JP2011189863A - Train control system, ground device, and train control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a radio train control system etc. for an inactive line section capable of easily performing a complicated process associated with the change of a composition of a train or the dividing and coupling of the train in the inactive line section. <P>SOLUTION: In the train control system 1, an on-vehicle device having a radio communication function with the ground and a vehicle position detecting function is mounted on all the vehicles of a train, and a ground control device 2 is equipped with a radio communication function. Each vehicle of the train transmits its on-track position information and vehicle classification information indicating whether the vehicle is a leading vehicle, an intermediate vehicle, or a last vehicle, to the ground control device 2. The ground control device 2 calculates the length of the train from the received on-track position information of each vehicle, and also calculates the sum of the lengths of the vehicle bodies based on the known vehicle data. The ground device 2 determines whether or not an omission is present in vehicle identification information by comparing the length of the train and the sum of the lengths of the vehicle bodies, generates train control information according to the determination result, and transmits the train control information to the leading vehicle of the train. The on-vehicle device on the leading vehicle of the train receives the train control information transmitted from the ground control device 2, and performs a train control according to the train control information. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a wireless train control system suitable for a quiet line section.

In recent years, a wireless train control system based on a computer and a radio technology called CARAT (Computer And Radio Train Control System) or ATACS (Advanced Train Administration Advanced Communication System) has been researched and developed. For example, Patent Document 1 describes the main technology of CARAT. Specifically, each train has an on-board control device, a ground control device on the ground, a wireless transmission device on each train and the ground, and each train has a position detection function that detects its own position, Based on the position detection information of each train, the route opening state information transmitted from the interlocking device, and the temporary speed limit information grasped by the ground device, the ground control device determines the stop target position and the temporary speed limit of each train. It is described that the train control is performed by obtaining the security control position information to be transmitted and transmitting it to the on-board controller using radio. Non-Patent Document 1 describes ATACS. Similarly, ATACS realizes the above-mentioned position detection function and wireless on-ground information communication function by the ground base device, on-vehicle controller, and ground-to-vehicle wireless device. It describes that the development of various functions such as interval control, on-site interlocking control, level crossing control, temporary speed limit, single-line parallel, system entry / exit, and safety control of maintenance work is underway.
These technologies are mainly developed for high-density lines.

  On the other hand, a lower-cost train control system is demanded for a quiet line area, and development such as Non-Patent Document 2 is underway. Non-Patent Document 2 describes that a wireless IC tag is applied to spot detection for on-vehicle position detection. Specifically, by installing a tag ground element encapsulating a wireless IC tag in the middle of the gauge, mounting an antenna and an IC tag reader on the train side, and reading the ID information of the tag ground element, ATS-P etc. It has been proposed to reduce costs compared to the case of using the non-powered transponder used in Japan. In addition, using a general-purpose wireless LAN (Local Area Network) for information transmission between the ground and the vehicle, or using GPS as a substitute for point detection by a wireless IC tag has been studied.

Japanese Patent No. 1993203

“Wireless Train Control System (ATACS)” JR Technical View No. 5pp31-38 (http://www.jreast.co.jp/development/tech/pdf_5/31-38.pdf) "Low-cost wireless train control system using general-purpose wireless technology" (5-S22-4) 2008 IEEJ National Conference Haruo Yamamoto, Kiyotaka Seki et al.

However, in the conventional wireless train control system (for example, CARAT and ATACS) as described above, an on-board device is mounted on each train (of course, including a vehicle with a cab). In the secluded line area, the composition of any train is changed, divided or merged in units of one car.
Therefore, when an existing wireless train control system is applied to a quiet line area, it is necessary to mount an on-board device on at least all vehicles with cabs.
In addition, in the existing wireless train control system, one onboard device mounted on each train communicates with the ground device, and the presence range of the train is detected by the position detection result of the onboard device and the train length. (It is described in 6.2.2 Train interval control of Non-Patent Document 1), so when applying an existing wireless train control system to a secluded line area, position detection and ground communication It is necessary to carry out a process for identifying the on-board device that performs the operation, or to change the train length by changing the composition of the train or by dividing and merging.
In particular, in the secluded line area, the composition change or split / merge is performed more frequently in one unit than in the high-density line area, so that complicated processing associated with such composition change, split / merge is simplified. It has been desired to provide a system that can be used.

  The present invention has been made in view of the above-described problems, and its purpose is to provide a train control system and the like that can easily perform complicated processing associated with change in composition and division / merging of trains in a quiet line area. Is to provide.

  In order to achieve the above-described object, a first invention is a wireless train control in which an on-board device having a position detection function of a host vehicle and a ground device installed on the ground perform train control using wireless communication. In the system, the on-board device is mounted on all vehicles of the train, and the ground device is vehicle identification information from each on-board device, and vehicle type information indicating the head car / middle car / tail car, Receiving means for receiving vehicle position information, train length calculating means for calculating the train length from the position information of the leading vehicle and the position information of the trailing vehicle received by the receiving means by the ground device, and the ground device Is a vehicle body length that calculates the total vehicle body length of the train from the vehicle identification information received by the receiving means and the known vehicle body length data stored in advance in the ground device in association with the vehicle identification information. Total calculation means and the ground device A determination unit that determines whether or not the vehicle identification information received from the on-board device is leaked by comparing the train length and the total vehicle body length, and the determination on the ground device by the determination unit Train control information corresponding to the result is generated and transmitted to the onboard device of the leading vehicle of the train, and the onboard device of the leading vehicle includes train control means for controlling the train based on the train control information. This is a train control system.

  Here, the train control information includes, for example, train knitting growth and train control information depending on vehicle performance such as allowable maximum speed, brake performance, or curve passing performance.

According to the train control system of the first invention, the ground device receives vehicle identification information and vehicle type information (information indicating the distinction between the leading vehicle, the intermediate vehicle, and the trailing vehicle) from each on-board device mounted on all vehicles of the train. ) And the vehicle position information, and the train length is calculated from the positions of the leading car and the tail car. In addition, the total vehicle body length of the train is calculated based on the known vehicle body length data stored in association with the vehicle identification information. Then, it is determined whether there is any leakage in the vehicle identification information received from the on-board device by comparing the calculated train length and the total vehicle body length, and train control information corresponding to the determination result is generated and Sent to the on-board device of the car. The on-board device controls the train based on the train control information transmitted from the ground device.
Therefore, if a wireless train control system is installed in a secluded line area where the composition change and division / merging of trains are carried out relatively frequently in units of one car, on-board equipment will be mounted on all vehicles. Therefore, by utilizing this, it is possible to determine whether or not wireless communication is normally performed with all on-board devices on the ground device side, and communication with all on-board devices is performed normally. Different train control information from the case where the vehicle is connected and a case where an on-board device that does not perform communication is included is notified to the leading vehicle so that appropriate train control can be performed.
For this reason, there is no need to perform processing to identify on-board devices that perform position detection or communication with the ground or to change the knitting growth every time a train composition is changed, divided or merged. It becomes possible to easily perform complicated processing associated with change, division and merging. At that time, it is possible to operate the train safely because the abnormality of communication with each vehicle can be accurately grasped. As a result, it is possible to provide a train control system suitable for a quiet line area in which composition change and division / merging are frequently performed in units of both cars as compared to a high-density line area. Furthermore, since position information and the like are directly transmitted from the on-board device of each vehicle to the ground device, it is not necessary to perform data transmission between the on-board devices, and a fail-safe transmission line is not required on the vehicle.

Further, when the difference between the total vehicle body length and the train length is within an allowable error range, the determination unit determines that the vehicle identification information received from the on-board device has no leakage, and the train The control means applies the sum of the vehicle body lengths calculated by the ground device as train edition growth data, and uses appropriate train control data stored in association with the vehicle identification information. Train control information is obtained and transmitted to the onboard device of the leading vehicle, and the onboard device of the leading vehicle controls the train based on the train control information received from the ground device.
As a result, it is possible to obtain appropriate train control information after confirming that communication between all on-board devices and ground devices is performed normally, and to transmit it to the top vehicle, so safe and optimal train control is possible. Yes.

In addition, when the difference between the total vehicle length and the train length exceeds an allowable error range, and the total vehicle length is shorter than the train length, the determination unit receives the vehicle identification received from the on-board device. It is determined that there is a leak in the information, and the train control means transmits the train length calculated by the ground device to the onboard device of the leading vehicle as train edition growth data, and the onboard device of the leading vehicle is The train length received from the ground device is applied as train edition growth data, and for train control information to be determined depending on vehicle performance, for the known train control stored in advance in the on-board device It is desirable to control the train by applying the most restrictive data.
Thereby, leakage of communication with some vehicles due to a communication error can be detected. Especially when the total vehicle length is shorter than the train length, it can be judged as an intermediate vehicle communication error, so the train is controlled safely by applying some of the functions and applying the most restrictive conditions. Can be operated.

When the train length cannot be calculated by the train length calculation means, the total vehicle length is longer than the train length and exceeds the allowable error range, or the communication with the leading vehicle and the trailing vehicle is abnormal. In addition, the determination means determines an error, and the train control means controls the train by applying the most restrictive condition among known train control data stored in advance in the on-board device. It is desirable.
Thereby, in the case of a communication error with the leading car or the tail car or when the train length cannot be calculated, the train can be operated by switching to the safest control. Thereby, it is possible to appropriately control the train other than when communication is normal and when the function is degraded.

  Further, the train length calculation means calculates the train length using the position information of the leading car at the current time and the position information of the tail car at the immediately preceding time, and stores the smallest value of the calculated train length. It is desirable. When the train length is calculated in this way, the train length is calculated to be longer than the true value (total vehicle body length) during train travel, and approaches the minimum value (ie true value) when the vehicle is stopped. If the minimum value among the lengths is stored as the train length of the train, train train growth data closer to the true value can be provided.

  A second aspect of the invention is a ground device for controlling a train using wireless communication with each on-board device of a train in which the on-board device is mounted on all the vehicles. Receiving means for receiving identification information, vehicle type information indicating distinction between the leading car, intermediate car, and trailing car, and vehicle position information, and positional information of the leading car and trailing car received by the receiving means From the train length calculation means for calculating the train length from the vehicle identification information received by the reception means, and the known vehicle length data stored in advance in the ground device in association with the vehicle identification information, Whether the vehicle identification information received from the on-board device is leaked by comparing the vehicle length total calculation means for calculating the total vehicle body length of the train and the train length and the total vehicle body length. Determining means for determining A train control information transmitting means for transmitting to that determination result generated by the onboard system of the leading car of the train the train control information corresponding to a ground device, characterized in that it comprises a.

According to the second aspect of the present invention, the ground device receives vehicle identification information, vehicle type information (information indicating whether the vehicle is a leading vehicle, an intermediate vehicle, and a trailing vehicle) and vehicle position information from each on-board device mounted on all vehicles of the train. And the train length is calculated from the positions of the leading car and the trailing car. In addition, the total vehicle body length of the train is calculated based on the known vehicle body length data stored in association with the vehicle identification information. Then, it is determined whether there is any leakage in the vehicle identification information received from the on-board device by comparing the calculated train length and the total vehicle body length, and train control information corresponding to the determination result is generated and Sent to the on-board device of the car.
Therefore, when on-board equipment is mounted on all vehicles, such as a train in a quiet line area, whether or not wireless communication is normally performed with all on-board equipment side. To generate different train control information depending on whether communication is normally performed with all onboard devices and onboard devices that are not normally communicated. Can be sent to the first car. As a result, the leading vehicle can perform appropriate train control based on the train control information.
For this reason, there is no need to perform processing to identify on-board devices that perform position detection or communication with the ground or to change the knitting growth every time a train composition is changed, divided or merged. It becomes possible to easily perform complicated processing associated with change, division and merging. At that time, it is possible to operate the train safely because the abnormality of communication with each vehicle can be accurately grasped. As a result, it is possible to provide a ground device that performs control suitable for a quiet line area in which composition change or division / merging is frequently performed in both units as compared with a high-density line area.

  A third invention is a train control method in which an on-board device having a position detection function of a host vehicle and a ground device installed on the ground perform train control using wireless communication. A receiving step in which the on-board device is mounted, and the ground device receives vehicle identification information, vehicle type information indicating whether the vehicle is a leading vehicle, an intermediate vehicle, or a tail vehicle, and vehicle position information from each on-vehicle device. A train length calculating step in which the ground device calculates a train length from the received positional information of the leading vehicle and the positional information of the trailing vehicle, and the ground device receives the vehicle identification information and the vehicle identification information A vehicle body length total calculating step for calculating a total vehicle body length of the train from known vehicle body length data stored in advance in the ground device in association with the vehicle, and the ground device includes the train length and the vehicle body length. On the vehicle by comparing the total A determination step for determining whether or not the vehicle identification information received from the vehicle is leaked, and the ground device generates train control information according to the determination result in the determination step to And a train control step in which the on-board device of the leading vehicle controls the train based on the train control information.

According to the third aspect of the present invention, vehicle identification information, vehicle type information (information indicating whether the vehicle is a leading vehicle, an intermediate vehicle, and a trailing vehicle) and vehicle position information are obtained from each on-board device mounted on all vehicles of the train. And the train length is calculated from the positions of the leading car and the trailing car. In addition, the total vehicle body length of the train is calculated based on the known vehicle body length data stored in association with the vehicle identification information. Then, it is determined whether there is any leakage in the vehicle identification information received from the on-board device by comparing the calculated train length and the total vehicle body length, and train control information corresponding to the determination result is generated and Sent to the on-board device of the car. The on-board device controls the train based on the train control information received from the ground device.
Therefore, if a wireless train control system is installed in a secluded line area where the composition change and division / merging of trains are carried out relatively frequently in units of one car, on-board equipment will be mounted on all vehicles. Therefore, by utilizing this, it is possible to determine whether or not wireless communication is normally performed with all on-board devices on the ground device side, and communication with all on-board devices is performed normally. Different train control information from the case where the vehicle is connected and a case where an on-board device that does not perform communication is included is notified to the leading vehicle so that appropriate train control can be performed.
For this reason, there is no need to perform processing to identify on-board devices that perform position detection or communication with the ground or to change the knitting growth every time a train composition is changed, divided or merged. It becomes possible to easily perform complicated processing associated with change, division and merging. At that time, it is possible to operate the train safely because the abnormality of communication with each vehicle can be accurately grasped. As a result, it is possible to provide a train control method suitable for a quiet line section in which composition change or division / merging is frequently performed in units of one unit as compared with a high-density line section. Furthermore, since it is not necessary to perform data transmission between on-vehicle devices, a fail-safe transmission line is not necessary on the vehicle.

  According to the present invention, it is possible to provide a wireless train control system and the like for a quiet line section that can easily perform complicated processing associated with composition change and division / merging of trains in a quiet line section.

The figure which shows the apparatus structure of the wireless train control system 1 which concerns on this invention Block diagram showing the internal configuration of the on-board device 6 An example of vehicle data stored in advance in the ground database 4 The flowchart explaining the flow of the train control processing in the wireless train control system 1 Diagram explaining operation when function is normal The figure explaining the operation at the time of the function degeneration due to the communication failure of the intermediate vehicle The figure explaining the operation at the time of the safety side control due to the communication failure of the last vehicle A diagram explaining the difference between the train length when traveling and the train length when stopped A diagram for explaining a vehicle that can be regarded as a double cab vehicle or a single cab vehicle

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a diagram showing a device configuration of a wireless train control system 1 according to the present invention, FIG. 2 is a block diagram showing a configuration inside an on-board device 6, and FIG. 3 shows vehicle data stored in the ground database 4 in advance. It is an example.

  As shown in FIG. 1, in a wireless train control system 1 according to the present invention, a railroad track 7 is laid on the ground, and a ground control device 2, a radio device 3, and a ground element 8 used for point detection are installed. Is done. The ground control device 2 is usually installed at each station, and is connected to another ground control device 2 through a ground communication line 9 between the stations. Although not shown in the figure, an electric switch, a traffic light, a change sign, a railroad crossing control device, a railroad crossing breaker, and other ground facilities are installed on the ground, and these ground facilities are controlled by the ground control device 2. Yes.

The ground control device 2 is a control unit and a storage unit configured by a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like, and an on-vehicle communication control for controlling the wireless device 3. And a process of generating train control information by performing wireless communication with the on-board device 6 (described later; see FIG. 4). The ground control device 2 has a ground DB (database) 4.
The ground database 4 stores various known data such as vehicle data and route information of each vehicle. As shown in FIG. 3, information relating to vehicle performance such as the vehicle body length and maximum speed is stored as vehicle data in association with identification information (vehicle ID) of each vehicle. These data are referenced when generating train control information.

  The ground wireless device 3 is connected to the ground control device 2 and performs ground-to-vehicle communication with the on-vehicle device 6 of the vehicle within the radio wave reachable range.

  The train control system 1 of the present invention is mainly used in a quiet line area. In the Hanseong area, trains are organized with a relatively small number of vehicles. In addition, the composition change and division / merging of trains are performed relatively frequently in units of one car. Therefore, the on-board devices 6 (6A, 6B, 6C,...) Are mounted on all the vehicles 51, 52, 53,. The on-board device 6 is installed in, for example, a cab of each vehicle. In addition, although the train organization is set to 3 in FIG. 1, it is not limited to this.

As shown in FIG. 2, the onboard device 6 includes an onboard control device 61, a vehicle DB (database) 62, a GPS device 63 including a GPS receiver and an antenna, a wireless device 64, an onboard member 65, and a speed generator 66. , And an external device I / F 67.
The on-vehicle control device 61 includes a control unit and a storage unit configured by a CPU, a ROM, a RAM, and the like, and an on-vehicle communication control unit that controls the wireless device 64, and wirelessly communicates with the ground control device 2. Uses ground-to-vehicle communication.

Further, the on-board control device 61 uses the vehicle database 62 of the on-board device 6, the GPS device 63, the on-board child 65, the speed generator 66, and the like to detect the train position and transmit train control information from the ground. Train control (processing such as brake pattern setting) based on the above.
That is, the on-board device 6 communicates with the ground control device 2 (the ground-side wireless device 3) by the wireless device 64. The on-board device 6 detects the position of the vehicle using the GPS device 63, the speed generator 66, or the on-board member 65 and the ground unit 8. Further, the vehicle database 62 stores data relating to the route, data relating to the vehicle performance, allowable maximum knitting growth, and the like, which are used for speed check and brake pattern creation.

  Note that any method may be used for vehicle position detection. As a method for detecting the position of the vehicle, for example, a method using a transponder is widely known. Also, one using an RFID tag (ground side) and an RFID reader (vehicle upper side), one that calculates a position from GPS reception information and three-dimensional shape data of a route, radio propagation time and speed between the vehicle and the ground A device that calculates a position from a pulse of a generator and a device that uses a spatial filter have been proposed. References relating to vehicle position detection include Japanese Unexamined Patent Publication No. 2009-149216, Japanese Patent No. 4387508, Japanese Unexamined Patent Publication No. 2007-331629, “Development of Train Speed Detection and Position Detection Device on Vehicle”, 1998 Railway Technology Symposium. (J-RAIL '98) 63-64, etc.

Further, the top car, the intermediate car, and the rear car in train formation are switched by the operator operating a cab selection switch installed in the cab and recognized by the on-board controller 61. When the cab selection switch is switched, each vehicle 51, 52, 53 functions as a leading car, an intermediate car, and a trailing car (for example, the master controller is turned on for the leading car, the tail lamp is turned on for the trailing car, etc.). Select.
Hereinafter, information indicating whether the vehicle is a leading vehicle, an intermediate vehicle, or a trailing vehicle is referred to as vehicle type information.

In the present embodiment, it is assumed that the on-board controller 61 calculates the leading position and the trailing position of the vehicle by using the vehicle upper 65 and the speed generator 66 provided on the vehicle. The on-board control device 61 stores the vehicle body length of the host vehicle and the mounting position of the on-board element 65 so that the on-board position of the on-board element 65 is set at the position where the on-board element 65 detects the ground element 8. By adding and subtracting, the head position and the tail position can be calculated.
The head position and the tail position are the identification information of the section of the track (the section where the track is divided by a branching point, a control boundary, etc., hereinafter referred to as “track block”), and the position in the block starting from one end of the track block ( Hereinafter, it is calculated as standing line information expressed in a combination of “in-block position”). Specifically, the standing line information “21T, 9m” indicates that the identification information of the line block is “21T” and the position in the block is “9m”. The length information of each track block is stored in advance in the vehicle DB 64 or the ground DB 4. Therefore, the train length can be calculated from the on-line information at the head and tail.

The speed generator 66 generates a voltage or a pulse corresponding to the rotational speed of the vehicle wheel, measures the rotational speed, and outputs the measured speed to the on-board controller 61.
The external device I / F 67 is an interface for connecting the on-board device 6 to another external device.

In the wireless train control system 1 realized by the apparatus configuration as described above, the onboard devices 6A, 6B, 6C,... Of the vehicles 51, 52, 53,. (Tracking line information indicating the position of the head and tail) is detected and transmitted to the ground control device 2 together with the vehicle ID and the vehicle type information. The ground control device 2 calculates the train length based on the absolute position information of the vehicle received from each on-board device 6A, 6B, 6C,..., And each known from the ground DB 3 based on the received vehicle ID. Obtain the vehicle body length and calculate the sum of them (total vehicle body length). Then, by comparing the train length with the total vehicle body length, it is determined whether or not there is a leak in the vehicle identification information received from the on-board device, train control information corresponding to the determination result is generated, and the train 5 Is sent to the on-board device of the first car. The leading vehicle of the train 5 performs train control such as setting of a brake pattern based on the train control information transmitted from the ground control device 2.
When it is determined that there is no leakage in the vehicle identification information and communication with all on-board devices is normal, the train control system 1 performs an optimal operation at the normal time.
When there is a leak in the vehicle identification information and it is determined that communication with some on-board devices is abnormal, the train control system 1 performs an operation with a reduced function.
In other cases (such as when the train length cannot be calculated, when the total vehicle length is longer than the calculated train length, or when communication with the first car or rear car is not possible), it is determined as an error and the control operation on the safest side is performed. I do. The operation in each case will be described later.
Further, in the following description, in the case where the on-board devices 6A, 6B, and 6C are not distinguished from each other, a description of “6” is given.

Next, a train control operation in the wireless train control system 1 will be described with reference to FIGS.
FIG. 4 is a flowchart illustrating the flow of train control in the wireless train control system 1, FIG. 5 is a diagram illustrating the operation in a state without a communication error, and FIG. 6 is a function degeneration due to a communication failure of an intermediate vehicle. FIG. 7 is a diagram for explaining the operation, FIG. 7 is a diagram for explaining the operation at the time of safety-side control due to communication failure of the last vehicle, and FIG. 8 is for explaining the train length calculated based on the position detection information from the onboard device. It is a figure to do.

  When the execution of the processing of FIG. 4 is started, the on-board device 6 uses the GPS device 63, the speed generator 66, or the head and rear vehicle upper 65, etc., to indicate the current on-line information (absolute position) of each vehicle. Is getting. Further, each on-board device 6 is set to any one of a leading vehicle, an intermediate vehicle, and a trailing vehicle by a switching operation of a cab selection switch. When the on-board device 6 is activated, the safety-side train control information that is most degenerate is set and the operation is started. That is, based on the known route information held by the vehicle, the allowable maximum train growth is set for “knitting growth”, and the train control information that depends on the vehicle performance such as “maximum speed” has the lowest performance in the route. It is assumed that the value of the vehicle is set and controlled to the safest side.

The on-board device 6 of each vehicle of the train 5 transmits the current head and tail standing information to the ground control device 2. At this time, the on-board device 6 transmits the vehicle ID and the vehicle type information (separate from the top car, the intermediate car, and the rear car) together with the on-line information.
The ground control device 2 receives the current on-line information, vehicle ID, and vehicle type information from each on-board device 6 of the formation (step S101). The ground control device 2 first determines whether or not the communication with the leading vehicle and the trailing vehicle is normal (step S102). If communication from either the leading car or the trailing car is not normal (step S102; No), it is determined as an error (to step S109), and safe side control is maintained.

When the communication from both the head car and the rear car is normal and the on-line information, the vehicle ID, and the vehicle type information are acquired from the head car and the tail car (step S102; Yes), the ground control device 2 Calculates the total vehicle body length of all vehicles in communication (step S103). That is, the ground control device 2 acquires known vehicle length data stored in association with all received vehicle IDs from the ground database 4 and calculates the total of these vehicle lengths (step S103).
Moreover, the ground control apparatus 2 calculates the distance (train length) from the head of the train to the tail (train length) from the on-line information received in step S101, and compares it with the total vehicle length calculated in step S103 (step S104).

  As a result of the comparison in step S104, when the train length and the total vehicle body length are within the allowable error range (step S104; within the error range), the vehicle identification information is received from all the vehicles in the train without omission. The communication is determined to be normal (step S105). In this case, the ground control device 2 generates train control information for operating the train 5 optimally, and transmits the generated train control information to the leading vehicle of the train 5.

The train control information includes, for example, head position, tail car ID, train train growth, and train control information that is restricted depending on the vehicle performance (for example, maximum speed, brake performance, curve passing performance). Etc.). In addition to the train control information, information such as “route name” and “signal display” may be transmitted.
When it is determined that the communication is normal, the “knitting growth” of the train control information is set to a value calculated using the data in the ground database 4 (the vehicle length calculated in step S103). The train control information depending on the vehicle performance such as “speed”, “brake performance”, “curve passing performance” is set by referring to the information of each vehicle of the train 5 stored in advance in the ground database 4. . For example, the “maximum speed” may be set to the slowest speed among the maximum speed values associated with the received vehicle ID (step S106).

  When the on-board device 6 of the leading vehicle of the train 5 receives the train control information from the ground control device 2, the on-board device 6 controls the train using the received train control information. For example, a brake pattern is created.

FIG. 5 is a specific example of the operation when communication is normal.
In the example of FIG. 5, the length of the block 21T is 43 m, and the length of the block 23T is 185 m.
From the vehicles with vehicle IDs “ID03”, “ID25”, “ID08”, and “ID09”, the on-line information at the head and tail is transmitted to the ground control device 2, respectively. At this time, the leading vehicle is the vehicle of “ID03”, and the front (leading) position is “21T, 15 m” and the trailing (tail) position is “21T, 35 m”. In addition, the front position of the intermediate car “ID25” is “21T, 34 m”, the rear position is “23T, 9 m”, the front position of the intermediate car “ID08” is “23T, 10 m”, the rear position is “23T, 30 m”, Assume that the front position of the tail car “ID09” is “23T, 29 m” and the rear position is “23T, 49 m”.

  The ground control device 2 calculates the train length from the received track information of each vehicle. The train length is calculated as “77 m” from the front position of the head car, the rear position of the rear car, and the block length. On the other hand, the ground control device 2 acquires the vehicle body length of each vehicle stored in the ground DB 4 and calculates the total. The vehicle length of “ID03” is “20 m”, the vehicle length of “ID25” is “16 m”, the vehicle length of “ID08” is “20 m”, and the vehicle length of “ID09” is “20 m”. The total is “76 m”.

The ground control device 2 compares the calculated train length “77 m” with the total vehicle length “76 m”. Since the comparison result is within the allowable error range, it is determined that there is no omission in the received vehicle ID and communication with all the vehicles is normal. Then, the ground control device 2 acquires train control information depending on the performance of each vehicle from the ground database 4 (for example, “maximum speed” in FIG. 5). In the example of FIG. 5, train control information is generated in which the speed limit is set to “110 km / h”, for example, and the train knitting growth is set to a total body length of “76 m”. Thereafter, the ground control device 2 transmits the generated train control information to the leading vehicle “ID03”.
Upon receiving the train control information from the ground control device 2, the onboard device 6 of the leading vehicle “ID03” uses the received vehicle body length total as train growth. This information is used by the on-board device 6 for various purposes such as detection of missing curve restrictions, completion of passing of a crossing, detection of missing branching equipment restrictions, and the like. The on-board device 6 of the leading vehicle “ID03” creates a brake pattern according to the received vehicle performance information and controls the train.
The above processing is performed every cycle, and the onboard device 6 keeps the train knitting growth value until the rear wheel ID changes. When the formation is divided or merged, the conditions of the cab selection switch change and the rear wheel changes, so that information is transmitted to the ground control device 2 at any time, and the train length is automatically set to the ground control device 2. Recalculated by

On the other hand, as a result of the comparison in step S104, if the total vehicle length is shorter than the train length rather than the allowable error range (step S104; the total vehicle length is short), the received vehicle ID is leaked, that is, It is determined that there is a vehicle whose communication is not normal in the middle (step S107). In this case, the ground control device 2 generates train control information whose function is degraded, and transmits the generated train control information to the leading vehicle of the train 5.
Specifically, as “knitting growth”, the train length value calculated from the on-line information from the head to the tail is set, and “unknown” is set for the train control information depending on the vehicle performance. For example, the “maximum speed” of the train is set to “unknown”. When “unknown” is set in a part of the train control information, it is determined that the train control information is deficient on the vehicle side, and acceptable safety-side control is adopted. For example, with respect to train control information that depends on vehicle performance represented by “maximum speed”, a numerical value under the most restrictive condition in the route is set (step S108).

In the example shown in FIG. 6, when communication with the intermediate vehicle ID 25 fails, the train length “77 m” and the total vehicle length “56 m” are not within the allowable error range. The train control information depending on the vehicle performance such as the maximum speed is transmitted as “unknown” to the leading vehicle “ID03”. Upon receiving the train control information from the ground control device 2, the on-board device 6 of the leading vehicle “ID03” sets the received train length “77 m” as train growth. Further, since the onboard device 6 of the leading vehicle “ID03” cannot receive the vehicle performance information, the performance information of the vehicle having the lowest performance among the vehicles traveling in the line section stored in advance in the onboard device, For example, the maximum speed “85 km / h” is used to create a brake pattern and control the train.
The above processing is performed every cycle, and the on-board device 6 uses the numerical value when the train length is minimized (the train length value changes with the running speed but the train length when the vehicle is stopped; see FIG. 8). Keep holding until the rear car ID changes. When the formation is split or merged, the conditions of the cab selection switch change and the tail wheel changes, so that information is sent to the ground control device 2 at any time, and the train length is automatically deleted once. It is reset to the value recalculated by the ground control device 2.

As a result of the comparison in step S104, if the train length and the vehicle length are not within the allowable error range and the total vehicle length is calculated to be longer than the train length (step S104; the total vehicle length is longer), the tail It is determined that there is a communication error with the car (step S109). Even when the train length cannot be calculated, the process proceeds to step S109. In this case, the ground control device 2 generates safety-side train control information, and transmits the generated train control information to the leading vehicle of the train 5.
Specifically, “unknown” is set as train control information depending on vehicle performance such as “unknown” as “knitting growth” and “maximum speed”. When “Unknown” is set, the safest train control information that can be tolerated is adopted on the vehicle side. For “knitting growth”, the allowable maximum train growth is set, and the vehicle performance such as “maximum speed” is set. Regarding the dependent train control information, the numerical value of the vehicle having the lowest performance in the route is set (step S110).

  In the example shown in FIG. 7, the train length is not calculated when communication with the tail car fails. The ground control device 2 generates train control information in which the train growth is “unknown” and the train control information depending on the vehicle performance such as the maximum speed is “unknown”, and transmits the train control information to the leading vehicle “ID03”.

Upon receiving the train control information from the ground control device 2, the onboard device 6 of the leading vehicle “ID03” controls the train using the content. In the train control information received from the ground control device 2, the train growth and the maximum speed are “unknown”, so the train control information under the most restrictive conditions among the train control information stored in the vehicle database 62 (for example, , Allowable maximum knitting growth “160 m”, maximum speed “85 km / h”). That is, for train knitting growth, an allowable maximum knitting growth, which is the most restrictive condition of the line section stored in advance in the on-board device 6, is set, and the vehicle performance is the highest among the vehicles traveling in the line section. Use the low-performance vehicle performance to create a brake pattern and control the train.
The above processing is performed every cycle, and the on-board device is kept in a state where the knitting growth is not set until the tail car ID is transmitted. When the knitting growth is not set, the allowable maximum knitting growth is automatically applied. Is done.

Here, with reference to FIG. 8, it adds about the train length (front-tail) calculated using the standing line information transmitted from the onboard apparatus 6. FIG.
In the above-described embodiment, the on-line information of the on-board device 6 is detected at predetermined time intervals, and the ground-on-vehicle communication is performed at predetermined time intervals of about several seconds. That is, the on-line information of the on-board device 6 is transmitted to the ground control device 2 at predetermined time intervals.

  In the above description, the ground control device 2 calculates the train length using the track information received almost simultaneously from each vehicle. However, the present invention is not limited to this and is currently (at the start of the flowchart in FIG. 4). The train length may be calculated using the on-line information of the first car and the on-line information of the last tail car. The calculation result of the train length changes depending on not only the malfunction of the wireless communication but also the operation status of the train (stopped, operating at high speed, operating at low speed).

FIG. 8A is a diagram showing a difference in calculation results of train length when traveling at high speed, FIG. 8B is traveling at low speed, and FIG.
As shown in FIG. 8 (a), when traveling at high speed, the train length is calculated by using the current track information of the first car and the current track information of the last tail car at the time of starting the flowchart in FIG. The train length is calculated longer than the actual vehicle length (76 m). Therefore, since this error (+23 m) is longer than the vehicle body length (for example, 20 m of “ID03”), it is determined that there is an abnormal vehicle. When train control is performed using only this information, This is the operation of steps S107 and S108 in FIG. However, if the on-board device 6 has previously received information that enables normal operation, the normal operation (S105 and S106 in FIG. 4) is performed.

Further, as shown in FIG. 8B, when traveling at a low speed, the train length is calculated by using the current track information of the first car and the current track information of the last tail car at the time of starting the flowchart in FIG. “80 m”, and the train length is calculated to be longer than the actual vehicle length (76 m). This degree of error (+4 m) is sufficiently shorter than the vehicle body length (for example, 16 m) of the shortest vehicle among the vehicles traveling in the line section, and thus is determined as an allowable error range, and the normal operation (step S105 in FIG. 4). , S106).
Further, as shown in FIG. 8C, when the train length is calculated using the current track information of the first car and the current track information of the last tail car when the vehicle is stopped (when the flowchart of FIG. 4 is started), 77m ", which is within the allowable error range of the actual vehicle length (76m), and therefore normal control is performed.

When running at high speed, an error in calculating the train length is likely to occur. Therefore, as shown in this example, the current track information of the first car and the current track information of the last tail car are used. Thus, if the train length is calculated, the train length error is always positive (the calculated train length is longer than the total actual vehicle length).
This train length error is used for detection of communication abnormality during composition in the ground control device 2, but when the error is on the plus side, it is erroneously detected that a vehicle with communication abnormality is caught, This is a function degeneration control. On the other hand, even if a communication abnormality actually occurs, “being communication abnormality” itself is not transmitted from the vehicle, so that even the vehicle ID cannot be detected. Therefore, if the train length is calculated by using the current track information of the first car (at the start of the flowchart of FIG. 4) and the track information of the immediately preceding tail car, the train length error is a plus side operation, that is, the function is reduced. Therefore, the train can be operated safely because it can be switched to safer control.

  In addition, the onboard device 6 uses train control information to detect missing speed limit sections such as curves (detection of whether the tail of the rear car has completely passed through the speed limit section), completion of crossing of a railroad crossing, Used to detect missing trains, etc., but if the train length error is calculated on the plus side (the calculated train length is longer than the total of the actual car body length) Since the train length is long, it is merely misunderstood that it is not missing, so it will eventually be controlled to the safe side.

  In this way, if the train length is calculated so that it is always calculated when driving at low speeds / high speeds, the true train length (the vehicle The value of the train length calculated at the time of function degeneration is set as train knitting growth in the train control information, and the onboard device 6 stores the value when it becomes the smallest. When a smaller value is received, the value is updated.

  As described above, the train control system 1 of the present invention is equipped with the on-board device 6 having the radio communication function with the ground and the vehicle position detection function on all the vehicles of the train 5, and the ground control device. 2 also has a wireless communication function. And each vehicle of a train is the ground control apparatus which has the track information (position information) of the head and tail of the own vehicle, vehicle type information indicating any one of the head car, the intermediate car, and the tail car, and vehicle identification information. 2 is transmitted. The ground control device 2 calculates the train length from the on-line information of each vehicle transmitted from each on-board device 6, and calculates the total vehicle body length based on known vehicle data (information accumulated in the ground database 4). calculate. And the ground control apparatus 2 determines whether there is no omission in the received vehicle identification information by comparing the train length and the sum of the vehicle body lengths, and sets the train control information having the contents according to the determination result to the head vehicle of the train. Send to. The onboard device 6 of the leading vehicle receives the train control information transmitted from the ground control device 2, and performs train control according to the train control information. As a result of the comparison between the train length and the total vehicle body length, if it is within the allowable error range, there is no reception failure of the vehicle identification information, that is, it is determined that there is no communication abnormality, and the train edition growth is the total of the above vehicle body lengths. The train control information that depends on the vehicle performance (constraints depending on the type of vehicle) such as the appropriate maximum speed, brake performance, and curve passing performance is obtained from the vehicle data stored in the ground database 4 in advance. To the top car. In addition, as a result of the comparison between the train length and the total vehicle body length, if the allowable error range is exceeded and the total vehicle body length is short, it is determined that the communication with the intermediate vehicle is abnormal, 6 is used as the train length value calculated from the position information received from No. 6, and the train control information depending on the vehicle performance such as the maximum speed (constraints depending on the type of vehicle) remains unknown and is notified to the leading vehicle. In this case, the train 5 is degenerate and performs safe control. In addition, if the train length cannot be calculated as a result of the comparison between the train length and the total vehicle length, the total vehicle length is long, or if communication with the tail or leading vehicle is determined to be abnormal, a communication error will occur. The train control information is generated with the train growth and the maximum speed remaining unknown. In this case, the train 5 maintains the safety-side control (train control information under the most restrictive conditions) set when the on-board device 6 is activated.

Therefore, even for trains with multiple trains connected to each other, each time the train composition is changed, divided or merged, processing is performed to identify the on-board device 6 that performs position detection and communication with the ground, or the train growth is changed. It is not necessary to perform a special process for performing the process, and the complicated process associated with the composition change or division / merging can be easily performed. In particular, when communication with all vehicles is performed normally, train control optimal for train growth and vehicle performance can be performed. Therefore, compared with a high-density line section, the train control system 1 suitable for the quiet line area where a composition change in 1 unit and division / merging are frequently performed can be provided. Moreover, since it determines whether communication is normally performed between all the on-board apparatuses, and train control according to the determination result is performed, a train can be operated safely.
Further, in the train control system 1 of the present invention, the processing accompanying the division / merging can be performed using ground-to-vehicle communication, so that a fail-safe transmission line for connecting all the on-board devices 6 in the train is not necessary. Become.
The train control system of the present invention is based on the premise that the operation performed when there is no abnormality in communication with all the vehicles is used as a normal operation. It is also possible to use it. That is, according to the train control system of the present invention, even if the onboard device 6 of the intermediate vehicle stops or is not mounted, the ground control device 2 recognizes that, so the function is degenerated and the train Can be operated. Therefore, the train control system according to the present invention can be used to perform the operation at the time of functional degeneration even when the vehicle on which the on-board device 6 has failed or when driving a test vehicle or the like not equipped with the on-board device 6. Is possible.

In addition, when the onboard device 6 is restarted when the section outside the wireless communication range or the ground control device 2 is not operating, the onboard device 6 transmits the train knitting and the tail car ID from the ground control device 2. Since vehicle performance information has not been acquired, safety-side control is automatically performed.
Even when train separation occurs, the ground control device 2 of the present invention calculates the train length from the leading vehicle to the trailing vehicle. Therefore, the train length is not mistaken like the length of the separated first half. That is, since the train length is not determined to be shorter than the actual length, it is on the safe side.
In addition, when trains are connected between stations for train rescue, it may be longer than the maximum allowable train growth, but in this case, normal train control is not performed, so train length and vehicle performance information is used for train control. do not use. Since the detection of the train is performed by the on-line information transmitted from the on-board device 6 of each vehicle, the train can be operated without any problem.

  Further, in the above-described embodiment, the vehicle that becomes the leading vehicle, the intermediate vehicle, and the trailing vehicle is assumed to be a double cab vehicle or a single cab vehicle, but the present invention is not limited to this. In a line section in which the present invention is introduced, a fixed knitting that travels without being separated except for overhaul inspection or the like can be treated as a single vehicle. FIG. 9 (a) shows a double cab vehicle, FIG. 9 (b) shows a single cab vehicle, FIGS. 9 (c) and 9 (d) show formations that can be considered as both cab vehicles, and FIG. This shows a formation that can be regarded as a single cab vehicle. That is, as shown in FIG. 9 (c), a fixed knitting where single cab vehicles are connected back to back, or a fixed knitting across a vehicle without a cab as shown in FIG. 9 (d), Considered as a two-cab vehicle. Further, as shown in FIG. 9 (e), a fixed train in which a vehicle having no cab is connected to a single cab vehicle is regarded as a single cab vehicle. Thereby, each knitting described above can be handled as a vehicle having a vehicle body length of two or more cars.

  As mentioned above, although preferred embodiment of the train control system which concerns on this invention was described referring an accompanying drawing, this invention is not limited to the example which concerns. For example, the value of the speed limit and the value of the vehicle body length exemplified in the above embodiment are examples, and other values may be used. It will be apparent to those skilled in the art that various changes or modifications can be conceived within the scope of the technical idea disclosed in the present application, and these naturally belong to the technical scope of the present invention. Understood.

DESCRIPTION OF SYMBOLS 1 ... Wireless train control system 2 ... Ground control device 3 ... Wireless device 4 ... Ground database 5 ... Train 6A, 6B, 6C ... On-vehicle device 7 ... Track 8 ... Ground unit 61 ... On-board control device 62 ... Vehicle database 63 ... GPS device 64 ... Wireless device 65 ... On-board unit 66 ... Speed generator

Claims (7)

A wireless train control system in which an on-board device having a position detection function of the host vehicle and a ground device installed on the ground perform train control using wireless communication,
All the vehicles on the train are equipped with the on-board device,
The ground device receives vehicle identification information from each on-vehicle device, vehicle type information indicating whether the vehicle is a leading vehicle, an intermediate vehicle, or a rear vehicle, and vehicle position information;
Train length calculation means for calculating the train length from the position information of the leading car and the position information of the tail car received by the receiving means by the ground device;
The ground device calculates the total vehicle body length of the train from the vehicle identification information received by the receiving means and the known vehicle body length data previously stored in the ground device in association with the vehicle identification information. A vehicle body length total calculating means,
Determination means for determining whether or not the vehicle identification information received from the on-board device is leaked by comparing the ground device with the total of the train length and the vehicle body length;
The ground device generates train control information corresponding to the determination result by the determination means and transmits the train control information to the onboard device of the leading vehicle of the train, and the onboard device of the leading vehicle transmits a train based on the train control information. Train control means to control;
A train control system comprising: When the difference between the total vehicle length and the train length is within an allowable error range,
The determination means determines that the vehicle identification information received from the on-board device has no leakage,
The train control means applies the sum of the vehicle body lengths calculated by the ground device as train edition growth data, and from the known train control data stored in association with the vehicle identification information, Appropriate train control information is obtained and transmitted to the onboard device of the leading vehicle, and the onboard device of the leading vehicle controls the train based on the train control information received from the ground device. Item 4. The train control system according to Item 1. When the difference between the total vehicle length and the train length exceeds an allowable error range, and the total vehicle body length is shorter than the train length, the determination unit includes the vehicle identification information received from the on-board device. Judge that there is a leak,
The train control means transmits the train length calculated by the ground device to the onboard device of the leading vehicle as train edition growth data, and the onboard device of the leading vehicle receives the train received from the ground device. With regard to train control information to be determined depending on vehicle performance, applying the length as train edition growth data, the most restrictive conditions among the known train control data stored in advance in the onboard device The train control system according to claim 1, wherein a train is applied to control the train. If the train length cannot be calculated by the train length calculation means, the total vehicle length is longer than the train length and exceeds the allowable error range, or when communication with the leading vehicle and the trailing vehicle is abnormal,
The determination means determines an error,
2. The train according to claim 1, wherein the train control unit controls the train by applying a condition having the most severe restriction among known train control data stored in advance in the on-board device. Control system. The train length calculation means
The train length is calculated using the position information of the leading car at the current time and the position information of the tail car at the immediately preceding time, and the smallest value of the calculated train length is stored. The train control system described. A ground device that controls a train using wireless communication with each on-board device of a train in which on-vehicle devices are mounted on all vehicles,
Receiving means for receiving vehicle identification information, vehicle type information indicating the distinction between the leading vehicle, intermediate vehicle and rear vehicle, and vehicle position information from each on-board device;
Train length calculating means for calculating the train length from the position information of the leading car and the position information of the tail car received by the receiving means;
Total vehicle length calculation for calculating the total vehicle length of the train from the vehicle identification information received by the receiving means and the known vehicle length data stored in advance in the ground device in association with the vehicle identification information Means,
A determination means for determining whether or not there is a leak in the vehicle identification information received from the on-board device by comparing the train length and the total vehicle body length;
Train control information transmitting means for generating train control information according to the determination result by the determination means and transmitting the train control information to the on-board device of the leading vehicle of the train;
A ground device comprising: A train control method in which an on-board device having a position detection function of a host vehicle and a ground device installed on the ground perform train control using wireless communication,
All the vehicles on the train are equipped with the on-board device,
The ground device receives vehicle identification information from each on-vehicle device, vehicle type information indicating whether the vehicle is a leading vehicle, an intermediate vehicle, or a rear vehicle, and vehicle position information;
The ground apparatus calculates a train length from the received position information of the leading car and position information of the tail car,
Total vehicle body length that the ground device calculates the total vehicle body length of the train from the received vehicle identification information and known vehicle body length data previously stored in the ground device in association with the vehicle identification information A calculation step;
A determination step of determining whether or not the vehicle identification information received from the on-board device is leaked by comparing the ground device with the total of the train length and the vehicle body length;
The ground device generates train control information corresponding to the determination result in the determination step and transmits the train control information to the onboard device of the leading vehicle of the train, and the onboard device of the leading vehicle transmits a train based on the train control information. Train control steps to control;
A train control method comprising:

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