EP2792573B1 - Zugsteuersystem - Google Patents

Zugsteuersystem Download PDF

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Publication number
EP2792573B1
EP2792573B1 EP14161797.7A EP14161797A EP2792573B1 EP 2792573 B1 EP2792573 B1 EP 2792573B1 EP 14161797 A EP14161797 A EP 14161797A EP 2792573 B1 EP2792573 B1 EP 2792573B1
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EP
European Patent Office
Prior art keywords
train
coupled
mobile stations
onboard
communication
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP14161797.7A
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English (en)
French (fr)
Other versions
EP2792573A2 (de
EP2792573A3 (de
Inventor
Jing Liang
Tomomi Inoue
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hitachi Ltd
Original Assignee
Hitachi Ltd
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Publication date
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Publication of EP2792573A2 publication Critical patent/EP2792573A2/de
Publication of EP2792573A3 publication Critical patent/EP2792573A3/de
Application granted granted Critical
Publication of EP2792573B1 publication Critical patent/EP2792573B1/de
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0063—Multiple on-board control systems, e.g. "2 out of 3"-systems
    • 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
    • B61L27/70—Details of trackside communication

Definitions

  • the present invention relates to wireless communication between moving bodies in a signaling system of the moving body traveling on a predetermined track such as a railway, a monorail or a new transportation system.
  • a trackside wireless apparatus and an antenna are arranged along a track
  • an onboard antenna and an onboard wireless apparatus for conducting communication with the trackside wireless apparatus are arranged on a train
  • an onboard equipment transmits positional information of the own train via the wireless communication to a trackside equipment
  • the trackside equipment manages the position of each train on the basis of the received train positional information and transmits control data including limit of movement authority or speed information to each train via the wireless communication
  • the onboard equipment executes speed control of the train on the basis of a speed limit profile.
  • the onboard wireless apparatus and the antenna are arranged on a head and a tail of a train in order to realize redundancy so that communication is conducted by the other if one of the wireless apparatuses cannot conduct communication due to a failure or an influence of disturbance.
  • the onboard antennas of the both located at a coupled portion between a coupled train and a de-coupled train a car body of the train located on the front of each becomes an obstacle and interferes with wireless communication with the trackside equipment, and thus, the wireless antenna may in some cases be installed in a form of protruding on an upper part of the train so that the train on the front does not cause interference.
  • Japanese Patent Laid-Open Publication No. 2006-240490 proposes a method of stopping communication with the coupled train and of communicating only with the de-coupled train.
  • the trackside equipment needs to delete a train ID of the coupled train, to restore the train ID of the coupled train after split of the coupled trains, and/or to modify a series of train operation management.
  • communication only with the de-coupled train does not ensure redundancy, and an onboard control equipment, a mobile station, and the onboard antenna of the de-coupled train cannot continue train control if wireless communication is disabled due to a failure of the device or disturbance.
  • control data should be conducted between the onboard control equipments of the coupled train and the de-coupled train so as to execute common control, but at that time, it is necessary to conduct transmission/reception of the control data between the onboard control equipments.
  • transmission/reception of the control data it is a common practice to provide a transmission cable in a coupler portion of the train for connection between the coupled train and the de-coupled train.
  • the transmission cable needs to be installed in the coupler portion, which makes a mechanism complicated. Moreover, manual connection and checking of the cable is required at train coupling, which results in a problem of time required for train coupling and the like.
  • An object of the present invention is to provide a train control system which can reduce facility costs and improve operability by omitting or reducing time required for a work of connecting the transmission cable between the coupled train and the de-coupled train at coupling.
  • a train control system is configured such that one of train antennas and onboard wireless apparatuses on a head and a tail of a train used for communication with a trackside equipment during normal traveling of a single train is used for communication between the onboard control equipments of a coupled train and a de-coupled train when two trains are coupled. More particulalry, a train control system according to claim 1 is provided.
  • a train control system which can reduce facility costs by realizing data communication between the onboard control equipments of the coupled train and the de-coupled train at coupling without increasing facilities such as a transmission cable at a coupler portion and is excellent in operability by reducing time required for manual connection and checking works of the cable can be provided.
  • FIG. 1 is a configuration diagram of the train control system which is the present invention.
  • a trackside control equipment 201 is a device which manages positional information received via trackside antennas 221 to 223 and base stations 211 to 213 from a plurality of trains within a control range including a train 001 and edits control data to each train on the basis of the positional information and states of a signal, a switch and the like.
  • the trackside control equipment 201 transmits the edited control data to the base stations 211 to 213 arranged along the track, and the base stations 211 to 213 transmit the control data to each train 001 via the trackside antennas 221 to 223.
  • the control data is transmitted to the onboard control equipments 011 and 012 via onboard antennas 031 and 032 and mobile stations 021 and 022 arranged onboard.
  • the onboard control equipments 011 and 012 are devices for calculating a traveling position of their own train and executing speed/stop control of the train on the basis of the traveling position and control data received from the trackside control equipment 201.
  • the onboard control equipments 011 and 012 edit the traveling position of their own train 001 as positional information and transmit the edited positional information to the mobile stations 021 and 022.
  • the mobile stations 021 and 022 transmit the positional information to the trackside equipment via the onboard antennas 031 and 032.
  • the positional information is transmitted to the trackside control equipment 201 via the trackside antennas 221 to 223 and base stations 211 to 213 arranged along the track.
  • the onboard control equipments 011 and 012, the mobile stations 021 and 022, and the onboard antennas 031 and 032 employ dual system redundant configuration in order to continue control even if wireless communication is disabled due to a failure of the device or disturbance.
  • the onboard antennas 031 and 032 and the mobile stations 021 and 022 are arranged at a head and a tail of the train, and during a single-train operation, the onboard antenna 031 and the mobile station 021 at the head and the onboard antenna 032 and the mobile station 022 at the tail conduct wireless communication with the trackside equipment.
  • the tail mobile station 122 of the coupled train 101 and the head mobile station 021 of the de-coupled train 001 continue wireless communication with the trackside equipment.
  • the mode information is assumed to be generated when it is included in the control data from the trackside equipment, when it is provided by a switch operation on a motorman's platform or when a coupled state is automatically detected by the onboard control equipment.
  • the onboard control equipments 111, 112, 011, and 012 of the coupled train 101 and the de-coupled train 001 execute driving control such as braking, acceleration and the like as the coupled train 101 and the de-coupled train 001 as a single train by exchanging train identification information (train length, train ID, brake characteristics and the like) required for train control via wireless communication between the onboard control equipments 111 and 012 via the head mobile station 121 of the coupled train 101 and the tail mobile station 022 of the de-coupled train.
  • train identification information train length, train ID, brake characteristics and the like
  • FIG. 3 illustrates an example of an operation mode of each of onboard equipments when this train control system is applied.
  • Car identification information held by the head onboard control equipment 011 of the de-coupled train 001 and control equipment management information including control modes (active controller mode, standby controller mode or coupling mode) held by the tail onboard control equipment 112 of the coupled train 101 and failure information are exchanged via communication between each of the onboard control equipments 011 and 012 in a car of the de-coupled train 001, communication between each of the onboard control equipments 111 and 112 in a car of the coupled train 101, and wireless communication between the onboard control equipment 111 of the coupled train 101 and the onboard control equipment 012 of the de-coupled train 001 so as to ensure redundant configuration of the onboard control equipment.
  • train control is executed by the head onboard control equipment 011 of the de-coupled train 001 which is an active controller, and if failure information indicating occurrence of a failure in the head onboard control equipment 011 of the de-coupled train 001 is received by the tail onboard control equipment 112, the tail onboard control equipment 112 of the coupled train 101 is switched to the active controller, and train control is continued.
  • FIG. 4 illustrates an example of a wireless communication sequence between the base station and the mobile station.
  • FIG. 5 illustrates an example of the wireless communication sequence between the mobile stations.
  • the mobile station returns an answer to periodical polling from the base station.
  • the one mobile station performs processing in a communication sequence similar to that of the base station, and the other mobile station does not change the communication sequence, whereby wireless communication processing can be made common.
  • the present invention is not limited to the train on which the onboard antennas are arranged at the head and the tail of the train but can be applied to any train on which two or more onboard antennas and mobile stations are mounted. That is, when two trains are coupled, one of the two or more onboard antennas in the train conducts communication with the base station, the other conducts communication with the mobile station on another coupled train so that the effect of the present invention that it is no longer necessary to perform a work of connecting the cars with a wired transmission cable at coupling of cars can be achieved.
  • the object of the present invention is not necessarily complete elimination of the cable connecting work at coupling but includes reduction of the cable connecting work at coupling by wirelessly communicating at least a part of information between the cars if a plurality of cables need to be connected between the trains or the like.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Mobile Radio Communication Systems (AREA)

Claims (2)

  1. Zugsteuersystem, das Folgendes umfasst:
    eine Vielzahl von ersten Mobilstationen (021, 022), die auf einem ersten Zug (001) angebracht ist und die in der Lage ist, mit einer Basisstation (211-213) zu kommunizieren;
    eine erste bordseitige Steuereinrichtung (011, 012), die konfiguriert ist, Steuerdaten von der Basisstation über die ersten Mobilstationen zu empfangen und die Fahrt des ersten Zuges zu steuern;
    eine Vielzahl von zweiten Mobilstationen (121, 122), die auf einem zweiten Zug (101) angebracht ist und die in der Lage ist, mit der Basisstation zu kommunizieren; und
    eine zweite bordseitige Steuereinrichtung (111, 112), die konfiguriert ist, Steuerdaten von der Basisstation über die zweiten Mobilstationen zu empfangen, und die Fahrt des zweiten Zuges zu steuern, wobei:
    wenn der erste Zug nicht an den zweiten Zug gekoppelt ist, die Vielzahl von ersten Mobilstationen jeweils konfiguriert ist, Kommunikation mit der Basisstation durchzuführen, und die Vielzahl von zweiten Mobilstationen jeweils konfiguriert ist, Kommunikation mit der Basisstation durchzuführen;
    wenn die zwei Züge gekoppelt sind, eine (022) aus der Vielzahl von ersten Mobilstationen und eine (121) aus der Vielzahl von zweiten Mobilstationen umgeschaltet sind, um konfiguriert zu sein, drahtlose Kommunikation miteinander durchzuführen, und die andere (021) der Vielzahl von ersten Mobilstationen und die andere (122) der Vielzahl von zweiten Mobilstationen konfiguriert sind, Kommunikation mit der Basisstation durchzuführen; und dadurch gekennzeichnet, dass, wenn die zwei Züge gekoppelt sind, die bordseitige Steuereinrichtung, die auf einem der Züge angebracht ist und die Kommunikation mit der Basisstation durchführt, konfiguriert ist, als eine aktive Steuerung zu fungieren, während die bordseitige Steuereinrichtung, die auf dem anderen Zug angebracht ist und Kommunikation mit der Basisstation durchführt, konfiguriert ist, als Standby-Steuerung zu fungieren, wobei die umgeschalteten Mobilstationen konfiguriert sind, Steuereinrichtungsverwaltungsinformationen, einschließlich Ausfallinformationen der bordseitigen Steuereinrichtung mittels Drahtloskommunikation zwischen den umgeschalteten Mobilstationen zu kommunizieren, und wenn die bordseitige Steuereinrichtung, die eine Standby-Steuerung ist, Ausfallinformationen der bordseitigen Steuereinrichtung, die eine aktive Steuerung ist, mittels Drahtloskommunikation zwischen den umgeschalteten Mobilstationen empfängt, ist die bordseitige Steuereinrichtung, die eine Standby-Steuerung ist, konfiguriert, zu einer aktiven Steuerung umzuschalten.
  2. Zugsteuersystem nach Anspruch 1, wobei
    wenn die zwei Züge gekoppelt sind, die Kommunikation der Zugidentifikationsinformationen, einschließlich einer beliebigen Zug-ID, Zuglänge und Bremscharakteristiken konfiguriert ist, zwischen den bordseitigen Steuereinrichtungen der zwei gekoppelten Züge mittels Drahtloskommunikation zwischen den umgeschalteten Mobilstationen durchgeführt zu werden.
EP14161797.7A 2013-04-15 2014-03-26 Zugsteuersystem Active EP2792573B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2013084456A JP6051092B2 (ja) 2013-04-15 2013-04-15 列車制御システム

Publications (3)

Publication Number Publication Date
EP2792573A2 EP2792573A2 (de) 2014-10-22
EP2792573A3 EP2792573A3 (de) 2017-04-12
EP2792573B1 true EP2792573B1 (de) 2020-02-12

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP14161797.7A Active EP2792573B1 (de) 2013-04-15 2014-03-26 Zugsteuersystem

Country Status (5)

Country Link
EP (1) EP2792573B1 (de)
JP (1) JP6051092B2 (de)
CN (1) CN104097645B (de)
BR (1) BR102014008488B1 (de)
SG (1) SG10201401152RA (de)

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JP6666531B2 (ja) * 2015-02-18 2020-03-18 三和テッキ株式会社 トロリ線吊り位置調整装置及び方法
CN105035125B (zh) * 2015-06-24 2017-08-11 北京世纪东方国铁科技股份有限公司 一种优化列车列尾系统通信状况的方法和装置
JP6503250B2 (ja) * 2015-07-17 2019-04-17 日本信号株式会社 列車制御システム
JP6657390B2 (ja) * 2016-05-12 2020-03-04 株式会社京三製作所 列車制御システム
JP6646142B2 (ja) 2016-05-12 2020-02-14 株式会社京三製作所 車上装置および地上システム
WO2017195314A1 (ja) * 2016-05-12 2017-11-16 株式会社京三製作所 地上装置
JP6091732B1 (ja) 2016-06-24 2017-03-08 三菱電機株式会社 車上システムおよび輸送車メンテナンス方法
US10449973B2 (en) * 2017-01-03 2019-10-22 Laird Technologies, Inc. Devices, systems, and methods for relaying voice messages to operator control units of remote control locomotives
CN109435936B (zh) * 2018-12-06 2023-08-04 眉山中车制动科技股份有限公司 一种双通道数据传输列车制动监测系统
DE102020201915A1 (de) 2020-02-17 2021-08-19 Siemens Mobility GmbH Schienenfahrzeug und Anordnung mit Schienenfahrzeug
WO2024042611A1 (ja) * 2022-08-23 2024-02-29 三菱電機株式会社 無線列車制御システムおよび編成番号取得方法

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Also Published As

Publication number Publication date
EP2792573A2 (de) 2014-10-22
CN104097645A (zh) 2014-10-15
BR102014008488A2 (pt) 2015-01-06
CN104097645B (zh) 2016-09-07
JP6051092B2 (ja) 2016-12-27
JP2014207792A (ja) 2014-10-30
SG10201401152RA (en) 2014-11-27
BR102014008488B1 (pt) 2021-11-23
EP2792573A3 (de) 2017-04-12

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