JP2016039650A - On-board device and travel position detection method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To realize a new technology which guarantees accuracy of a travel position detected on-board.SOLUTION: An on-board device 20 loaded on a train 10 detects a section boundary on the basis of travel control information received from a rail R, that is, judges that there is a stationary reception state of travel control information including the same section ID. When a section ID judged to be in a stationary reception state is different from a section ID judged to be in a stationary reception state just immediately, the device detects that a section boundary has been passed through. Therefore, the detection accuracy of passage through a section boundary can be improved, so that a travel position can be corrected from the position of a detected section boundary.SELECTED DRAWING: Figure 5

Description

  The present invention relates to an on-board device or the like that is mounted on a train and detects a traveling position using information received from a rail.

  In an ATC (Automatic Train Control) system, which is a kind of train control system, control information such as control speed is determined for each section behind the preceding train (section with track circuit as a unit) based on the position of the preceding train. The ATC signal including the control information of the section is transmitted to the rail of each section. On the other hand, the on-board device of the train generates a check speed pattern based on the received ATC signal, and compares the check speed corresponding to the current train travel position with the current train speed to control the brake.

  However, the detection of the travel position performed by the on-board device (also referred to as travel position calculation; the same applies hereinafter) depends on distance measurement such as integrating distance pulses from a speed generator or the like, and is therefore used as a reference. It may vary depending on the setting error of the actual wheel diameter with respect to the wheel diameter, the error of the wheel diameter due to wear, and the error due to the idling or sliding of the axle. Therefore, a technique for correcting the traveling position using a ground element is known in order to ensure the accuracy of the traveling position. Specifically, every time it passes the installation position of the ground unit (more precisely, every time short-range wireless communication is established with the ground unit), the traveling position detected on the vehicle is This is a technique for correcting the traveling position by updating with absolute position information associated with the ground element.

  However, when the traveling position is corrected using the ground element, not only the ground element installation cost but also the maintenance work of the ground element after installation increases. Moreover, since it is necessary to install a ground element over the whole line section, when a linear deformation | transformation and a change of a signal system are implemented, the ground element needs to be re-installed and data rewriting is required. Therefore, a technique for detecting a train position without using a ground unit has been developed and disclosed in Patent Documents 1 and 2.

Japanese Patent No. 3639386 Japanese Patent No. 4087786

  However, the techniques disclosed in Patent Documents 1 and 2 are techniques for transmitting a train detection signal to the rail separately from the ATC signal. For this reason, an apparatus for receiving and demodulating a train detection signal is required on the upper side of the vehicle. In addition, since the train detection signals need to be distinguishable between adjacent track circuits, at least three types are required, and more types are required when considering non-insulated track circuits. For this reason, the on-board device is highly functional and large.

  In addition, in the case of Patent Document 1, the base point for correcting the travel position is the time when it is detected that the train detection signal cannot be received. In the case of Patent Document 2, the change in the signal strength of the train detection signal is detected. Is the point of time when it is detected. Therefore, the determination of the base point can be delayed by the time related to the reception of the train detection signal and the detection of the signal strength. Then, there is a problem that the travel position to be corrected is shifted by this delay time. Furthermore, since it will shift | deviate to the advancing direction side rather than an actual position and it becomes an unsafe side (dangerous side), there exists a request to avoid as much as possible.

  This invention is made | formed in view of the said situation, The place made into the objective is to implement | achieve the new technique which ensures the accuracy of the traveling position detected on a vehicle.

The first invention for solving the above-described problems is
A telegram of travel control information including at least the section ID of the section is mounted on a train that travels on the rail that is repeatedly transmitted to the rail for each section with the track circuit as a unit. An on-board device that receives the traveling control information being transmitted and detects the traveling position of the train,
A no-signal detection means for detecting a no-signal state in which the travel control information is not received or is not normally received;
A no-signal distance calculating means for calculating a no-signal distance that is a travel distance while the no-signal state continues;
Based on the reception result of the travel control information, the section ID of the travel control information when satisfying a predetermined steady reception condition for determining that the travel control information is in the steady reception state is immediately before the steady reception condition. If the section ID is different from the section ID at the time when it is determined that the condition is satisfied, the boundary passage detection means for detecting that the section boundary has been passed at the traveling point before the no-signal distance,
It is an on-vehicle apparatus provided with.

As another invention,
The travel control information telegram including at least the section ID of the section is repeatedly transmitted to the rail for each section with the track circuit as a unit The train that travels on the rail is transmitted to the rail A traveling position detection method for receiving information and detecting a traveling position of the train,
A no-signal detection step of detecting a no-signal state in which the travel control information is not received or is not normally received;
A no-signal distance calculating step of calculating a no-signal distance that is a travel distance while the no-signal state continues;
Based on the reception result of the travel control information, the section ID of the travel control information when satisfying a predetermined steady reception condition for determining that the travel control information is in the steady reception state is immediately before the steady reception condition. When it is different from the section ID when it is determined that the condition is satisfied, a boundary passage detection step for detecting that the section boundary is passed at the traveling point before the no-signal distance,
A traveling position detection method including the above may be configured.

  According to the first aspect of the invention, the on-board device mounted on the train receives the traveling control information from the rail, and the traveling control when the predetermined steady reception condition is satisfied based on the reception result of the traveling control information. When the section ID of the information is different from the section ID at the time when it is determined that the steady reception condition has been satisfied immediately before, it can be detected that the section boundary has been passed at the travel point before the no-signal distance. Therefore, according to the present invention, it is possible to realize a new technique that ensures the accuracy of the traveling position detected on the vehicle. In addition, since the traveling control information when the steady reception condition is satisfied is used, the accuracy of detecting the section boundary can be improved.

Moreover, as 2nd invention, it is an on-vehicle apparatus of 1st invention, Comprising:
A means for calculating a section travel distance, which is a travel distance based on the section boundary detected by the boundary passage detection means, and is calculated when the passage of the section boundary is detected by the boundary passage detection means. The section travel distance calculating means for changing the section travel distance to the no signal distance calculated by the no signal distance calculating means and continuing the calculation of the section travel distance;
It is good also as comprising the on-vehicle apparatus provided further.

  According to the second aspect, it is possible to calculate the section travel distance that is a relative travel position with the section boundary as a base point. In addition, when the passage of the section boundary is detected, the section travel distance can be calculated efficiently by changing the section travel distance to the no-signal distance.

Moreover, as 3rd invention, it is the on-vehicle apparatus of 1st or 2nd invention,
Absolute travel position calculation means for calculating the absolute travel position of the train represented by the distance from the base point of the travel line section, and is determined in advance when passage of a section boundary is detected by the boundary passage detection means. Absolute travel position calculation means for updating the absolute travel position calculated at the position advanced by the no-signal distance from the absolute position information of the section boundary and continuing the calculation of the absolute travel position;
It is good also as comprising the on-vehicle apparatus provided further.

  According to the third aspect of the invention, the absolute traveling position of the train can be calculated. In addition, when the passage of the section boundary is detected, the absolute traveling position is updated based on the absolute position information predetermined for the section boundary. It can be corrected. In addition, since the absolute travel position is updated from the absolute position of the section boundary at the position that has traveled by the no-signal distance that may occur when passing through the section boundary, the absolute travel position can be efficiently updated (also referred to as correction). Can do.

The block diagram of a train control system. An example of traveling control based on traveling control information. The figure for demonstrating the detection of a section boundary passage. The figure for demonstrating calculation of a section travel distance. The functional block diagram of a vehicle-mounted apparatus. The figure for demonstrating calculation of an absolute running position. The functional block diagram of a vehicle-mounted apparatus.

[System configuration]
FIG. 1 is a configuration diagram of a train control system 1 of the present embodiment. As shown in FIG. 1, the train control system 1 is a digital ATC system and includes an on-board device 20 and a ground device 30 that are mounted on a train 10 that travels on a rail R. A section serving as a unit of travel control of the train 10 in which the rail R is divided along the train travel direction is defined on the track. The section is determined in units of track circuits installed on the rail R.

  The ground device 30 is connected to the advance side of each section and transmits the travel control information 40. These ground devices 30 are connected to the trains 10 in the section based on the train location information obtained from the nearby track circuit, the route information obtained from the interlocking device (including branch opening direction information), and the like. The traveling control information 40 is generated and included in the ATC signal (telegram) and repeatedly transmitted to the rail R in the section. In the case where one ground device 30 is configured to correspond to a plurality of sections, one ground device 30 generates travel control information 40 for each of the plurality of sections, and the corresponding travel control information 40 for each section. May be configured to transmit.

  The travel control information 40 includes the section ID of the section to be transmitted, the section control speed that is the control speed of the section, and the control speed of the section adjacent to the section (hereinafter referred to as the inner section). The inner section control speed and the inner section length which is the length of the inner section are included. The section ID is different for each section, that is, for each track circuit in the present embodiment.

  The on-board device 20 performs traveling control of the own train 10 based on the traveling control information 40 received from the rail R. Specifically, the control speed is determined based on the received travel control information 40, the control speed and the travel speed of the own train 10 are continuously checked, and the brake is applied so that the travel speed is equal to or less than the control speed. Control.

[principle]
(A) Outline of speed control premised on this embodiment FIG. 2 is a diagram for explaining speed control of a one-stage brake control system based on traveling control information 40 which is an example of speed control premised on this embodiment. It is. FIG. 2 shows an example of the speed control of the train following the train 10a with the right direction being the traveling direction of the train.

  First, the section 10T adjacent to the rear of the section where the preceding train 10a is located (the existing section) is an absolute stop section that prohibits the entry of other trains, and the sections 11T, 12T,... However, it is determined as an entry allowable section in which another train can enter.

  Further, the control speeds of the sections 11T, 12T,... Constituting the entry allowable section are determined based on the distance from the preceding train 10a (more specifically, the section where the preceding train 10a is located), the track conditions, and the like. It is done. And traveling control information 40 including control speed etc. is transmitted to each of sections 11T, 12T,. Note that the travel control information 40 is not transmitted for the absolute stop section (no signal).

  The on-board device 20 determines and updates the control speed of the travel section based on the travel control information 40 received from the rail R, checks the control speed and the travel speed of the own train 10, and the travel speed is the control speed. If higher, operate the service brake and decelerate to the control speed. However, in the case of an emergency stop, the emergency brake is operated to stop the own train 10. The control speed may be constant in the travel section where the train is traveling, or it may be set at a position in the travel section where the train is traveling with reference to the control speed set in the travel section that has just advanced. In some cases, it is set so as to gradually decrease. The traveling position of the own train 10 when performing the speed check can be determined by the section traveling distance described later.

(B) Section boundary detection The on-board device 20 performs speed control according to the control speed determined in the section where the own train is located. That is, when entering a new section, the control is switched to the speed control based on the control speed determined in the entered section. The entry into a new section, that is, the passage of the section boundary is detected based on the reception result of the travel control information 40.

  When the train passes through the section boundary, the on-board device 20 may generate a no-signal state in which the travel control information 40 is not temporarily received. Actually, the telegram including the traveling control information assigned to each section is transmitted asynchronously by an individual transmitter. Therefore, the message including the traveling control information to be received is discontinuous before and after the section boundary. In addition, the message is severed before and after the section boundary due to routing of the transmission circuit, variation in on-vehicle reception characteristics, and the like. For this reason, before and after the section boundary, a destructive telegram that cannot correctly receive one entire telegram is accompanied, resulting in a substantially no-signal state. In the non-insulated track circuit, so-called stepping transmission is performed in which transmission of the travel control information 40 to the section is started upon detection of entry into a new section. For this reason, when entering a new section, a delay time for detecting the entry of a train is required, and a no-signal state in which the traveling control information 40 is not received occurs.

  Since the section IDs included in the traveling control information 40 are different in adjacent sections, traveling control information having different section IDs is received before and after the no-signal state when the section boundary passes. From this, based on the change of section ID contained in the received traveling control information 40, the passage of a section boundary is determined. Further, the section boundary position is determined based on the section boundary determination and the no-signal distance traveled during the no-signal state in which the traveling control information 40 is not received.

  The no signal distance is calculated using a no signal distance counter. The no-signal distance counter is a counter (no-signal distance calculation means) that always accumulates the travel distance based on the measured value signal of the rotational speed input from the speed generator attached to the axle. The distance (no signal distance) is reset every time the reception status of the traveling control information 40 satisfies the “steady reception condition”. As described above, since the traveling control information 40 is repeatedly transmitted to each section, the on-board device 20 receives the traveling control information 40 transmitted to the rail R one after another. The “steady reception condition” is a condition under which the traveling control information 40 can be regarded as being received safely and rationally. For example, two consecutive traveling control information 40 match or three consecutive traveling control information 40 It is possible to determine the condition that two of them match. Hereinafter, a reception state that satisfies the “steady reception condition” that is a condition that can be regarded as safe and reasonable reception is referred to as a “steady reception state”.

  FIG. 3 is a diagram for explaining detection of section boundary passage. FIG. 3 shows the ATC signal transmitted to the rail R, the received telegram received by the on-board device 20, and the counter value of the no-signal distance counter (no-signal distance) in order from the top, with the horizontal direction as the train position. Yes. In FIG. 3, the ATC signal indicates the signal strength (reception signal strength) at the position in the vertical width. Since the ATC signal is transmitted from the advancing end of the section, the vertical width becomes larger (thicker) as it approaches the advancing end. The received telegram shows one traveling control information 40 received by the on-board device 20 as one rectangular block, and the appended numbers are included in the traveling control information 40 received and decoded by the on-board device 20. Section ID to be displayed. Further, the position (timing) at the right end of each rectangular block in the drawing is shown as the timing at which the traveling control information 40 is decoded. The rectangular block subjected to cross hatching indicates the traveling control information 40 that could not be received or decoded. As described above, the no-signal distance counter is a counter that always accumulates the travel distance, and is reset every time the “steady reception condition” is satisfied. That is, it is reset every time it is determined that it is in the “steady reception state”. The reset timing is the timing when the traveling control information 40 is received and decoded.

  In the example illustrated in FIG. 3, the travel control information 40 with the section ID = “1” is transmitted in the section 1T, and the travel control information 40 with the section ID = “2” is transmitted in the next section 2T. . FIG. 3A shows an example of normal operation in which data is not garbled in the traveling control information 40 received and decoded immediately after passing the section boundary, and can be normally received and decoded, and FIG. Shows an example in which garbled data (specifically, garbled section ID data) occurs in the traveling control information 40 received and decoded immediately after passing the section boundary.

  When the train passes through the section boundary, a no-signal state (hereinafter referred to as “instantaneous no-signal”) in which the traveling control information 40 is not temporarily received in the on-board device 20 occurs. Before and after the instant no-signal, the section ID included in the received travel control information 40 is different. For this reason, when it is determined that the section ID included in the travel control information 40 when it is determined that the steady reception condition is satisfied (when the steady reception state is reached) immediately before the steady reception condition is satisfied (just before the steady reception state) If it is different from the section ID included in the travel control information 40), it is determined that the section boundary has been passed. Then, the vehicle travels through a point near the no-signal distance indicated by the travel distance counter (outward), which is the travel point at the timing at which it was determined that the regular reception condition was satisfied immediately before (the timing at which the regular reception state was reached immediately before). It is regarded as the position of the section boundary.

  As shown in FIG. 3 (a), in the normal state, while traveling in the section 1T, the traveling control information 40 of the section ID = “1” is continuously received. Each time one traveling control information 40 is received and decoded, the no-signal distance counter is reset. Next, when passing through the boundary between the sections 1T and 2T, a no-signal state is temporarily set, and the no-signal distance of the no-signal distance counter increases. Thereafter, the reception of the travel control information 40 with the section ID = “2” is started, and after the timing t12 when the steady reception condition is satisfied, the no-signal distance counter is reset every time the steady reception condition is satisfied. At this time, the timing at which the steady reception condition is determined immediately before it is determined that the steady reception condition is satisfied for the traveling control information 40 having different section IDs, that is, the travel point at the timing t11 in FIG. It is considered. Specifically, the reception of the travel control information 40 of the section ID = “2” is started, and at the timing t12 when the steady reception condition is satisfied, the front of the non-signal distance calculated by the non-signal distance counter (outward) ) Is the travel point at the timing t11, that is, the position of the section boundary that has passed.

  Further, in the example shown in FIG. 3B, immediately after passing through the boundary between the sections 1T and 2T, the section ID of the traveling control information 40 to be received is garbled, and the section ID of the traveling control information 40 of the preceding section 1T and Match. In this case, after passing through the section boundary, it is determined that the stationary reception condition is satisfied (the stationary reception state is reached) at timing t22 when the traveling control information 40 is received for the third time. Then, the travel point at timing t21 determined to satisfy the steady reception condition immediately before timing t22 is determined as the previous travel point from the current travel position by the no-signal distance calculated by the no-signal distance counter at timing t22. , It is regarded as the position of the section boundary passing through the travel point.

  As described above, by reliably determining the content of the traveling control information 40 according to the steady reception condition and realizing safe train control, it is possible to prevent erroneous determination of passage of a section boundary due to garbled reception data or the like. Moreover, since the position regarded as the section boundary is the traveling point before the no-signal state, it is in front (outward) from the actual section boundary. This is a safe operation.

  In addition, as shown in FIG.3 (c), if it is determined that it is normal reception that two section IDs of the traveling control information 40 which can be received and decoded are the same continuously, the section boundary If data corruption occurs in the section ID of the traveling control information 40 received immediately after passing, the position at the timing t4 that is inward from the actual section boundary is regarded as the section boundary. This is a dangerous action.

  Further, the no-signal time is calculated together with the no-signal distance. The no-signal time is calculated by a no-signal timer. The no-signal timer is a timer that continuously accumulates elapsed time, but the timer value (accumulation time; no-signal time) is the same as the no-signal distance counter. It is reset every time it meets. The no-signal timer can be constituted by, for example, a counter circuit that counts up based on a predetermined clock signal.

(C) Section traveling distance The on-board device 20 calculates a traveling position (for example, about kilometer) expressed as an absolute position in the entire traveling line section, and calculates a position in the traveling section relative to the section boundary of the section. Calculate as position. This relative position is the section travel distance. Speed control based on the received ATC signal is performed based on the section travel distance. Since the position in the travel section can be specified with relatively high accuracy by the section travel distance, speed control with improved position accuracy can be realized. The section travel distance is calculated by a distance integration counter.

  FIG. 4 is a diagram for explaining the calculation of the section travel distance by the distance integration counter. In FIG. 4, the right direction is the traveling direction of the train, and in order from the top, the ATC signal transmitted to the rail R, the received message in the on-board device 20, the count value of the distance integration counter (section travel distance), and the no-signal distance counter Count value (no signal distance). The count value (distance travel distance) of the distance integration counter is indicated by a broken line, and the count value (no signal distance) of the no-signal distance counter is indicated by a solid line. In FIG. 4, the count values of the distance integration counter and the no-signal distance counter are shown on the same axis, and the upward direction is the direction in which the distance increases.

  As shown in FIG. 4, during traveling in the preceding section 6T, the traveling control information 40 of section ID = “6” is continuously received, and every time it is determined that the steady reception condition is satisfied, that is, traveling control. Each time the information 40 is received, the no-signal distance counter is reset. Next, when passing through the boundary between the section 6T and the section 7T, the traveling control information 40 is temporarily not received and the no-signal distance counter is not reset and the count value (no-signal distance) increases. . Thereafter, the reception of the travel control information 40 of the section ID = “7” is started, and every time it is determined that the steady reception condition is satisfied after the timing t6 when it is determined that the steady reception condition is satisfied, that is, the reception of the travel control information 40 is received. Every time, the no-signal distance counter is reset.

  In addition, at the timing t6 when it is first determined that the steady reception condition is satisfied after passing through the boundaries of the sections 6T and 7T, the passage of the boundaries of the sections 6T and 7T is detected, and the count value of the distance integration counter (section travel distance) Is updated to the count value (no signal distance) before resetting the no signal distance counter at the timing t6. The count value (no signal distance) before resetting the no signal distance counter at the timing t6 is the position at the timing t5 that is determined to satisfy the steady reception condition immediately before the timing t6, that is, the position regarded as the boundary between the sections 6T and 7T. Is the distance traveled from. That is, the count value (section travel distance) of the distance integration counter is the travel distance from the position considered as the section boundary described with reference to FIG.

[Function configuration]
FIG. 5 is a configuration diagram of the on-board device 20. According to FIG. 5, it can be said that the on-board device 20 is a kind of computer device including the processing unit 100 and the storage unit 200.

  The processing unit 100 is realized by an arithmetic device such as a CPU, for example, and performs overall control of the on-board device 20 based on programs, data, and the like stored in the storage unit 200. The processing unit 100 includes a speed calculation unit 110, a no-signal detection unit 120, a steady reception determination unit 130, a no-signal distance calculation unit 140, a no-signal time calculation unit 150, a section travel distance calculation unit 160, It has a boundary passage detection unit 170 and a speed control unit 190, and the power receiver 11 controls the traveling of the own train based on an ATC signal including the traveling control information 40 received from the rail R.

  The speed calculation unit 110 calculates (detects) the traveling speed of the own train 10 based on the rotation speed measurement value signal input from the speed generator 12 attached to the axle.

  The no-signal detection unit 120 detects that there is no signal state in which the traveling control information 40 is not received from the rail R. After detecting the no-signal state, the steady-state reception determination unit 130 continues to be in the no-signal state until it is determined that the next reception state of the travel control information 40 is the steady-state reception state, that is, it is normally received. Detect as there is.

  The steady reception determination unit 130 determines whether or not the steady reception condition is satisfied, so that whether or not the traveling control information 40 (see FIG. 1) received from the rail R is normally received (has been received safely and reasonably) Or not). The steady reception condition is a condition that is determined based on a plurality of recently received travel control information 40, for example, two travel control information 40 having the same section ID are received continuously, or 3 Among the two pieces of traveling control information 40, it can be determined that two or more pieces of traveling control information 40 having the same section ID or the same message content are included.

  The no-signal distance calculation unit 140 calculates the no-signal distance that is the travel distance in the duration of the no-signal state. That is, it corresponds to the above-described no-signal distance counter, and the count value of the no-signal distance counter is defined as the no-signal distance. That is, the travel distance is always counted (integrated), and the count value is reset every time the steady reception determination unit 130 determines that the travel control information 40 is received safely and rationally, that is, normally. The travel distance may be calculated based on, for example, a rotation speed measurement value signal input from the speed generator 12 attached to the axle, or the current travel speed calculated by the speed calculation unit 110 is integrated over time. Can also be requested.

  The no-signal time calculation unit 150 calculates the no-signal time that is the duration of the no-signal state. That is, it corresponds to the above-described no-signal timer, and the timer value of this no-signal timer is defined as no-signal time. That is, the elapsed time is always counted (integrated), and the timer value is reset every time the steady reception determination unit 130 determines that the traveling control information 40 is received safely and rationally, that is, normally.

  The section travel distance calculation unit 160 calculates a section travel distance that is the travel distance of the own train with the section boundary as a base point. The section travel distance is calculated using a distance integration counter. The distance accumulation counter always accumulates the travel distance, and updates the count value to the no-signal distance calculated by the no-signal distance calculation unit 140 when the boundary passage detection unit 170 determines passage of the section boundary. . The travel distance may be calculated based on, for example, a rotation speed measurement value signal input from the speed generator 12 attached to the axle, or the current travel speed calculated by the speed calculation unit 110 is integrated over time. Can also be requested.

  The boundary passage detection unit 170 determines that the own train has passed the section boundary. That is, the section ID of the traveling control information 40 determined that the traveling control information 40 has been normally received (that is, received safely and rationally) by the steady reception determining unit 130 has been normally received last time (that is, the previous, safe and reasonable). If it is different from the section ID of the traveling control information 40 determined to have been received), it is detected that the section boundary has been passed. In addition, the travel point before the no-signal distance calculated by the no-signal distance calculation unit 140 at the timing of detecting the passage of the section boundary is determined as the position of the section boundary.

  As described above with reference to FIG. 2, the speed control unit 190 sets / updates the control speed of the traveling section during traveling based on the traveling control information 40 received by the power receiver 11. And the speed control of the own train according to the set control speed is performed. That is, the control speed corresponding to the section travel distance calculated by the section travel distance calculation unit 160 among the control speeds of the traveling section being traveled, and the current travel speed of the own train 10 calculated by the speed calculation unit 110. If the current traveling speed is higher than the control speed, the service brake is operated to decelerate to the control speed. When the set control speed is the stop speed, the emergency brake is operated to stop the train. Further, when the no signal time calculated by the no signal time calculation unit 150 reaches a predetermined time or more, the speed control unit 190 operates the emergency brake to stop the train.

  The storage unit 200 is realized by a storage device such as a ROM, a RAM, and a hard disk. The storage unit 200 stores a program, data, and the like for the processing unit 100 to control the on-board device 20 in an integrated manner. A calculation result used by the processing unit 100 is temporarily stored as an area. In the present embodiment, a train control program 210 is stored.

[Function and effect]
Thus, according to the present embodiment, the on-board device 20 mounted on the train 10 is based on the travel control information 40 received from the rail R, and the travel control information 40 when the predetermined steady reception condition is satisfied. If the section ID is different from the section ID when it is determined that the regular reception condition has been satisfied immediately before, it can be detected that the section boundary has been passed at a point before the no-signal distance. Moreover, since the traveling control information 40 when the steady reception conditions are satisfied is used, the accuracy of detecting the section boundary can be improved.

  In addition, when the passage of the section boundary is detected, the section travel distance is updated with the no-signal distance, so that the calculation of the section travel distance can be continued efficiently.

  It should be noted that embodiments to which the present invention can be applied are not limited to the above-described embodiments, and can of course be changed as appropriate without departing from the spirit of the present invention. For example, the numerical values of the various conditions are examples, and may be set to other numerical values as appropriate.

  In the embodiment described above, the section travel distance, which is a relative travel position based on the section boundary, is calculated as the train travel position. However, the absolute travel represented as the absolute position in the entire travel line section The position may be calculated. As the absolute travel position, for example, about a kilometer can be used. This will be specifically described with reference to FIGS.

  FIG. 6 is a diagram for explaining the calculation of the absolute travel position by the absolute position integration counter. 6 (1), the right direction is the traveling direction of the train, and in order from the top, the ATC signal transmitted to the rail R, the received message of the on-board device 20, the count value of the absolute position integration counter (absolute travel position), The count value (no signal distance) of the no signal distance counter is shown. The count values of the absolute position integration counter and the no-signal distance counter are shown on the same axis, and are indicated by the distance (about kilometer) from the base point (0 km point) of the travel line section. In this case, as the train travels from left to right, the absolute travel position becomes larger.

  FIG. 6B shows section boundary position data in which section boundary identification using the section ID is stored in association with an absolute position (hereinafter referred to as “boundary absolute position”) at the section boundary. The absolute boundary position is shown in kilometer.

  In FIG. 6A, the no-signal distance counter performs the same operation as described with reference to FIG. That is, while the train is traveling in the preceding section 6T, the traveling control information 40 of the section ID = “6” is continuously received, and every time it is determined that the steady reception condition is satisfied, that is, the traveling control information 40 At each reception, the no-signal distance counter is reset. Next, when passing the boundary between the section 6T and the section 7T, after the timing t9, the driving control information 40 is temporarily not received, and the no-signal distance counter is not reset, and the count value (no-signal distance) is not reset. ) Will increase. Thereafter, the reception of the traveling control information 40 with the section ID = “7” is started, and after timing t10 when it is determined that the steady reception condition is satisfied, every time it is determined that the steady reception condition is satisfied, that is, the traveling control information 40 At each reception, the no-signal distance counter is reset.

  At the timing t10 when it is first determined that the steady reception condition is satisfied after passing through the boundaries of the sections 6T and 7T, the section ID of the section 6T is “6” and the section ID of the section 7T is “7”. It is detected that the boundary absolute position of the sections 6T and 7T is “10k800m” from the section boundary position data.

  On the other hand, the absolute position integration counter continuously counts the absolute travel position of the train by integrating the travel distance until the section boundary is detected. The travel distance may be calculated based on, for example, a rotation speed measurement value signal input from the speed generator 12 attached to the axle, or the current travel speed calculated by the speed calculation unit 110 is integrated over time. Can also be requested.

  When a section boundary is detected, the count value of the absolute position integration counter is updated at a position obtained by adding the counter value of the no-signal distance counter to the predetermined boundary absolute position of the section boundary. In FIG. 6, after passing through the boundaries of the sections 6T and 7T, the boundary absolute positions of the sections 6T and 7T are read from the section boundary position data at the timing t10 when it is first determined that the steady reception condition is satisfied. Then, the absolute position integration counter is a position obtained by adding the count value of the no-signal distance counter (“Δd” in FIG. 6 (1)) to the read boundary absolute position (“10k800m” in FIG. 6 (2)). The count value of is updated. That is, the count value (absolute travel position) of the absolute position integration counter becomes the absolute travel position corrected with the absolute position regarded as the section boundary described with reference to FIG. After the update, the running distance starts to be accumulated from the updated count value.

  FIG. 7 is a configuration diagram of the on-board device 20 in this case. In addition to the configuration of the on-board device 20 shown in FIG. 5, the storage unit 200 stores the section boundary position data 250 shown in FIG. The processing unit 100 further includes an absolute travel position calculation unit 180. The absolute travel position calculation unit 180 calculates the absolute travel position of the train using an absolute position integration counter. In addition, when the boundary passage detection unit 170 detects passage of a section boundary, the absolute travel position calculation unit 180 reads the boundary absolute position of the boundary that has passed from the section boundary position data 250 and outputs no signal from the read boundary absolute position. The count value (absolute travel position) of the absolute position integration counter is updated at the position advanced by the no-signal distance calculated by the distance calculation unit 140.

  Thus, when the passage of the section boundary is detected, the absolute traveling position is updated based on the absolute position predetermined for the section boundary. Therefore, every time the passage of the section boundary is detected, the absolute traveling position is updated. Can be corrected. In addition, since the absolute travel position is updated from the absolute position of the section boundary at the position that has traveled by the no-signal distance that may occur when passing through the section boundary, the absolute travel position can be efficiently updated (also referred to as correction). Can do.

  In FIG. 6, the traveling direction is described as the direction in which the kilometer increases, but the same applies to the case of the reverse direction. In that case, the absolute position integration counter subtracts the count value, and when detecting the passage of the section boundary, the absolute traveling position is updated to the position advanced by the no-signal distance by subtracting the no-signal distance from the boundary absolute position. can do.

  In addition, as a calculation method of the absolute travel position, a method of adding the section travel distance calculated by the section travel distance calculation unit 160 to the boundary absolute position of the section boundary between the travel section being traveled and the nearest outer section. It is good also as adopting.

1 Train control system 10 Train 11 Power receiver, 12-speed generator, 13 Service brake, 14 Emergency brake 20 On-board equipment

Claims (4)

A telegram of travel control information including at least the section ID of the section is mounted on a train that travels on the rail that is repeatedly transmitted to the rail for each section with the track circuit as a unit. An on-board device that receives the traveling control information being transmitted and detects the traveling position of the train,
A no-signal detection means for detecting a no-signal state in which the travel control information is not received or is not normally received;
A no-signal distance calculating means for calculating a no-signal distance that is a travel distance while the no-signal state continues;
Based on the reception result of the travel control information, the section ID of the travel control information when satisfying a predetermined steady reception condition for determining that the travel control information is in the steady reception state is immediately before the steady reception condition. If the section ID is different from the section ID at the time when it is determined that the condition is satisfied, the boundary passage detection means for detecting that the section boundary has been passed at the traveling point before the no-signal distance,
On-vehicle device with A means for calculating a section travel distance, which is a travel distance based on the section boundary detected by the boundary passage detection means, and is calculated when the passage of the section boundary is detected by the boundary passage detection means. The section travel distance calculating means for changing the section travel distance to the no signal distance calculated by the no signal distance calculating means and continuing the calculation of the section travel distance;
The on-vehicle device according to claim 1, further comprising: Absolute travel position calculation means for calculating the absolute travel position of the train represented by the distance from the base point of the travel line section, and is determined in advance when passage of a section boundary is detected by the boundary passage detection means. Absolute travel position calculation means for updating the absolute travel position calculated at the position advanced by the no-signal distance from the absolute position information of the section boundary and continuing the calculation of the absolute travel position;
The on-vehicle device according to claim 1, further comprising: The travel control information telegram including at least the section ID of the section is repeatedly transmitted to the rail for each section with the track circuit as a unit The train that travels on the rail is transmitted to the rail A traveling position detection method for receiving information and detecting a traveling position of the train,
A no-signal detection step of detecting a no-signal state in which the travel control information is not received or is not normally received;
A no-signal distance calculating step of calculating a no-signal distance that is a travel distance while the no-signal state continues;
Based on the reception result of the travel control information, the section ID of the travel control information when satisfying a predetermined steady reception condition for determining that the travel control information is in the steady reception state is immediately before the steady reception condition. When it is different from the section ID when it is determined that the condition is satisfied, a boundary passage detection step for detecting that the section boundary is passed at the traveling point before the no-signal distance,
A traveling position detection method including:

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