JP2004023988A - Train control system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To realize a control command to a train between stations at a low cost. <P>SOLUTION: An device on train 13 provided on a train 10 controls the braking device of the train 1, based on a control signal from the ground via a public radio communication network 30. The radio transmission of the control signal can bring about the low-cost control command to the train 10 between stations. The present position of the train 10 on rails is obtained on the train from integrated distance calculated by a tacho-generator 27. Based on this positional data contained in the control signal, the on-train device 13 controls the braking device of the train. By making the positional data contained in the control signal, the train 10 is enabled to stop and the like at an optional point. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a train control system for detecting a position of a train on a track, and more particularly to a train control system in which reduction in facility cost and communication cost is considered.
[0002]
[Prior art]
In a single track section in which the track between stations is shared by upper and lower lines, a special automatic blockade device having no track circuit between stations is used. This device transmits a signal indicating that a train has entered from one end of a single-track section to the other end so that the train does not enter from both sides of the single-track section, and prohibits entry. It is to let.
[0003]
In this type of configuration, usually, there is a case where no traffic signal is installed between the stations and no ATS (automatic train stop device) is provided.
[0004]
[Problems to be solved by the invention]
Therefore, in the conventional configuration, once a train leaves a station and enters from one end of a single-track section, there is no means for instructing the train to stop until a traffic signal at the next station. For this reason, if a failure occurs after entering a single track section, or if a train accidentally enters between stations due to erroneous departure, the driver must monitor the course visually and apply the brakes appropriately. Become.
[0005]
In addition, even when an ATS for preventing erroneous departure is provided, there is a facility that can be released by the driver. In addition, a large cost is required to newly install this in a line section without ATS.
[0006]
Therefore, an object of the present invention is to realize a control command for a train between stations at low cost.
[0007]
[Means for Solving the Problems]
According to a first aspect of the present invention, there is provided a ground transmitting means provided on the ground for transmitting a control signal via a public wireless communication line, and an on-vehicle receiving means provided on a train for receiving the control signal. A train control system comprising: means for controlling the brake device of the train based on the control signal provided on the train.
[0008]
In the first aspect of the present invention, the ground transmitting means provided on the ground transmits the control signal to the on-vehicle receiving means via the public wireless communication line. Then, control means provided in the train controls the brake device of the train based on the control signal. As described above, according to the first aspect of the present invention, since the control signal is transmitted wirelessly, a control command for a train between stations can be realized at low cost.
[0009]
According to a second aspect of the present invention, as in the second aspect, the train control system according to the first aspect, further comprising a position acquisition unit that acquires the current position of the train on the track on the car, Means for controlling a brake device of the train based on position information included in the control signal.
[0010]
According to the second aspect of the present invention, the position acquisition means acquires the current position of the train on the track on the vehicle, and the control means controls the train braking device based on the position information included in the control signal. Therefore, by including the position information in the control signal, the train can be stopped at an arbitrary point.
[0011]
It is particularly preferable that the position acquiring means is a odometer as in the third invention or a GPS receiver as in the fifth invention.
[0012]
In the case where the position acquiring means is an odometer as in the third aspect of the present invention, it is convenient if this can be calibrated. Here, as in the fourth aspect of the present invention, it is particularly preferable that the ground transmitting means transmits the position calibration information in response to the departure request from the on-vehicle transmitting means. That is, in a normal operation, a stop point of a train at a station is determined, and when a departure request is made, it can be estimated that the train is at a specified stop point. By transmitting the information on the condition of a departure request from the onboard transmission means, the position acquisition means can be calibrated without using ground equipment such as a ground child.
[0013]
According to a sixth aspect of the present invention, there is provided the train control system according to any one of the first to fifth aspects, wherein the track is a single-track section. is there.
[0014]
In the single track section, there is usually no signal installed between the stations and there is no ATS (automatic train stop), so the present invention is particularly effective when applied to the track of the single track section. Can be said to be large.
[0015]
BEST MODE FOR CARRYING OUT THE INVENTION
Preferred embodiments of the present invention will be described below with reference to the drawings. In the train control system according to the first embodiment of the present invention shown in FIGS. 1 to 3, the train 10 performs position detection using a tachogenerator 27. An on-board transceiver 12 is installed on the roof of the train 10, and both are connected to an on-board device 13.
[0016]
The on-vehicle transceiver 12 is configured to perform wireless communication with the A station station device 70 and the B station station device 71 through the public wireless network 30. As the public wireless network 30, a commercial packet communication network is preferably used.
[0017]
The on-board device 13 has a transmission / reception control function and an arithmetic processing function for receiving a control signal such as a transmission of a departure request or a departure permission by the on-vehicle transceiver 12, and a storage function for holding a travel route map and the like described later. Have. On the output side of the on-board device 13, a brake device for braking the train 10 and a horn provided in the driver's seat are connected, and the on-board device 13 controls these as described later.
[0018]
A tachogenerator 27, which is a speed generator, is provided on the wheels of the train 10 and is connected to the on-board device 13. The speed information from the tacho generator 27 is integrated in the on-board device 13, whereby the current position is obtained.
[0019]
The on-board device 13 and the ground device are both configured to include a fail-safe microprocessor centered on a CPU in terms of hardware. Although not shown in detail, a ROM storing a processing program, It has a RAM for temporarily storing data, a communication port, an input / output port, and a hard disk device as an external storage device.
[0020]
In the storage area of the on-vehicle device 13, a traveling route map in which the positions on the track correspond to the stop points set on the track is stored, for example, as a data file in a table format.
[0021]
Station A has station device 70 at station A and station B has station device 71 at station B. Both stations are connected by a communication cable 72 between stations so that they can communicate with each other. A single track section 74 is provided between the A station and the B station. On the other hand, the operation management center is provided with an operation management console 76, a monitor device 77, and a central device 78 as center equipment 75, and a LAN 79 connecting these is connected to the public wireless network 30 via a router (not shown). . The A station station device 70, the B station station device 71, the operation management console 76, the monitor device 77, and the central device 78 are all configured by well-known personal computers.
[0022]
The A station station device 70 and the B station station device 71 as ground devices each have a receiving function of receiving a signal from the on-board transceiver 12 via the public wireless network 30 and an arithmetic process for processing the received signal. And functions.
[0023]
The operation of the first embodiment configured as described above will be described. In the operation related to the departure permission at the time of departure from the A station, first, in response to the departure request from the on-board transceiver 12, it is determined whether the predetermined departure permission condition is satisfied in the A station station device 70, and In such a case, a departure permission signal is output. The onboard device 13 releases the departure prohibition on condition that the departure permission signal is received.
[0024]
Specifically, when the train 10 departs from the station A, the driver operates the on-board equipment, so that the on-board transceiver 12 transmits a departure request. A train ID unique to the train 10 is automatically attached to this departure request.
[0025]
When the departure request is received by the station A station device 70 via the public wireless network 30, in response to this, the station station device 70 searches the data stored in advance using the train ID as a key, It is determined whether a predetermined departure permission condition is satisfied. If so, a departure permission signal is output to the on-vehicle transceiver 12 via the public wireless network 30. In addition, a calibration signal indicating that the current position of the train 10 is a regular stop position at Station A is output together with the departure permission signal.
[0026]
In the on-board device 13, calibration of the integrated distance by the tachogenerator 27 is performed. That is, the accumulated distance by the tachogenerator 27 is reset assuming that the current train position is the distance 0 point.
[0027]
With the departure of the train 10, the output of the tacho generator 27 is sequentially input to the on-board device 13, and the accumulation of the traveling distance is started. Here, when the train 10 passes the determination reference point A in a state where the departure permission signal is not received, the on-board device 13 determines that the vehicle has departed erroneously, generates an alarm sound from a horn, and manually operates after a predetermined time. If the vehicle is not stopped, control the brake device to apply the emergency brake. The determination as to whether or not the vehicle has passed the determination reference point A is performed by comparing the positional information of the determination reference point A included in the travel route map held in the storage area of the on-board device 13 with the integrated travel distance. Is When the departure permission signal is received, the operation of the horn or the brake device is not performed.
[0028]
The on-site permission to allow entry to Station B is made as follows. In FIG. 2, first, it is determined at a B station station device 71 that is a ground device whether a predetermined in-park entrance condition is satisfied. If so, an in-park permission signal is transmitted to the on-board transceiver 12 by the public. Output via the wireless network 30.
[0029]
Here, when the train passes the determination reference point B without receiving the in-park permission signal, the on-board device 13 determines that the vehicle has entered incorrectly, generates an alarm sound from a horn, and manually stops after a predetermined time. If not, control the braking device to apply the emergency brake. The determination as to whether the vehicle has passed the determination reference point B is made by comparing the position information of the determination reference point B included in the travel route map held in the storage area of the on-board device 13 with the integrated travel distance. Is When the in-park permission signal is received, the horn and the brake device are not operated.
[0030]
The emergency stop when any abnormality occurs is performed as follows. In FIG. 3, first, a predetermined emergency stop condition (for example, reception of an operation signal of an emergency stop button provided at a railroad crossing not shown) is satisfied in the B station station device 71 or the central device 78 as the ground device. Is determined, and if the condition is satisfied, an emergency stop signal is output to the on-vehicle transceiver 12 via the public wireless network 30.
[0031]
When the emergency stop signal is received, the on-board device 13 generates an alarm sound from a horn, and if a manual stop is not performed after a predetermined time, controls the brake device to apply an emergency brake. Also, when approaching to the point before the abnormality occurrence point is permitted, the approaching to the permitted point is determined by comparing the integrated distance with the position information on the travel route map and the position information included in the emergency stop signal. When the vehicle approaches the allowable point, the on-board device 13 generates an alarm sound from a horn, and if a manual stop is not performed after a predetermined time, the brake device is controlled to apply an emergency brake.
[0032]
As described above, in the first embodiment, the on-board device 13 provided in the train 10 controls the brake device of the train 10 based on the control signal from the ground via the public wireless network 30. As described above, in the present embodiment, since the control signal is transmitted wirelessly, a control command for securing the train 10 between the stations can be realized at low cost.
[0033]
Further, in the present embodiment, the current position of the train 10 on the track is acquired on the vehicle by the integrated distance by the tachogenerator 27, and the on-board device 13 controls the brake device of the train based on the position information included in the control signal. . Therefore, by including the position information in the control signal, the train 10 can be stopped at an arbitrary point.
[0034]
Also, in a normal operation, a stop point of a train at a station is determined, and when a departure request is made, it can be estimated that the train is at a specified stop point. By transmitting the transmission in response to the departure request from the on-board device 13, it is possible to calibrate the integrated distance by the tachogenerator 27 without using the ground equipment such as the ground child.
[0035]
In addition, in the single track section, there is usually no signal installed between the stations and there is no ATS (automatic train stop device), so the present embodiment is applied to the case where the track is applied to the single track section. In particular, it can be said that the effect is great.
[0036]
Next, a second embodiment will be described. The train control system of the second embodiment shown in FIGS. 4 to 6 utilizes a ground child 25 and a vehicle child 26.
[0037]
In FIG. 4, a grounding element 25, which is a well-known electromagnetic induction type non-power transponder, is installed at an appropriate position on the orbit. An undercarriage 26 is provided under the floor of the train 60 so as to be able to receive signals from the undercarriage 25 and to transmit power waves to the undercarriage 25. In the on-board device 13, the accumulated distance by the tachogenerator 27 is calibrated each time the vehicle passes through the ground arm 25. The remaining configuration of the second embodiment is the same as that of the above-described first embodiment.
[0038]
The operation of the second embodiment will be described. The transmission and reception of the departure permission signal at the time of departure from the station A and the operation related to the release of the departure prohibition in the on-board device 13 are substantially the same as those of the first embodiment.
[0039]
That is, a departure request is transmitted from the on-vehicle transceiver 12, and when the departure request is received by the station A station device 70 via the public wireless network 30, the station departure station device 70 responds to the request by a predetermined departure permission. It is determined whether or not the condition is satisfied. If the condition is satisfied, a departure permission signal is output.
[0040]
When the train 60 departs and the train 60 passes the determination reference point A without receiving the departure permission signal, the on-board device 13 determines that the vehicle has departed erroneously, generates an alarm sound from a horn, and after a predetermined time. If the manual stop is not performed, the emergency braking is applied by controlling the brake device. The determination as to whether or not the vehicle has passed the determination reference point A is performed by comparing the positional information of the determination reference point A included in the travel route map held in the storage area of the on-board device 13 with the integrated travel distance. Is When the departure permission signal is received, the operation of the horn or the brake device is not performed.
[0041]
The on-site permission to allow entry to Station B is made as follows. In FIG. 5, first, it is determined at a B station station device 71 that is a ground device whether a predetermined in-park entrance condition is satisfied. If so, an in-park permission signal is sent to the on-board transceiver 12 by the public. Output via the wireless network 30.
[0042]
Here, when the train passes the determination reference point B without receiving the in-park permission signal, the on-board device 13 determines that the vehicle has entered incorrectly, generates an alarm sound from a horn, and manually stops after a predetermined time. If not, control the braking device to apply the emergency brake. The determination as to whether the vehicle has passed the determination reference point B is made by comparing the position information of the determination reference point B included in the travel route map held in the storage area of the on-board device 13 with the integrated travel distance. Is When the in-park permission signal is received, the horn and the brake device are not operated.
[0043]
The emergency stop when any abnormality occurs is performed as follows. In FIG. 6, first, a predetermined emergency stop condition (for example, reception of an operation signal of an emergency stop button provided at a railroad crossing not shown) is satisfied in the B station station device 71 or the central device 78 which is a ground device. Is determined, and if the condition is satisfied, an emergency stop signal is output to the on-vehicle transceiver 12 via the public wireless network 30.
[0044]
When the emergency stop signal is received, the on-board device 13 generates an alarm sound from a horn, and if a manual stop is not performed after a predetermined time, controls the brake device to apply an emergency brake. Also, when approaching to the point before the abnormality occurrence point is permitted, the approaching to the permitted point is determined by comparing the integrated distance with the position information on the travel route map and the position information included in the emergency stop signal. When the vehicle approaches the allowable point, the on-board device 13 generates an alarm sound from a horn, and if a manual stop is not performed after a predetermined time, the brake device is controlled to apply an emergency brake.
[0045]
As described above, in the second embodiment, since the position information is calibrated using the grounding element 25, the desired effect can be obtained in the present invention with a relatively simple configuration.
[0046]
Next, a third embodiment will be described. The train control system according to the third embodiment shown in FIG. 7 uses a GPS receiver 11 as position detecting means.
[0047]
In FIG. 7, the GPS receiver 11 is configured to receive radio waves from at least three GPS satellites (not shown) and calculate the latitude and longitude of the current position of the train 80 in accordance with the received radio waves. . The remaining configuration of the third embodiment is the same as that of the above-described first embodiment. In the third embodiment, transmission and reception of departure permission, on-site permission, and emergency stop control signals and the operation of the emergency brake are performed in the same manner as in the first embodiment, except that acquisition of position information is performed by the GPS receiver 11. Done.
[0048]
As described above, in the third embodiment, since the GPS receiver 11 is used, there is no need to install a ground terminal, and high-accuracy position detection can be performed with a small, lightweight, and inexpensive configuration.
[0049]
In each of the above embodiments, an example in which the present invention is applied to a track having a single-track section 74 has been described. However, the present invention is not limited to such a configuration, and can be applied to a multi-track section. This makes it possible to eliminate the track circuit between stations. However, in the single track section, there is usually no signal installed between the stations and there is also no ATS (automatic train stop device), so the present invention is applied to the case where this is applied to the track of the single track section. In particular, it can be said that the effect is great.
[Brief description of the drawings]
FIG. 1 is a block diagram illustrating a schematic configuration of a train control system according to a first embodiment and an operation when departure is permitted.
FIG. 2 is a block diagram showing an operation at the time of permission in the hall in the first embodiment.
FIG. 3 is a block diagram illustrating an operation during an emergency stop according to the first embodiment.
FIG. 4 is a block diagram illustrating a schematic configuration of a train control system according to a second embodiment and an operation when departure is permitted.
FIG. 5 is a block diagram showing an operation at the time of permission in a hall according to the second embodiment.
FIG. 6 is a block diagram illustrating an operation at the time of an emergency stop according to a second embodiment.
FIG. 7 is a block diagram showing a schematic configuration of a third embodiment.
[Explanation of symbols]
10, 60, 80 trains, 11 GPS receivers, 12 on-board transceivers, 13 on-board equipment, 25 ground, 26 on-board, 27 tachogenerators, 30 public wireless network, 74 single track sections.

Claims (6)

Ground transmission means provided on the ground and transmitting a control signal via a public wireless communication line,
On-board receiving means provided in the train and receiving the control signal,
Control means provided in the train and controlling a brake device of the train based on the control signal,
Train control system with. The train control system according to claim 1, wherein
Further provided is a position acquisition means for acquiring the current position of the train on the track on the car,
The train control system, wherein the control means controls a brake device of the train based on position information included in the control signal. The train control system according to claim 2, wherein
The train control system according to claim 1, wherein the position acquisition unit is an odometer that measures a mileage from a predetermined position reference point. The train control system according to claim 3, wherein
On-board transmission means provided on the car and transmitting a predetermined departure request,
Ground receiving means for receiving the departure request,
Calibration processing means for calibrating the position acquisition means based on predetermined position calibration information provided on the vehicle, further comprising:
The position calibration information is transmitted by the ground transmitting means and received by the on-vehicle receiving means,
The train control system according to claim 1, wherein the ground transmitting means transmits the position calibration information in response to a departure request from the on-vehicle transmitting means. The train control system according to claim 2, wherein
The train control system according to claim 1, wherein the position acquisition unit is a GPS receiver that receives a radio wave from a GPS satellite. The train control system according to any one of claims 1 to 5,
A train control system, wherein the track is a single track section.

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