JP2006232211A - Train length calculating method, and train controlling system - Google Patents

Train length calculating method, and train controlling system Download PDF

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JP2006232211A
JP2006232211A JP2005052993A JP2005052993A JP2006232211A JP 2006232211 A JP2006232211 A JP 2006232211A JP 2005052993 A JP2005052993 A JP 2005052993A JP 2005052993 A JP2005052993 A JP 2005052993A JP 2006232211 A JP2006232211 A JP 2006232211A
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train
correction value
length
length correction
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JP4575807B2 (en
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Yukiya Tateishi
幸也 立石
Shigeharu Aoyanagi
繁晴 青▲柳▼
Atsushi Takeshi
淳 武子
Yasuaki Suzuki
康明 鈴木
Atsushi Kuroiwa
篤 黒岩
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East Japan Railway Co
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East Japan Railway Co
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a train length calculating method considering an error in speed information. <P>SOLUTION: An onboard element 5 reads the ID of a ground element 7, and an onboard controller 2 calculates the present position from map data of tracks for a track DB3 from the ID. The head position accompanying the traveling of a train is calculated by adding a moving distance for which the speed information of a speedometer 6 is integrated from the positional information. A length for which the train length is added to the head position becomes an occupied section of the train during traveling, and the ATACS manages it as the on-track position of the train. In this case, by taking the error in the speed information under consideration, a value for which a margin value (a train length compensating value) of a specified ratio is respectively added to the head position and the tail position of the train to an actual train length is made the train length which is used for the control. The train length compensating value is reset by detecting the ground element 7. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

本発明は、列車の在線位置を知るための列車長を算出する列車長算出方法及びこの算出方法を用いる列車制御システムに関するものである。   The present invention relates to a train length calculation method for calculating a train length for knowing the on-line position of a train, and a train control system using this calculation method.

従来の鉄道においては、列車を運転する線路をいくつかの区間に分け、各区間に列車が一本しか入れないように管理することより、列車の衝突を防止するようにしている。このため各区間には、列車の車軸によりレール間を短絡することで列車の有無を検出する軌道回路が設けられている。   In conventional railroads, a train is divided into several sections and managed so that only one train enters each section, thereby preventing a train collision. For this reason, each section is provided with a track circuit that detects the presence or absence of a train by short-circuiting the rails by the train axle.

一方、最近、ATACS（Advanced Train Administration and Communications System）と呼ばれる列車制御システムが研究開発されつつある。ATACSは、従来は軌道回路が行っていた列車の位置検出を列車自身が行うもので、列車に車上制御装置を搭載すると共に、地上に地上制御装置を設置し、列車に設けた車上子が線路に設置された地上子のIDを読み取ることにより列車の現在位置を算出し、その位置情報を地上制御装置に送信する。地上制御装置は、各列車から送られてくる位置情報に基づいて各列車を管理すると共に、各列車の先行列車の位置情報と進路に基づく停止限界を示す情報を各列車の車上制御装置に送信する。車上制御装置は、受信した情報に基づいてブレーキパターン信号を作成し、ブレーキ制御を行う。ブレーキパターン信号は、走行距離に応じた速度制御特性を示すパターン信号であり、列車が先行列車に近づくと自動的にブレーキがかかって衝突を回避することができる。このようなATACSによれば、従来の軌道回路を用いた列車制御よりもコストダウンと安全性の向上を図ることができ、また適切な間隔制御を行うことにより、輸送効率を向上させることができる。尚、後述する本発明における列車長に関する従来の鉄道の技術としてはいくつかの提案がある（例えば、特許文献１参照）。
特開平９−２９５５７７号公報 On the other hand, recently, a train control system called Advanced Train Administration and Communications System (ATACS) is being researched and developed. In ATACS, the train itself detects the position of the train, which was conventionally done by the track circuit. The on-board controller is installed on the train and the ground controller is installed on the ground. Calculates the current position of the train by reading the ID of the ground unit installed on the track, and transmits the position information to the ground control device. The ground control device manages each train based on the position information sent from each train, and sends the position information of the preceding train of each train and information indicating the stop limit based on the route to the on-board control device of each train. Send. The on-board controller creates a brake pattern signal based on the received information and performs brake control. The brake pattern signal is a pattern signal indicating speed control characteristics according to the travel distance, and when the train approaches the preceding train, the brake is automatically applied to avoid a collision. According to such ATACS, cost can be reduced and safety can be improved compared to conventional train control using a track circuit, and transportation efficiency can be improved by performing appropriate interval control. . In addition, there are some proposals as a conventional railway technology regarding the train length in the present invention described later (see, for example, Patent Document 1).
JP-A-9-295577

前述したATACSにおいては、列車の在線位置をその列車の先頭位置と列車の長さにより表現している。走行する列車の先頭位置は、車上子が読み取った地上子IDから算出した位置情報に基づいて列車の速度計の速度情報を積算して得られる移動距離を加算(走行方向によっては減算)することにより算出する。この算出された先頭位置に列車長を足した長さが列車の占有区間となる。この場合、速度情報に誤差があると算出された先頭位置に誤差が生じ、このため例えば、列車を駅等の所定位置で停止させるブレーキ制御を行う場合は、実際の先頭位置が所定位置より行過ぎたりする。また、先行列車に近づくとブレーキパターン信号に基づくブレーキ制御が行われるが、先頭位置に誤差があると先行列車と衝突する惧れがあるという問題があった。
従って、本発明は上記の問題を解決し、速度情報の誤差を考慮した列車長算出システム及び列車制御システムを提供することを課題とする。 In the above-mentioned ATACS, the train position is expressed by the head position of the train and the length of the train. The starting position of the traveling train is added to the travel distance obtained by integrating the speed information of the train speedometer based on the position information calculated from the ground element ID read by the vehicle upper element (subtracted depending on the traveling direction). To calculate. The length obtained by adding the train length to the calculated head position is the occupied section of the train. In this case, if there is an error in the speed information, an error occurs in the calculated start position. For this reason, for example, when performing brake control to stop the train at a predetermined position such as a station, the actual start position is set from the predetermined position. Too. Also, when approaching the preceding train, brake control based on the brake pattern signal is performed, but there is a problem that there is a possibility of colliding with the preceding train if there is an error in the head position.
Accordingly, it is an object of the present invention to provide a train length calculation system and a train control system that solves the above-described problems and takes into account errors in speed information.

本発明による列車長算出方法は、列車が地上子を検出することにより列車位置を検出し、この検出された位置に列車速度を積算した移動距離を加算することにより、列車の走行に伴う先頭位置を算出し、この先頭位置と列車長により列車の在線位置を表現し、この在線位置に基づいて列車制御を行う列車制御システムにおいて用いられる列車長算出方法であって、実列車長の先頭側及び後尾側にそれぞれ所定の列車長補正値を足した長さを制御に用いる列車長とすることを特徴とするものである。   The train length calculation method according to the present invention detects the train position by detecting the ground element of the train, and adds the travel distance obtained by integrating the train speed to the detected position, thereby the leading position associated with the traveling of the train. The train length calculation method used in the train control system that expresses the train position on the basis of the head position and the train length, and performs the train control based on the train position, and includes the head side of the actual train length and The train length used for the control is a length obtained by adding a predetermined train length correction value to the tail side.

本発明による列車制御システムは、列車が地上子を検出することにより列車位置を検出し、この検出された位置に列車速度を積算した移動距離を加算することにより、列車の走行に伴う先頭位置を算出し、この先頭位置と列車長により列車の在線位置を表現し、この在線位置に基づいて列車制御を行う列車制御システムにおいて、実列車長の先頭側及び後尾側にそれぞれ所定の列車長補正値を足した長さを制御に用いる列車長とすることを特徴とするものである。   The train control system according to the present invention detects the train position by detecting the ground element of the train, and adds the travel distance obtained by integrating the train speed to the detected position, so that the head position associated with the traveling of the train is obtained. In the train control system that calculates and expresses the train position on the basis of the head position and the train length, and performs the train control based on the train position, predetermined train length correction values are respectively provided on the head side and the tail side of the actual train length. The train length used for control is a length obtained by adding.

本発明によれば、列車を駅等の所定位置で停止させる場合や先行列車に近づいた場合、あるいは列車を後退させて所定位置で停止させる場合や、後続列車が近づいた場合等に行われるブレーキ制御において、安全性を向上させることができる。また、ATACSのシステム上で容易に実現することができる。   According to the present invention, when a train is stopped at a predetermined position such as a station, when approaching a preceding train, when a train is moved backward and stopped at a predetermined position, or when a subsequent train approaches In control, safety can be improved. In addition, it can be easily realized on the ATACS system.

以下、本発明の実施の形態を図面と共に説明する。
図１は本発明の第１の実施の形態によるATACSにおける列車長算出方法を示す構成図である。
図１（a）において、列車１には、車上制御装置２、線路の地図データを蓄積する線路DB(データベース)３、無線装置４、車上子５、速度計６が搭載されている。また、地上には、IDを有する地上子７が所定位置に設置されている。速度計６は例えば速度発電機等の車輪の回転に基づいてを列車速度を検出するもので、車輪の回転に起因する誤差の蓄積により速度情報に誤差が生じる。また、無線装置４は地上制御装置(図示せず)と所定の情報を通信する。 Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is a block diagram showing a train length calculation method in ATACS according to the first embodiment of the present invention.
In FIG. 1 (a), a train 1 is equipped with an on-board control device 2, a track DB (database) 3 for storing track map data, a radio device 4, a car upper 5, and a speedometer 6. On the ground, a ground element 7 having an ID is installed at a predetermined position. The speedometer 6 detects the train speed based on the rotation of a wheel such as a speed generator, for example, and an error occurs in the speed information due to accumulation of errors caused by the rotation of the wheel. The wireless device 4 communicates predetermined information with a ground control device (not shown).

上記構成において、車上子５が地上子７のIDを読み取ると、車上制御装置２は、読み取ったIDに基づいて線路DB３内の線路の地図データから現在位置を算出する。この位置情報に基づいて速度計６の速度情報を積算した移動距離を加算(又は減算)することにより列車の走行に伴う先頭位置を算出する。この算出された先頭位置に列車長を足した長さが走行中の列車の占有区間となり、ATACSではこれを列車の在線位置として管理する。その場合、本実施の形態においては、図１（b）のように、速度情報の誤差を考慮して、実際の列車長(実列車長)に所定割合(例えば上記積算した移動距離の０．５％)の余裕値(以下、列車長補正値と言う)を、列車の先頭位置及び後尾位置にそれぞれ足した値を制御に用いる列車長としている。この列車長補正値は、図１（c）のように、所定間隔又は必要に応じて設置された地上子７を検出するとリセットするようにしている。   In the above configuration, when the vehicle upper element 5 reads the ID of the ground element 7, the on-vehicle control device 2 calculates the current position from the map data of the track in the track DB 3 based on the read ID. Based on this position information, the head position accompanying the travel of the train is calculated by adding (or subtracting) the travel distance obtained by integrating the speed information of the speedometer 6. The length obtained by adding the train length to the calculated head position becomes the occupied section of the running train, and ATACS manages this as the train position. In this case, in the present embodiment, as shown in FIG. 1 (b), in consideration of an error in speed information, a predetermined ratio (for example, 0. of the accumulated travel distance) is added to the actual train length (actual train length). (5%) margin value (hereinafter referred to as the train length correction value) is the train length that uses the value added to the head position and tail position of the train for control. This train length correction value is reset when a ground element 7 installed at a predetermined interval or as required is detected as shown in FIG.

本実施の形態によれば、実列車長に列車長補正値を足して実列車長を前後に仮想的に延長した長さを、ATACSにおいて実際の制御に用いる列車長としたので、列車を駅等の所定位置で停止させる場合や、先行列車に近づいた場合等に行われるブレーキ制御においても、余裕を以って安全に停止させることができる。また、列車を後退させて所定位置で停止させる場合や、後続列車に対しても安全を確保することができる。   According to the present embodiment, the length obtained by adding the train length correction value to the actual train length and virtually extending the actual train length back and forth is the train length used for actual control in ATACS. In the brake control performed when the vehicle is stopped at a predetermined position such as when the vehicle is approaching the preceding train, the vehicle can be safely stopped with a margin. In addition, safety can be ensured even when the train is moved backward and stopped at a predetermined position, or for the following train.

図２は本発明の第２の実施の形態による列車長算出方法を示す構成図である。本実施の形態は複数列車が併合する場合である。
図２（a）において、線路８から分岐された線路９には列車１が待機している。この列車１は図示のように実列車長の先頭側に列車長補正値aを有し、後尾側に列車長補正値bを有している。一方、線路８から他の列車２が矢印方向に進み、線路９に進入して列車１と併合するものとする。この列車２は図示のように実列車長の先頭側に列車長補正値cを有し、後尾側に列車長補正値dを有している。 FIG. 2 is a block diagram showing a train length calculation method according to the second embodiment of the present invention. This embodiment is a case where a plurality of trains merge.
In FIG. 2A, the train 1 is waiting on a track 9 branched from the track 8. As shown in the figure, this train 1 has a train length correction value a on the front side of the actual train length and a train length correction value b on the rear side. On the other hand, it is assumed that another train 2 proceeds from the track 8 in the direction of the arrow, enters the track 9 and merges with the train 1. As shown in the figure, this train 2 has a train length correction value c on the front side of the actual train length and a train length correction value d on the rear side.

図２（b）のように列車１と列車２が併合して併合列車１０となったとき、この併合列車１０の併合実列車長は、列車１の実列車長＋列車２の実列車長であるが、このとき本実施の形態では、併合実列車長の先頭側に列車長補正値a＋bを足し、後尾側に列車長補正値c＋dを足した長さを制御に用いる列車長としている。
本実施の形態によれば、併合列車の場合は、併合実列車長の前後に各列車１，２が持っていた列車長補正値を足し込むことにより、常に実列車がATACSのシステム上で把握する在線範囲内に存在するような仕組みとすることができる。 When the train 1 and the train 2 are merged into the merged train 10 as shown in FIG. 2 (b), the merged actual train length of the merged train 10 is the actual train length of the train 1 + the actual train length of the train 2. However, at this time, in this embodiment, the train length used for the control is the length obtained by adding the train length correction value a + b to the head side of the combined actual train length and adding the train length correction value c + d to the rear side.
According to the present embodiment, in the case of merged trains, the actual train is always grasped on the ATACS system by adding the train length correction value that each train 1 and 2 had before and after the merged actual train length. It can be set as the mechanism which exists in the existing line range.

図３は本発明の第３の実施の形態による列車長算出方法を示す構成図であり、図２と対応する部分には同一番号を付して重複する説明は省略する。本実施の形態は併合列車を分割する場合である。
図３（a）において、線路８を走行してきた列車１と列車２の併合列車１０が線路９で停止している。この併合列車１０は図示のように実列車長の先頭側に列車長補正値eを有し、後尾側に列車長補正値fを有しているものとする。 FIG. 3 is a block diagram showing a train length calculation method according to the third embodiment of the present invention. Parts corresponding to those in FIG. This embodiment is a case where the merged train is divided.
In FIG. 3A, the combined train 10 of the train 1 and the train 2 that has traveled on the track 8 is stopped on the track 9. This merged train 10 has a train length correction value e on the front side of the actual train length and a train length correction value f on the rear side as shown in the figure.

ここで、図３（b）のように併合列車１０が列車１と列車２に分割されたとする。このとき列車１，２は各先頭側及び各後尾側にそれぞれ列車長補正値を持つ。この場合、本実施の形態では、図示のように上記列車長補正値eを、列車１の先頭側の列車長補正値gと、列車２の後尾側の列車長補正値hとに分配している。また、上記列車長補正値fを、列車１の後尾側の列車長補正値iと、列車２の後尾側の列車長補正値jとに分配している。   Here, it is assumed that the merged train 10 is divided into the train 1 and the train 2 as shown in FIG. At this time, the trains 1 and 2 have a train length correction value on each head side and each tail side. In this case, in this embodiment, as shown in the figure, the train length correction value e is distributed to the train length correction value g on the head side of the train 1 and the train length correction value h on the tail side of the train 2. Yes. The train length correction value f is distributed to the train length correction value i on the rear side of the train 1 and the train length correction value j on the rear side of the train 2.

本実施の形態によれば、図３（a）における併合列車１０の列車長補正値e,fには、ここまで走行してきた距離に応じた誤差分が含まれているので、分割するときにこの誤差分を各列車１，２に配分することにより、各列車長補正値の誤差を最小限に抑え、安全上の信頼度を高めることができる。   According to the present embodiment, the train length correction values e and f of the merged train 10 in FIG. 3 (a) include an error corresponding to the distance traveled so far. By allocating this error to the trains 1 and 2, the error of each train length correction value can be minimized and safety reliability can be increased.

尚、図２の実施の形態において、併合実列車長の先頭側に列車長補正値a＋bを足しているが、この場合、列車を所定位置で停止させようとすると、列車長補正値a＋bが足された仮想的な先頭位置に基づいてブレーキ制御が行われるが、このときATACSから見て列車が停止位置を行過ぎたように見え、システム上不具合となることが考えられる。そこで、併合実列車長の先頭側に足される列車長補正値を列車長補正値aとして、先頭側が不要に長くならないようにしてよい。同様に併合実列車長の後尾側に足される列車長補正値を列車長補正値ｄとして、後尾側が不要に長くならないようにしてもよい。あるいは先頭側に足される列車長補正値を列車長補正値ａ、後尾側に足される列車長補正値を列車長補正値ｄとして全列車長が不要に長くならないようにしてもよい。   In the embodiment of FIG. 2, the train length correction value a + b is added to the head of the combined actual train length. In this case, if the train is stopped at a predetermined position, the train length correction value a + b is Brake control is performed based on the virtual head position that was made, but at this time, it seems that the train seems to have gone too far from the stop position as seen from ATACS, which may cause a problem in the system. Therefore, the train length correction value added to the head side of the combined actual train length may be set as the train length correction value a so that the head side does not become unnecessarily long. Similarly, the train length correction value added to the tail side of the merged actual train length may be set as the train length correction value d so that the tail side does not become unnecessarily long. Alternatively, the train length correction value added to the head side may be the train length correction value a, and the train length correction value added to the tail side may be the train length correction value d so that the total train length does not become unnecessarily long.

本発明の第１の実施の形態によるATACSにおける列車長算出方法を示す構成図である。It is a block diagram which shows the train length calculation method in ATACS by the 1st Embodiment of this invention. 本発明の第２の実施の形態によるATACSにおける列車長算出方法を示す構成図である。It is a block diagram which shows the train length calculation method in ATACS by the 2nd Embodiment of this invention. 本発明の第３の実施の形態によるATACSにおける列車長算出方法を示す構成図である。It is a block diagram which shows the train length calculation method in ATACS by the 3rd Embodiment of this invention.

符号の説明Explanation of symbols

１，２，３：列車、５車上子、６：速度計、７：地上子、１０：併合列車、
a,b,c,d,e,f,g,h,i,j：列車長補正値

1, 2, 3: train, 5 car upper, 6: speedometer, 7: ground child, 10: merged train,
a, b, c, d, e, f, g, h, i, j: Train length correction value

Claims (8)

列車が地上子を検出することにより列車位置を検出し、この検出された位置に列車速度を積算した移動距離を加算することにより、列車の走行に伴う先頭位置を算出し、この先頭位置と列車長により列車の在線位置を表現し、この在線位置に基づいて列車制御を行う列車制御システムにおいて用いられる列車長算出方法であって、
実列車長の先頭側及び後尾側にそれぞれ所定の列車長補正値を足した長さを制御に用いる列車長とすることを特徴とする列車長算出方法。 The train detects the train position by detecting the ground element, and by adding the travel distance obtained by integrating the train speed to the detected position, the leading position is calculated as the train travels. A train length calculation method used in a train control system that expresses the position of a train on the basis of the length and performs train control based on the position of the train,
A train length calculation method characterized in that a length obtained by adding a predetermined train length correction value to the leading side and the trailing side of an actual train length is used as a train length for control. 複数の列車が併合した併合列車の場合、先頭車の先頭側列車長補正値と後尾側列車長補正値とを足した値を前記併合列車の先頭側列車長補正値とすると共に、最後尾車の先頭側列車長補正値と後尾側列車長補正値とを足した値を前記併合列車の後尾側列車長補正値とすることを特徴とする請求項１記載の列車長算出方法。   In the case of a merged train in which multiple trains are merged, a value obtained by adding the leading train length correction value of the leading vehicle and the trailing train length correction value is used as the leading train length correction value of the merged train, and the last trailing vehicle 2. The train length calculation method according to claim 1, wherein a value obtained by adding the first train length correction value and the rear train length correction value is used as the rear train length correction value of the merged train. 併合列車が複数の列車に分割された場合、前記併合列車の先頭側列車長補正値を各列車の先頭側列車長補正値に分配し、前記併合列車の後尾側列車長補正値を前記各列車の後尾側列車長補正値に分配することを特徴とする請求項１又は２記載の列車長算出方法。   When the merged train is divided into a plurality of trains, the first train length correction value of the merge train is distributed to the first train length correction value of each train, and the rear train length correction value of the merge train is assigned to each train. 3. The train length calculation method according to claim 1, wherein the train length calculation value is distributed to the rear tail train length correction value. 複数の列車が併合した併合列車の場合、先頭列車の先頭側列車長補正値を前記併合列車の先頭側列車長補正値とするか、または前記最後尾車の後尾側列車長補正値を前記併合列車の後尾側列車長補正値とするか、またはそれらの両方とすることを特徴とする請求項２または３記載の列車長算出方法。   In the case of a merged train in which a plurality of trains are merged, the first train length correction value of the first train is used as the first train length correction value of the merged train, or the last train length correction value of the last train is merged The train length calculation method according to claim 2 or 3, wherein the rear train length correction value of the train is used, or both of them are used. 列車が地上子を検出することにより列車位置を検出し、この検出された位置に列車速度を積算した移動距離を加算することにより、列車の走行に伴う先頭位置を算出し、この先頭位置と列車長により列車の在線位置を表現し、この在線位置に基づいて列車制御を行う列車制御システムにおいて、
実列車長の先頭側及び後尾側にそれぞれ所定の列車長補正値を足した長さを制御に用いる列車長とすることを特徴とする列車制御システム。 The train detects the train position by detecting the ground element, and by adding the travel distance obtained by integrating the train speed to the detected position, the leading position is calculated as the train travels. In the train control system that expresses the train position by the length and performs train control based on this position,
A train control system characterized in that a train length used for control is a length obtained by adding a predetermined train length correction value to the leading side and the trailing side of the actual train length. 複数の列車が併合した併合列車の場合、先頭車の先頭側列車長補正値と後尾側列車長補正値とを足した値を前記併合列車の先頭側列車長補正値とすると共に、最後尾車の先頭側列車長補正値と後尾側列車長補正値とを足した値を前記併合列車の後尾側列車長補正値とすることを特徴とする請求項５記載の列車長制御システム。   In the case of a merged train in which multiple trains are merged, a value obtained by adding the leading train length correction value of the leading vehicle and the trailing train length correction value is used as the leading train length correction value of the merged train, and the last trailing vehicle The train length control system according to claim 5, wherein a value obtained by adding the first train length correction value and the rear train length correction value is used as the rear train length correction value of the merged train. 併合列車が複数の列車に分割された場合、前記併合列車の先頭側列車長補正値を各列車の先頭側列車長補正値に分配し、前記併合列車の後尾側列車長補正値を前記各列車の後尾側列車長補正値に分配することを特徴とする請求項５又は６記載の列車制御システム。   When the merged train is divided into a plurality of trains, the first train length correction value of the merge train is distributed to the first train length correction value of each train, and the rear train length correction value of the merge train is assigned to each train. The train control system according to claim 5, wherein the train control system is distributed to the rear-side train length correction value. 複数の列車が併合した併合列車の場合、先頭列車の先頭側列車長補正値を前記併合列車の先頭側列車長補正値とするか、または前記最後尾車の後尾側列車長補正値を前記併合列車の後尾側列車長補正値とするか、またはそれらの両方とすることを特徴とする請求項６又は７記載の列車制御システム。


In the case of a merged train in which a plurality of trains are merged, the first train length correction value of the first train is used as the first train length correction value of the merged train, or the last train length correction value of the last train is merged The train control system according to claim 6 or 7, characterized in that the rear train length correction value of the train or both of them are used.


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