JP2004203177A - Train control system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To achieve rapid train traveling by reducing the reception delay of route data in a train control system in which the route data required for preparing a speed pattern are transmitted to a train from a ground device, and the train need not maintain the route data. <P>SOLUTION: In a system having a route data control means on a ground control device, when a ground unit ID is received from a train with an unidentified position, the route data transmitted to the train with the position of the ground unit as a starting point is determined, the route data are subdivided so that the route data are not across a plurality of sets of information, a moving destination of the highest probability is predicted for the route data at a branch destination, and the route data are prepared in advance. If the prediction is incorrect, the cancellation instruction of the transmitted route data at the branch destination is prepared, and the correct route data at the branch destination are prepared. <P>COPYRIGHT: (C)2004,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a train control system having an automatic train control device, and more particularly to a train control system that creates a speed pattern on a vehicle based on route data.
[0002]
[Prior art]
In a system in which a train creates a speed pattern based on route data, it is necessary to transmit the route data from the ground control device to the train by some means so that the train does not hold the route data in advance.
[0003]
Patent Document 1 discloses a technique for transmitting route data required by a train to the train as needed. In this method, the current position of the train and speed limit information of a movable section in which the train is permitted to travel are transmitted from the ground control device to the train. As a result, since the minimum route data required by the train can be transmitted, the traffic can be reduced, and it is not necessary for the mobile side to store information on the speed limit section, and the configuration on the mobile side is eliminated. Can be simplified.
[0004]
[Patent Document 1]
JP-A-8-80852 (column 6, lines 3 to 13 and others)
[0005]
[Problems to be solved by the invention]
In the method disclosed in Patent Document 1, in which the speed limit data of a train movable section is transmitted, when the movable section widens largely due to the opening of a track or the like, the transmission of the speed limit data of the section is completed. This can take some time. In particular, when the train arrives just before the route before opening and enters the opened route immediately after opening, the transmission delay of the speed limit data becomes a problem. In this case, the train cannot travel until all the speed limits are received, which is insufficient from the viewpoint of delay of the train and improvement of the train density.
[0006]
In addition, when a speed pattern is created on a vehicle, only the speed limit data needs to be a speed pattern with a margin for deceleration in consideration of factors that change depending on route data such as gradients and curves. From this viewpoint, improvement of train density is insufficient.
[0007]
An object of the present invention is to provide a train that does not have a fixed route data database and transmits the minimum route data required by the train at an early stage, suppresses train delays, and improves train density. It is to provide a control system.
[0008]
Another object of the present invention is to provide a train control system capable of creating a speed pattern having a strict deceleration according to a route condition and improving a train density.
[0009]
Still another object of the present invention is to provide a train without a fixed route data database, even if there is a branch where the approach direction of the train is unknown, the minimum route data required by the train, An object of the present invention is to provide a train control system capable of transmitting without delay.
[0010]
[Means for Solving the Problems]
According to one aspect of the present invention, in a ground control device, a section is subdivided along a traveling direction from a train position as a starting point, and a speed pattern is determined for each subdivided section without straddling a plurality of pieces of control information (telegram). Create control information including route data to be created. And it transmits to a train in order from the control information of the section near a train. The train includes means for sequentially creating speed patterns based on control information for each subdivision section sequentially received from the ground control device.
[0011]
As a result, a train control system that transmits the minimum route data required by trains early to trains that do not have a fixed route data database, suppresses train delays, and improves train density provide.
[0012]
Here, it is preferable that the control information includes gradient information in addition to the stop limit and the speed limit information.
[0013]
According to another aspect of the present invention, the ground control device includes a unit that predicts a moving branch destination of a train when the train has a branch, and a route data of the predicted moving branch destination included in the control information. Means for transmitting control information to the train. On the other hand, the train includes means for creating a speed pattern based on the control information received from the ground control device.
[0014]
As a result, at a branch where the train destination is unknown, the destination of the train is predicted by referring to the schedule information, and the route data of the branch destination is transmitted in advance, thereby suppressing the delay of the train and improving the train density. Provide a useful train control system.
[0015]
By configuring the system in this manner, it is possible to transmit only the route data necessary for a train having no route data without delay. Also, trains without route data have high versatility and improve productivity.
[0016]
Other objects and features of the present invention will become apparent in the following description of the embodiments.
[0017]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[0018]
FIG. 1 is an overall configuration diagram of a train control system according to an embodiment of the present invention. The flow of processing from when the train 100 enters the control range of the system will be described. The train 100 passes over the ground child 106 when entering the control range, the on-board controller 102 receives the ground child ID, and transmits the received position information 104 including the ground child ID to the ground control device 101.
[0019]
The ground control device 101 that has received the position information 104 including the ground child ID recognizes the position of the train 100 based on the ground child ID, and the control information including route data such as the ground land position, the slope, the curve, and the speed limit at that position. 103 is transmitted to the on-board controller 102. Regardless of the type, these route data are transmitted in order from the current position of the train 100 along the traveling direction, and are segmented in a format that does not extend over a plurality of control information (telegrams) 103 to be transmitted. Sent by This is because the route data is updated every time information is received without waiting for the on-board controller to receive a plurality of control information and interpret the route data, so that the speed pattern can be updated. is there. Details of the format of the route data will be described later.
[0020]
The on-board controller 102 that has received the control information 103 stores the received route data in the database, searches based on the ground child position data and the ground child ID, and calculates the distance traveled since receiving the ground child ID. The train position is calculated by adding to the child position. Alternatively, when a ground child ID is received from the next ground child 106, the train position is calculated. After recognizing the position, the current position of the train 100 is updated by a method such as integrating the speed and calculating the moving distance. In addition, the on-board controller 102 creates position information 104 including the own train position and a reception response of the received route data, and transmits the position information 104 to the ground controller 101. The format of the position information 104 can be easily realized by a method used in ordinary information transmission means.
[0021]
The ground control device 101 that has received the position information 104 including the train position and the route data reception response calculates the stop limit 105 with the limit up to the route data position where the reception response was received. The stop limit 105 is a limit point at which the train 100 can travel safely without danger of colliding with another train or derailing. In calculating the stop limit 105, the position of another train recognized by the ground control device 101 and the state information of the on-site equipment are used. The search is performed until an obstacle that hinders the running of the train 100, such as an unopened road end ahead of the train 100 or a preceding train, is found. The position of the trouble found as a result of the search is set as the stop limit 105. In addition, the route data having no reception response from the on-board control device 102 is retransmitted. The ground control device 101 creates control information 103 including a stop limit 105 and route data, and transmits the control information 103 to the onboard control device 102.
[0022]
By constructing the system as described above, when a train enters the system, route information required by the train can be transmitted at an appropriate timing.
[0023]
FIG. 2 is an overall configuration block diagram when a train goes to a branch in the train control system according to the embodiment of the present invention. Before the train 100 enters the branch, it is not known which route data should be transmitted to the on-board controller 102 until the route 201 is opened. Therefore, based on the schedule information, the destination of the train 100 is predicted, and route data of the predicted destination is transmitted in advance. The procedure for transmitting the route data is the same as that at the time of entering the system described above.
[0024]
If the destination of the train 100 is different from the prediction due to a timetable change or the like, the train 100 transmits to the on-board control device 102 to delete the route data at the destination of the branch already transmitted, and transmits the data of the correct destination. Send again. For this reason, a serial number is assigned in advance when transmitting the route data, and when deleting the route data, the number of the route data to be deleted is transmitted.
[0025]
FIG. 3 is a configuration block diagram of the ground control device 101 according to an embodiment of the present invention. The processing flow of the ground control device 101 in each calculation cycle will be described. The anti-train communication means 301 receives the position information 104 from the on-board control device 102 and stores it in the train state storage medium 302. The train state storage medium 302 is a storage medium for managing a train position, a received ground child ID, transmitted route data, a route data reception response, and the like for each train. The route data management unit 303 refers to the train state storage medium 302, creates route data to be transmitted for each train, and stores the route data in the route data storage medium 304. In order to predict the destination of the branch, the timetable information of each train is taken out from the timetable data storage medium 305. In addition, it receives the open route condition from the route condition receiving means 306 and checks whether or not the prediction is made. When a route different from the expected route is opened, the route data is retransmitted. The created route data is passed to the control information creating means 307. Details will be described later.
[0026]
The stop limit calculation means 308 refers to the train state in the train state storage medium 302 and calculates the stop limit 105 of all trains controlled by the ground controller 101 based on the train position and the like. At this time, the reception state of the route data in the train status storage medium 302 is also referred to, and the obstacle to the route data position received by the train is one of the obstacles. The calculated stop limit 105 is passed to the control information creation unit 307. As for the method of calculating the stop limit position, a trouble to the train may be searched and calculated based on the position.
[0027]
The control information creating unit 307 that has received the stop limit 105 and the route data including the speed limit and the gradient creates the control information 103 and wirelessly transmits the control information 103 to the on-board controller 102 via the anti-train communication unit 301.
[0028]
By configuring the ground control device 101 in this way, appropriate route data is transmitted to each train based on the position and route data of the train 100 so that the stop limit 105 does not exceed the transmitted route data. It becomes possible to control.
[0029]
FIG. 4 is a block diagram showing the configuration of the on-vehicle control device 102 according to the embodiment of the present invention. The process flow of the on-board control device 102 in each calculation cycle will be described. The ground control device communication means 401 extracts the stop limit 105 and the route data from the control information 103 received from the ground control device 101, passes the stop limit 105 to the speed pattern creating means 402, and transmits the route data to the onboard route data management means. Pass it to 403.
[0030]
If the route data is an instruction to delete the route data, the on-board route data management unit 403 deletes the corresponding data from the on-board route data storage medium 404. Otherwise, the received route data is stored in the onboard route data storage medium 404. The on-vehicle route data storage medium 404 is a storage medium for storing the received route data into grades, curves, speed limits, and the like, and storing them in the order of kilometers. The on-board route data management unit 403 passes the received route data number to the position information creating unit 405 as a route data reception response.
[0031]
The speed pattern creating means 402 having received the stop limit 105 creates a speed pattern so that the train does not exceed the stop limit 105. When creating a pattern, necessary route data is extracted from the on-board route data storage medium 404. Known techniques can be used for the method of creating the speed pattern.
[0032]
The position information creating unit 405 having received the route data reception response creates the position information 104 including the route data reception response. Known technology is also used as it is for train position detection.
[0033]
In addition, the above-mentioned ground child communication means 406 communicates with the ground child 106 and receives the ground child ID. The on-board route data management means 403 searches for the position corresponding to this ground child ID, and if found, calculates the train position based on the ground child position. If it cannot be found, the received ground child ID is passed to the position information creating means 405, and the received ground child ID is added to the position information 104.
[0034]
By configuring the on-board controller 102 in this way, the received route data is correctly managed, a speed pattern is created based on the route data, and the train 100 can travel safely without exceeding the stop limit. Becomes possible.
[0035]
FIG. 5 is a processing flow of the route data management means 303 on the ground according to an embodiment of the present invention. In step 501, the processes of steps 502 to 514 are performed for all the trains controlled by the ground control device 101. In step 502, the train position information and the receiving ground child information of the train 100 are referred to, and if there is no train position and the receiving ground child ID is present, it is determined that the train 100 has newly entered the system. Then, the process proceeds to step 503, where the train position of the train is set as a ground child position corresponding to the ground child ID, and the flow proceeds to step 504. Otherwise, go directly to step 504. In step 504, the route data list to be transmitted to the train is referred to. If the route data list is empty, the process proceeds to step 505; otherwise, the process proceeds to step 506. In step 505, route data is created in the train traveling direction starting from the train position of the train and stored in a route data list. The order of the route data is the order in which the train passes irrespective of the type of slope, curve, speed limit, position of the above-ground child. If there is a branch, the route data of the route on which the train travels when the train travels on the schedule is created with reference to the schedule data storage medium 305.
[0036]
Next, at step 506, the route data that has received the reception confirmation response from the train is deleted from the route data list. However, since there is a possibility that the route data at the branch point may be canceled, only the route data number is separately recorded. In step 507, the route condition information is received from the route condition receiving means 306. In step 508, if there is data ahead of the branch in the route data, it is compared with the opened route information to check whether a route different from the created route data is opened. If a different route is open, the process proceeds to step 509, where a route data list is searched starting from the branch position, a list of transmitted route data numbers is created, and a canceled route data number list is created. If the corresponding route data has already been deleted, the route data number separately recorded in step 506 is added to the list. If there is no transmitted route data, the list is empty. Next, at step 510, starting from the branch position, all subsequent route data lists are discarded, and the process proceeds to step 511. In step 511, the cancellation route data number list is inserted at the head of the route data list, the route data ahead of the branch in the direction in which the route is opened is created, and added to the end of the route data list.
[0037]
If the determination in step 508 is no, the process proceeds to step 512 after the process in step 511 ends. Here, the route data list is searched from the beginning, and it is checked whether there is any route data with a number smaller than the number of the received response of the route data already received. If there is route data with a small number, it can be determined that the route data is route data for which a reception response has not been received. If there is route data for which a reception response has not been received, the process proceeds to step 513. If not, proceed to step 514. In step 513, the route data with no reception response found in step 512 is set as route data to be transmitted to the train. The number of the transmission route data is renumbered next to the serial number already attached, and the process is terminated. In step 514, the route data list is searched from the top, the first untransmitted route data is set as route data to be transmitted to the train, and the process ends as transmitted data.
[0038]
FIG. 6 is a processing flow of the stop limit calculating unit 308 according to an embodiment of the present invention. In step 601, the processes in steps 602 to 604 are repeated for the number of trains. In step 602, the stop limit 105 is calculated using the positions of other trains recognized by the ground control device 101 and the status information of the on-site facilities, and the process proceeds to step 603. In step 603, it is checked whether the calculated stop limit 105 exceeds the route data for which a reception response has been received. If so, the process proceeds to step 604; otherwise, the process ends. In step 604, the end of the route data for which a response has been received is set as the stop limit, and the process ends.
[0039]
FIG. 7 is a processing flow of the on-vehicle route data management unit 403 according to an embodiment of the present invention. In step 701, the processes in steps 702 to 705 are repeated by the number of received route data. In step 702, it is checked whether or not the received route data is a command to cancel the route data. If the route data is canceled, the process proceeds to step 703; otherwise, the process proceeds to step 704. In step 703, the route data of the number instructed to be canceled is deleted from the onboard route data storage medium 404, and the process proceeds to step 705. On the other hand, in step 704, the received route data is registered in the onboard route data storage medium 404, and the process proceeds to step 705. In step 705, the number of the received route data is passed to the position information creating means 405 as a reception response, and the process ends.
[0040]
FIG. 8 is a diagram showing format items of route data included in the control information 103 according to an embodiment of the present invention. The route data includes a type, a start position, an end position, and an attribute value. It is included in one control information transmitted from the ground control device 101 to the on-vehicle control device, and the speed pattern for the section between the start end position and the end position on the route is included on the vehicle without straddling a plurality of control information. The intervals are subdivided so that they can be created. Then, control information for each subdivided section is transmitted one after another from the position of the train 100 to the front. The “type” in FIG. 8 includes a code indicating whether the data is “gradient”, “curve”, “speed limit”, or “above ground”. The start position and the end position indicate the start position and the end position of the route to which the data belongs. In the case of a ground child, the start position and the end position are the same. The attribute value indicates the value or content of each data, and indicates a gradient value G for a gradient, a curvature radius for a curve, a speed limit for a speed limit, and a ground child ID for a ground child.
[0041]
FIG. 9 is a diagram illustrating a specific example of the format of the control information 103 according to an embodiment of the present invention. The route data in the format shown in FIG. 8 is data of each section obtained by subdividing the route ahead of the vehicle 100 into, for example, about 100 [m] sections as shown in FIG. These are stored in the subdivided control information 103 such as the control information 1 and the control information 2 together with the stop limit information, and are transmitted one after another.
[0042]
As described above, the control information 103 stores the route data together with the information necessary for controlling the train such as the stop limit. The route data becomes one data as shown in FIG. 8, and a plurality of the route data are stored in the control information 103. The on-board control device 102 that has received the control information 103 sequentially extracts and processes the route data included in the control information 103. The route data is always completed in one piece of control information 103, and does not extend over a plurality of pieces of control information 103. By doing so, the on-board controller 102 updates the route data and updates the speed pattern each time the control information 103 for each subdivided section is received, without waiting for the reception of the plurality of control information 103. Becomes possible. Therefore, even if the distance to the stop limit is long, the speed pattern can be created on the vehicle without waiting for the completion of reception of the route data for the long distance, and the train is not delayed.
[0043]
Further, in the present embodiment, the system configuration is such that the minimum necessary data is transmitted to the on-board control device 102 within the range of the traveling section of the train 100 which can be predicted by the ground control device 101. As a result, even if the movable section is greatly expanded due to the opening of the route, the train receives the line information necessary to create the speed pattern in the expected traveling section without waiting for this opening and travels. Can be.
[0044]
FIG. 10 is a speed pattern diagram illustrating an effect in which the influence of the gradient G is considered according to an embodiment of the present invention. In the speed pattern P1 created without the gradient information, it is necessary to provide a margin for deceleration in order to stop the train 100 at the stop limit 105 in any gradient state, for example, in a downward gradient. On the other hand, in this embodiment, for example, information in which the section is the uphill gradient G is transmitted to the vehicle, and the speed pattern P2 is created in consideration of the information. Since it is known that the speed pattern P2 created in this manner climbs the uphill gradient G, the speed pattern P2 has a more severe deceleration. In this way, the train 100 can be sufficiently stopped at the stop limit 105, and thus the train density can be improved.
[0045]
In the present embodiment, wireless information transmission is used. However, route data can be transmitted in the same manner using a leaky coaxial cable or a track circuit. It is desirable to select a configuration.
[0046]
【The invention's effect】
ADVANTAGE OF THE INVENTION According to this invention, the information required for a train to generate a speed pattern can be determined based on a train position, and the minimum required data can be transmitted in a short time. This makes it possible to provide a train control system for a train that does not have a route database, which suppresses train delays and helps improve train density.
[Brief description of the drawings]
FIG. 1 is an overall configuration block diagram of a train control system according to an embodiment of the present invention.
FIG. 2 is an overall configuration block diagram when a train heads for a branch according to an embodiment of the present invention.
FIG. 3 is a configuration block diagram of a ground control device according to an embodiment of the present invention.
FIG. 4 is a configuration block diagram of an on-vehicle control device according to an embodiment of the present invention.
FIG. 5 is a processing flow of a route data management unit on the ground according to an embodiment of the present invention.
FIG. 6 is a processing flow of a ground stop limit calculating unit according to an embodiment of the present invention.
FIG. 7 is a processing flow of on-vehicle route data management means according to an embodiment of the present invention.
FIG. 8 is a format item diagram of route data included in control information according to an embodiment of the present invention.
FIG. 9 is a diagram showing a specific example of a format of control information according to an embodiment of the present invention.
FIG. 10 is a speed pattern diagram showing an operation according to an embodiment of the present invention.
[Explanation of symbols]
Reference numeral 100: train, 101: ground control device, 102: on-board control device, 103: control information, 104: position information, 105: stop limit, 106: ground child, 201: course, 301: train communication means, 302 ... Train status storage medium, 303: route data management means, 304: route data storage medium, 305: schedule data storage medium, 306: track status reception means, 307: control information creation means, 308: stop limit calculation means, 401: pair Ground control device communication means, 402: speed pattern creation means, 403: on-board route data management means, 404: on-board route data storage medium, 405: position information creation means, 406: earth-to-ground communication means.

Claims (12)

A ground control device that calculates a stop limit at which the train can travel based on the train's on-rail status and the open state of the route and transmits control information including the stop limit to the train, and a speed based on the stop limit given from the ground In the train control system having the on-board control device for creating a pattern, the ground control device may subdivide a section along a traveling direction from a train position as a starting point and create a speed pattern for each of the subdivided sections. Means for creating control information including route data for performing the operation, and means for transmitting to the train in order from the control information in a section close to the train, wherein the train is provided for each of the subdivided sections sequentially received from the ground control device. A means for sequentially creating the speed patterns based on the control information. 2. The control information according to claim 1, wherein the control information for each subdivision section is control information for each subdivision section so that each of the route data does not extend over a plurality of pieces of control information to be transmitted. Train control system. The train control system according to claim 1 or 2, wherein the control information for each subdivision section includes the stop limit, and route data including a speed limit and a gradient. A ground control device that calculates a stop limit at which the train can travel based on the train's on-rail status and the open state of the route and transmits control information including the stop limit to the train, and a speed based on the stop limit given from the ground In the train control system having an on-board control device for creating a pattern, the ground control device includes means for creating route data including a speed limit and a gradient of a section within the stop limit, and the control including the route data. A train control system comprising means for transmitting information to a train. A ground control device that calculates a stop limit at which the train can travel based on the train's on-rail status and the open state of the route and transmits control information including the stop limit to the train, and a speed based on the stop limit given from the ground In the train control system having an on-board control device for creating a pattern, the ground control device creates control information including route data for creating a speed pattern along a traveling direction from a train position as a starting point. Means, means for predicting the moving branch destination of the train when there is a branch in the train destination, means for creating the route data of the predicted moving branch destination included in the control information, and transmitting the control information to the train Means for generating the speed pattern based on the control information received from the ground control device. . The train control system according to any one of claims 1 to 5, further comprising: means for transmitting, to the ground control device, a reception response to the route data received from the ground control device. 7. The ground control device according to claim 6, further comprising: a stop limit calculating unit configured to refer to the route data reception response received from the train and set the stop limit within a section of the route data position where the reception response is received. A train control system characterized in that: 8. The train control system according to claim 6, wherein the ground control device includes means for referring to the route data reception response received from the train and retransmitting route data having no reception response. 9. The position according to any one of claims 1 to 8, wherein when the train receives ground child information not included in route data from a ground child, the received ground child information is added to the positional information transmitted to the ground control device. A train control system comprising information creating means. The origin according to any one of claims 1 to 9, wherein when a train whose position is unknown transmits ground child information to the ground control device, a ground child position corresponding to the received ground child information is generated as route data. A train control system characterized by: The train control according to any one of claims 5 to 10, wherein the ground control device includes means for predicting a destination based on timetable information when the train has a branch. system. In any one of Claims 5-11, the said ground control apparatus has a branch in the destination of the train, and when the destination of the train is different from the predicted destination, the destination of the branch already transmitted is A train control system, comprising: means for creating route data cancellation instructions, creating correct destination route data; and means for transmitting these cancellation instructions and correct destination route data to the train. .

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