JP2019217860A - Train control system, operation management device, and train control method - Google Patents

Abstract

To provide a train control system, an operation management device, and a train control method that can control the pantagraph of a train stopped in an air section without registering ground facility information in an on-board device.SOLUTION: A train control system 100 comprises: a plurality of on-boards devices 20 mounted respectively on a plurality of trains 1; and an operation management device 10 communicably connected to the on-board devices 20. The operation management device 10 determines whether a train 1 staying in the air section among the trains 1 is stopped, and transmits a pantagraph descending remote control operation signal for descending the pantagraph 3 of the train to the on-board device 20 of the train 1 staying and stopped in the air section. The on-board device 20 descends the pantagraph 3 when the pantagraph descending remote control operation signal is received.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a train control system, an operation management device, and a train control method including a plurality of on-board devices mounted on a plurality of trains, respectively, and an operation management device communicably connected to the plurality of on-board devices. .

  Railway overhead lines are cut off at each substation to prevent a power feed accident from spreading to the entire overhead line, and equipment called an air section is provided between adjacent overhead lines to insulate between these overhead lines. I have. The train can keep running by continuously receiving power from a plurality of substations by the air section.

  The train may stop in the air section due to the operation of the emergency brake or some abnormality on the route. The two overhead lines provided in the air section may have a potential difference even if the nominal voltage is the same, such as when the train stopped in the air section resumed running with the pantograph raised. In some cases, a large current flows between two overhead wires. When a large current flows between the two overhead lines, the pantograph may be damaged, the overhead line may be melted, and the like, and the operation schedule may be disrupted.

  Patent Literature 1 discloses a technique in which, in an on-board device mounted on a train, when a pantograph stops in an air section and the pantograph is in an up state, the pantograph is lowered.

International Publication No. 2012/176295

  However, in the technology described in Patent Document 1, it is necessary to register in advance the ground equipment information including the positions of the plurality of air sections in the on-board devices of all the trains traveling on the route. Therefore, when the ground equipment information is changed due to the repair of the ground equipment or the like, it is necessary to update the ground equipment information registered in the on-board devices of all the trains.

  The present invention has been made in view of the above, and an object of the present invention is to provide a train control system capable of controlling a pantograph of a train stopped in an air section without registering ground equipment information in an on-board device. And

  In order to solve the above-described problems and achieve the object, a train control system according to the present invention includes a plurality of on-board devices mounted on a plurality of trains, respectively, and an operation that is communicably connected to the plurality of on-board devices. A management device. The operation management device includes an on-rail determination unit, a stop determination unit, and a transmission processing unit. The on-line determination unit determines a train existing on the air section among the plurality of trains. The stop determination unit determines whether or not the train determined to be in the air section by the on-line determination unit is stopped. The transmission processing unit transmits a pantograph descent remote control signal for lowering the pantograph of the train to the on-board device of the train determined to be stopped by the stop determination unit. Each of the plurality of onboard devices includes a reception processing unit and a pantograph control unit. The reception processing unit receives the pantograph lowering remote control signal. The pantograph controller lowers the pantograph when the pantograph lowering remote control signal is received by the reception processor.

  ADVANTAGE OF THE INVENTION According to this invention, there exists an effect that the pantograph of the train stopped in the air section can be controlled, without registering ground equipment information in an onboard apparatus.

The figure which shows an example of a structure of the train control system concerning Embodiment 1 of this invention. FIG. 7 is a diagram for explaining power supply when the train according to the first embodiment is located in a feeder section of a substation. FIG. 7 is a diagram for explaining power supply when the train according to the first embodiment is located in a feeder section of a substation. FIG. 7 is a diagram for explaining power supply when the train according to the first embodiment is in the air section. FIG. 4 is a diagram for explaining control of a pantograph of a train stopped in the air section according to the first embodiment. FIG. 4 is a diagram for explaining power supply when two trains according to the first embodiment are located in the air section and in a feeder section of a substation, respectively. FIG. 4 is a diagram for explaining power supply when two trains according to the first embodiment are located in the air section and in a feeder section of a substation, respectively. FIG. 4 is a diagram for explaining control of a pantograph of a train stopped in the air section according to the first embodiment. FIG. 4 is a diagram for explaining control of a pantograph of a train stopped in the air section according to the first embodiment. FIG. 7 is a diagram for explaining control of a train stopped in the air section according to the first embodiment. The figure which shows an example of a structure of the operation management apparatus concerning Embodiment 1. FIG. 1 is a diagram illustrating an example of a configuration of an on-board device according to a first embodiment; 5 is a flowchart illustrating an example of processing of the operation management device according to the first embodiment. 5 is a flowchart illustrating an example of a pantograph control process of the on-board device according to the first embodiment; 5 is a flowchart illustrating an example of a notch control process of the on-board device according to the first embodiment; FIG. 2 is a diagram illustrating an example of a hardware configuration of an operation management device according to the first embodiment. FIG. 4 is a diagram illustrating an example of a configuration of a train control system according to a second embodiment of the present invention. FIG. 7 is a diagram illustrating an example of a configuration of an operation management device according to a second embodiment. FIG. 3 is a diagram illustrating an example of a configuration of an on-board device according to a second embodiment; 9 is a flowchart illustrating an example of processing of the operation management device according to the second embodiment. 11 is a flowchart illustrating an example of a pantograph control process of the on-board device according to the second embodiment. 9 is a flowchart illustrating an example of a notch control process of the on-board device according to the second embodiment.

  Hereinafter, a train control system, an operation management device, and a train control method according to an embodiment of the present invention will be described in detail with reference to the drawings. It should be noted that the present invention is not limited by the embodiment.

Embodiment 1 FIG.
FIG. 1 is a diagram illustrating an example of a configuration of the train control system according to the first embodiment of the present invention. As illustrated in FIG. 1, the train control system 100 according to the first embodiment includes an operation management device 10, a plurality of on-board devices 20, a communication system 30, and a signal system 40.

  The operation management device 10 is communicably connected to a plurality of on-board devices 20 via a communication system 30. The plurality of on-board devices 20 are respectively mounted on the plurality of trains 1 running in the DC electrified section. Each train 1 includes wheels 2 for traveling on rails 5 and a pantograph 3 for receiving power supplied from overhead lines 6.

The overhead line 6 is connected to a plurality of substations 7, and power is supplied from the substation 7 to the train 1. Overhead line 6 includes overhead line ₆ 1, _{6 2} are connected to different substations 7 together. Note that DC power is supplied from the substation 7 to the overhead line 6.

  The train 1 receives electric power supplied from the overhead wire 6 via the pantograph 3 and rotates a wheel 2 by driving a motor (not shown) provided in the train 1. Thereby, the train 1 can run on the rail 5.

  The communication system 30 includes a plurality of terrestrial communication devices 31 arranged at intervals from each other along the rail 5, and a communication network 32 provided between the plurality of terrestrial communication devices 31 and the operation management device 10. The operation management device 10 can acquire information from a plurality of ground communication devices 31 via the communication network 32. In addition, the operation management device 10 can communicate with the on-board device 20 mounted on each train 1 via the ground communication device 31 and the communication network 32.

  The signaling system 40 includes a plurality of track circuits 41 spaced apart from each other along the rail 5 and a communication network 42 provided between the plurality of track circuits 41 and the operation management device 10. The plurality of track circuits 41 detect the state of the train 1 on the rail 5 in sections different from each other. The operation management device 10 can acquire the on-rail information of each train 1 from the plurality of track circuits 41 via the communication network 42.

  In the example shown in FIG. 1, the train 1, the substation 7, the ground communication device 31, and the track circuit 41 are shown two each, but the train 1, the substation 7, the ground communication device 31, and the track circuit 41 The number of 41 is not limited to the example shown in FIG.

The overhead line 6 is provided with a facility called an air section for insulating different power systems between the substations 7 using air as an insulator. The air section shown in FIG. 1, is laid to a connected overhead line ₆₁ and the overhead line 6 ₂ and is parallel to the different substations 7 together. Train 1 Zaisen to such air in sections, pantograph 3 contacts either the overhead line 6 _1, 6 _2.

  Here, supply of DC power from the substation 7 to the train 1 via the overhead line 6 will be described. FIGS. 2 and 3 are diagrams for explaining power supply when the train according to the first embodiment is located in a feeding section of a substation. FIG. 4 is a diagram for explaining power supply when the train according to the first embodiment is in the air section. The fact that the train 1 is in the air section means that the train 1 in a state where the pantograph 3 is in contact with the overhead wire 6 in the air section section is present.

Here, as shown in FIGS. 2-4, describes a section of the air section and the overhead line ₆₁ and the overhead line 6 ₂ is laid in parallel with the air section section. Moreover, the pantograph 3 describes a section that contacts only the overhead wire ₆₁ and substation ₇₁ eaves conductive sections, pantograph 3 is described as substation 7 ₂ eaves conductive section a section that contacts only the overhead wire 6 _2.

As shown in FIG. 2, the substation ₇₁ includes a power receiving and transforming equipment 71 ₁ for converting an AC power supplied from the power company into DC power. Similarly, the substation 7 ₂ includes a power receiving and transforming equipment 71 ₂ for converting AC power supplied from the power company into DC power. The power receiving and transforming devices 71 ₁ and 71 ₂ include, for example, a disconnector (not shown) and a circuit breaker (not shown), and can perform opening / closing control of a power supply circuit that supplies power to the train 1.

Incoming transfer device 71 ₁ is electrically connected to the overhead line _{6 1} by path 72 _1, is electrically connected to the rail 5 by path 73 _1, path ₇₂ 1, 73 _1, rails 5, and the overhead line ₆₁ DC power can be supplied to the train 1 via the. Similarly, incoming transfer device 71 _2, the path 72 ₂ is connected to the overhead line _{6 2} electrically, path 73 ₂ is electrically connected to the rail 5 by path ₇₂ 2, 73 _2, rails 5, and it is possible to supply DC power to the train 1 via the overhead line 6 _2.

As shown in FIG. 2, when the train 1 is traveling the substation 7 ₁ eaves conductive sections, pantograph 3 train 1 is in contact with the overhead wire _61. Therefore, an electric circuit of a closed loop R1 in which the current I1 flows in the order of the power receiving and transforming device 71 ₁ , the electric circuit 72 ₁ , the overhead wire 6 ₁ , the pantograph 3, the wheel 2, the rail 5, the electric circuit 73 ₁ , and the power receiving and transforming device 71 ₁ is formed. . Therefore, the train 1 is traveling the substation 7 ₁ eaves conductive section, power from the substation ₇₁ by current I1 flows is supplied.

Further, as shown in FIG. 3, when the train 1 is traveling substation 7 ₂ eaves conductive sections, pantograph 3 train 1 is in contact with the overhead wire 6 _2. Therefore, incoming transfer device 71 _2, path 72 _2, overhead line _{6 2,} pantograph 3, wheels 2, the rail 5, the electrical circuit of the electrical path 73 _2, and incoming transfer device 71 _{and second} closed loop R2 flowing current I2 is sequentially formed . Therefore, the train 1 is traveling substation 7 ₂ eaves conductive section, power from the substation 7 ₂ by the current I2 flows is supplied.

Further, as shown in FIG. 4, when the train 1 is running the air section section pantograph 3 train 1 is in contact with the overhead wire ₆₁ and the overhead line 6 _2. Therefore, the electric circuit of the above-mentioned closed loop R1 and the electric circuit of the above-mentioned closed loop R2 are both formed. Therefore, the train 1 is traveling air section section, it is possible to receive simultaneously the power supply from the one substation ₇₁ and substation 7 ₂ or substation ₇₁ and substation 7 _2.

Thus, since the air section is provided between the substation ₇₁ eaves conductive section and a substation 7 ₂ eaves conductive section, the train 1 can be powered continuously from the overhead line 6 . Also, since the overhead wire ₆₁ and the overhead line 6 ₂ are insulated electrically from each other, it is possible to limit the scope of the current feeding circuit accident.

When the train 1 of an elevated pantograph 3 is stopped in the air section, if the overhead line _{61 and} 62 feeding circuit accident ₂ of one of the overhead line occurs, the effect of even feeding circuit accident to the other contact wire Could be extended. The fact that the train 1 is stopped in the air section means that the train 1 is stopped while the pantograph 3 is in contact with the overhead line 6 in the air section section.

Further, in a state in which the train 1 is raised pantograph 3, stopped in the air section, if the state continues for a long time, the contact state between the pantograph 3 and overhead wire _61, contact between the pantograph 3 and overhead line 6 ₂ circumstances, such situation of the power supply to the train, which can cause such fusing of the overhead line 6 _1, 6 _2.

  Therefore, the train control system 100 according to the first embodiment descends the pantograph 3 of the train 1 that is stopped in the air section. FIG. 5 is a diagram for explaining control of the pantograph of the train stopped in the air section according to the first embodiment.

  The operation management device 10 of the train control system 100 transmits a pantograph descent remote control signal for lowering the pantograph 3 to the on-board device 20 of the train 1 which is located in the air section and is stopped among the plurality of trains 1. Send. When the pantograph descent remote control signal is received, the on-board device 20 of the train 1 which is in the air section and is stopped descends the ascending pantograph 3 as shown in FIG. In addition, when the pantograph 3 is in the ascending state, the pantograph 3 is in contact with the overhead wire 6, and when the pantograph 3 is in the descending state, the pantograph 3 is not in contact with the overhead wire 6.

This makes it possible to limit the range of influence feeding circuit accident or, or to prevent fusing damage of the pantograph 3 and overhead line 6 _1, 6 _2. In the train control system 100, the operation management device 10 determines whether or not each train 1 is in the air section. Therefore, it is not necessary to previously register the ground equipment information including the positions of the plurality of air sections in the on-board device 20, and the pantograph 3 of the train 1 stopped in the air section can be controlled.

Also, when the train 1 with the pantograph 3 raised is stopped in the air section and the train 1 is on the feeder section adjacent to the air section, a large current flows between the overhead lines 6 ₁ and 6 _2. flow, damage to the pantograph 3, it can cause such fusing of the overhead line 6 _1, 6 _2. Hereinafter, a feeding section adjacent to the air section is referred to as an adjacent feeding section.

FIGS. 6 and 7 are diagrams for explaining power supply when the two trains according to the first embodiment are located in the air section and in the feeding section of the substation, respectively. In FIG. 6 and FIG. 7, represents a train ₁ 1, _{1 2} in order to distinguish from one another two cars of the train 1, represents the train _{1 1} pantograph 3 pantograph _{3 1,} a pantograph 3 of the train _{1 2} pantograph 3 ₂ to represent.

As shown in FIG. 6, the train 1 _1, since the pantograph 3 ₁ while stopped Zaisen to and into the air section is a raised position, the electrical circuit of the closed loop R1 described above is constructed. Therefore, the train 1 _1, the power from the substation ₇₁ by current I1 flows is supplied. Also, the train 1 ₂ are the traveling substation 7 ₂ eaves conductive section, the electrical circuit of a closed loop R2 described above is constructed. Therefore, the train 1 _2, the power from the substation 7 ₂ by the current I2 flows is supplied.

Further, since the train 1 ₁ is Zaisen to the raised position pantograph 3 ₁ into the air section, the overhead line ₆₁ and the overhead line 6 ₂ is in a state of being electrically connected. Therefore, the potential difference between the overhead wire ₆₁ and the overhead line 6 _2, the train 1 _1, 1 ₂ of a closed loop containing either some cases further configured.

In the example shown in FIG. 6, shows that the potential of the overhead line ₆₁ is higher than the potential of the overhead line 6 _2, an electrical circuit of a closed loop R3 including the train 1 ₂ is formed. Closed loop R3 is incoming transfer device 71 _1, path 72 _1, the overhead line _61, overhead line _{6 2,} pantograph _{3 2,} wheel 2, the rail 5, path 73 _1, and the order of the incoming transfer device 71 ₁ current I3 in a closed loop flow is there.

In the state shown in FIG. 6, the larger the current I3, a current flowing between the catenary 6 _and 62 is increased, damage of the pantograph 3, can cause such fusing of the overhead line 6 _1, 6 _2. Therefore, the train control system 100, when in the state shown in FIG. 6, lowers the pantograph 3 ₁ rising state, so as not to raise the pantograph 3 ₁ to the train 1 ₂ passes through the substation 7 ₂ eaves conductive section can do.

Further, in the example shown in FIG. 7, the potential of the overhead line 6 ₂ is higher than the potential of the overhead line 6 ₁ state, the train 1 ₂ pantograph 3 ₂ in raised position while being stopped and then Zaisen into the air section There, and train 1 ₁ shows a state which is traveling in the substation ₇₁ eaves conductive section.

In this case, as shown in FIG. 7, an electric circuit of the closed loop R4 is configured in addition to the electric circuit of the closed loop R1 and the electric circuit of the closed loop R2. Closed loop R4 is incoming transfer device 71 _2, path 72 _2, overhead line _{6 2,} overhead line _{6 1,} pantograph _{3 1,} the wheel 2, the rail 5, path 73 _2, and the order of the incoming transfer device 71 ₂ current I4 is a closed loop flow is there.

In the state shown in FIG. 7, the greater the current I4, the greater the current flowing between the catenary _{6 and 62,} damage to the pantograph _{3 2,} it can cause such fusing of the overhead line ₆ 1, _{6 2.} Therefore, the train control system 100, when in the state shown in FIG. 7, lowers the pantograph 3 ₂ rising state, so as not to raise the pantograph 3 ₂ until the train 1 ₁ is stopped at the substation ₇₁ eaves conductive section ing.

  FIG. 8 and FIG. 9 are diagrams for explaining control of the pantograph of the train stopped in the air section according to the first embodiment. The operation management device 10 of the train control system 100 according to the first embodiment transmits a pantograph descent remote operation signal and a pantograph rise to the on-board device 20 of the train 1 that is located in the air section and is stopped among the plurality of trains 1. Transmit the restriction signal.

The on-board equipment 20 of the train 1 ₁ in the state shown in FIG. 6, when receiving the pantograph lowering remote control signal, as shown in FIG. 8, to lower the pantograph 3 ₁ rising state. Moreover, the on-board equipment 20 of the train 1 ₁ in the state shown in FIG. 6, when receiving the pantograph elevation regulating signal, in operation for raising the pantograph 3 ₁ to the operation unit (not shown) of the train 1 ₁ is performed also, it is not carried out an increase in the pantograph _{3 1.} Thus, it is possible to prevent a large current flows between the overhead wire 6 _and 62. Thereafter, operation control unit 10, the train 1 ₂ passes through the substation 7 ₂ eaves conductive section, to release the transmission of the pantograph elevation regulating signal to the on-board device 20 of the train 1 _1.

Moreover, the on-board equipment 20 of the train 1 ₂ in the state shown in FIG. 7, when receiving the pantograph lowering remote control signal, as shown in FIG. 9, to lower the pantograph 3 ₂ rising state. Moreover, the on-board equipment 20 of the train 1 ₂ in the state shown in FIG. 7, when receiving the pantograph elevation regulating signal, in operation for raising the pantograph 3 ₂ to the operation unit (not shown) of the train 1 ₂ is carried out also, it is not carried out an increase in the pantograph _{3 2.} Thus, it is possible to prevent a large current flows between the overhead wire 6 _and 62. Thereafter, operation control unit 10, the train 1 ₁ is stopped at the substation ₇₁ eaves conductive section releases the transmission of the pantograph elevation regulating signal to the train 1 ₂ on-board equipment 20.

  Next, a case where the train 1 that has stopped in the air section and descended the pantograph 3 restarts traveling will be described. FIG. 10 is a diagram for explaining control of a train stopped in the air section according to the first embodiment.

  The operation management device 10 does not transmit a pantograph rise control signal to the on-board device 20 of the train 1 located in the air section when the train 1 is not running in the adjacent power section, but the train 1 An air section in-line signal indicating that the vehicle is in the section is transmitted. When the on-board device 20 of the train 1 located in the air section does not receive the pantograph rise control signal, the on-board device 20 raises the pantograph 3 as shown in FIG. be able to.

In addition, when the on-board device 20 of the train 1 located in the air section receives the on-rail signal in the air section, the on-board device 20 performs a notch output operation to a not-shown operation unit provided in the train 1 by a power running notch. Restrict control of Accordingly, if the running of the train 1 is resumed, it is possible to prevent a large current flows between the overhead wire 6 _and 62.

  Hereinafter, the configuration and processing of the operation management device 10 and the on-board device 20 according to the train control system 100 of the first embodiment will be described more specifically. First, the configuration of the operation management device 10 will be specifically described. FIG. 11 is a diagram illustrating an example of a configuration of the operation management device according to the first embodiment.

  As illustrated in FIG. 11, the operation management device 10 includes a communication unit 11, a storage unit 12, and a control unit 13. The communication unit 11 includes a first communication unit 51 connected to the communication network 32 of the communication system 30 and a second communication unit 52 connected to the communication network 42 of the signal system 40.

  The storage unit 12 stores ground facility information. The ground equipment information includes air section information, feeder section information, track circuit information, ground communication device information, and the like. The air section information includes information indicating the position of the air section. The feeder section information includes information indicating a position of a feeder section of each substation 7 and information of an adjacent air section.

  The track circuit information includes information in which the identification information of the track circuit 41 and the information on the position of the track circuit 41 are associated with each other. The ground communication device information includes information in which the position of the train 1 with which the ground communication device 31 can communicate and the identification information of the ground communication device 31 are associated.

  The storage unit 12 also stores train position information, train speed information, and the like. The train position information includes information indicating the position of the train 1 on which the on-board device 20 is mounted and identification information of the train 1. The train speed information includes information indicating the speed of the train 1 on which the on-board device 20 is mounted and identification information of the train 1.

  The control unit 13 includes an acquisition unit 53, an on-rail determination unit 54, a stop determination unit 55, an adjacent train determination unit 56, and a transmission processing unit 57. The acquisition unit 53 acquires information transmitted from the on-board device 20, the ground communication device 31, and the track circuit 41 of the train 1 via the communication unit 11, and based on the acquired information, the train position information and the train The speed information can be stored in the storage unit 12.

  For example, when the acquisition unit 53 can acquire the position information from the on-board device 20 of each train 1 via the first communication unit 51, the acquisition unit 53 stores the acquired position information in the storage unit 12 as train position information. Can be. The position information acquired from the on-board device 20 includes information indicating the position of the train 1 and identification information of the train 1.

  When the on-line state information can be acquired from each track circuit 41 via the second communication unit 52, the acquiring unit 53 stores the train position information generated based on the acquired on-line state information in the storage unit 12. Can be memorized. For example, the on-rail state information includes identification information of the track circuit 41 and information indicating whether or not the train 1 is on the train. Based on the information, information indicating the position of the track circuit 41 included in the track circuit information stored in the storage unit 12 is extracted. Then, the acquisition unit 53 can store in the storage unit 12 information relating the extracted position of the track circuit 41 to the identification information of the train 1 as train position information.

  Further, when the acquisition unit 53 can acquire the communication state information from each of the ground communication devices 31 via the second communication unit 52, the acquisition unit 53 stores the train position information generated based on the acquired communication state information in the storage unit. 12 can be stored. For example, the communication state information includes the identification information of the ground communication device 31 and the identification information of the train 1 that has established communication with the ground communication device 31. Based on the above, information indicating a position where the terrestrial communication device 31 can communicate, which is included in the terrestrial communication device information stored in the storage unit 12, is extracted. Then, the acquisition unit 53 can store the information indicating the extracted position in association with the identification information of the train 1 in the storage unit 12 as train position information.

  It is also possible to assign a priority to each of the position information from the on-board device 20, the on-rail status information from the track circuit 41, and the communication status information from the ground communication device 31. The acquisition unit 53 can store the train position information in the storage unit 12 based on the highest priority information among the acquired information. In addition, the acquisition unit 53 determines the train position based on one pre-selected information among the position information from the on-board device 20, the on-line state information from the track circuit 41, and the communication state information from the ground communication device 31. Information can also be stored in the storage unit 12.

  When the acquisition unit 53 can acquire speed information from the on-board device 20 of each train 1 via the first communication unit 51, the acquisition unit 53 stores the acquired speed information in the storage unit 12 as train speed information. Can be. The speed information acquired from the on-board device 20 includes information indicating the speed of the train 1 and identification information of the train 1.

  The on-line determination unit 54 determines the train 1 existing in the air section among the plurality of trains 1. For example, based on the train position information and the ground equipment information stored in the storage unit 12, the on-rail determination unit 54 determines a train 1 whose position matches or overlaps with the position of the air section included in the ground equipment information in the air section. It can be determined that the train 1 is on the train.

  The stop determination unit 55 determines whether or not the train 1 that has been determined to be in the air section by the on-rail determination unit 54 is stopped based on the train speed information stored in the storage unit 12. Can be.

  The adjacent train determination unit 56 is based on the train position information and the ground equipment information stored in the storage unit 12, and the air section where the train 1 determined to be stopped in the air section by the stop determination unit 55 is located. It can be determined whether or not another train 1 is running in the feeder section adjacent to.

For example, the adjacent train determining section 56, the train 1 _1, 1 ₂ be a state shown in FIG. 6, the gas collector the train 1 ₁ is determined to be stopped in the air section adjacent to the air section of rail other trains 1 ₂ can be determined to be traveling in a section.

  The transmission processing unit 57 outputs various signals from the first communication unit 51 to the on-board device 20 of each train 1. The signals that can be output to the on-board device 20 include, for example, an air section internal line signal, an air section stop state signal, a pantograph descent remote control signal, and a pantograph descent control signal. The in-air section stop state signal is a signal indicating that the train 1 is stopped in the air section, and the pantograph rise restriction signal is a signal for restricting the pantograph 3 from rising.

  For example, the transmission processing unit 57 repeatedly transmits the air section on-rail signal to the on-board device 20 of the train 1 that has been determined by the on-rail determination unit 54 to be on the air section. When it is determined that the train 1 existing in the air section has passed through the air section, the transmission processing unit 57 cancels transmission of the air section existing signal.

  Further, the transmission processing unit 57 repeatedly transmits the in-air section stop state signal to the on-board device 20 of the train 1 that has been determined by the stop determination unit 55 to be stopped in the air section. The transmission processing unit 57 cancels the transmission of the stop state signal in the air section when the stop determination unit 55 determines that the train 1 determined to be stopped in the air section has restarted traveling in the air section. I do.

  Further, the transmission processing unit 57 transmits the pantograph descent remote control signal to the on-board device 20 of the train 1 that has been determined to be stopped in the air section by the stop determination unit 55. The transmission processing unit 57 may be configured not to transmit the pantograph descent remote control signal.

In addition, when the adjacent train determination unit 56 determines that another train 1 is running in the adjacent feeding section, the transmission processing unit 57 determines that the stop determination unit 55 has stopped in the air section. The pantograph rise control signal is repeatedly transmitted to the on-board device 20 of the train 1 thus performed. Transmission processing unit 57, for example, when the train 1 _1, 1 ₂ is in the state shown in FIG. 6, transmits an pantograph elevation regulating signal to the on-board device 20 of the train 1 _1.

  In addition, when the adjacent train determination unit 56 determines that the other train 1 is not running in the adjacent feeding section, the transmission processing unit 57 determines that the train is stopped in the air section by the stop determination unit 55. The transmission of the pantograph rise restriction signal to the on-board device 20 of the train 1 is canceled.

  Next, the configuration of the on-board device 20 will be specifically described. FIG. 12 is a diagram illustrating an example of a configuration of the on-board device according to the first embodiment. As shown in FIG. 12, the on-board device 20 includes a communication unit 21, a position detection unit 22, a speed detection unit 23, an operation unit 24, a train control unit 25, a central control unit 26, and a storage unit 27. And

  The communication unit 21 wirelessly communicates with the ground communication device 31 of the communication system 30. The position detecting unit 22 includes a GPS (Global Positioning System) receiver, and detects the position of the train 1. The speed detection unit 23 measures the rotation speed of the wheels 2 and detects the speed of the train 1 based on the measurement result. Note that the speed detection unit 23 may be configured to be included in the train control unit 25. Further, the speed detection unit 23 may be configured to detect the speed of the train 1 based on a change in the position of the train 1 detected by the position detection unit 22.

  The operation unit 24 receives a notch output operation by the driver. The operation unit 24 includes, for example, a mass control handle. In the case of power running, the operation unit 24 can switch, for example, five levels of output. When a notch output operation is performed on the operation unit 24, a notch operation signal is output from the operation unit 24 to the central control unit 26.

  The operation unit 24 also includes a switch for raising the pantograph 3, a switch for lowering the pantograph 3, and the like. When a switch for lowering the pantograph 3 is operated, a pantograph lowering operation signal is transmitted from the operation unit 24 to the central controller 26. When a switch for raising the pantograph 3 is operated, a pantograph raising operation signal is transmitted from the operation unit 24 to the central control unit 26.

  The train control unit 25 controls the train 1 based on the control from the central control unit 26. For example, the train control unit 25 can lower the pantograph 3 based on the pantograph lowering control signal from the central controller 26, and can raise the pantograph 3 based on the pantograph raising control signal from the central controller 26. . Further, based on the notch control signal from the central control unit 26, the train control unit 25 can drive the motor (not shown) at a rotation speed based on the value of the notch control signal to rotate the wheels 2.

  The central control unit 26 includes a transmission processing unit 61, a reception processing unit 62, a pantograph control unit 63, and an output restriction processing unit 64. The transmission processing unit 61 transmits the position information indicating the position of the train 1 detected by the position detection unit 22 and the speed information indicating the speed of the train 1 detected by the speed detection unit 23 from the communication unit 21 to the operation management device 10. can do.

  The reception processing unit 62 receives, from the operation management device 10 via the communication unit 21, an air section internal line signal, an air section stop state signal, a pantograph descent remote control signal, a pantograph ascent control signal, and the like.

  Further, the reception processing unit 62 acquires the pantograph state information indicating the state of the pantograph 3 from the train control unit 25, and stores the acquired pantograph state information in the storage unit 27. The pantograph state information is information indicating whether the pantograph 3 is in an ascending state or a descending state. The reception processing unit 62 stores the position information indicating the position of the train 1 detected by the position detection unit 22 in the storage unit 27, and stores the speed information indicating the speed of the train 1 detected by the speed detection unit 23. The information is stored in the unit 27.

  The pantograph control unit 63 determines whether the train 1 is running based on the speed information stored in the storage unit 27. The pantograph control unit 63 transmits the pantograph descent control signal to the train control unit 25 when the reception processing unit 62 receives the pantograph descent remote control signal in a state where the train 1 is not running, thereby causing the pantograph in the ascending state. Down 3

  The pantograph control unit 63 can transmit the pantograph descent control signal to the train control unit 25 even when the transmission processing unit 57 of the operation management device 10 is configured not to transmit the pantograph descent remote operation signal. . For example, the pantograph control unit 63 can also transmit a pantograph descent control signal to the train control unit 25 when the reception processing unit 62 receives a pantograph in-line signal while the train 1 is not running.

  The pantograph control unit 63 receives the pantograph descent operation signal from the operation unit 24 by the reception processing unit 62 in a state where the train 1 is not running and the reception processing unit 62 has not received the pantograph descent remote operation signal. If so, a pantograph descent control signal is transmitted to the train control unit 25. The pantograph control unit 63 transmits the pantograph descent control signal to the train control unit 25 even when the pantograph descent control signal is received from the operation unit 24 when the pantograph descent control signal is received by the reception processing unit 62. Instead, the pantograph 3 is maintained in the lowered state.

  When the reception processing unit 62 receives the stop signal in the air section, the output restriction processing unit 64 restricts the output by the notch output operation to the operation unit 24 to be equal to or less than a preset threshold Nth. For example, the output restriction processing unit 64 changes the value of the notch control signal when the stop processing signal in the air section is received by the reception processing unit 62 and the value of the notch operation signal output from the operation unit 24 exceeds the threshold value Nth. Change to the threshold value Nth. The output restriction processing unit 64 outputs the notch control signal having the threshold value Nth to the train control unit 25.

  When the reception processing unit 62 does not receive the in-air section stop state signal, the output restriction processing unit 64 sets the value of the notch operation signal to the value of the notch control signal. The output restriction processing unit 64 outputs a notch control signal having the same value as the value of the notch operation signal to the train control unit 25.

  Next, the processing of the operation management device 10 will be specifically described. FIG. 13 is a flowchart illustrating an example of processing of the operation management device according to the first embodiment, which is repeatedly executed by the control unit 13 of the operation management device 10. The process shown in FIG. 13 is performed for each train 1. Hereinafter, the train 1 to be processed in FIG. 13 is referred to as a target train. The on-board device 20 mounted on the target train is referred to as a target on-board device.

  As shown in FIG. 13, the acquisition unit 53 of the control unit 13 in the operation management device 10 acquires position information from the on-board device 20, on-rail status information from the track circuit 41, or communication status information from the ground communication device 31. Then, based on the acquired position information, on-rail state information, or communication state information, the storage unit 12 stores the train position information of each train 1 (step S10). Further, the acquisition unit 53 acquires the speed information from the on-board device 20, and stores the train speed information of each train 1 in the storage unit 12 based on the acquired speed information (Step S11).

  Next, the on-rail determination unit 54 of the control unit 13 determines whether or not the target train is on the air section based on the train position information and the air section information of the target train stored in the storage unit 12. A determination is made (step S12).

  When it is determined that the target train is present in the air section (step S12: Yes), the transmission processing unit 57 of the control unit 13 transmits an air section presence signal to the target on-board device (step S13). .

  When the process of step S13 ends, the stop determination unit 55 of the control unit 13 determines whether or not the target train is stopped based on the train speed information of the target train stored in the storage unit 12 ( Step S14). When it is determined that the target train is stopped (Step S14: Yes), the transmission processing unit 57 transmits a stop state signal in the air section to the target on-board device (Step S15).

  When the processing in step S15 ends, the transmission processing unit 57 determines whether or not the pantograph descent remote operation signal has been transmitted to the target on-board device (step S16). When determining that the pantograph descent remote control signal has not been transmitted to the target on-vehicle device (step S16: No), the transmission processing unit 57 transmits the pantograph descent remote control signal to the target vehicular device (step S17).

  When the adjacent train determination unit 56 of the control unit 13 determines that the pantograph descent remote control signal has been transmitted (Step S16: Yes), or when the process of Step S17 ends, the adjacent train determination unit 56 determines whether the target train is on the air section. It is determined whether or not the train 1 is on the adjacent feeding section, which is an adjacent feeding section (step S18). In the process of step S18, the adjacent train determination unit 56 determines the feeder section in which each train 1 other than the target train is located based on the train position information of each train 1 other than the target train stored in the storage unit 12. judge. Then, the adjacent train determination unit 56 determines whether or not the train 1 is on the adjacent power supply section based on the power supply section information stored in the storage unit 12.

  When determining that the train 1 is present in the adjacent electric section (step S18: Yes), the adjacent train determination unit 56 determines whether the train 1 existing in the adjacent electric section is running. A determination is made (step S19). In the process of step S19, the adjacent train determination unit 56 determines the train existing in the adjacent power section based on the train speed information of the train 1 existing in the adjacent power section stored in the storage unit 12. It is determined whether or not 1 is running.

  When the adjacent train determination unit 56 determines that the train 1 located in the adjacent power section is running (step S19: Yes), the transmission processing unit 57 transmits a pantograph rise restriction signal to the target on-board device. The transmission is performed (step S20), and the processing illustrated in FIG. 12 ends.

  When it is determined that the target train is not on the air section (step S12: No), and when it is determined that the target train is not stopped (step S14: No), the transmission processing unit 57 determines whether the target train is adjacent. When it is determined that the train 1 is not on the electric section (step S18: No), or when it is determined that the train 1 on the adjacent electric section is not running (step S19: No) Alternatively, when the processing in step S20 ends, the processing illustrated in FIG. 12 ends.

  Next, the pantograph control processing of the on-board device 20 will be described. FIG. 14 is a flowchart illustrating an example of the pantograph control process of the on-board device according to the first embodiment, which is repeatedly executed by the central control unit 26 of the on-board device 20.

  As shown in FIG. 14, the pantograph control unit 63 of the central control unit 26 acquires the speed information and the pantograph state information from the storage unit 27 (Step S30). The speed information and the pantograph state information stored in the storage unit 27 are repeatedly updated by the reception processing unit 62.

  Next, the pantograph control unit 63 determines whether or not the train 1 is running based on the speed information acquired in step S30 (step S31). When determining that the train 1 is not running (step S31: No), the pantograph controller 63 determines whether the pantograph 3 is in the ascending state based on the pantograph state information acquired in step S30 (step S30). Step S32).

  When determining that the pantograph 3 is in the ascending state (Step S32: Yes), the pantograph controller 63 determines whether or not the pantograph lowering remote operation signal from the operation management device 10 is received by the reception processor 62. (Step S33).

  When determining that the pantograph lowering remote operation signal has not been received (step S33: No), the pantograph lowering controller 63 determines whether the pantograph lowering operation signal from the operation unit 24 has been received by the reception processor 62. (Step S34).

  If the pantograph control unit 63 determines that the pantograph lowering remote operation signal has been received (step S33: Yes), or determines that the pantograph lowering operation signal has been received (step S34: Yes), the pantograph controller 63 A descent control signal is output to the train control unit 25 (step S35). When receiving the pantograph descent control signal, the train control unit 25 performs control to lower the pantograph 3.

  When determining that the pantograph 3 is not in the ascending state (Step S32: No), the pantograph controller 63 determines whether or not the pantograph ascending operation signal from the operation unit 24 is received by the reception processing unit 62 (Step S32). S36). When determining that the pantograph raising operation signal has been received (Step S36: Yes), the pantograph controller 63 determines whether the pantograph raising control signal from the operation management device 10 has been received (Step S37). .

  When determining that the pantograph rise control signal has not been received (step S37: No), the pantograph control unit 63 outputs the pantograph rise control signal to the train control unit 25 (step S38). When receiving the pantograph rise control signal, the train control unit 25 performs control to raise the pantograph 3.

  When the processing in step S35 is completed, the processing in step S38 is completed, or when it is determined that the train 1 is running (step S31: Yes), the central control unit 26 receives the pantograph descent operation signal. When it is determined that there is no pantograph rise operation signal (step S34: No), when it is determined that the pantograph rise operation signal is not received (step S36: No), or when it is determined that the pantograph rise regulation signal is received (step S37). : Yes), the processing shown in FIG. 14 ends.

  When the operation management device 10 does not transmit the pantograph descent remote operation signal, the pantograph control unit 63 performs a process based on the air section in-line signal from the operation management device 10 instead of the process of step S33. Step S35 can be performed. For example, the pantograph control unit 63 determines whether or not the air section in-line signal from the operation management device 10 is received by the reception processing unit 62. If the pantograph control unit 63 determines that the air section in-line signal has been received, the pantograph control unit 63 determines whether a pantograph descent control signal has not been transmitted to the train control unit 25. When the pantograph control unit 63 determines that the pantograph descent control signal has not been transmitted to the train control unit 25, the process proceeds to step S35, and the pantograph descent control signal is not transmitted to the train control unit 25. If determined to be, the process proceeds to step S34.

  Next, the notch control processing of the on-board device 20 will be described. FIG. 15 is a flowchart illustrating an example of a notch control process of the on-board device according to the first embodiment, which is repeatedly executed by the central control unit 26 of the on-board device 20.

  As shown in FIG. 15, the output restriction processing unit 64 of the central control unit 26 acquires the pantograph state information from the storage unit 27 (Step S40). The output restriction processing unit 64 determines whether or not the pantograph 3 is in the up state based on the pantograph state information acquired in Step S40 (Step S41).

  When it is determined that the pantograph 3 is in the ascending state (step S41: Yes), the output restriction processing unit 64 determines whether or not the reception section 62 has received the air section presence signal from the operation management device 10. (Step S42).

  If the output restriction processing unit 64 determines that the air section presence signal is received (step S42: Yes), whether the reception processing unit 62 has received the air section stop state signal from the operation management device 10. It is determined whether or not it is (step S43).

  If it is determined that the in-air section stop state signal has been received (step S43: Yes), the output restriction processing unit 64 sets the output mode to the notch output restriction mode (step S44). In the process of step S44, the output restriction processing unit 64 sets the output mode to the notch output restriction mode, for example, by setting the output mode flag in the output restriction processing unit 64 to “1”. The output mode is a mode relating to the output of the notch control signal, and includes a notch output limiting mode in which the value of the notch control signal is limited, and a notch output non-limiting mode in which the notch control signal is not limited.

  If it is determined in step S42 that the air section in-line signal has not been received (step S42: No), the output restriction processing unit 64 sets the output mode to the notch output non-restriction mode (step S45). In the process of step S45, the output restriction processing unit 64 sets the output mode to the notch output non-restriction mode, for example, by setting the output mode flag in the output restriction processing unit 64 to “0”.

  When the processing of step S44 is completed, the processing of step S45 is completed, or when it is determined that the in-air section stop state signal has not been received (step S43: No), the output restriction processing unit 64 operates the operation unit. It is determined whether or not the notch operation signal from 24 is received by the reception processing unit 62 (step S46).

  When determining that the notch operation signal has been received (step S46: Yes), the output restriction processing unit 64 determines whether the output mode is set to the notch output restriction mode (step S47). When it is determined that the output mode is set to the notch output restriction mode (step S47: Yes), the output restriction processing unit 64 determines whether the value of the notch operation signal exceeds a preset threshold Nth. (Step S48).

  When determining that the value of the notch operation signal exceeds the preset threshold value Nth (step S48: Yes), the output restriction processing unit 64 changes the value of the notch operation signal to the threshold value Nth, and converts the value after the conversion. Is output to the train control unit 25 (step S49). As a result, a notch control signal having a value equal to or smaller than the threshold value Nth is output to the train control unit 25.

  For example, when the running of the train 1 is resumed by setting the smallest value of the values of the notch operation signals of the powering notch to the threshold value Nth, the running speed of the train 1 becomes the slowest speed that can be operated by the operation unit 24. Since the power consumption can be limited, the power consumption of the train 1 can be reduced. Therefore, when the running of the train 1 resumes, it is possible to prevent a large current from flowing through the pantograph 3 via the overhead line 6.

  The output restriction processing unit 64 determines that the output mode is not set to the notch output restriction mode (Step S47: No), or determines that the value of the notch operation signal does not exceed the preset threshold Nth. In this case (step S48: No), the value of the notch operation signal is set to the value of the notch control signal, and the notch control signal in which the value of the notch operation signal is set is output to the train control unit 25 (step S50).

  The output restriction processing unit 64 terminates the processing of step S49, terminates the processing of step S50, determines that the pantograph 3 is not in the ascending state (step S41: No), or receives the notch operation signal. If it is determined that there is no data (step S46: No), the processing illustrated in FIG. 15 ends.

  FIG. 16 is a diagram illustrating an example of a hardware configuration of the operation management device according to the first embodiment. As shown in FIG. 16, the operation management device 10 includes a computer including a processor 101, a memory 102, and an interface circuit 103.

  The processor 101, the memory 102, and the interface circuit 103 can transmit and receive data to and from each other via the bus 104. The communication unit 11 is realized by the interface circuit 103. The storage unit 12 is realized by the memory 102. The processor 101 reads out and executes the program stored in the memory 102 to execute the functions of the acquisition unit 53, the on-line determination unit 54, the stop determination unit 55, the adjacent train determination unit 56, and the transmission processing unit 57. The processor 101 is an example of a processing circuit, and includes at least one of a CPU (Central Processing Unit), a DSP (Digital Signal Processor), and a system LSI (Large Scale Integration).

  The memory 102 includes at least one of a random access memory (RAM), a read only memory (ROM), a flash memory, and an erasable programmable read only memory (EPROM). In addition, the memory 102 includes a recording medium in which the above-described computer-readable program is recorded. Such a recording medium includes at least one of a nonvolatile or volatile semiconductor memory, a magnetic disk, a flexible memory, an optical disk, a compact disk, and a DVD. The control unit 13 may include an integrated circuit such as an ASIC (Application Specific Integrated Circuit) and an FPGA (Field Programmable Gate Array).

  In addition, the communication unit 21, the central control unit 26, and the storage unit 27 of the on-board device 20 may have the configuration illustrated in FIG. The communication unit 21 is realized by the interface circuit 103. The storage unit 27 is realized by the memory 102. The processor 101 can execute the functions of the transmission processing unit 61, the reception processing unit 62, the pantograph control unit 63, and the output restriction processing unit 64 by reading and executing the program stored in the memory 102. Note that the central control unit 26 may include an integrated circuit such as an ASIC and an FPGA.

  As described above, the train control system 100 according to the first embodiment includes the plurality of on-board devices 20 mounted on each of the plurality of trains 1 and the operation management device communicably connected to the plurality of on-board devices 20. 10 is provided. The operation management device 10 includes an on-line determination unit 54, a stop determination unit 55, and a transmission processing unit 57. The on-line determination unit 54 determines the train 1 existing in the air section among the plurality of trains 1. The stop determination unit 55 determines whether or not the train 1 that has been determined to be in the air section by the on-line determination unit 54 has stopped. The transmission processing unit 57 transmits a pantograph descent remote control signal to the on-board device 20 of the train 1 determined to be stopped by the stop determination unit 55. Each on-board device 20 includes a reception processing unit 62 and a pantograph control unit 63. The reception processing unit 62 receives the pantograph lowering remote control signal. The pantograph control unit 63 descends the pantograph 3 of the train 1 when the reception processing unit 62 receives the pantograph descent remote control signal. Thereby, the train control system 100 can control the pantograph 3 of the train 1 stopped in the air section without registering the ground equipment information in the on-board device 20.

  Further, the train control system 100 includes a plurality of on-board devices 20 mounted on the plurality of trains 1, respectively, and an operation management device 10 communicably connected to the plurality of on-board devices 20. The operation management device 10 includes an on-line determination unit 54, a stop determination unit 55, and a transmission processing unit 57. The on-line determination unit 54 determines the train 1 existing in the air section among the plurality of trains 1. The stop determination unit 55 determines whether or not the train 1 that has been determined to be in the air section by the on-line determination unit 54 has stopped. The transmission processing unit 57 transmits a stop state signal in the air section to the on-board device 20 of the train 1 determined to be stopped by the stop determination unit 55. Each on-board device 20 includes a reception processing unit 62 and a pantograph control unit 63. The reception processing unit 62 receives a stop state signal in the air section. When the reception processing unit 62 receives the in-air section stop state signal, the pantograph control unit 63 moves down the pantograph 3 in the ascending state. Thereby, the train control system 100 can control the pantograph 3 of the train 1 stopped in the air section without registering the ground equipment information in the on-board device 20.

  When the reception processing unit 62 receives the stop signal in the air section, the on-board devices 20 output the notch output operation to the operation unit 24 of the mounted train 1 to a preset threshold Nth. An output restriction processing unit 64 for restricting the following is provided. Thereby, the train control system 100 can limit the traveling speed of the train 1, so that the power consumption of the train 1 can be suppressed. Therefore, when the running of the train 1 resumes, it is possible to prevent a large current from flowing through the pantograph 3 via the overhead line 6.

  In addition, the operation management device 10 includes an acquisition unit 53 that acquires a plurality of on-track state information from each of a plurality of track circuits 41 provided on a track on which a plurality of trains 1 travel. The on-rail determination unit 54 can determine the train 1 existing on the air section based on the plurality of on-rail status information acquired by the acquisition unit 53. Thereby, for example, even if the operation management device 10 cannot acquire the position information from the on-board device 20, the train control system 100 stops in the air section without registering the ground equipment information in the on-board device 20. The pantograph 3 of the train 1 can be controlled.

  In addition, the acquisition unit 53 acquires communication state information indicating a communication state between the plurality of ground communication devices 31 and the plurality of on-board devices 20 arranged along the track on which the plurality of trains 1 travel. The on-rail determination unit 54 can determine the train 1 existing on the air section based on the communication state information acquired by the acquisition unit 53. Thereby, even if the operation management device 10 cannot acquire the position information from the on-board device 20, for example, the train control system 100 stops in the air section without registering the ground equipment information in the on-board device 20. The pantograph 3 of the train 1 can be controlled. Further, since the signal system 40 does not need to be interposed, the introduction cost can be reduced.

  In addition, the acquisition unit 53 acquires position information indicating the position of the corresponding train 1 from each of the plurality of on-board devices 20. The on-rail determination unit 54 can determine the train 1 existing on the air section based on the speed information acquired by the acquisition unit 53. Thereby, the train control system 100 can accurately grasp the position of the train 1 and can accurately control the pantograph 3 of the train 1 stopped in the air section. Further, since the signal system 40 does not need to be interposed, the introduction cost can be reduced.

In addition, the operation management device 10 determines whether the train 1 is running in a feeding section adjacent to the air section where the train 1 determined to be stopped in the air section by the stop determination unit 55 is located. An adjacent train determination unit 56 for determination is provided. When the adjacent train determination unit 56 determines that the other train 1 is running in the adjacent feeding section, the transmission determination unit 57 determines that the train has stopped in the air section by the stop determination unit 55. A pantograph rise control signal is transmitted to the on-board device 20 of the train 1. The reception processing unit 62 receives the pantograph rise restriction signal. The pantograph control unit 63 maintains the pantograph 3 in the descending state when the pantograph rise restriction signal is received by the reception processing unit 62. Thus, the train control system 100, damage to the pantograph 3, and blowing of the overhead line ₆ 1, _{6 2} can be suppressed.

Embodiment 2 FIG.
The train control system according to the second embodiment differs from the train control system 100 according to the first embodiment in that a part of the processing of the operation management device 10 according to the first embodiment is performed by an on-board device.

  FIG. 17 is a diagram illustrating an example of a configuration of the train control system according to the second embodiment of the present invention. FIG. 18 is a diagram illustrating an example of a configuration of an operation management device according to the second embodiment. FIG. 19 is a diagram illustrating an example of a configuration of an on-board device according to the second embodiment.

  As shown in FIG. 17, the train control system 100A according to the first embodiment includes an operation management device 10A, a plurality of on-board devices 20A, a communication system 30, and a signal system 40.

  The operation management device 10A differs from the operation management device 10 in having a control unit 13A instead of the control unit 13, as shown in FIG. The control unit 13A is different from the control unit 13 in that the control unit 13A does not include the stop determination unit 55 and does not transmit the in-air section stop state signal and the pantograph descent remote operation signal.

  The on-board device 20A differs from the on-board device 20 in having a central control unit 26A instead of the central control unit 26 as shown in FIG. The central control unit 26A differs from the central control unit 26 in that the central control unit 26A includes a pantograph control unit 63A and an output restriction processing unit 64A instead of the pantograph control unit 63 and the output restriction processing unit 64.

  The pantograph control unit 63A determines whether or not the train 1 is running based on the speed information stored in the storage unit 27. The pantograph control unit 63A outputs the pantograph descent control signal to the train control unit 25 in a state where the train 1 is not running and the air section in-line signal is received by the reception processing unit 62. A descent control signal is output to the train control unit 25.

  Further, the output restriction processing unit 64 </ b> A determines whether or not the train 1 is running based on the speed information stored in the storage unit 27. The output restriction processing unit 64A sets the output mode to the notch output restriction mode when the train 1 is not running and the in-air section in-line signal is received by the reception processing unit 62.

  Hereinafter, the processing of the operation management device 10A will be specifically described. FIG. 20 is a flowchart illustrating an example of a process of the operation management device according to the second embodiment, which is repeatedly executed by the control unit 13A. The processes in steps S60 to S63 and S64 to S66 in FIG. 20 are the same as the processes in steps S10 to S13 and S18 to S20 shown in FIG.

  As described above, the control unit 13A of the operation management device 10A according to the second embodiment does not perform the processing illustrated in steps S15 to S20 illustrated in FIG. Different from 13.

  When it is difficult to transmit and receive speed information between the operation management device 10A and the on-board device 20A via the communication system 30, the control unit 13A does not perform the processing of steps S61 and S64 to S66. Good.

  Further, information transmitted and received between the operation management device 10A and the on-board device 20A via the communication system 30 may be a stop signal instead of the speed information. In this case, when the train 1 is stopped, the central control unit 26A of the on-board device 20A transmits a stop signal to the operation management device 10A instead of the speed information. The control unit 13A of the operation management device 10A determines, in step S65, the running state of the train 1 existing in the adjacent electric section based on whether or not the stop signal has been obtained from the train 1 existing in the adjacent electric section. Can be determined. For example, when the stop signal has not been obtained from the train 1 existing in the adjacent electric section, the control unit 13A determines that the train 1 existing in the adjacent electric section is running. Further, the control unit 13A determines that the train 1 existing in the adjacent electric section is not running when the stop signal is acquired from the train 1 existing in the adjacent electric section.

  Next, a pantograph control process of the on-board device 20A will be described. FIG. 21 is a flowchart illustrating an example of a pantograph control process of the on-board device according to the second embodiment, which is repeatedly executed by the central control unit 26A of the on-board device 20A. The processes of steps S70 to S72 and S75 to S79 in FIG. 21 are the same as the processes of steps S30 to S32 and S34 to S38 shown in FIG.

  As illustrated in FIG. 21, when the pantograph control unit 63 </ b> A determines that the pantograph 3 is in the ascending state (Step S <b> 72: Yes), the reception processing unit 62 receives an air section presence signal from the operation management device 10 </ b> A. It is determined whether or not it has been performed (step S73). When it is determined that the air section in-line signal is received (step S73: Yes), the pantograph control unit 63A determines whether the pantograph descent control signal has not been transmitted to the train control unit 25 (step S74). ).

  When determining that the pantograph descent control signal has not been transmitted to the train control unit 25 (step S74: Yes), the pantograph control unit 63A shifts the processing to step S76. When determining that the pantograph descent control signal is not yet transmitted to the train control unit 25 (step S74: No), the pantograph control unit 63A shifts the processing to step S75.

  Next, the notch control processing of the on-board device 20A will be described. FIG. 22 is a flowchart illustrating an example of a notch control process of the on-board device according to the second embodiment, which is repeatedly executed by the central control unit 26A of the on-board device 20A. Steps S80 to S82 and S84 to S90 shown in FIG. 22 are the same as steps S40 to S42 and S44 to S50 shown in FIG.

  As shown in FIG. 22, the output restriction processing unit 64A determines whether or not the train 1 is stopped based on the speed information stored in the storage unit 27 in step S83. When determining that the train 1 is stopped (step S83: Yes), the output restriction processing unit 64A proceeds to the process of step S84. When determining that the train 1 is not stopped (step S83: No), the output restriction processing unit 64A shifts to the process of step S86.

  An example of a hardware configuration of the operation management device 10A according to the second embodiment is the same as the operation management device 10 illustrated in FIG. The processor 101 can execute the function of the control unit 13A by reading and executing the program stored in the memory 102. In addition, the communication unit 21, the central control unit 26A, and the storage unit 27 of the on-board device 20A can also have the configuration illustrated in FIG. In this case, by reading and executing the program stored in the memory 102, the processor 101 can execute the functions of the transmission processing unit 61, the reception processing unit 62, the pantograph control unit 63A, and the output restriction processing unit 64A. it can.

  As described above, the train control system 100A according to the second embodiment includes a plurality of on-board devices 20A mounted on a plurality of trains 1 and an operation management device communicably connected to the plurality of on-board devices 20A. 10A. The operation management device 10A includes an on-rail determination unit 54 and a transmission processing unit 57. The on-line determination unit 54 determines the train 1 existing in the air section among the plurality of trains 1. The transmission processing unit 57 transmits an in-air section on-rail signal to the on-board device 20A of the train 1 that has been determined by the on-rail determination unit 54 to be in the air section. Each on-board device 20A includes a reception processing unit 62 and a pantograph control unit 63A. The reception processing unit 62 receives the air section internal line signal. The pantograph control unit 63A descends the ascending pantograph 3 when the reception processing unit 62 receives the air section in-line signal and determines that the corresponding train 1 among the plurality of trains 1 is stopped. Thereby, the train control system 100A can control the pantograph 3 of the train 1 stopped in the air section without registering the ground equipment information in the on-board device 20A. Also, the train control system 100A can control the train 1 stopped in the air section even when it is difficult to transmit and receive speed information between the operation management device 10A and the on-board device 20A via the communication system 30. The pantograph 3 can be controlled.

In addition, each on-board device 20A, when the reception processing unit 62 receives the stop state signal in the air section and determines that the corresponding train 1 of the plurality of trains 1 is stopped, the plurality of trains 1 An output restriction processing unit 64A for restricting the output of the corresponding train 1 by the notch output operation to the operation unit 24 to a predetermined threshold value Nth or less is provided. Thus, the train control system 100A, damage of the pantograph 3, and blowing of the overhead line ₆ 1, _{6 2} can be suppressed.

  In addition, the adjacent train determination unit 56 transmits the pantograph rise control signal to the operation management devices 10 and 10A when the train 1 is running in the adjacent power section. It is not limited that the train 1 is running in the feeder section.

  For example, the adjacent train determination unit 56 determines whether or not the speed of the train 1 running in the adjacent power section is equal to or higher than the threshold Vth, and determines whether the speed of the train 1 running in the adjacent power section is higher than the threshold Vth. When it is determined that the voltage is equal to or higher than Vth, the configuration may be such that the pantograph rise restriction signal is transmitted to the operation management apparatuses 10 and 10A.

  In addition, the adjacent train determination unit 56 determines whether or not the number of trains 1 running in two feeder sections adjacent to the air section is equal to or greater than a threshold value TH, and running in the adjacent feeder section. When it is determined that the number of the trains 1 is equal to or greater than the threshold TH and the speed of the train 1 running in the adjacent power section is equal to or greater than the threshold Vth, a pantograph rise regulation signal is transmitted to the operation management devices 10 and 10A. The configuration may be as follows.

Furthermore, traffic control device 10,10A may be configured to have a potential difference information acquisition unit for detecting or estimating process the potential difference between the overhead wire ₆₁ and the overhead line 6 _2. Adjacent train determining unit 56, when the potential difference between the detected or estimated overhead wire ₆₁ and the overhead line 6 ₂ is below the threshold, the train 1 running at adjacent feeding circuit section is a traveling Also, the configuration may be such that the pantograph rise restriction signal is not transmitted to the operation management devices 10 and 10A.

  The configurations described in the above embodiments are merely examples of the contents of the present invention, and can be combined with other known technologies, and can be combined with other known technologies without departing from the gist of the present invention. Parts can be omitted or changed.

1,1 _{1, 1 2} trains, 2 wheels _3,3 1, _{3 2} pantograph, 5 rail, _6,6 1, _{6 2} overhead line, _7,7 1, _{7 2} substation, 10, 10A operation control device, 11, 21 communication unit, 12, 27 storage unit, 13, 13A control unit, 20, 20A on-board device, 22 position detection unit, 23 speed detection unit, 24 operation unit, 25 train control unit, 26, 26A central control unit , 30 communication system, 31 terrestrial communication device, 32, 42 communication network, 40 signaling system, 41 track circuit, 51 first communication unit, 52 second communication unit, 53 acquisition unit, 54 on-line determination unit, 55 stop determination unit, 56 adjacent train determination unit, 57 and 61 the transmission processing unit, 62 receiving unit, 63, 63a pantograph control unit, 64, 64a output restriction processing _unit, 71 1, 71 ₂ incoming transfer _device, 72 _1, 72 2, 73 ₁ , 73 ₂ Road, 100, 100A train control system.

Claims (16)

A plurality of on-board devices each mounted on a plurality of trains,
An operation management device communicably connected to the plurality of on-board devices,
The operation management device,
On-rail determination unit that determines a train that is on the air section of the plurality of trains,
A stop determination unit that determines whether the train determined to be in the air section by the on-line determination unit is stopped,
A transmission processing unit that transmits a pantograph descent remote operation signal for lowering the pantograph of the train to the on-board device of the train that has been determined to be stopped by the stop determination unit,
Each of the plurality of on-board devices,
A reception processing unit that receives the pantograph descent remote operation signal,
A pantograph control unit that descends the pantograph when the pantograph descent remote control signal is received by the reception processing unit. A plurality of on-board devices each mounted on a plurality of trains,
An operation management device communicably connected to the plurality of on-board devices,
The operation management device,
On-rail determination unit that determines a train that is on the air section of the plurality of trains,
A stop determination unit that determines whether the train determined to be in the air section by the on-line determination unit is stopped,
To the on-board device of the train determined to be stopped by the stop determination unit, a transmission processing unit that transmits a stop state signal in the air section indicating that the train is stopped in the air section, Prepare,
Each of the plurality of on-board devices,
A reception processing unit that receives the stop state signal in the air section,
A pantograph control unit that descends a pantograph of the train when the reception processing unit receives the in-air section stop state signal. A plurality of on-board devices each mounted on a plurality of trains,
An operation management device communicably connected to the plurality of on-board devices,
The operation management device,
On-rail determination unit that determines a train that is on the air section of the plurality of trains,
Transmission processing for transmitting, to the on-board device of the train determined to be present in the air section by the presence determination unit, an air section presence signal indicating that the train is present in the air section. And a part,
Each of the plurality of on-board devices,
A reception processing unit that receives the air section internal line signal,
A pantograph control unit that descends a pantograph of the train when the reception processing unit receives the air section presence signal and determines that a corresponding train among the plurality of trains is stopped. A train control system characterized by the following. The transmission processing unit,
Transmitting a stop state signal in the air section to the on-board device of the train determined to be in the air section by the on-line determination unit,
The reception processing unit,
Receiving the stop state signal in the air section from the operation management device,
Each of the plurality of on-board devices,
An output limiting process for limiting an output by a notch output operation to an operation unit of a corresponding train among the plurality of trains to a value equal to or less than a preset value when the stop processing signal in the air section is received by the reception processing unit; The train control system according to claim 1, further comprising a unit. The reception processing unit,
Receiving the stop state signal in the air section from the operation management device,
Each of the plurality of on-board devices,
An output limiting process for limiting an output by a notch output operation to an operation unit of a corresponding train among the plurality of trains to a value equal to or less than a preset value when the stop processing signal in the air section is received by the reception processing unit; The train control system according to claim 2, comprising a unit. Each of the plurality of on-board devices,
The reception section receives the air section in-rail signal, and, when it is determined that the corresponding train among the plurality of trains is stopped, the output by the notch output operation to the operation unit of the corresponding train. The train control system according to claim 3, further comprising: an output restriction processing unit that restricts the output to a value equal to or less than a preset value. The operation management device,
An acquisition unit that acquires a plurality of on-rail state information from each of a plurality of track circuits provided on a track on which the plurality of trains travel,
The on-rail determination unit includes:
The train control according to any one of claims 1 to 6, wherein a train existing in the air section is determined based on the plurality of on-line state information acquired by the acquisition unit. system. The operation management device,
An acquisition unit that acquires communication state information indicating a communication state between the plurality of ground communication devices and the plurality of on-board devices arranged along a track on which the plurality of trains travel,
The on-rail determination unit includes:
The train control system according to any one of claims 1 to 6, wherein a train located in the air section is determined based on the communication state information acquired by the acquisition unit. The operation management device,
An acquisition unit that acquires position information indicating the position of the corresponding train from each of the plurality of on-board devices,
The on-rail determination unit includes:
The train control system according to any one of claims 1 to 6, wherein a train located in the air section is determined based on the position information acquired by the acquisition unit. The operation management device,
An adjacent train determination unit that determines whether or not another train is running in a feeding section adjacent to the air section where the train stopped in the air section is located,
The transmission processing unit,
When the adjacent train determination unit determines that another train is running in the adjacent feeder section, the lift of the pantograph is restricted to the on-board device of the train stopped in the air section. To send a pantograph rise control signal to
The reception processing unit,
Receiving the pantograph rise regulation signal,
The pantograph controller,
The train control system according to any one of claims 1 to 9, wherein the pantograph is maintained in a descending state when the pantograph ascent control signal is received by the reception processing unit. An operation management device communicably connected to a plurality of on-board devices each mounted on a plurality of trains,
On-rail determination unit that determines a train that is on the air section of the plurality of trains,
A stop determination unit that determines whether the train determined to be in the air section by the on-line determination unit is stopped,
A transmission processing unit that transmits a pantograph descent remote operation signal for lowering the pantograph of the train to an on-board device of the train that has been determined to be stopped by the stop determination unit. Management device. An operation management device communicably connected to a plurality of on-board devices each mounted on a plurality of trains,
On-rail determination unit that determines a train that is on the air section of the plurality of trains,
A stop determination unit that determines whether the train determined to be in the air section by the on-line determination unit is stopped,
To the on-board device of the train determined to be stopped by the stop determination unit, a transmission processing unit that transmits a stop state signal in the air section indicating that the train is stopped in the air section, An operation management device, comprising: An operation management device communicably connected to a plurality of on-board devices each mounted on a plurality of trains,
On-rail determination unit that determines a train that is on the air section of the plurality of trains,
Transmission processing for transmitting, to the on-board device of the train determined to be present in the air section by the presence determination unit, an air section presence signal indicating that the train is present in the air section. An operation management device, comprising: A train control method executed by a train control system including a plurality of on-board devices each mounted on a plurality of trains and an operation management device communicably connected to the plurality of on-board devices,
The operation management device,
Determining a train located in the air section of the plurality of trains;
Determining whether the train determined to be in the air section is stopped,
Transmitting a pantograph lowering remote control signal for lowering the pantograph of the train to the on-board device of the train determined to be stopped,
Each of the plurality of on-board devices,
Receiving the pantograph descent remote control signal;
A step of descending the pantograph when the pantograph descending remote control signal is received. A plurality of on-board devices each mounted on a plurality of trains, a train control method executed in a train control system including an operation management device communicably connected to the plurality of on-board devices,
The operation management device,
Determining a train located in the air section of the plurality of trains;
Determining whether the train determined to be in the air section is stopped,
To the on-board device of the train determined to be stopped, transmitting a stop state signal in the air section indicating that the train is stopped in the air section,
Each of the plurality of on-board devices,
Receiving the stop condition signal in the air section;
A step of descending a pantograph of the train when the in-air section stop state signal is received. A plurality of on-board devices each mounted on a plurality of trains, a train control method executed in a train control system including an operation management device communicably connected to the plurality of on-board devices,
The operation management device,
Determining a train located in the air section of the plurality of trains;
To the on-board device of the train determined to be in the air section, transmitting an air section in-rail signal indicating that the train is in the air section,
Each of the plurality of on-board devices,
Receiving the air section in-rail signal;
If the on-rail signal in the air section is received and it is determined that the corresponding train among the plurality of trains is stopped, the method includes a step of descending a pantograph of the train. .

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