JP2017055518A - Train control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To achieve safe, smooth operation of trains through simple configuration.SOLUTION: An on-board control device for a train control system according to an embodiment comprises a detection part, a storage part, a communication part, and a control part. The detection part is configured to detect the speed and position of the own train. The storage part stores linear information about the linear shape of a track, performance information about train performance, and route information about the route configuration of a track. The communication part is configured to communicate with other trains. The control part is configured to control the speed of the own train such that the own train does not exceed a hindrance position set ahead of the own train. If the position information of the train preceding the own train is received by the communication part when the own train is running between the first linkage station of a plurality of linkage stations and the second linkage station next to the first linkage station, the position before the rear end of the preceding train or the start end of the first route for entering the second linkage station is set as a hindrance position.SELECTED DRAWING: Figure 1

Description

  Embodiments described herein relate generally to a train control system.

  Conventionally, in a transportation system using a railway, a technique for preventing a collision between trains and derailment at a branching portion has been proposed. As such a technology, for example, by installing multiple facilities for tracking trains on the ground side, and connecting these multiple facilities with a ground network, the status of each train on the entire route can be ascertained on the ground side Technology to prevent oversight of preceding trains by installing a wide variety of sensors on each train, and each train is equipped with a communication device, and the communication device allows multiple trains including its own train and other trains. A technique is known in which the status of each train on the entire route is grasped on the vehicle upper side by transmitting and receiving position information.

JP 2003-81092 A JP 2011-45207 A JP2015-33177A

  With the above technologies, it is desired to realize safe and smooth train operation with a simpler configuration by reducing equipment on the ground side and simplifying the equipment installed on each train. .

  The train control system according to the embodiment includes an on-board device provided on a train traveling on a route provided with a plurality of interlocking stations including the interlocking device. The on-board device includes a detection unit, a storage unit, a communication unit, and a control unit. The detection unit is configured to detect the speed and position of the own train. The storage unit stores linear information related to line alignment, performance information related to train performance, and route information related to the route configuration of the route. The communication unit is configured to be able to communicate with other trains. The control unit is configured to control the speed of the own train so that the own train does not exceed the obstacle position set in front of the own train, the first interlocking station among the plurality of interlocking stations, and the first If the location information of the preceding train of the own train is received by the communication unit while the own train is traveling between the second interlocking station next to the second interlocking station, the second end of the preceding train and the second interlocking station A position in front of the first end of the first route for entering the station is set as an obstacle position.

FIG. 1 is an exemplary block diagram illustrating a schematic configuration of a train control system according to an embodiment. FIG. 2 is an example for explaining the embodiment, and is an exemplary diagram showing an example of the status of a plurality of trains between adjacent interlocking stations. Drawing 3 is an illustration figure for explaining the trouble position in the case of running between interlocking stations with which the own train adjoins in the embodiment. FIG. 4 is an exemplary diagram for explaining a trouble position when communication is interrupted while traveling between interlocking stations adjacent to the own train in the embodiment. FIG. 5 is an exemplary diagram for explaining a trouble position when communication between the own train and the preceding train has never been established since the departure of the own train in the embodiment. FIG. 6 is an illustrative diagram for explaining the obstacle position when the own train enters the interlocking station in the embodiment, and before the entry permission is obtained from the ground device. FIG. 7 is an exemplary diagram for explaining a trouble position when the own train enters the interlocking station in the embodiment and after obtaining the entry permission from the ground device. FIG. 8 is an exemplary diagram for explaining a trouble position when the own train is stopped at the interlocking station in the embodiment. FIG. 9 is an exemplary diagram for explaining the on-line range of a train grasped by the ground device when communication between the on-board device of the stopped train and the ground device is interrupted in the embodiment. FIG. 10 is an exemplary diagram for explaining a trouble position when the own train advances from the interlocking station in the embodiment. FIG. 11 is an exemplary flowchart showing a series of processes executed by the on-board device when the own train is traveling between adjacent interlocking stations in the embodiment. FIG. 12 is an exemplary flowchart showing a series of processes executed by the on-board device and the ground device when the own train enters the interlocking station in the embodiment. FIG. 13 is an exemplary flowchart showing a series of processes executed by the on-board device and the ground device when the own train is stopped at the interlocking station in the embodiment. FIG. 14 is an exemplary flowchart showing a series of processes executed by the on-board device and the ground device when the own train advances from the interlocking station in the embodiment.

  Hereinafter, embodiments will be described with reference to the drawings.

  First, with reference to FIG. 1, the structure of the train control system 1000 by embodiment is demonstrated. As an example, the train control system 1000 according to the embodiment is applied to a traffic system using a light rail transit (LRT) that has been popularized in recent years as intra-city traffic.

  As shown in FIG. 1, the train control system 1000 includes an on-board device 100 mounted on a train traveling on a route, and a ground device 200 installed at a branch station (so-called interlocking station).

  The on-board device 100 includes a speed position detection unit 101, an on-board wireless communication unit 102, an on-board storage unit 103, and an on-board control unit 104.

  The speed position detection unit 101 is configured to detect the speed and position of a train (self train) on which the speed position detection unit 101 is mounted. For example, the speed and position of the own train can be acquired from a speed generator (TG) 106 installed on the axle, or can be acquired from the ground unit 300 on the route via the upper unit 107. It can be detected by using a GPS (Global Positioning System) not shown.

  The on-vehicle wireless communication unit 102 is configured to be able to wirelessly communicate with other trains other than the own train traveling on the route and the ground device 200. Note that the wireless communication performed by the on-board wireless communication unit 102 may be broadcast communication that does not specify a communication partner, or communication that specifies a communication partner according to a predetermined communication protocol.

  The on-vehicle storage unit 103 is configured to store linear information related to the line alignment, performance information related to the performance of the own train, and route information related to the route configuration of each interlocking station on the route. The linear information includes a predetermined stop position of each station on the route, the number of lines, a speed limit, and the like. The performance information includes train knitting growth, weight, power running characteristics, brake characteristics, air resistance / gradient resistance / curve resistance characteristics, and the like. The route information is the route identification information defined in each interlocking station, the number line corresponding to the route, the start position and the rear end position of each route, and the range in which the train can make an entry request described later. The position where the entry can be requested.

  The on-board controller 104 controls the speed of the own train based on the speed and position of the own train detected by the speed position detector 101 and the linear information and performance information read from the on-board storage unit 103. (Brake control command) is calculated, and the calculated control command can be output to a brake device (not shown). For example, the on-board control unit 104 is configured to output an emergency brake command to a brake device (not shown) and to brake the own train when an abnormality of the own train (on-board device 100) is detected. Has been.

  In the embodiment, the train driver switches the cab while the train stops at the starting station, and inputs the destination of the train and the stop number at each interlocking station using a monitor device (not shown). It is possible to do. Then, the on-board controller 104 determines an in-field course and a starting course to be passed at each interlocking station based on the information input by the driver and the course information read from the on-board storage unit 103. It is configured. Here, the in-field route is a route for entering each linked station, and the departure route is a route for moving from each linked station.

  In addition to the above-described configuration, the train according to the embodiment is equipped with a master controller, a main controller, a main motor, and the like that are operated by a driver as devices for running the train. However, since these configurations are the same as the configurations provided in a general train, a description thereof will be omitted.

  The ground device 200 includes a ground radio communication unit 201, a ground storage unit 202, a station premises line status storage unit 203, and a route control unit 204.

  The ground wireless communication unit 201 is configured to be able to wirelessly communicate with a train on the route. Here, the communication range of the terrestrial wireless communication unit 201 is the on-board wireless communication unit 102 of a train that is located within a certain distance from the station premises (the range including the beginning of all in-field routes to the end of all starting routes) and the fixed distance. The communication range is set. FIG. 1 illustrates an example in which the number of terrestrial wireless communication units 201 is one. However, in the embodiment, when the scale of the interlocking station is large, a plurality of terrestrial wireless communication units 201 are installed. A plurality of installed terrestrial wireless communication units 201 may be connected to each other via a wireless network.

  The ground storage unit 202 is configured to store linear information and route information in the station premises, and performance information. Linear information and route information in the station premises are the predetermined stop position and number of lines in the interlocking station, the start and end positions of the virtual track circuit defined by virtually dividing the station premises, and the relevance of these information Information indicating (correspondence), information indicating combinations of competing routes, and the like. Also, the performance information is information related to train knitting growth, weight, power running characteristics, brake characteristics, air resistance / gradient resistance / curve resistance characteristics, etc., similar to the performance information stored in the on-vehicle storage unit 103 described above. Etc.

  The station premises line status storage unit 203 is configured to determine and store the train lane status in the station premises. Further, the route control unit 204 is configured to be able to control the configuration and release of the route in the station, that is, the switching and locking of the branching devices provided on both sides of the interlocking station.

  Here, the on-board controller 104 of the on-board device 100 according to the embodiment enters a branch that is locked in a direction opposite to the desired direction in order to avoid collision with other trains such as a preceding train. In order to avoid this, set the obstacle position in front of the own train according to the situation of the own train, so that the own train speed can be controlled so that the own train does not exceed the obstacle position. It is configured.

  The trouble position according to the embodiment determines the position of the tip of the range where the own train can enter. The on-board control unit 104 (1) When the own train is traveling between adjacent interlocking stations, (2) When the own train enters the interlocking station, (3) The own train is stopped at the interlocking station And (4) when the own train advances from the interlocking station, different trouble positions are set.

  Hereinafter, with reference to FIG. 2 to FIG. 10, the trouble position in each of the cases (1) to (4) will be described in more detail. FIG. 2 is an exemplary diagram showing an example of the status of the presence of a plurality of trains between adjacent interlocking stations according to the embodiment. In the example of FIG. 2, trains A and B travel from the interlocking station X toward the next interlocking station Y, and the trains C and D stop at the interlocking station X. Here, the symbol Rx in FIG. 2 indicates the communicable range of the ground device 200X at the interlocking station X, and the symbol Ry indicates the communicable range of the ground device 200Y at the interlocking station Y. In the example of FIG. 2, a train detection device 400 that detects whether or not the train is stopped at the correct stop position is installed at the stop position of each line of the interlocking stations X and Y. The position correction transponder 500 for minimizing the error in the position of the train before entering the branching section is set at the front branch. In the embodiment, such a train detection device 400 and the position correction transponder 500 are used. May not be installed.

(1) When the own train is traveling between adjacent interlocking stations First, with reference to FIGS. 3 to 5, the trouble position set when the own train is traveling between adjacent interlocking stations will be described. . FIGS. 3-5 is the illustration which expanded and showed the condition in which the trains A and B are drive | working from the interlocking station X toward the interlocking station Y in this order in the example of said FIG.

  As illustrated in FIG. 3, the on-board device 100B of the train B is configured to receive position information of the preceding train A while traveling between the interlocking stations X and Y between the stations. In addition, the structure which transmits / receives position information may be a structure in which the train B receives the position information which the preceding train A is transmitting by broadcast communication, and the train B transmits position information to the preceding train A. The train B may receive the position information transmitted by the preceding train A in response to the request. When the on-board control unit 104 (see FIG. 1) of the on-board device 100B receives the position information from the preceding train A, the on-site course C1 for entering the rear end P1 of the preceding train A and the next interlocking station Y. The position just before either of the start ends P2 is set as a trouble position.

  In the example of FIG. 3, the rear end P1 of the preceding train A is located in front of the start end P2 of the in-field course C1. Therefore, in the example of FIG. 3, the rear end P1 of the preceding train A is set as the trouble position. The bold curve in FIG. 3 shows the speed control pattern (brake pattern) of the train B generated corresponding to the trouble position P1.

  Here, the trouble position P1 of FIG. 3 is updated every time the train B receives the latest position information from the train A. However, as shown in FIG. 4 (a), if the distance between trains A and B is too far away or an abnormality occurs in the radio (on-board radio communication unit 102, see FIG. 1), trains A and B Communication may be interrupted. In this case, the on-board device 100B of the train B according to the embodiment determines whether or not the distance to the rear end of the preceding train A based on the position information received last is equal to or greater than the predetermined distance D. In the above-described case, the position before either the rear end P3 of the preceding train A based on the position information received last and the start end (see P2 of FIG. 3) of the in-field route C1 to the next interlocking station Y It is configured to set as a trouble position.

  The trouble position P3 in FIG. 4A is not updated even if the trains A and B progress, unless the communication interruption is recovered. In this case, for example, as shown in FIG. 4 (b), even if the train A travels ahead of the trouble position P3, the train B stops at the trouble position P3. become. Therefore, as shown in FIG. 4C, the on-board device 100B of the train B according to the embodiment has a predetermined distance to the rear end (the trouble position P3) of the preceding train A based on the position information received last. If the distance is less than the distance D, the position P4 ahead of the own train by a predetermined distance D and the position before the starting point (see P2 in FIG. 3) of the in-field route C1 to the next interlocking station Y are obstructed. It is configured to set as a position. At this time, the on-board device 100B is configured to limit the speed of the own train to a predetermined speed or less as driving assistance. The predetermined speed is a general speed limit when, for example, an LRT without a safety device travels on a track other than a dedicated track.

  In the above, the trouble position when the communication with the preceding train A is established at least once after leaving the interlocking station X, and the rear end of the preceding train A can be calculated based on the position information received last. Explained. However, in the embodiment, communication with the preceding train A has never been established after leaving the interlocking station X, and the trailing end of the preceding train A based on the position information received last cannot be calculated in the first place. Can also exist. In this case, as shown in FIG. 5, the on-board device 100B of the train B according to the embodiment has a position P5 that is ahead by a predetermined distance D from the own train and the start end of the in-field route C1 to the next interlocking station Y ( The position in front of any one of P2 in FIG. 3) is set as a trouble position. Further, at this time, the on-board device 100B is configured to limit the speed of the own train to a predetermined speed or less as described above as driving assistance.

  In the embodiment, a visible distance is used as the predetermined distance D. The visually observable distance is a distance at which the driver of the own train can stop the own train by performing a brake operation after visually checking an obstacle that obstructs the running of the own train. The visible distance is stored in the on-vehicle storage unit 103 (see FIG. 1). In the embodiment, the visible distance may be set long before a point where the line of sight is good, and may be set short before a point where the line of sight is bad (such as a curve or a point where the gradient changes from up to down).

  As described above, in the embodiment, by using the visible distance for setting the trouble position when communication with the preceding train is interrupted while traveling between adjacent interlocking stations, it is left to the driver to avoid the risk of rear-end collision. In addition, it is possible to avoid a situation in which the train cannot be operated when the reason for the communication interruption is merely that the distance from the preceding train is too far away.

(2) When own train enters interlocked station Next, with reference to FIG. 6 and FIG. 7, the trouble position set when the own train enters the interlocked station will be described. FIGS. 6 and 7 are enlarged illustrations showing the situation where the train A is about to enter the interlocking station Y in the case of FIG.

  As shown in FIG. 6, the on-board device 100A of the train A requests to enter the in-field route C1 from the ground device 200Y of the interlocking station Y before entering the in-field route C1 to the interlocking station Y scheduled to enter. Is configured to send. More specifically, the on-board control unit 104 (see FIG. 1) of the on-board device 100A determines that the own train (train A) corresponds to the boundary of the communicable range Ry of the interlocking station Y (hereinafter, it is possible to request entry) When reaching P6 (referred to as “position”), the on-board wireless communication unit 102 (see FIG. 1) is used to transmit an approach request to the ground device 200Y. At this time, the on-board device 100A is configured to transmit the preceding train information indicating the preceding train of the own train (not shown in FIG. 6) together with the entry request.

  The on-board device 100A is configured to continue to transmit the entry request to the ground device 200Y until an entry permission corresponding to the entry request is received from the ground device 200Y. The on-board device 100A is configured to set the starting end P2 of the on-site course C1 scheduled to enter as an obstacle position until the entry permission is received from the ground device 200Y.

  Here, the station premises line status storage unit 203 (see FIG. 1) of the ground device 200Y according to the embodiment is configured to store the train that last entered the interlocking station Y along with the approach direction. And the course control part 204 (refer FIG. 1) of the ground apparatus 200Y, when the approach request | requirement is received from the train A, the train corresponding to the preceding train information received from the train A with the said approach request | requirement, the said train A, After confirming whether or not the train that last entered the interlocking station Y from the same direction matches, check the status of the train in the in-field route C1, and configure the in-field route C1 for the train A. However, when there is no particular problem, the in-field route C1 is configured.

  As described above, in the embodiment, before configuring the in-field route C1 for the train A, the train corresponding to the preceding train information received from the train A and finally the interlocking station Y from the same direction as the train A are finally sent. Checking with the train that entered. As a result, even if the train A establishes communication with the ground device 200Y before the preceding train for some reason, the train A is ahead of the on-site route for the preceding train. It can be avoided that the in-field course C1 is configured.

  The course control unit 204 (see FIG. 1) of the ground device 200Y according to the embodiment configures the in-field course C1 for the train A, and then uses the ground radio communication unit 201 (see FIG. 1) to the train A. And an entry permit is transmitted. Then, as shown in FIG. 7, when the on-board controller 104 (see FIG. 1) of the on-board device 100 </ b> A receives the entry permission, the obstacle position is changed from the start end P <b> 2 of the in-field route C <b> 1 to the end of the in-field route C <b> 1. It is configured to change to P7.

(3) When own train is stopping at interlocking station Next, with reference to FIG. 8, the trouble position set when the own train is stopping at the interlocking station will be described. FIG. 8 is an exemplary diagram showing an enlarged view of the situation where the trains C and D are stopped at the interlocking station X in the case of FIG.

  As shown in FIG. 8, the on-board control unit 104 of the on-board device 100C of the train C starts at the start of the starting route C2 for starting from the stop position and advancing the interlocking station X while stopping at the interlocking station X. P8 is configured to be set as a trouble position. In addition, the onboard control unit 104 of the onboard device 100D of the train D located on the main line different from the train C is for stopping at the interlocking station X and starting at the interlocking station X by starting from the stop position. The starting end P9 of the departure route C3 is set as a trouble position.

  Here, in the embodiment, the on-board control unit 104 of each of the on-board devices 100C and 100D transmits the on-line position of the own train to the stopped interlocking station X by using the on-board wireless communication unit 102. Is configured to do. The station premises line status storage unit 203 (see FIG. 1) of the ground device 200X is based on the information received from the onboard devices 100C and 100D by the terrestrial wireless communication unit 201 (see FIG. 1). It is comprised so that the existing line position of the trains C and D may be grasped.

  In the embodiment, communication between the interlocking station and a train stopped at the interlocking station may be interrupted due to a failure of the device (the on-vehicle wireless communication unit 102 or the ground wireless communication unit 201). As an example, FIG. 9 shows a state where communication between the interlocking station X and the train C stopped at the interlocking station X is interrupted. In FIG. 9, only the train C is illustrated for simplification, and the illustration of the train D is omitted. When the communication between the train C and the interlocking station X is interrupted, the on-board controller 104 of the on-board device 100C outputs an emergency brake command to stop the train C urgently, and the course control unit 204 of the ground device 200X. (Refer to FIG. 1) is configured to execute an emergency stop process such as displaying an emergency stop signal on a nearby train. Thereby, even if an abnormality occurs on either the train C side or the ground device 200X side, danger can be avoided.

  Further, the station premises line status storage unit 203 of the ground device 200X according to the embodiment, from the rear end P10 of the train C based on the last line position received from the train C, when the communication with the train C is interrupted, Up to the terminal P11 of the departure route C2 for C to advance from the interlocking station X is configured to be stored as an on-line range of the train C. As a result, it is possible to prevent the train C from being derailed by misinterpreting that the train C has not reached the branch on the way of the departure route C2 and switching the branching device provided on the branch.

(4) When own train advances from interlocking station Next, with reference to FIG. 10, the trouble position set when the own train advances from an interlocking station is demonstrated. FIG. 10 is an exemplary diagram showing in an enlarged manner the situation in which the train C is about to advance (depart) from the interlocking station X in the case of FIG.

  As shown in FIG. 10, the on-board control unit 104 of the on-board device 100C of the train C uses the on-board wireless communication unit 102 before entering the departure route C2 when departing from the interlocking station X. The advance request is transmitted to the ground device 200X of the station X. Then, the on-board controller 104 of the on-board device 100C is configured to set the starting end P8 of the departure route C2 as an obstacle position until an advance permission corresponding to the advance request is received from the ground device 200X.

  When the route control unit 204 of the ground device 200X receives the advance request from the train C, the route control unit 204 confirms the status of the train on the departure route C2 corresponding to the advance request, and configures the departure route C2 for the train C. However, when there is no particular problem, the departure route C2 is configured, and the terrestrial wireless communication unit 201 is used to transmit the advance permission to the train C.

  Here, the station premises line status storage unit 203 of the ground device 200X according to the embodiment is configured to store the train that has finally advanced from the interlocking station X together with the advancing direction thereof. When the route control unit 204 of the ground device 200X receives the advance request from the train C, the route control unit 204 uses the ground wireless communication unit 201 to obtain information on the train that has finally advanced from the interlocking station X in the same direction as the train C. It is configured to transmit to the train C together with the advance permission.

  When the on-board controller 104 of the on-board device 100C receives the advance permission from the ground device 200X, the on-board controller 104 is configured to store a train corresponding to the information received together with the advance permission as a preceding train. In the example of FIG. 10, the preceding train of the train C is the train B. The on-board control unit 104 of the on-board device 100C receives the position information from the preceding train B, and the rear end P12 of the preceding train B and the start end of the in-field route to the next interlocking station Y (the above-described FIG. 3 and FIG. 6 and the starting end P2) of the in-field course C1 in FIG. 7 is set as a troubled position, and the own train is departed.

  Next, with reference to FIGS. 11-14, the flow of the process performed in each case of said (1)-(4) in the train control system 1000 by embodiment is demonstrated.

  First, with reference to FIG. 11, a series of processes performed by the on-board device 100 in the case of (1) above, that is, when the own train is traveling between adjacent interlocking stations will be described.

  In the processing flow of FIG. 11, first, in S <b> 1, the on-board controller 104 of the on-board device 100 determines whether or not the position information of the preceding train has been received. For example, in the example of FIGS. 3 to 5 described above, the on-board controller 104 of the on-board device 100B of the train B attempts to receive the position information of the preceding train A, and whether or not the position information has been successfully received. Judging.

  If it is determined in S1 that the position information of the preceding train has been received, the process proceeds to S2. In S2, the onboard control unit 104 calculates the position of the rear end of the preceding train based on the received position information and various information such as performance information read from the onboard storage unit 103, and the preceding train The position of the rear end is calculated as the trouble position. For example, the example of FIG. 3 described above is an example in which the position information of the preceding train A by the train B has been successfully received. Therefore, in the example of FIG. 3, the position P1 at the rear end of the preceding train A is calculated as the trouble position.

  On the other hand, if it is determined in S1 that the position information of the preceding train has not been received, the process proceeds to S3. In S3, the on-board controller 104 determines whether or not communication with the preceding train has been established even once from the departure to the present.

  If it is determined in S3 that communication with the preceding train has never been established, the process proceeds to S4. In step S4, the on-board control unit 104 calculates a position that is a visible distance away from the own train as a trouble position. Here, the visible distance is a distance that allows the driver of the own train to stop the own train by performing a brake operation after visually checking an obstacle that obstructs the running of the own train. is there. For example, the example of FIG. 5 described above is an example in which communication with the preceding train A has never been established after the train B leaves the interlocking station X. Therefore, in the example of FIG. 5, the position P5 ahead of the train B by the visible distance D is calculated as the trouble position.

  On the other hand, if it is determined in S3 that communication with the preceding train has been established at least once, the process proceeds to S5. In step S5, the on-board controller 104 determines whether the distance to the rear end of the preceding train based on the last received position information is equal to or greater than the visible distance. For example, in the example of FIG. 4 described above, communication between the train B and the preceding train A is interrupted on the way from the interlocking station X to the interlocking station Y. That is, communication between the train B and the preceding train A is interlocked with the interlocking stations X and Y. This is an example that has been established at least once. Therefore, in the example of FIG. 4, it is determined whether the distance to the rear end P3 of the preceding train A based on the last received position information is equal to or greater than the visible distance D.

  If it is determined in S5 that the distance to the rear end of the preceding train based on the last received position information is greater than or equal to the visible distance, the process proceeds to S6. In step S6, the on-board control unit 104 calculates the position of the rear end of the preceding train based on the last received position information as a trouble position. For example, in the example of FIG. 4A and FIG. 4B described above, the distance to the rear end P3 of the preceding train A based on the position information received last is not less than the visible distance D. Therefore, in the example of FIGS. 4A and 4B, the position of the P3 is calculated as the trouble position.

  On the other hand, if it is determined in S5 that the distance to the rear end of the preceding train based on the last received position information is less than the visible distance, the process proceeds to S4. In step S4, the on-board control unit 104 calculates a position that is a visible distance away from the own train as a trouble position. For example, in the example of FIG. 4C described above, the distance to the rear end P3 of the preceding train A based on the position information received last is less than the visible distance D. Therefore, in the example of FIG. 4C, the position P4 ahead of the train B by the visible distance D is calculated as the trouble position.

  When the process of S2, S4 or S6 is executed, the process proceeds to S7. Then, in S7, the on-board controller 104 sets a position in front of the trouble position calculated in S2, S4 or S6 and the starting end of the in-field route to the next interlocking station as the trouble position. In S8, the on-board control unit 104 generates a brake pattern corresponding to the obstacle position set in S7, and controls the speed of the own train so as not to exceed the speed along the brake pattern. For example, in the examples of FIGS. 3 to 5 described above, both the positions P1 and P3 to P5 calculated as the trouble positions are in front of the starting point P2 (see FIG. 3) of the in-field route C1 to the next interlocking station Y. Is located. Accordingly, in the example of FIGS. 3 to 5, the positions P <b> 1 and P <b> 3 to P <b> 5 are set as trouble positions, and the speed control of the train B is executed so that the train B does not exceed these positions P <b> 1 and P <b> 3 to P <b> 5. .

  Next, with reference to FIG. 12, a series of processes performed by the on-board device 100 and the ground device 200 in the case of (2) above, that is, when the own train enters the interlocking station will be described.

  In the processing flow of FIG. 12, in S11, the on-board controller 104 of the on-board device 100 determines whether or not the own train has reached the approach requestable position. The approach requestable position is a position where an entry request can be made to the ground device 200, and is, for example, a position P6 corresponding to the boundary of the communicable range Ry of the ground device 200Y in the example of FIG. .

  The process of S11 is repeated until it is determined that the own train has reached the approach requestable position. And when it is judged in S11 that the own train has reached the approach requestable position, the process proceeds to S12.

  In S12, the on-board control unit 104 of the on-board device 100 uses the on-board wireless communication unit 102 to request the entry to the in-field route, the preceding train information, Send. For example, in the example of FIG. 6 described above, the train A sends a request to enter the on-site course C1 and the preceding train information indicating the preceding train of the train A (not shown in FIG. 6) to the ground device 200Y. Send.

  On the other hand, when the route control unit 204 of the ground device 200 receives the entry request and the preceding train information from the on-board device 100, in S13, the train corresponding to the received preceding train information and the train that transmitted the entry request are the same. Check if the last train that entered the linkage station from the direction matches. In S14, the route control unit 204 of the ground device 200 determines whether the train corresponding to the preceding train information matches the train that has entered last. In addition, the information of the train which entered last is memorize | stored by the station premises line status memory | storage part 203 of the ground apparatus 200. FIG. For example, in the example of FIG. 6 described above, the ground device 200Y recognizes itself as the train corresponding to the preceding train information received from the train A and the train that has finally entered the interlocking station Y from the same direction as the train A. It is determined whether or not the current train matches.

  In S14, when it is determined that the train corresponding to the preceding train information does not match the train that has entered last, the process returns to S13. On the other hand, when it is determined in S14 that the train corresponding to the preceding train information matches the train that has entered last, the process proceeds to S15.

  In S15, the route control unit 204 of the ground device 200 confirms the status of the train on the in-field route that received the entry request and the state of the route competing with the in-field route. More specifically, the route control unit 204 refers to the information stored in the station premises line status storage unit 203, and there is no other train already on the stadium route, and the route that competes with the stadium route. Is not locked for another train (including not reserved).

  Then, in S16, the route control unit 204 of the ground device 200, based on the confirmation result in S15, does not have a train on the in-field route that has received the entry request, and the route competing with the in-field route is locked ( It is determined whether or not the condition that the reservation is not included is satisfied. For example, in the example of FIG. 6 described above, the ground device 200Y is locked for a train other than the train A where there is no train other than the train A on the on-site route C1 and the route that competes with the on-site route C1. It is determined whether or not the condition (including reservation) is not satisfied.

  If it is determined in S16 that the above condition is not satisfied, the process returns to S15. On the other hand, if it is determined in S16 that the above condition is satisfied, the process proceeds to S17.

  In S17, the course control unit 204 of the ground device 200 configures the in-field course that has received the entry request. Then, in S18, the route control unit 204 uses the ground radio communication unit 201 to transmit an entry permission to the train that has transmitted the entry request. For example, in the example of FIG. 6 described above, the ground device 200Y performs switching and locking of the turnout on the in-field route C1 to configure the in-field route C1, and then the train A enters the in-field route C1. Send permission.

  When the entry permission from the ground device 200 is received, the on-board controller 104 of the on-board device 100 sets the position of the end of the in-field route as an obstacle position in S19. For example, in the example of FIG. 7 described above, the terminal end P7 of the in-field route C1 is set as the trouble position. In the example of FIG. 7, the start point P2 of the in-field route C1 is set as the trouble position until the entry permission from the ground device 200Y is received.

  When the obstacle position is set as described above, in S20, the on-board controller 104 of the on-board device 100 generates a brake pattern that does not exceed the set obstacle position, and controls the speed of the own train according to the brake pattern. To do. As a result, the processing on the on-board device 100 side ends.

  On the other hand, the route control unit 204 of the ground device 200 transmits an entry permission to the on-board device 100 in S18, and then determines in S21 whether or not the train has started to enter the on-site route. The determination process in S21 is repeated until it is determined that the train has started to enter the in-course route. Then, in S21, when it is determined that the train has started entering the on-site route, the process proceeds to S22.

  In S22, the course control unit 204 of the ground device 200 cancels the entry permission given to the train in S18. In S23, the route control unit 204 determines whether or not the train has completely entered the on-site route. That is, the course control unit 204 determines whether or not the train has entered the virtual track circuit corresponding to the end when the rear end of the train exceeds the start of the virtual track circuit corresponding to the end of the in-field route.

  The process of S23 is repeated until it is determined that the train has completely entered the on-site route. If it is determined in S23 that the train has completely entered the on-site route, the process proceeds to S24.

  In S24, the course control unit 204 of the ground device 200 cancels the in-field course configured in S17. Moreover, in S24, the station premises line status storage unit 203 of the ground device 200 updates the information of the train that last entered the interlocking station. That is, the station premises line status storage unit 203 stores the information on the train that has been permitted to enter in S18 as the information on the train that has entered last together with the approach direction. Thereby, the processing on the ground device 200 side ends.

  Next, with reference to FIG. 13, a description will be given of a series of processes executed by the on-board device 100 and the ground device 200 in the case of (3) above, that is, when the own train is stopped at the interlocking station.

  In the processing flow of FIG. 13, whether or not the onboard control unit 104 of the onboard device 100 can communicate with the ground device 200 using the onboard wireless communication unit 102 in S31 on the onboard device 100 side. Judging. In S32 on the ground device 200 side, the course control unit 204 of the ground device 200 determines whether or not it is possible to communicate with the on-board device 100 in the station using the ground wireless communication unit 201. For example, in the example of FIG. 8 described above, it is determined whether or not the onboard devices 100C and 100D of the trains C and D stopped at the interlocking station X can communicate with the ground device 200X. It is determined whether or not communication with devices 100C and 100D is possible.

  When it is determined in S31 on the on-board device 100 side that communication with the ground device 200 is possible, the process proceeds to S33. In step S <b> 33, the on-board controller 104 of the on-board device 100 transmits the current position of the own train to the ground device 200 using the on-board wireless communication unit 102.

  On the other hand, if it is determined in S32 on the ground device 200 side that communication with the on-board device 100 is possible, the process proceeds to S34. In S <b> 34, the route control unit 204 of the ground device 200 receives the on-line position of the train from the on-board device 100 of the train in the station using the ground wireless communication unit 201. In S35, the station premises line status storage unit 203 of the ground device 200 updates the lane information indicating the status of the train in the station premises based on the information received in S34.

  On the on-board device 100 side, after transmitting the current position of the own train in S33, the process proceeds to S36. Then, in S36, the on-board controller 104 of the on-board device 100 sets the position of the starting end of the departure route for advancing from the stopped station as a trouble position. In S37, the on-board control unit 104 generates a brake pattern corresponding to the obstacle position set in S36, and controls the speed of the own train so as not to exceed the speed along the brake pattern. For example, in the example of FIG. 8 described above, the start end P8 of the departure route C2 is set as the trouble position of the train C, and the start end P9 of the departure route C3 is set as the trouble position of the train D. Therefore, in the example of FIG. 8, the on-board device 100C of the train C executes speed control so as not to exceed the position of P8, and the on-board device 100D of the train D performs speed control so as not to exceed the position of P9. Execute.

  In the embodiment, communication between the on-board device 100 and the ground device 200 may be impossible due to a failure of the communication device (the on-vehicle wireless communication unit 102 or the terrestrial wireless communication unit 201). In this case, on-vehicle apparatus 100 side determines that communication with ground apparatus 200 is impossible in S31, and the process proceeds to S38. In S38, the on-board control unit 104 of the on-board device 100 outputs an emergency brake command, and stops the own train in an emergency. On the other hand, on the ground device 200 side, it is determined in S32 that communication with the on-board device 100 is impossible, and the process proceeds to S39. In S39, the ground device 200 executes an emergency stop process such as displaying an emergency stop signal on a nearby train.

  The series of processes (S31, S33, and S36 to S38) on the on-board device 100 described above are repeatedly executed at every control cycle of the on-board device 100 while the train is stopped at the interlocking station. Further, the above-described series of processing on the ground device 200 side (S32, S34, S35, and S39) is repeatedly executed for each control cycle of the ground device 200. When the stopped interlocking station is the starting station, the on-board control unit 104 of the on-board device 100 performs the destination of the own train input by the driver before repeatedly executing the series of processes described above. And based on the stop number line in each interlocking station, the in-field course and departure course which the own train should pass at each interlocking station are determined.

  Next, a series of processing executed by the on-board device 100 and the ground device 200 in the case of the above (4), that is, when the own train advances from the interlocking station will be described with reference to FIG.

  In the processing flow of FIG. 14, in S41, the on-board controller 104 of the on-board device 100 uses the on-board wireless communication unit 102 to the ground device 200 of the interlocking station that is currently stopped and scheduled to advance. An advance request for requesting a configuration of a departure route for advance from the interlocking station is transmitted. For example, in the example of FIG. 10 described above, the on-board device 100C of the train C transmits an advance request for requesting the configuration of the departure route C2 to the ground device 200X of the interlocking station X.

  When the route control unit 204 of the ground device 200 receives the advance request from the on-board device 100, in S42, the route status of the train on the departure route that has received the advance request and the status of the route competing with the departure route are confirmed. . More specifically, the route control unit 204 refers to the information stored in the station premises line status storage unit 203, and there is no other train on the departure route, and the route that competes with the departure route. Is not locked for another train (including not reserved).

  In S43, the route control unit 204 of the ground device 200 is based on the confirmation result in S42, and the route that does not have a train on the departure route and competes with the departure route is locked (including reservation). It is determined whether or not the condition of not being satisfied. For example, in the example of FIG. 10 described above, the ground device 200X has no train other than the train C on the departure route C2, and the route that competes with the departure route C2 (for example, the departure route C3) is other than the train C. It is determined whether or not a condition that a lock (including reservation) is not made for a train (for example, train D) is satisfied.

  If it is determined in S43 that the above condition is not satisfied, the process returns to S42. On the other hand, if it is determined in S43 that the above condition is satisfied, the process proceeds to S44.

  In S44, the course control unit 204 of the ground device 200 configures the departure course that has received the advance request. Then, in S45, the route control unit 204 uses the on-board wireless communication unit 201 to allow the train that has advanced from the interlocking station in the last direction in the same direction as the train to which the advance request has been transmitted. And send information. In addition, the information of the train which advanced last is memorize | stored by the station premises line status memory | storage part 203 of the ground apparatus 200. FIG. For example, in the example of FIG. 10 described above, the ground device 200X performs switching and locking of the branching unit on the departure route C2 to configure the departure route C2, and then the train C via the departure route C2. And the information on the train that has finally advanced in the same direction as the train C from the interlocking station X is transmitted.

  Upon receiving the advance permission from the ground device 200 and the information of the last train to be advanced, the on-board controller 104 of the on-board device 100 determines the last train that has advanced as a preceding train in S46, and Receive location information. For example, in the example of FIG. 10 described above, the on-board device 100C of the train C determines that the train B is a preceding train based on the information received from the ground device 200X, and obtains the position information of the train B from the train B. Receive from.

  In S47, the on-board controller 104 of the on-board device 100 is in front of either the rear end of the preceding train calculated based on the position information received in S46, or the start end of the in-field route to the next interlocking station. Is set as the trouble position. For example, in the example of FIG. 10 described above, the rear end P12 of the preceding train B is set as the trouble position of the train C.

  When the trouble position is set as described above, in S48, the on-board controller 104 of the on-board device 100 generates a brake pattern that does not exceed the set trouble position. Then, in S49, the on-board controller 104 starts the own train while performing speed control along the brake pattern generated in S48. As a result, the processing on the on-board device 100 side ends.

  On the other hand, the route control unit 204 of the ground device 200 transmits the advance permission to the on-board device 100 in S45, and then determines whether or not the train has started to enter the departure route in S50. The determination process in S50 is repeated until it is determined that the train has started entering the departure route. If it is determined in S50 that the train has started entering the departure route, the process proceeds to S51.

  In S51, the course control unit 204 of the ground device 200 cancels the advance permission given to the train in S45. In S52, the route control unit 204 determines whether or not the train has completely advanced from the departure route. That is, the route control unit 204 determines whether or not the rear end of the train has exceeded the end of the virtual track circuit corresponding to the end of the departure route.

  The process of S52 is repeated until it is determined that the train has completely advanced from the departure route. If it is determined in S52 that the train has completely advanced from the departure route, the process proceeds to S53.

  In S53, the course control unit 204 of the ground device 200 cancels the departure course configured in S44. Moreover, in S53, the station premises line status storage unit 203 of the ground device 200 updates the information of the train that has finally advanced from the interlocking station. That is, the station premises line status storage unit 203 stores the information on the train that has been given permission to advance in S45 as the information on the train that has advanced last, together with the direction of advance. Thereby, the processing on the ground device 200 side ends.

  As described above, the on-board control unit 104 of the on-board device 100 according to the embodiment is configured such that, when the own train is traveling between adjacent interlocking stations, the position information of the preceding train of the own train is the on-board wireless communication unit. When received by 102, the position in front of either the rear end of the preceding train calculated based on the received position information or the start end of the in-field course for entering the next interlocking station is set as the obstacle position. And it is comprised so that the speed of the own train may be controlled so that the own train does not exceed the set obstacle position. Thereby, when the own train is traveling between adjacent interlocking stations, it is possible to set a trouble position that can avoid a rear-end collision with the preceding train only by receiving position information of the preceding train from the preceding train. In other words, in order to prevent collision between trains and derailment at the branch, for example, facilities and functions for grasping the status of each train on the entire route are provided on the ground side or on the upper side of the train, or oversight of the preceding train is prevented. Therefore, it is not necessary to provide various sensors for the vehicle on the upper side of the vehicle, so that safe and smooth train operation can be realized with a simpler configuration. This effect is particularly beneficial in a traffic system using LRT, which is desired to realize safe and smooth train operation at low cost.

  As mentioned above, although embodiment of this invention was described, the said embodiment is an example to the last, Comprising: It is not intending limiting the range of invention. The above embodiment can be implemented in various forms, and various omissions, replacements, and changes can be made without departing from the spirit of the invention. The above-described embodiments and modifications thereof are included in the scope and spirit of the invention, and are included in the invention described in the claims and the equivalents thereof.

DESCRIPTION OF SYMBOLS 100 On-board apparatus 101 Speed position detection part 102 On-board radio communication part 103 On-board storage part 104 On-board control part 200 Ground apparatus 1000 Train control system

Claims (9)

It is equipped with an on-board device provided on a train traveling on a route provided with a plurality of interlocking stations equipped with an interlocking device,
The on-board device is:
A detection unit for detecting the speed and position of the own train;
A storage unit that stores linear information related to the alignment of the route, performance information related to the performance of the train, and route information related to the route configuration of the route;
A communication unit configured to be able to communicate with other trains;
A control unit for controlling the speed of the own train so that the own train does not exceed the obstacle position set in front of the own train;
The control unit is configured such that when the own train is traveling between a first interlocking station of the plurality of interlocking stations and a second interlocking station next to the first interlocking station, When the position information of the preceding train is received by the communication unit, the position before either the rear end of the preceding train and the start end of the first route for entering the second interlocking station A train control system set as the obstacle position.   In the case where the own train is running between the first interlocking station and the second interlocking station, the control unit is configured to obtain a rear end of the preceding train based on the position information received last. If the distance is less than a predetermined distance, or if communication with the preceding train has never been established since leaving the first interlocking station, the speed of the own train is limited to a predetermined speed or less. 2. The train control system according to claim 1, wherein a position in front of the predetermined distance from the own train and a start position of the first route is set as the obstacle position.   When the distance to the rear end of the preceding train based on the position information received last is greater than or equal to the predetermined distance, the control unit is configured to follow the preceding train based on the position information received last. The train control system according to claim 2, wherein a position in front of one of an end and a start end of the first course is set as the obstacle position.   The predetermined distance is a distance by which the driver of the own train can stop the own train by performing a brake operation after visually checking an obstacle that becomes an obstacle to the running of the own train. The train control system according to claim 2 or 3. Provided to correspond to each of the plurality of interlocking stations, further comprising a ground device configured to be able to control the interlocking device and communicable with the train,
The communication unit is configured to be able to communicate with the ground device,
The control unit uses the communication unit for the first ground device corresponding to the first interlock station while the host train is stopped in the first interlock station. The train control system according to any one of claims 1 to 4, wherein a starting end of a second route for advancing from within the first interlocking station is set as the obstacle position.   When the own train enters the second interlocking station, the control unit has a second ground device corresponding to the second interlocking station before the own train enters the first route. When the communication unit is used to transmit an entry request to the first route, and an entry permission corresponding to the entry request is received from the second ground device, the termination of the first route The train control system according to claim 5, wherein when the entry permission is not received from the ground device, the start end of the first route is set as the obstacle position. The control unit transmits information indicating the preceding train to the second ground device together with the entry request,
The second ground device is configured to be able to store the train that has entered last in the second interlocking station, and when the entry request is received, the second ground device is indicated by information received together with the entry request. The first train is configured using the interlock device, and the entry permission is transmitted to the train that has transmitted the entry request. The train control system according to claim 6.   When the own train advances from the first interlocking station, the control unit sends an advance request to the first ground device using the communication unit before entering the second route. The transmission start and when the advance permission corresponding to the advance request is received from the first ground device, the start end of the first route is set as the obstacle position. The train control system described. The first ground device is configured to be able to store the train that has finally advanced from within the first interlocking station, and when the advance request is received, the interlock device is used in response to the advance request. The second route is configured, and the train that has transmitted the advance request is transmitted with information indicating the last advanced train and the advance permission,
The said control part memorize | stores the information which shows the said train which carried out the last as information which shows the said preceding train, and receives the positional information on the said preceding train from the said preceding train using the said communication part. The train control system described.

Images