JP2010120484A - Train stop control system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a train stop control system capable of reducing the number of installation of transponders to reduce cost of the system constitution by dynamically changing and setting the safety allowance distance located before the safety limit position to set the stop limit according to the running condition of the train. <P>SOLUTION: The safety allowance distance 206 is dynamically changed according to the state of correction of the positional error. A database stores in advance the position of installation of transponders 204. It is monitored whether or not the correction by the transponders 204 is executed, and if any correction is not executed, the safety allowance distance 206 is increased by the predetermined value (by the error generated to the next transponder 204). Alternatively, the safety allowance distance is continuously increased according to the running distance or the like, and when any correction is executed by the transponder, the safety allowance distance 206 is reset to the predetermined value. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a train stop control system having an automatic train control device, and in particular, a train stop control system in a railroad security system in which a safety margin is provided from a point where safety is hindered and the train is stopped before the hindrance position. It is about.

  In railway security systems, including railway signaling systems, from the viewpoint of cost reduction and enhanced train control, the train position is detected and the control information for ensuring safety is transmitted to the train regardless of the track circuit. As a method, a wireless signal method is being studied. In the wireless signal system, generally, the own train position detected on the vehicle is wirelessly transmitted to the ground side control device, and on the ground side, a limit position where the train can travel safely is obtained and transmitted to the train. Using the position indicating this limit as the stop limit, each train controls its own train so that it can stop safely before the stop limit.

  At this time, the stop limit is set to the front with a safety margin distance from the safety limit position, which is a position that actually hinders safety. This is because there is an error in the train position detection, so that if there is no margin distance, the train stop position may exceed the safety limit position even if stop control is performed according to the given stop limit. By providing a safety margin distance with respect to the safety limit position, the vehicle is stopped from the safety limit position to the front position.

  In addition, position detection errors are accumulated as the train travels due to wheel slipping, wheel diameter changes, and the like. In order to correct the accumulated position detection error, transponders for position correction are installed at regular intervals along the line. In order to ensure sufficient safety, a safety margin distance is fixedly set between the safe stop limit position and the stop limit, assuming a position error that may occur from the installation interval of the transponders.

  If the number of transponders is small and the interval is wide, the position error increases and the safety margin increases. If the safety margin is large, problems such as an increase in train interval and difficulty in stopping at the station occur. Therefore, it is necessary to close the installation interval of the transponders as necessary. Also, if the correction information from the transponder is missed, the position error becomes large, and safety is not guaranteed at the set safety margin distance. Therefore, the safety margin distance is allowed to travel for two transponders in advance in consideration of the missing margin. When it was set to a value and it was missed in succession, safety was ensured by an emergency stop.

Therefore, there is a problem that it is necessary to set the safety margin distance longer than necessary, the train stops due to a transponder abnormality, or the number of transponders installed increases to reduce the safety margin distance, resulting in an increase in cost. there were.
Japanese Patent No. 3554917

  Therefore, in a train stop control system that sets a stop limit by placing a safety margin distance before the safety limit position, there is a problem to be solved in that the safety margin distance is dynamically changed according to the running state of the train.

  The object of the present invention is to set the safety margin distance by changing the safety margin distance that is placed before the safety limit position and sets the stop limit dynamically according to the running state of the train. It is another object of the present invention to provide a train stop control system that makes it possible to reduce the cost of system configuration by reducing the number of installed transponders.

  The train stop control system according to the present invention is a train stop control system in which the stop limit of the train is set on the track just before the safety margin distance from the safety limit position as a limit position where the train can safely travel. A position detection error of the train is estimated based on a traveling state of the train, and the safety margin distance is changed according to the estimated position detection error.

  According to this train stop control system, the position detection error of the train is estimated based on the traveling state of the train, and the safety margin distance is changed according to the estimated position detection error. If it is estimated that the safety margin has increased, the safety limit distance is increased so that the stop limit is set to a large distance from the safety limit position, and the train travels beyond the safety limit position. Can be prevented.

  In this train stop control system, the train position can be corrected to clear the error to zero by recognizing the transponder arranged along the track, but the train passed without recognizing the transponder The position detection error in response to, or in proportion to the distance traveled from the transponder last recognized by the train, or in response to the occurrence of slipping or sliding when the train wheel slips or slides. Can be estimated, and the safety margin distance can be increased.

  The train stop control system may further include an on-board device that controls the train to a front stop limit that is set before the safety limit position with reference to the safety limit position. Can determine the safety margin distance. In addition, a ground device for calculating the safety limit position is provided, and the ground device can transmit the calculated safety limit position to the train.

  According to the train stop control system of the present invention, the safety margin distance that is set before the safety limit position and sets the stop limit is dynamically changed according to the traveling state of the train without using a special device. Can be set appropriately. When transponders are installed, the number of installed transponders can be reduced to reduce the cost of the system configuration. That is, when the transponders are installed at the same interval as in the prior art, the position detection error only needs to be considered for one section between the transponders, so that the safety margin distance can be reduced (halved). In other words, when the safety margin distance is set at the same level as in the conventional case, the number of installed transponders can be reduced (halved). Also, even if the traveling train misses the correction information from the transponder, safety can be secured by dynamically increasing the safety margin distance, so there is no need to make an emergency stop and an unnecessary emergency stop due to a transponder failure can be avoided It becomes.

  Hereinafter, an embodiment of a train stop control system according to the present invention will be described with reference to the drawings.

FIG. 2 shows a system configuration in Embodiment 1 of the train stop control system according to the present invention, and FIG. 2 (a) shows a normal state where the safety margin distance is not extended.
According to this system configuration, the train 203 controls its own train according to the safety limit position 201 given by the ground signal system. A means for transmitting the safety limit position 201 from the ground signal system to the train 203 is necessary. For this transmission means, appropriate means corresponding to the system configuration, such as wireless transmission or sending a signal to the rail, should be adopted. Can do. However, since this transmission means is outside the scope of the present invention, further detailed description is omitted.

  In the control of the own train, the train 203 sets a stop limit 202 just before a safety margin distance 206 (for example, about 50 m) from the safety limit position 201, calculates a safe speed pattern 205 from the stop limit 202, and calculates a safe speed. Speed control is performed according to the pattern 205. Thereby, the train 203 can be stopped safely at the stop limit 202. The safe speed pattern 205 may be calculated in consideration of own train performance, gradient, curve, speed limit, and the like. Moreover, what is necessary is just to perform the brake control of the train 203 so that it may not exceed the safe speed pattern 205 about speed control. Since the calculation of the safe speed pattern 205 and the speed control method based on the calculation are out of the scope of the present invention and are well-known matters, further detailed description is omitted.

  The safety margin distance 206 is determined according to the accuracy of position detection. The position detection error is accumulated due to the wheel slipping or slipping due to the running of the train. It has been empirically found that an error of about 0.3% occurs in normal train travel. The position detection error is corrected when the train passes over the position correcting transponder 204 arranged at appropriate intervals along the track and obtains information from the transponder 204. The safety margin distance 206 must be set large when the position detection error is large so that the train does not travel beyond the safety limit position 201. Therefore, in the present invention, the safety margin distance 206 is dynamically changed according to the position detection situation.

  The intervals between the transponders 204, 204... For position correction are set to be constant, and it is possible to assume a position detection error that occurs in one transponder section between the transponders 204, 204. By setting the safety margin distance 206 to be equal to or greater than the assumed position detection error, the train 203 is stopped at the stop limit 202 based on the safety margin distance 206 set when there is no safety, that is, no error. Can be guaranteed.

  Therefore, the safety margin distance 206 is set based on the position detection error that occurs in one transponder section. If all the transponders 204 can be recognized normally, the safety is maintained by keeping the same safety margin distance 206. If the transponder 204 cannot be recognized, the position detection error may be more than expected, so the safety margin distance 206 is set to be doubled. In this way, it is possible to maintain safety by increasing the safety margin distance 206 each time the transponder 204 fails to recognize. A method for detecting the recognition failure of the transponder 204 will be described later.

  FIG. 1 shows the configuration of the on-board device 101. The processing from data input to the determination of the safety margin distance 206 will be described in order with reference to FIG. Originally, the creation of a safe speed pattern and speed control are also functions of the on-board device 101, but are omitted because they are outside the scope of the present invention.

  The position detection means 105 first determines the initial position. The transponder 204 needs to be recognized to determine the initial position. The transponder receiving means 108 receives the transponder information 103. The transponder information 103 may be generated by an external device such as a transponder receiver. The transponder receiving unit 108 that has received the transponder information 103 transmits the information to the position detecting unit 105. The position detecting means 105 that has received the transponder information 103 refers to the transponder position storage medium 104, confirms the position of the transponder 204, and corrects the train position to the transponder position. The transponder position storage medium 104 is a database in which the installation position and the like of the transponder 204 are stored in advance. The safety margin distance calculation means 107 determines the safety margin distance 206 based on the position detection error assumed in one transponder section, and stores it in the safety margin distance storage medium 106.

  The position detection unit 105 receives information from the sensor 102 and updates the position. As the sensor 102, a sensor that can detect the speed, such as a speed generator, or a sensor that can detect the position, such as GPS, may be used. The present invention does not depend on the specific contents of the sensor.

  The transponder receiving means 108 receives the next transponder information 103 when the train 203 passes the next transponder 204. When the transponder information 103 is received, the information is transmitted to the position detecting means 105, and the position detecting means 105 refers to the transponder position storage medium 104 and corrects the train position. If the transponder 204 can be correctly recognized, the safety margin distance 206 stored in the safety margin distance storage medium 106 is reset to a constant value (if not changed, it is not changed).

  The position detection means 105 refers to the transponder position storage medium 104, considers the position detection error, and if the transponder information 103 is not received even if the train passes the position where the next transponder 204 should be, the transponder It is determined that the recognition of 204 has failed, and the safety margin distance 206 is changed. That is, the position detection unit 105 has a function of monitoring whether the correction by the transponder 204 is performed. It is estimated that the position detection error has increased in response to the train 203 passing without recognizing the transponder 204. The safety margin distance 206 is changed by an increase of a certain amount (an error generated until the next transponder). Specifically, if the installation interval of the transponders 204 is constant, the safety margin distance 206 is set to a double length (a state when the safety margin distance 206 is extended is shown in FIG. ing). If recognition of the next transponder 204 fails, the safety margin distance 206 is further increased. When the transponder 204 recognizes, the train position is corrected and the safety margin distance 206 is also returned to the initial value.

  By performing the processing as described above, it is possible to continue traveling of the train 203 safely even when the recognition of the transponder 204 fails and the position detection error becomes large. In addition, since the initial value of the safety margin distance can be set by a position detection error assumed in one transponder section, the safety margin distance 206 is made smaller than the conventional one or the initial safety margin distance 206 is set. If not changed, the number of installed transponders 204 can be reduced to increase the length of the transponder section.

FIG. 3 shows a safety margin distance changing flow of the on-board device 101 shown in FIG.
Step 301: Confirm the initial position of the train by recognizing the transponder, and proceed to Step 302.
Step 302: Set an initial value of the safety margin distance 206. The initial value is determined by a position detection error assumed in traveling in one transponder section. Proceed to step 303.
Step 303: While the train is running, the processing from step 304 to step 309 is repeated to update the train position and the safety margin distance 206.

Step 304: Update the train position according to the input from the sensor 102. Proceed to step 305.
Step 305: It is determined whether the transponder is recognized. The determination is made based on whether or not the transponder information 103 has been received, and if it has been received, it is determined that it has been recognized. If the transponder is recognized, the process proceeds to step 306. If not, the process proceeds to step 308.
Step 306: The position of the recognized transponder is searched with reference to the transponder position storage medium 104, the train position is corrected to the recognized transponder position, and the process proceeds to Step 307.
Step 307: The safety margin distance 206 is reset to the initial value. Therefore, if the transponder can be recognized correctly continuously, the safety margin distance 206 is maintained as the initial value without being changed. Proceed to step 308.

Step 308: It is determined whether or not the transponder recognition has failed. The determination refers to the position of the next transponder to be recognized from the transponder position storage medium 104, and the position of the train exceeds the position of the next transponder in consideration of the position detection error compared with the current train position. If so, it is determined that recognition has failed. If the transponder recognition fails, the process proceeds to step 309.
Step 309: If the transponder recognition fails, the train position cannot be corrected correctly, which may increase the position detection error. Therefore, the safety margin distance 206 is changed. Specifically, the safety margin distance 206 is increased by the initial value. Therefore, when the transponder recognition continues to fail, the safety margin distance 206 increases in accordance with the number of failures.

  By configuring the train stop control system as in the first embodiment, it is possible to appropriately change the safety margin distance so that safety can be maintained even if transponder recognition fails. Also, since it is possible to set the initial value of the safety margin without assuming the failure of transponder recognition, the initial value of the safety margin is reduced compared to the conventional case, or When the initial value is not changed, the number of transponders installed along the track can be reduced.

  In the first embodiment, the safety margin distance 206 is changed only when the recognition of the transponder 204 fails. However, the safety margin distance 206 is changed according to the traveling of the train with a higher degree of freedom. This configuration example will be described as a second embodiment.

  The configuration of the second embodiment is substantially the same as that of the first embodiment shown in FIGS. The configuration of the second embodiment is different from the configuration of the first embodiment in FIG. 1, whereas in the first embodiment, the safety margin distance 206 is changed only when the position detection unit 105 fails to recognize the transponder. In the second embodiment, the safety margin distance 206 is always changed according to the traveling of the train. The initial value of the safety margin distance is also set smaller than that in the first embodiment. This is because the position detection error is assumed to be almost zero when the transponder 204 is recognized in the second embodiment, and in this case, there is no safety problem even if the safety margin distance 206 is small.

FIG. 4 shows a safety margin distance changing flow of the on-board device 101.
Steps 401 to 404 are the same as steps 301 to 304, and steps 406 to 408 are the same as steps 305 to 307. Therefore, description of these steps is omitted. The difference is that there is no processing corresponding to steps 308 to 309, and step 405 is added.

  Step 405: The safety margin distance 206 is changed according to the traveling of the train. Specifically, since the position detection error accumulates with the traveling of the train, the position detection error assumed by the train traveling is calculated, and the safety margin distance 206 is maintained so that the safety is maintained by the assumed position detection error. Set. The assumed position detection error may be estimated (calculated) to increase in proportion to the distance traveled since the last transponder was recognized, or it may be calculated by detecting idling or gliding. Depending on the occurrence, it may be estimated that the position detection error has increased. Various calculation methods are conceivable, and the present invention does not depend on the calculation method. The safety margin distance 206 can also be increased according to the travel distance from the transponder 204 recognized last by the train 203, preferably continuously. Thereafter, the process proceeds to Step 406.

  By configuring the train stop control system as in the second embodiment, in addition to the effects of the first embodiment, the safety margin distance 206 can be set more finely, and the degree of freedom of train operation is increased. Further, since it is not necessary to assume the interval between the transponders, the degree of freedom of the installation position of the transponder is increased, and the system construction is facilitated.

  As described above, in the first and second embodiments, the safety margin distance is calculated by the on-board device, but the safety margin distance can also be calculated by the ground device. The traveling state of the train can be grasped in the same manner by the ground device by transmitting necessary information to the ground device using wireless transmission means. By calculating the stop limit considering the safety margin distance on the ground side and transmitting it to the on-board device, the on-board device can perform processing without being aware of the safety margin distance, and the processing of the on-board device is simple. Can be realized. Specifically, the safety margin distance calculating means 107 may be mounted on the ground device.

1 is a block diagram illustrating a configuration of an on-board device 101 according to a first embodiment. 1 is a block diagram illustrating a configuration example of a train stop control system in Embodiment 1. FIG. The processing flow of the safety margin distance change of the on-board apparatus 101 in Example 1. FIG. The processing flow of the safety margin distance change of the on-board apparatus 101 in Example 2. FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 101 ... On-board apparatus 102 ... Sensor 103 ... Transponder information 104 ... Transponder position storage medium 105 ... Position detection means 106 ... Safety margin distance storage medium 107 ... Safety margin distance calculation means 108 ... Transponder reception means 110 ... Category storage medium 201 ... Safety Limit position 202 ... Stop limit 203 ... Train 204 ... Position correction transponder 205 ... Safety speed pattern 206 ... Safe margin

Claims (7)

  In the train stop control system in which the stop limit of the train is set on the track just before the safety margin distance from the safety limit position as the limit position where the train can travel safely, the train stop control system is based on the traveling state of the train. A train stop control system characterized by estimating a position detection error of a train and changing the safety margin distance according to the estimated position detection error.   The position of the train is corrected by recognizing a transponder arranged along the track, and it is estimated that the position detection error has increased in response to the train passing without recognizing the transponder. The train stop control system according to claim 1, wherein the safety margin distance is increased.   The position of the train is corrected by recognizing the transponder arranged along the track, and the position detection error is estimated to be larger in proportion to the distance traveled from the transponder that the train last recognized, The train stop control system according to claim 1, wherein the safety margin distance is increased.   2. The train according to claim 1, wherein the position detection error is estimated to increase according to the occurrence of the slipping or sliding when the train wheel slips or slides, and the safety margin distance is increased. Stop control system.   The vehicle-mounted apparatus which controls the said train to the front stop limit set before the said safe limit position with reference to the said safe limit position is provided, The any one of Claims 1-4 characterized by the above-mentioned. The described train stop control system.   The train stop control system according to claim 5, wherein the safety margin distance is determined by the on-board device.   The train stop control system according to claim 5, further comprising a ground device capable of calculating the safety limit position and transmitting the calculated safety limit position to the train.

Images