JP2003037904A - Train operation support system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make a train operated in an operational state based on a train control signal, by using the train control signal which is transmitted to the train from a device on the ground. SOLUTION: The received train control signal is decoded by a transmission/ reception processing part 28 of an on-train device 30; and a control part 32 acquires information on a target speed VL, a command speed VX, an acceleration α and the like, which is included in the received train control signal. A display control part 36 generates a display signal for controlling the display output of displays 40 (40a and 40b) in a driver's cab 38, in order to support the operation of the train 14 in accordance with the target speed VL, the command speed VX, the acceleration α and a present speed VC. The driver can manually operate the train 14 in accordance with the display output of the displays 40.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention utilizes a signal for indicating a train acceleration or a target speed transmitted from a ground device to a vehicle in a train control system to display information for supporting driving on the train. More specifically, the present invention relates to a system that displays whether a train is in an acceleration command state or a deceleration command state.

[0002]

2. Description of the Related Art Conventionally, there has been known a train control system in which a ground device determines a regulated speed of a train and transmits it to a train to centrally manage train operation from the ground side.

In this system, the ground device collects the positions of the trains in the section under its jurisdiction and determines the regulated speeds of the trains so that the trains that are cascaded do not collide with each other.
A signal indicating the regulated speed is transmitted to the train. The on-board device automatically controls the traveling of the train by controlling the motor or the brake so as to comply with the regulated speed indicated by this signal.

[0004]

In the above-mentioned conventional system, when a failure occurs in the on-board device, the train is controlled so as to run at the slowest speed or stop at that position in order to ensure safety. . In that case, the subsequent trains will not be able to run normally, and the schedule will be greatly disturbed thereafter. Therefore, there is a demand for a system that allows a driver to manually and safely drive a train even when the on-board device fails.

[0005]

A train driving support system according to the present invention is provided on a train and a ground device for transmitting an acceleration / deceleration instruction signal for instructing acceleration or deceleration of a train to a train and receiving the same. Based on the acceleration / deceleration instruction signal
A display signal generation unit that generates a display signal for distinguishing and displaying an acceleration instruction state or a deceleration instruction state, and an acceleration instruction state provided on the vehicle and based on the display signal. Or a display for distinguishing and displaying that the vehicle is in the deceleration command state. According to such a configuration, even when the on-board device that controls traveling of the train in the conventional train control system fails, the driver is
Based on the information displayed and output on the display, the train can be manually operated in accordance with the command from the ground device.

Further, in the present invention, the acceleration / deceleration instruction signal is a signal indicating the acceleration of the train, and the display signal generating section is
As the display signal, an operation position instruction signal for instructing the operation position of the train operation lever for operating the train at the acceleration indicated by the acceleration / deceleration instruction signal is generated, and the display device displays the operation position of the train operation lever. Is preferred. With such a configuration, the driver can manually drive the train at an acceleration in accordance with a command from the ground device.

Further, the train driving support system according to the present invention comprises a ground device for transmitting a target speed instruction signal for instructing a target speed of the train to the train, and the target speed instruction signal received on the vehicle. A display signal generation unit that generates a display signal for distinguishing and displaying whether the vehicle is in the acceleration command state or the deceleration command state, based on the target speed shown in 1) and the current speed of the train, and provided on the vehicle. The
A display unit that distinguishes between an acceleration command state and a deceleration command state based on the display signal. With such a configuration, even when the on-board device that controls the traveling of the train in the conventional train control system fails, the driver sets the train on the ground device based on the information displayed and output on the display. Manual operation can be performed in accordance with the command from.

[0008]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing the configuration of a train driving support system 10 according to this embodiment. FIG. 2 is a block diagram showing the configuration of the train 14 in the train driving support system 10.

First, the configuration of the entire system and the operation of the ground device 12 will be described with reference to FIG.

Between the ground device 12 and the train 14, a wired and / or wireless communication line is built to enable transmission of signals indicating various information between them. Figure 1
In the example, the ground device 12 wirelessly exchanges signals with the train 14 via the relay stations 18 provided along the track 16. A signal for controlling the train 14 (hereinafter referred to as a train control signal) is transmitted from the ground device 12 to the train 14, and the train 14 transmits the ground device 12 to the train 14.
A signal indicating the attribute (train ID) of the train 14 and the current speed VC is transmitted to the. All of these signals are signals multiplexed in a plurality of communication channels (for example, frequency channels or time division slots), and a plurality of information can be transmitted. Further, these signals are updated and transmitted at predetermined time intervals (for example, 0.5 seconds) at any time.

The train control signals transmitted from the ground device 12 to the train 14 include, for example, a signal indicating the target speed VL and a signal indicating the acceleration α. The target speed VL and the acceleration α are calculated by the driving command unit 20 of the ground device 12.
Information stored in the storage unit 22 (for example, the trajectory 1
Information indicating the speed limit for each predetermined section of 6, the position of the train 14 existing in the collected jurisdiction section, and the current speed VC
And information indicating the acceleration / deceleration capability of the train, etc.) are determined at a predetermined timing. Information indicating the determined target speed VL and acceleration α is modulated by the transmission / reception processing unit 24 and transmitted as a train control signal.

When the speed of the train 14 is controlled in real time, the ground device 12 further transmits a signal indicating the command speed VX to the train 14 as a train control signal. This command speed VX is based on the current speed VC of the train 14 and after a relatively close predetermined time Δt (for example, 3 seconds).
Command the speed at, for example VX = VC
It is calculated as + Δt × α. However, if the result of the above calculation formula exceeds the target speed VL, or if it exceeds the speed limit of the track section, it is appropriately corrected.

Next, the device configuration and operation of the train 14 will be described with reference to FIG.

The train control signal received via the antenna 26 of the train 14 is demodulated by the transmission / reception processing unit 28 of the on-board device 30, and the control unit 32 controls the target speed VL, command speed VX, And information such as the acceleration α. In addition, the train 14 has a speed detector (for example, a speed generator).
33, the control unit 32 controls the current speed V of the train 14.
C can be obtained. Automatic control unit 34 (for example, C
PU) controls a motor or a brake based on these pieces of information. More specifically, for example, train control is performed by being divided into the following four patterns. 1) In case of VC <VL and α> 0: acceleration by α 2) In case of VC> VL and α <0: deceleration by α 3) In case of VC> VL and α> 0: default minimum acceleration (maximum deceleration) ) Deceleration with α1 4) When VC <VL and α <0: Acceleration with predetermined acceleration α2 Thus, the automatic control unit 34 accelerates or decelerates the train 14 based on the information indicated by the train control signal. That is, the train control signal can be said to be a signal for instructing the train 14 to accelerate or decelerate. When the control is executed in real time, the VL of the above 1) to 4)
VX (command speed) may be used instead of (target speed).

Further, for example, a CP different from the automatic control unit 34
The display control unit 36 configured as U controls the target speed VL,
Based on the command speed VX, the acceleration α, and the current speed VC, a display signal that controls the display output of the display 40 (40a, 40b) in the cab 38 is generated in order to support the operation of the train 14. In the present embodiment, as the display 40 that displays according to the display signal, an operation position indicator 40a that indicates the operation position of the train operation lever 42 and a speed display 40b are provided. The storage unit 44 stores the display mode parameters (for example, information indicating the color, the shape of the index, the position, etc.) corresponding to each of the above information (target speed VL, command speed VX, acceleration α, and current speed VC). Therefore, the display control unit 36 acquires a display mode parameter corresponding to the information acquired from the storage unit 44 and generates a display signal including the display mode parameter. An input signal by operating the train operation lever 42 is input to, for example, a manual control unit 46 configured as a CPU different from the automatic control unit 34, and the manual control unit 46 controls a motor or a brake. In addition,
The manual control unit 46 does not operate simultaneously with the automatic control unit 34, and the control by the manual control unit 46 is prioritized. Further, a changeover switch (not shown) may be provided so that only the control from either the manual control unit 46 or the automatic control unit 34 becomes effective.

Here, an example of the display mode of the display 40 will be described with reference to the drawings. FIG. 3 is a diagram showing an example of a display mode on the train operation lever 42 and the operation position indicator 40a, and FIG. 4 is a diagram showing an example of a display mode on the speed indicator 40b.

As shown in FIG. 3, the operation position indicator 40a.
Is, for example, a train operation lever (master controller) 42
Provided along the track groove 48 of the
It is configured as an ED array or a liquid crystal display. In the storage unit 44 (FIG. 2), the acceleration α and the instruction position h corresponding to the operation position of the train operation lever 42 for driving at the acceleration α (in the case of FIG. 3, just beside the operation position of the train operation lever 42). Position) is stored in advance, and the display control unit 36 (FIG. 2) acquires the designated position h corresponding to the acquired acceleration α. When the acceleration α is 0 or more (α ≧ 0), the display control unit 36 sets the area between the indicator lever neutral position O of the indicator 40a and the indicated position h to be green (FIG. 3A). ; Green is shown by upward hatching, and acceleration α is less than 0 (α <0)
If it is, the portion between the lever neutral position O of the indicator 40a and the designated position h is colored red (FIG. 3 (b); red is shaded), and a display signal is generated. At this time, it is preferable that the area other than the area between the neutral position O and the designated position h (that is, the area that is red or green) has another color (for example, black; colorless in the figure). . In the case of this display mode, the driver sets the train operation lever 42 at the position of the boundary of the red or green region (that is, the indicated position h), so that the train 14 can receive the desired acceleration α (or an acceleration close to the desired acceleration α). ) You can drive in. That is, with such a configuration, the driver
It is possible to clearly know the designated position of the train operation lever 42 for obtaining the acceleration α, and it is possible to drive the train 14 at an acceleration closer to the designated acceleration α. Further, in this example, display signals having different display modes are generated in the acceleration command state and the deceleration command state. By doing so, the driver is prevented from driving by mistakenly accelerating and decelerating.

At this time, the display for indicating the operating position of the train operation lever 42 (that is, the display of green or red in the above example) is such that the current speed VC of the train 14 is the target speed V.
It is desirable to be canceled just before reaching L. This suppresses the train 14 from exceeding the target speed VL due to the time required to transmit the train control information, the time lag from when the driver recognizes the display information to when the driver starts the driving operation, and the like. can do. This control can be realized by using the command speed VX, for example. More specifically, the display control unit 36 stops the display signal for instructing the operation position of the train operation lever 42 when the command speed VX matches the target speed VL, and the indicator 40a.
Stop the display output by. Since the command speed VX is calculated as the speed after the lapse of a predetermined time Δt of the current speed VC, by doing so, the current speed VC becomes the target speed VL.
It is possible to stop the display at a time point before the predetermined time Δt before reaching. The elimination of the display corresponds to changing the display mode according to the difference between the current speed VC and the target speed VL. Here, the display mode is changed using the command speed VX, but instead of this, the current speed VX is used.
A different display mode may be used when the difference between C and the target speed VL is equal to or less than a predetermined value. Further, instead of canceling the display, the display mode (for example, color) may be changed gradually or stepwise.

Further, as shown in FIG. 4, a speed indicator 40b
Is configured as, for example, a rotary display in which an indicator hand rotates in a clockwise direction according to speed, and more specifically, the whole or a part thereof (for example, a portion inside a circle of a speed instruction value) is It is composed of an LED array, a liquid crystal display, or the like. The speed indicator 40b displays the current speed VC and the target speed VL on the same scale. When the acceleration α is 0 or more (α ≧ 0), the display control unit 36 sets the green from the position of speed = 0 to the position of the target speed VL ((a) in FIG. 4; green is the right). (Indicated by upward hatching), the acceleration α is less than 0 (α <0),
If the target speed VL is not 0 (for example, when decelerating to the speed limit), the target speed VL is changed from the position of speed = 0
4 is colored yellow ((b) in FIG. 4; yellow is hatched to the right) and the acceleration α is less than 0 (α <0).
And the target speed VL is 0 (VL = 0), the entire circle inside the speed instruction numerical value is made red (FIG. 4).
(C); red is shaded), and a display signal is generated. In the case of this display mode, the driver can perform an acceleration or deceleration operation according to the color. As described above, in the present embodiment, different display modes are set in the acceleration command state or the deceleration command state, and further, the display modes are set to be different depending on the target speed VL, so that the driver can prevent them from making a mistake. You can

Also, in the speed display 40b,
As in the case of the operation position indicator 40a, the current speed V
The display mode can be changed according to the difference between C and the target speed VL. Also in this case, the display mode may be changed by using the command speed VX, or a different display mode may be set when the difference between the current speed VC and the target speed VL becomes a predetermined value or less. . Further, instead of canceling the display, the display mode may be changed gradually or stepwise.

The system 10 is also provided with an alarm device 50 (for example, a buzzer) as shown in FIG.
4 is operated at a speed exceeding the specified speed VX or the target speed VL, or is operated at an acceleration contrary to the acceleration command state or the deceleration command state (for example, when decelerating the place where acceleration should be performed). At, an alarm is set to be issued. The alarm device 50 is controlled by the display controller 36. Also,
The installation position of the alarm device 50 is not limited to the position shown in FIG.

The present invention is not limited to the above embodiment. In the above-described embodiment, by changing the color as the display mode, the difference between the acceleration command state and the deceleration command state, the difference between the target speeds VL, or the current speed VC and the target speed VL.
I displayed it by distinguishing the difference of the difference with, but instead of this,
The pattern, the size and shape of the display index may be changed. Further, the display formats of the operation position indicator 40a and the speed indicator 40b are not limited to the examples shown in the above-described embodiment. For example, in the case of the operation position indicator 40a, continuous display is performed without dividing into blocks. Alternatively, it may be displayed as an index (for example, an arrow or the like that develops color only at the position or in the vicinity thereof) indicating only the designated position h or the area in the vicinity thereof. Further, for example, for a rotating train operation lever, the operation position indicator 40a may be formed in a curved shape along the operation direction of the lever, or the speed display of the speed display 40b may be linear. .

Instead of the case classification based on the acceleration α in the above embodiment, the case classification may be performed based on the difference between the target speed VL and the current speed VC. For example, when the acceleration α is 0 or more (α ≧ 0; (a) of FIG. 3 and (a) of FIG. 4)
If the target speed VL is equal to or higher than the current speed VC (VL
≧ VC) and when the acceleration α is less than 0 (α <
0; (b) of FIG. 3 and (b) and (c) of FIG. 4 may be distinguished as the case where the target speed VL is less than the current speed VC (VL <VC).

[0024]

As described above, according to the present invention,
Based on the information displayed and output on the display, the driver can manually drive the train in accordance with the instruction from the ground device. As a result, even if the on-board device that automatically controls the train fails in the automatic train control system, the driver can manually and appropriately control the train operation, ensuring safe train operation. In addition, it is possible to suppress the disorder of the schedule due to the stop or delay of the train.

[Brief description of drawings]

FIG. 1 is a diagram showing an overall configuration of a train driving support system according to an embodiment of the present invention.

FIG. 2 is a diagram showing a device configuration in a train of the train driving support system according to the embodiment of the present invention.

FIG. 3 is a diagram showing an example of a display mode of an operation position indicator for instructing an operation position of a train operation lever in the train operation support system according to the embodiment of the present invention.

FIG. 4 is a diagram showing an example of a display mode of a speed indicator in the train driving support system according to the embodiment of the present invention.

[Explanation of symbols]

10 Train operation support system, 12 Ground equipment, 14
Trains, 16 tracks, 18 relay stations, 20 driving headquarters,
22 storage unit, 24 transmission / reception processing unit, 26 antenna,
28 transmission / reception processing unit, 30 on-board device, 32 control unit,
33 speed detection part, 34 automatic control part, 36 display control part, 38 driver's cab, 40 display device, 40a operation position indicator, 40b speed display device, 42 train operation lever, 4
4 memory unit, 46 manual control unit, 48 raceway groove, h designated position, O lever neutral position, VC current speed, VL
Target speed, VX command speed, α acceleration.

   ─────────────────────────────────────────────────── ─── Continued front page    F term (reference) 5H115 PA08 PC02 PG01 PI01 PU01                       QE08 QE10 SE03 SF01 SJ01                       SL01 SL07 TB01 TO02 TU08                       UB01 UB05 UB08 UB15                 5H161 AA01 BB02 BB06 BB13 CC02                       CC11 CC13 DD03 DD21 EE07                       GG04 GG13 GG22

Claims (8)

[Claims] 1. A ground device that transmits an acceleration / deceleration instruction signal for instructing acceleration or deceleration of a train to a train, and an acceleration instruction state based on the received acceleration / deceleration instruction signal provided on the vehicle. There is a display signal generation unit that generates a display signal for distinguishing whether there is or there is a deceleration command state, and an acceleration command state or a deceleration command state that is provided on the vehicle and is based on the display signal. A train driving support system comprising: 2. The acceleration / deceleration instruction signal is a signal indicating the acceleration of the train, and the display signal generation unit is a train driving lever for driving the train at the acceleration indicated by the acceleration / deceleration instruction signal as a display signal. The train operation support system according to claim 1, wherein an operation position instruction signal that indicates an operation position is generated, and the display unit displays an operation position of a train operation lever. 3. A ground device for transmitting a target speed instruction signal indicating a target speed of a train to the train, a target speed indicated on the received target speed instruction signal provided on the train, and a train Based on the current speed, a display signal generation unit that generates a display signal for distinguishing and displaying whether it is in the acceleration command state or the deceleration command state, and is provided on the vehicle, based on the display signal, A train operation support system comprising: an indicator for distinguishing between an acceleration instruction state and a deceleration instruction state. 4. The train driving support according to claim 3, wherein the display is a speed display indicating the speed of the train, and the target speed and the current speed of the train are displayed on the same display scale. system. 5. The train driving support system according to claim 3, wherein the display signal generation unit generates a display signal for performing the display in different display modes according to a target speed. 6. The display signal generation unit generates a display signal for performing the display in a different display mode according to the difference between the target speed and the current speed. Train operation support system described in Crab. 7. An on-board device comprising a display signal generation unit for the train driving support system according to claim 1. 8. A vehicle provided with a display signal generation unit and a display for the train driving support system according to claim 1.