruptions setting district, even if send the information comprising and be used to specify described second of described wayside equipment and stop end position and be converted to the wireless communication interruptions also not instruction of the pattern of emergent stopping to wireless communication unit on the described car of this rear train by described terrestrial wireless communication unit.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2012287515A JP5885654B2 (en) | 2012-12-28 | 2012-12-28 | Train control system |
| JP2012-287515 | 2012-12-28 | ||
| PCT/JP2013/005317 WO2014103102A1 (en) | 2012-12-28 | 2013-09-09 | Train control system and train control method |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN104583052A true CN104583052A (en) | 2015-04-29 |
| CN104583052B CN104583052B (en) | 2016-11-09 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201380045098.6A Expired - Fee Related CN104583052B (en) | 2012-12-28 | 2013-09-09 | Train control system and Train control method |
Country Status (5)
| Country | Link |
|---|---|
| EP (1) | EP2939901B1 (en) |
| JP (1) | JP5885654B2 (en) |
| CN (1) | CN104583052B (en) |
| IN (1) | IN2015DN01601A (en) |
| WO (1) | WO2014103102A1 (en) |
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| CN109153395A (en) * | 2016-05-12 | 2019-01-04 | 株式会社京三制作所 | train control system |
| CN109153394A (en) * | 2016-05-12 | 2019-01-04 | 株式会社京三制作所 | Ground installation |
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| CN115923887A (en) * | 2023-03-10 | 2023-04-07 | 北京全路通信信号研究设计院集团有限公司 | Train route handling method and device, electronic equipment and storage medium |
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Also Published As
| Publication number | Publication date |
|---|---|
| EP2939901A4 (en) | 2016-09-21 |
| JP2014129029A (en) | 2014-07-10 |
| WO2014103102A1 (en) | 2014-07-03 |
| IN2015DN01601A (en) | 2015-07-03 |
| CN104583052B (en) | 2016-11-09 |
| EP2939901B1 (en) | 2018-03-21 |
| EP2939901A1 (en) | 2015-11-04 |
| JP5885654B2 (en) | 2016-03-15 |
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