JP3210526B2 - Moving block train running control method and control system used therefor - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for controlling the movement of a moving block train and a control system used therefor.

[0002]

2. Description of the Related Art Conventionally, a railway vehicle employs a train traveling control method and a control system based on a security system based on fixed blockage in order to ensure rear-end collision of a train and other safety. This conventional fixed block train running control system is shown in FIG.
This is the configuration shown in FIG.

In this conventional fixed block train running control system, a ground signal is sent to a rail as a frequency signal current, which is detected by a power receiver mounted on the vehicle, and a speed limit signal is sent from the ground to the vehicle. introduce. The range in which the signal current flows is called a closed section, and two trains cannot exist in one closed section at the same time.

[0004] In FIG. 20, when the preceding train A is stopped in a certain closed section, what kind of speed limit signal the own train B, which is the succeeding train, receives from each closed section, The driving method shows two things about what will happen.

[0005] In the figure, the own train B receives a 220 signal in the currently closed block section. This means that traveling at a speed of 220 Km / h or less is permitted in this closed section, and conversely, it is not allowed to exceed a speed of 220 Km / h.

[0006] Speed limit signals are sent one after another, such as 170 km / h in the next block section 170, 120 km / h in the next block section 120, and so on. Finally, a speed limit signal is set so that the own train B stops in a closed section adjacent to the closed section in which the preceding train A is stopped.

On the other hand, regarding the operation method of the train, the current train has a speed signal change point of 220 km / h-> 170 km.
/ H, 170 Km / h-> 120 Km / h,..., The own train B performs a plunge operation, and as soon as it enters these change points, the speed is over and the ATC brake is applied. I have.

[0008]

However, such a conventional fixed block train running control method and control system as described above have a sufficient guarantee in terms of safety, but have the following disadvantages in terms of increasing transport capacity. There was such a problem. That is, since the rush operation is performed in the next closed section having a different speed limit as described above, when the speed is reduced to the speed limit of each closed section as shown in FIG. In the case of a brake intended to stop, the vehicle must travel with a large margin distance, and in the case shown in the figure, there are four marginal travels α1 to α4. Because it was not possible to eliminate extra travel, the braking distance was longer than the braking performance originally provided by trains, and the increase in transportation capacity was naturally limited.

In addition, in this respect, in the fixed blockage control system, in recent years, a light-weight high-speed vehicle having high acceleration and high deceleration with improved train performance has a longer traveling distance when braking.
It was inefficient because it could only drive as if it had killed the original performance of the vehicle.

Further, even if an attempt is made to increase the transportation capacity by minimizing the driving time interval with the current vehicle, the following train cannot enter the same blockage section as the preceding train in the current fixed blockage, so that the inter-vehicle distance is less than the blockage section. However, there was a problem in that the operation time interval could not be shortened due to this obstacle, and no matter how much the train performance was improved, the restrictions on the security system could not keep up and the transportation capacity could not be exceeded.

The present invention has been made in view of such conventional problems, and breaks down the current concept of fixed blockage.
It is an object of the present invention to construct a train traveling control method using a new moving blockage system capable of enhancing vehicle performance and increasing transport capacity, and a control system used therefor.

It is another object of the present invention to generate a one-step braking performance of a vehicle as a speed pattern and to use this as a speed limit signal, thereby eliminating the need for extra travel.

A further object of the present invention is to realize an operation that fully reflects the original performance of the vehicle, and to operate a vehicle having a different braking performance on the same route without any problem. is there.

In addition, an object of the present invention is to maintain the same level of fail-safeness as the current state while introducing a new moving occlusion system.

[0015]

According to the present invention, there is provided a mobile occlusion ground control device comprising a mobile occlusion control station, a radio base station, and a leaky coaxial cable laid along a route, an on-vehicle transmission / reception antenna, and a vehicle. Upper radio transmitting / receiving unit, speed detecting means for detecting the actual speed of the own train and the train position, security unit and ATO
A moving blockage train running control method executed by a moving blockage control system including a moving blockage on-board control device comprising a device, wherein the moving blockage control station periodically collects train position information on a route. A radio signal is periodically transmitted as a radio signal from a radio base station through a leaky coaxial cable, and the radio signal is periodically received by an on-vehicle transmission / reception antenna of the moving / closed vehicular control device. To the security unit, and the security unit uses the train position information and the actual speed and position information of the own train from the speed detection means, and obtains a predetermined margin to the preceding train position based on the following equation. A speed pattern Vp that can be stopped while maintaining a distance is periodically calculated and passed to the ATO device. The ATO device controls the speed of the own train based on the speed pattern Vp, Performs interval control, and is intended for transmitting to a radio signal position information and speed information of the train through the vehicle radio transceiver and the onboard transceiver antenna.

[0016]

(Equation 5) Here, β: the deceleration of the train determined in advance (Km / h / s) T: the idle running time during braking specific to each train (s) S: the distance to the tail of the preceding train (m) lx : Extra distance (m)

According to a second aspect of the present invention, there is provided a mobile occlusion ground control device comprising a mobile occlusion control station, a radio base station, and a leaky coaxial cable laid along a route;
A mobile block train executed by a mobile block control system including an on-board wireless transmission / reception unit, speed detecting means for detecting the actual speed of the own train and the train position, a mobile block control system including a security unit and an ATO device. A travel control method, wherein the mobile block control station periodically transmits a train position and train speed information on a route that is periodically collected as a radio signal from a radio base station through a leaky coaxial cable, and The above-mentioned radio signal is periodically received by the on-vehicle transmission / reception antenna of the upper control device, converted into train position and train speed information by the on-vehicle radio transmission / reception unit, and passed to the security unit. The information is combined with the actual speed and position information of the own train from the speed detecting means, and based on the following equation, a speed pattern Vp that can be stopped while maintaining a predetermined margin distance to the preceding train position is obtained. The ATO device periodically calculates and passes it to the ATO device, and the ATO device controls the speed of the own train based on the speed pattern Vp, controls the interval with the preceding train, and outputs the position information and speed information of the own train. The signal is transmitted as a wireless signal through the on-board wireless transmitting / receiving unit and the on-board transmitting / receiving antenna.

[0018]

(Equation 6) Here, β: the deceleration of the train determined in advance (Km / h / s) T: the idle running time during braking specific to each train (s) S: the distance to the tail of the preceding train (m) lx : Margin distance (m) Vo: Speed of preceding train (m / s)

According to a third aspect of the present invention, in the moving closed train running control method according to the first or second aspect, the moving closed control station periodically changes the speed limit position information from the wireless base station to a wireless signal through a leaky coaxial cable. The speed is transmitted and the security unit calculates a speed pattern in consideration of the speed limit position information.

According to a fourth aspect of the present invention, there is provided the traveling control method according to any one of the first to third aspects, wherein the leaky coaxial cable is overlapped by a predetermined length along a route and between adjacent cables. The length of the overlapping section is set to a length obtained by combining a braking distance at which a train running at a specified maximum speed can be stopped by a sudden brake and a slight margin.

According to a fifth aspect of the present invention, there is provided a leaky coaxial cable laid along a route, a moving-closed-vehicle control device mounted on each train, and a moving-closed-ground control device installed on the ground. A moving block train running control system that performs wireless communication between the moving block vehicle on-board control device and the moving block ground control device via the leaky coaxial cable, and controls the moving block running control of each train, A mobile closed ground control device is transmitted from a mobile base station for transmitting and receiving a radio signal via the leaky coaxial cable, and a mobile closed vehicle control device of each train on a route through the coaxial cable and the wireless base station. A moving blockage control station that collects train position information and periodically transmits the information from the wireless base station through a leaky coaxial cable; A speed detection unit for detecting a position, an on-vehicle transmitting / receiving antenna for transmitting / receiving a radio signal to / from the leaky coaxial cable, a radio signal received by the on-vehicle transmitting / receiving antenna is demodulated, and An on-vehicle wireless transmission / reception unit that converts information to be transmitted to a wireless signal, train position information from the mobile block ground control device periodically received by the on-vehicle wireless transmission / reception unit, and own train from the speed detection unit The actual speed and the position information of the own train are periodically calculated based on the following formula, and a speed pattern Vp that can be stopped while maintaining a predetermined margin distance to the preceding train position is obtained. Unit for transmitting a signal as a radio signal through the on-vehicle wireless transmission / reception unit and the on-vehicle transmission / reception antenna, and an ATO apparatus for controlling the speed of the own train according to the speed pattern generated by the security unit It is those with a.

[0022]

(Equation 7) Here, β: the deceleration of the train determined in advance (Km / h / s) T: the idle running time during braking specific to each train (s) S: the distance to the tail of the preceding train (m) lx The present invention of claim 6 relates to a leaky coaxial cable laid along a route, a moving blockage on-board control device mounted on each train, and a mobile blockage ground control device installed on the ground. A moving block train running control system that performs wireless communication between the moving block vehicle on-board control device and the moving block ground control device via the leaky coaxial cable to control the moving block running of each train. The mobile block ground controller transmits and receives radio signals from the radio base station that transmits and receives radio signals via the leaky coaxial cable, and the mobile block mobile controller of each train on the route through the coaxial cable and the radio base station. Be done A moving blockage control station that collects train position information and speed information, and periodically transmits from the wireless base station through a leaky coaxial cable. And a vehicle-mounted transmitting / receiving antenna for transmitting / receiving a radio signal to / from the leaky coaxial cable, and demodulating a radio signal received by the vehicle-mounted transmitting / receiving antenna, An on-vehicle wireless transmitting / receiving unit that converts information to be transmitted into a wireless signal; and a train position and speed information from the moving block ground control device that the on-vehicle wireless transmitting / receiving unit periodically receives from the speed detecting unit. Combined with the actual speed and position information of the train, a speed pattern Vp that can be stopped while maintaining a predetermined margin to the preceding train position is periodically calculated based on the following formula, and the position of the own train is calculated. A security unit for transmitting information and speed information as radio signals through the on-board wireless transmission / reception unit and the on-vehicle transmission / reception antenna, and an ATO device for controlling the speed of the own train according to the speed pattern generated by the security unit It is.

[0023]

(Equation 8) Here, β: the deceleration of the train determined in advance (Km / h / s) T: the idle running time during braking specific to each train (s) S: the distance to the tail of the preceding train (m) lx : Margin distance (m) Vo: Speed of preceding train (m / s) In the invention of claim 7 or claim 6, in the moving closed train running control system of claim 5 or 6, the moving closed control station wirelessly transmits speed limit position information. A radio signal is periodically transmitted from the base station through a leaky coaxial cable and transmitted as a radio signal, and the security unit calculates a speed pattern in consideration of the speed limit position information.

According to an eighth aspect of the present invention, in the moving / closed train traveling control system according to any one of the fifth to seventh aspects, the leaky coaxial cable is formed along the route by a predetermined length and an overlapping section is formed between adjacent cables. The length of the overlapping section is set to a length obtained by combining a braking distance at which a train running at a specified maximum speed can be stopped by a sudden brake and a slight margin.

According to a ninth aspect of the present invention, in the moving closed train running control system according to any one of the fifth to eighth aspects, two main processors having the same function as the moving closed train on-board controller and a bus line are assembled in parallel. , Monitor whether these two main processors perform the same operation,
This is a hardware configuration provided with a monitoring processor that performs abnormality detection when an operation mismatch is detected.

[0026]

According to the moving closed train running control method of the first aspect of the present invention, the leaky coaxial cable laid along the route between the moving closed ground control device and the moving closed vehicle control device mounted on each train. Perform wireless communication via.

[0027] The mobile block control station of the mobile block ground control device periodically transmits train position information on the route that is periodically collected as a radio signal from a radio base station through a leaky coaxial cable, and transmits the information. This radio signal is periodically received by the on-vehicle transmission / reception antenna of the upper control device, converted into train position information by the on-vehicle radio transmission / reception unit, and passed to the security unit. Judging comprehensively with the actual speed and position information of the own train, a speed pattern that can be stopped while maintaining a predetermined margin distance to the preceding train position is periodically calculated and passed to the ATO device, and the ATO device determines the speed pattern. Based on the speed control of the own train, the interval control with the preceding train is performed. At the same time, the security unit transmits the position information and speed information of the own train as wireless signals through the on-board wireless transmitting and receiving unit and the on-board transmitting and receiving antenna.

Therefore, in the moving block ground control device, the leaky coaxial cable serves as an antenna to receive and demodulate a radio signal from the moving block vehicle control device to obtain position information and speed information of each train.

In this way, the optimal interval control of the train by the movement blockage control is realized while continuously transmitting and receiving the ground line information and the train information.

The security section of each train described above

(Equation 9) Here, β: the deceleration of the train determined in advance (Km / h / s) T: the idle running time during braking specific to each train (s) S: the distance to the tail of the preceding train (m) lx : Determine the speed pattern of the own train based on the formula of the extra distance (m), and control the speed of the own train based on this.

Therefore, it is possible to realize the optimum interval control between the preceding train and each train according to the braking performance of the own train.

According to the moving closed train running control method of the second aspect of the present invention, the leaky coaxial cable laid along the route between the moving closed ground control device and the moving closed vehicle on-board control device mounted on each train. Perform wireless communication via.

The mobile block control station on the mobile block ground control device periodically transmits the train position information on the route that is periodically collected as a radio signal from the radio base station through a leaky coaxial cable and transmits the train position information. The radio signal is periodically received by the on-board transmission / reception antenna of the upper control device, converted into train position information by the on-board radio transmission / reception unit, and passed to the security unit, and the security unit detects the train position and train speed information. Combined with the actual speed and position information of the own train from the means, a speed pattern that can be stopped while maintaining a predetermined margin distance to the preceding train position is periodically calculated based on the following formula and passed to the ATO device,
The TO device controls the speed of the own train based on the speed pattern, and controls the interval with the preceding train. With this,
The security unit transmits the position information and the speed information of the own train as radio signals through the on-board wireless transmitting and receiving unit and the on-board transmitting and receiving antenna.

[0034]

(Equation 10) Here, β: the deceleration of the train determined in advance (Km / h / s) T: the idle running time during braking specific to each train (s) S: the distance to the tail of the preceding train (m) lx : Margin distance (m) Vo: Speed of preceding train (m / s) Therefore, in the moving closed ground control device, a leaky coaxial cable becomes an antenna to receive a radio signal from the moving closed vehicle control device and demodulate it. By doing so, the position information and speed information of each train are obtained.

In this way, while continuously transmitting and receiving the ground line information and the train information, the optimum interval control with the preceding train is realized for each train according to the braking performance of the own train.

According to the third aspect of the present invention, the moving block control station of the moving block ground control device periodically transmits the level crossing information and other speed limit position information as radio signals through the leaky coaxial cable. I do. Therefore, the security unit on the side of the on-vehicle closing control device makes a comprehensive judgment in consideration of the speed limit position information to calculate the speed pattern, and the ATO device controls the speed of the own train based on this.

Accordingly, speed control according to the route condition is possible, and more reliable moving blockage control is possible.

According to a fourth aspect of the present invention, a leaky coaxial cable is laid along a route by a predetermined length so that an overlapping section is formed between adjacent cables. Is set to the sum of the braking distance at which the train running at the specified maximum speed can be stopped by sudden braking and a little extra length, so that when a train enters the overlapping section, the leaky coaxial cable in the front section If it is found that the wireless communication between the ground and on-vehicle control devices, which should be performed via the control unit, cannot be performed, the train can be suddenly stopped during the overlapping section to enhance the safety in the movement block control.

According to the moving closed train running control system of the fifth aspect, the moving closed train running control method of the first aspect can be realized.

That is, wireless communication is performed between the mobile block ground control device and the mobile block control device mounted on each train via a leaky coaxial cable laid along the route. Then, the moving block control station on the side of the moving block ground control device periodically transmits the train position information on the route that is periodically collected as a radio signal from the radio base station through a leaky coaxial cable, and periodically transmits the information. This radio signal is periodically received by the on-board transmitting / receiving antenna, converted to train position information by the on-board radio transmitting / receiving unit and passed to the security unit, and the security unit transmits the train position information of the own train from the speed detection means. Judging comprehensively with the actual speed and position information, a speed pattern that can be stopped while maintaining a predetermined margin distance to the preceding train position is periodically calculated and passed to the ATO device, and the ATO device determines the speed pattern based on this speed pattern. It controls the speed of its own train and controls the distance from the preceding train. At the same time, the security unit transmits the position information and speed information of the own train as wireless signals through the on-board wireless transmitting and receiving unit and the on-board transmitting and receiving antenna.

Therefore, in the moving blockage ground control device, the leaky coaxial cable serves as an antenna to receive and demodulate a radio signal from the moving blockage on-board control device to obtain position information and speed information of each train.

In this way, the optimal interval control of the train by the movement blockage control is realized while continuously transmitting and receiving the ground line information and the train information.

The security section of each train

[Equation 11] Here, β: the deceleration of the train determined in advance (Km / h / s) T: the idle running time during braking specific to each train (s) S: the distance to the tail of the preceding train (m) lx : The speed pattern of the own train is determined based on the formula of the surplus distance (m), and the ATO device controls the speed of the own train based on the determined speed pattern. Therefore, it is possible to realize optimal interval control between the preceding train and each train according to the braking performance of the own train.

In the moving closed train running control system according to the sixth aspect, the moving closed train running control method according to the second aspect can be realized.

That is, wireless communication is performed between the moving block ground control device and the moving block vehicle control device mounted on each train via a leaky coaxial cable laid along the route. Then, the moving block control station on the side of the moving block ground control device periodically transmits the train position information on the route that is periodically collected as a radio signal from the radio base station through a leaky coaxial cable, and periodically transmits the information. The on-vehicle transmission / reception antenna periodically receives this radio signal, converts it to train position information at the on-vehicle radio transmission / reception unit, passes it to the security unit, and the security unit sends the train position and train speed information from the speed detection means. Combined with the actual speed and position information of the own train, a speed pattern that can be stopped while maintaining a predetermined margin distance to the preceding train position is periodically calculated based on the following formula and passed to the ATO device. The speed control of the own train is performed based on the speed pattern, and the interval control with the preceding train is performed. At the same time, the security unit transmits the position information and speed information of the own train as wireless signals through the on-board wireless transmitting and receiving unit and the on-board transmitting and receiving antenna.

[0046]

(Equation 12) Here, β: the deceleration of the train determined in advance (Km / h / s) T: the idle running time during braking specific to each train (s) S: the distance to the tail of the preceding train (m) lx : Margin distance (m) Vo: Speed of preceding train (m / s)

Therefore, in the moving block ground control device, the leaky coaxial cable serves as an antenna to receive and demodulate a radio signal from the moving block vehicle control device to obtain position information and speed information of each train.

Thus, while continuously transmitting and receiving the ground line information and the train information, the optimum interval control between the preceding train and each train is realized for each train according to the braking performance of the own train.

In the moving closed train running control system according to the seventh aspect, the moving closed train running control method according to the third aspect can be realized. In other words, the mobile block control station on the mobile block ground control device side periodically transmits the level crossing information and other speed limit position information as radio signals through the leaky coaxial cable. Therefore, the security unit on the side of the on-vehicle closing control device makes a comprehensive judgment in consideration of the speed limit position information to calculate the speed pattern, and the ATO device controls the speed of the own train based on this.

Therefore, speed control according to the route condition is possible, and more reliable moving blockage control is possible.

In the moving closed train running control system according to the eighth aspect, the moving closed train running control method according to the fourth aspect can be realized. In other words, a leaky coaxial cable is laid along the route at a fixed length and an overlapping section is formed between adjacent cables, and the train running at the maximum speed specified in the length of the overlapping section is stopped by sudden braking. By setting the length to the sum of the braking distance that can be used and a little extra length, when a certain train enters the overlapping section, the radio between the ground and on-vehicle control devices that should be performed via the leaky coaxial cable in the front section If it is found that communication is not possible, the train can be stopped abruptly between the overlapping sections, and the safety in the movement blockage control can be improved.

According to a ninth aspect of the present invention, there is provided the moving closed train running control system according to any one of the fifth to eighth aspects, wherein the two main processors and the bus which have the same function as the moving closed on-vehicle control device are used. By configuring the lines in parallel and monitoring whether or not these two main processors perform the same operation, and by providing a hardware configuration having a monitoring processor that detects abnormality when an operation mismatch is detected, The reliability of the operation of the moving blockage control can be increased.

[0053]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 shows an embodiment of the present invention.
The moving closed ground control device 1 and the leaky coaxial cables 3a, 3b, 3c,.
, Mounted on each of the trains 9a, 9b, 9c,...

The mobile block ground control apparatus 1 includes mobile block control stations 1a, 1b, 1c,... And radio base stations 2a, 2b, 2
c,..., a railroad crossing control device 6 installed for each railroad crossing 5
, A station interlocking device 8, and these mobile block control stations 1a, 1
an operation management system 90 for integrally controlling b, 1c,.
It is composed of a communication line 12 connecting these.

The basic function of this moving block train running control system is to continuously transmit and receive ground line information and train information between the ground side and the upper side of the train, and to optimize the interval between each train and the preceding train. Control. Therefore, the mobile blocking control station 1
a, 1b, 1c, ... are the trains 9a, 9b, 9 on the track 11
, and the speed limit information of the railroad crossing 5 and the branching devices 7a and 7b are transmitted to the radio base stations 2a, 2b, 2c,.
It has a function of continuously collecting and editing and organizing from the railroad crossing control device 6 and the station interlocking device 8, and continuously transmitting the collected information to each train. In this transmission system, information from each control station 1a, 1b, 1c,.
, 2c,... are converted into radio signals and converted into radio signals through leaky coaxial cables 3a, 3b, 3c,. , 10b, 10c,...

The on-vehicle moving control devices 10a, 10a
.. b, 10c,... take the information from the ground side as a security signal, calculate a speed limit signal in consideration of the performance of the own train in a built-in security unit, that is, a speed pattern as described later, and It has the function of controlling travel while keeping the distance between trains.

Each of the on-vehicle control devices 10a, 10
, 10c,... have a radio signal channel select function in addition to the speed and distance calculation functions, and continuously transmit information in response to a request from each mobile occlusion control station 1a, 1b, 1c,. Is transmitted. The information from the trains 10a, 10b, 10c,... Is transmitted through the leaky coaxial cables 3a, 3b, 3c,... And the radio base stations 2a, 2b, 2c,. Are transmitted to the control stations 1a, 1b, 1c,...

The configuration of the moving block ground control device of this system is described in detail in Japanese Patent Application No. Hei 6-22715, which is related to the prior application, but the adjacent radio base stations 2a, 2b;
between the ends of the leaky coaxial cables 3a, 3b, 3c,.
By making the radio signal frequency different between adjacent leaky coaxial cables, each train 9a, 9b,... Advances to the end of the radio signal zone of one leaky coaxial cable and reaches the overlapping portion of the leaky coaxial cable. When each of the on-vehicle on-vehicle control devices 10a, 10b,... Detects that the overlapped portion has been reached, the on-vehicle control device 10a, 10b,. The feature is that the reliability of the movement block control is improved by switching the connection to the channel of the connected radio base station while the train is running.

Then, the on-vehicle moving control device 10a, 1
0b, 10c,... Each have the following configuration. FIG. 2 shows the on-vehicle moving control devices 10a, 10b, 10c,... Mounted on the trains 9a, 9b, 9c,.
This is represented by reference numeral 10. The same applies to the following), which shows the on-board wireless transmission / reception unit 16, security unit 17, and A
The TO device 18 is composed of three parts. Then, the transmitting and receiving antenna 1
5. A speed generator (SG) 19 is attached.

The function of the on-vehicle on-vehicle control device 10 will be described. First, the on-vehicle transmitting / receiving antenna 15 receives the preceding train position on the track 11 and the speed limit information and transmits them to the on-vehicle wireless transmitting / receiving unit 16. The on-vehicle wireless transmission / reception unit 16 demodulates the radio signal into a control information signal and provides the control information signal to the security unit 17. The security unit 17 calculates a security speed pattern for the train comprehensively determined from the control information signal according to the program registered therein, and applies an ATC-speed control to brake and decelerate trains exceeding the speed pattern. Performs the function of P (automatic train control). Then, the security unit 17 gives the calculated speed pattern to an ATO device (automatic train operation device) 18 that is in charge of automatic train traveling control.

The security unit 17 also receives the speed pulse signal from the speed generator 19, calculates the speed and running position of the own train, and passes through the on-board radio transmission / reception unit 16 and the transmission / reception antenna 15 to the radio base station 2 on the ground side. (Wireless base stations 2a, 2b, 2
.. are represented by reference numeral 2).

With reference to FIG. 3, the configurations of the radio base station 2 and the on-vehicle wireless transmission / reception unit 16, which are responsible for transmitting and receiving wireless signals between the ground and the vehicle, will be described. First, the radio base station 2 is composed of four blocks, and includes a data processing unit 31, a signal conversion unit 32, a modulation / demodulation unit 33, and a channel selection unit 34. Further, the signal conversion unit 32 includes the encoding unit 3
2a, an error correction unit 32b, and a decoding unit 32c. The modulation / demodulation unit 33 includes a modulation unit 33a and a demodulation unit 33.
b.

The terrestrial radio base station 2 converts data such as train position and speed limit information collected in the terrestrial radio section into radio signals, and sends the data to the on-board controller 10 via the leaky coaxial cable 3. At the same time as transmitting, each train 9a,
The on-board control devices 9b, 9c,.
, And converts it into a digital signal, and accurately transmits the digital signal to the corresponding mobile occlusion control stations 1a, 1b, 1c,.

Therefore, at the time of ground-> vehicle communication, the speed limit information on the track 11 and the like are transmitted to the data processor 31.
Is transmitted to the encoding unit 32a via the, and is converted into a signal form. After being checked by the error correction unit 32b, the signal is sent to the modulation unit 33a, where it is converted into a radio signal and output. Become.

Conversely, during on-vehicle-> ground communication, a radio signal is input to the demodulation unit 33b via the leaky coaxial cable 3, where it is demodulated and provided to the decoding unit 32c.
Here, the data is decoded and further subjected to a check by the error correction unit 32b, and then supplied to the data processing unit 31.

The channel selection section 34 has a function of enabling simultaneous reception of a plurality of channels so that a radio signal having a plurality of frequencies can be received. The channel selection unit 34 is controlled by the data processing unit 31 having a function of processing a plurality of pieces of information in parallel.

The data processing unit 31 transmits the transmission data a plurality of times and performs the inquiry of the reception data a plurality of times.
It is the part that plays the central function of

The wireless transmission / reception unit 16 of the on-vehicle control device 10
An interface unit on the vehicle that handles radio signals, a function of transmitting information from the ground side to the security unit 17;
The function of transmitting the train information from the vehicle to the ground via the transmitting / receiving antenna 15 is provided. The wireless transmission / reception unit 16 also has four blocks like the terrestrial-side wireless base station 2, that is, a channel selection unit 35, a modulation / demodulation unit 36, and a signal conversion unit 37.
And a transmission / reception control unit 38. The modulator / demodulator 36 includes a modulator 36a and a demodulator 36b.
The signal conversion unit 37 includes an encoding unit 37a, an error correction unit 37b, and a decoding unit 37c.

Then, in the communication from the vehicle to the ground, the radio signal received by the transmission / reception antenna 15 is input to the demodulation unit 36b, and further converted by the decoding unit 37c and the error correction unit 37b into control information data. This is given to the transmission / reception control unit 38, and is output to the security unit 17 from here.

The channel selection unit 35 has a function of enabling reception of ground information signals of a plurality of frequencies, and is controlled by a transmission / reception control unit 38 having a parallel processing function of a plurality of signals. The transmission / reception control unit 38 has a function of collating received data a plurality of times.

In the above, the data processing section 31 of the terrestrial radio base station 2 and the transmission / reception control section 38 of the on-board radio transmission / reception section 16
The reason for having a function to query the received data a plurality of times is as follows.

The error rate of the transmission data can be significantly improved by making multiple inquiries. For example, if the transmission bit error rate is 10-11, the transmission rate is 15 kbps (k
bit / s), 10 @ -11 .times.15.times.10 @ 3 = 1.
One error occurs every 5.times.10@-7 seconds.

MTBF (mean time between failures) obtained by converting this into time is as follows:

(Equation 13) And an error occurs once every 1852 hours.

With such an error rate, the reliability is low, and cannot be put to practical use as a security function as it is.
For example, if the same data is sent three times and collated, the reliability is improved as follows.

The probability of an error occurring after sending three times is:

[Equation 14] Thus, the level of reliability of currently practical security equipment can be increased.

Next, the configuration of the security unit 17 which forms the core of the on-board controller 10 will be described with reference to FIG. The security unit 17 has an intelligent function, generates a speed pattern in consideration of the vehicle performance unique to each train, outputs the generated speed pattern to the ATO device 18, and performs optimal running control of the own train. The security unit 17 includes an IC card 20, an IC card reader / writer (IC R / W) 22, a planned traveling route data memory unit 2,
2. Speed / distance calculation unit 23, transmission / reception interface unit 24
And a route actual data collection unit 25.

The IC card 20 stores therein information on the operation route of the driver and speed limit information such as a slope, a curve, a branch, and a railroad crossing corresponding to kilometers on the route.
The IC card reader / writer 21 writes information to and reads information from the IC card 20. The information read by the IC card reader / writer 21 is stored in the planned traveling route data memory unit 22.

The speed calculator 23 receives the speed pulse signal from the speed generator 19 and continuously calculates the train speed and distance.
This part is the own train running detection unit, and continuously calculates the current train position and speed.

The transmission / reception interface (I / F) 24 is an interface for radio transmission / reception information, and transmits information continuously transmitted from the mobile blocking control stations 1a, 1b, 1c,... On the ground side. The actual route data is given to the actual route data collection unit 25 by the control unit 24, and the actual route data is collected here.

The security unit 17 also includes a general operation unit 26, a checking unit 27, and an ATO running pattern generation unit 28.

The general operation unit 6 receives information from the planned route data memory unit 22, the own train speed / distance calculation unit 23, and the actual route data collection unit 25, makes comprehensive judgments, and executes the traveling speed as a speed limit signal. Calculate the pattern. This speed pattern is given to the checking unit 27 and the ATO running pattern generating unit 28. The general operation unit 26 has a function of generating a speed pattern by an emergency brake that immediately stops the own train when an abnormality in the system including the on-board station and the ground station is detected.

The checking unit 27 compares the speed limit pattern from the general operation unit 26 with the actual speed of the own train, and issues a brake command when the train speed exceeds the speed limit pattern to decelerate the train. Make sure that it falls below and work to release the brakes.

The ATO traveling pattern generation unit 28 is capable of optimally driving the speed limit pattern from the general operation unit 26 while economically maintaining the scheduled arrival time within this range.
The TO running pattern is calculated and given to the ATO device 18.
Therefore, the ATO device 18 automatically controls the drive device and the brake device of the own train based on the ATO running pattern, and executes the automatic operation of the train.

FIG. 5 shows a hardware configuration of an electric circuit of the security unit 17, and a fail-safe circuit is assembled by a double microcomputer. That is, the first main processor (CPU1)
Bus line under control of 41 (BUS
1) 54, and a bus line (BUS2) 55 under the control of the second main processor (CPU2) 42
Have the same memory unit (MEM) 46, pulse input processing unit (PI) 47, and digital input processing unit (DI)
48, a digital output processing section (DO) 49, an analog input section (AI) 50, an analog output section (AO) 51, a serial transmission interface (SIF) 52, and a transmission / reception interface section (I / F) 53 are connected. . In other words, two bus lines 54 and 55 are provided on one board, and the two main processors 41 and
42 perform exactly the same operation.

Then, these two main processors 4
Monitoring processor (SV-C)
PUI) 43 is provided. The monitoring processor 43 constantly compares the operations of the two main processors 41 and 42 operating with the same input and the same program, and when it is determined that both operations are normal, a continuous pulse waveform is sent to the excitation AND circuit 44. Is output. Furthermore, this excitation AN
The continuous pulse waveform from the D circuit 44 is output to the next fault detector 45.
Is transmitted to Therefore, if the monitoring processor 43 determines that the output is abnormal, the continuous pulse waveform to the excitation AND circuit 44 is interrupted and the failure detector 45 operates.

As described above, the two main processors 41,
The purpose of checking the operation of the operation 42 by the monitoring processor 43 is twofold: "to expand the range of fault monitoring" and "to determine the fault condition to be monitored". Among the meanings of this operation check, regarding the determination of the failure situation, the mode such as a transient malfunction or failure due to noise which has been difficult to detect until now is determined according to the situation,
It adds intelligent functions to keep the system running as much as possible.

That is, the on-vehicle moving / closing control device provided with such an electronic circuit is mounted in a place very close to a driving device, a braking device, and the like of a railway vehicle for performing high-voltage and high-current switching control and breaking. Inevitably, intrusion such as large electromagnetic noise sometimes occurs, and one of the CPUs may cause an instantaneous malfunction. In such a case, the monitoring processor 43 does not immediately operate the detector 45 to cause the system down, but based on the consistency of the operation of the respective control CPUs 41 and 42 up to the present, instantaneous noise or permanent It can judge whether a failure has occurred in consideration of the control situation, and can intelligently judge whether to continue control or bring down the system.Fail-safe as well as fault-tolerant fault-tolerant function Will be able to

In this microcomputer system, the monitoring processor 43 has a single structure, but in order to further enhance the fault-tolerant function, FIG.
By providing a redundant system having the same configuration as that of the circuit of (1) and connecting the communication signal from one monitoring processor to the redundant system to the monitoring processor of the other system, Function can be continued even in the rare case of a failure of the processor.

Further, by applying the above-described microcomputer system not only to the security unit 17 but also to the on-board wireless transmission / reception unit 16, the fail-safe function can be further enhanced.

As shown in FIG. 6, the leaky coaxial cable 3
The arrangement relation of a, 3b, 3c,... is as follows. A leaky coaxial cable 3a having a wireless section b under the control of the wireless base station 2a is laid next to the leaky coaxial cable 3b having a wireless section b with an overlapping length of the section ρ. Similarly, a leaky coaxial cable 3c is laid next to the leaky coaxial cable 3b with an overlapping section ρ. In this manner, by providing the overlapping section ρ between the leaky coaxial cables adjacent to each other, the sections a, b, c,... Controlled independently by the radio base stations 2a, 2b, 2c,. There is an overlapping section ρ that is controlled together by two matching radio base stations. As shown in FIG. 7, the overlap section ρ is a length set by adding a margin to a distance (braking distance) at which the train 9 can be stopped by the speed pattern 61 by the emergency brake.

The reason for setting the overlapping section ρ in this manner is that, as shown in FIG. 7, when the train 9 under the control of the leaky coaxial cable 3a enters the overlapping section ρ, the mobile block control station 1b and the radio base station It will be under the control of the leaky coaxial cable 3b via the station 2b. At this time,
There is no problem if the system of b is normal, but if the system of B has failed for any reason, it is impossible to control the train 9 to enter the section b of the leaky coaxial cable 3b. Need to be avoided. For this reason, the train 9 can be safely stopped in the overlapping section ρ.

Next, a description will be given of a method of controlling the movement of a moving closed train by the moving closed train running control system having the above configuration. As shown in FIG. 6, the mobile blocking control stations 1a, 1b, 1
c,... constantly collect information on the train position on the track 11, train speed, level crossings on the ground, interlocking devices, etc., and speed limit information such as gradients, curves, and temporary works. .. Are output to the leaky coaxial cables 3a, 3b, 3c,... Through the radio base stations 2a, 2b, 2c,. Are transmitted to the on-vehicle control devices 10a, 10b, 10c,... On the other hand, the on-board controllers 10a, 10b, 10c,...
Transmit the train speed and position information to the leaky coaxial cables 3a, 3b, 3c,.

[0093] The method of controlling the movement of a moving block train is as follows.
This will be described in detail with reference to FIGS. FIG. 8 (a) shows the section a in the leaky coaxial cable 3a as trains 9a and 9b.
Shows a state in which the vehicle is traveling. Leaky coaxial cable 3
a transmits information on the trains 9a and 9b at a frequency f01, and transmits the train information at a frequency f1 from the train 9a and a frequency f3 from the train 9b on a cable 3 respectively.
Send to a. In this case, the frequency f01 from the cable 3a transmits each information at the same frequency to a plurality of trains existing in the cable section a. Tables 1-3 below
Are the leaky coaxial cables 3a, 3b,.
And the types of signals transmitted to each train from the leaky coaxial cable.

[0094]

[Table 1]

[Table 2]

[Table 3] Next, as shown in FIG. 2B, when the preceding train 9b enters the end of the next leaky coaxial cable 3b, the train 9b
The communication between the cable and the cable 3a does not change, but a signal is newly transmitted from the adjacent cable 3b at the frequency f02. At this time, the on-board controller 10b of the preceding train 9b transmits a "connection request" signal to the ground station using the common frequency of the frequency f0. Therefore, a "channel assignment" signal is transmitted from the terrestrial radio base station 2b through the leaky coaxial cable 3b.

When the channel assignment is established in this way, as shown in FIG.
2 is allocated, and transmission can be newly performed between the signal and the frequency f02 of the cable 3b.

Subsequently, the subsequent own train 9a is connected to the overlapping section ρ
And enters the end of the leaky coaxial cable 3b,
Similarly to the preceding train 9b shown in FIG. 4B, the on-board control device 10b of the preceding train 9b also applies to the own train 9a.
Transmits a "connection request" signal to the ground station using the common frequency of the frequency f0.

Subsequently, when the preceding train 9b reaches the end point of the overlapping section ρ, a "cutting request" signal is output to the cable 3a using the common frequency f0, and at this time, the ground side passes through the leaky coaxial cable 3a. A "disconnect instruction" signal is transmitted to the preceding train 9b using the frequency f0. At this stage, the own train 9a is traveling in the overlapping section ρ, and uses the cables 3a and 3b and the frequencies f01 and f1 and the frequencies f02 and f4 in the same manner as the preceding train 9b shown in FIG. We are in mutual communication.

Thereafter, as shown in FIG.
When a reaches the end point of the overlapping section ρ, the preceding train 9b continues the mutual communication with the leaky coaxial cable 3b using the frequencies f02 and f2, and the own train 9a becomes the preceding train shown in FIG. 9b, the frequency f is applied to the cable 3a.
0, a "disconnect request" signal is output, and the cable 3a outputs a "disconnect instruction" signal at the same frequency f0. Thereafter, as shown in FIG.
Both run on the section b of the leaky coaxial cable 3b, and the preceding train 9b and the own train 9a each have a frequency f0.
2, f4 and frequencies f02, f2.

Subsequently, when the preceding train 9b enters the overlapping section ρ of the leaky coaxial cables 3b, 3c, as shown in FIG. 9C, the section of the adjacent cable 3a where one leaky coaxial cable 3c is placed is connected to the preceding train 9b. Communication with the preceding train 10b is performed using the same frequency f01, and the same mutual communication as described above is performed also in the leaky coaxial cable 3c.

FIG. 10A shows the on-board controllers 10a and 10a.
b,... indicate frequency signals transmitted to the ground leaky coaxial cables 3a, 3b,..., and when f1, f3, f5,.
For subsequent trains, f2, f4, f6, ... are used,
Alternatively, the opposite frequency is assigned and used. In addition, as shown in FIG.
a, 3b,... to the on-board controllers 10a, 10b,.
When the frequency f01 is used for a, 3c, 3e,..., the frequency f0 is applied to every other cable 3b, 3d, 3f,.
2 are used. Thus, control efficiency can be improved by performing frequency allocation with less use frequency between the preceding train and the succeeding train and between adjacent cables without causing interference.

FIG. 11 shows that the train 9a has a leaky coaxial cable 3
At the point when the overlapping section ρ between the points a and 3b is approached, FIG.
This shows exactly the same situation as (c). But this figure 11
In this case, even if the train 9a outputs a “connection request” signal at the frequency f0 to the leaky coaxial cable 3b,
The case where the “channel assignment” signal at the same frequency f0 from b is not received. In such a case, the on-vehicle control device 10a controls the speed pattern 61a by the emergency brake.
Is generated to stop the train 9a. Such a speed pattern by the emergency brake is generated by the general operation section 26 of the security section 17 of the on-board control device 10a. Then, the signal operates the brake device (not shown) of the train 9a via the checking unit 27 to stop the train 9a by the emergency brake. In this case, the train 9a stops in the overlapping section ρ due to the emergency brake.

As shown in FIG. 12, when the train 9a is running in the section a of FIG. 7 and the on-board controller 10a cannot receive the ground-> on-vehicle frequency signal f01, the on-board control is performed. The security unit 17 in the device 10a generates a speed pattern 61a by the emergency brake from the speed pattern 60a by the normal maximum brake for maintaining the interval control with the normal preceding train, and immediately stops the train 9a.

In this way, if any of the trains is traveling in any of the sections and the communication with the ground side becomes impossible, the control for stopping the train is performed immediately. It can be so.

Next, a basic control method for moving blockage will be described with reference to FIG. FIG. 13 shows that the preceding train 9b and the succeeding own train 9a are both one terrestrial radio base station 2
2 shows a state in which control is performed while mutually communicating with the leaky coaxial cable 3 and transmission / reception signals.

The on-board controller 1 of the own train 9a is based on the train position signal included in the signal transmitted from the ground side.
0a calculates the traveling speed pattern 60a up to the preceding train 9b. Similarly, the on-board controller 10b of the preceding train 9b also calculates the traveling speed pattern 60b.

The basic formula of the traveling speed pattern Vp calculated by each train is as follows.

[0107]

(Equation 15) Here, β: the deceleration of the train determined in advance (Km / h / s) T: the idle running time during braking specific to each train (s) S: the distance to the tail of the preceding train (m) lx : Margin distance (m) The basic formula of this traveling speed pattern is obtained by calculating the braking distance from when the train is braked to when it actually stops by the equation of motion. In equation (1), since the braking characteristics of the trains are different for each train, that is, β and T are different, the calculated patterns are also different for each train.

In FIG. 13, the trains 9a and 9b run while periodically calculating the running speed patterns 60a and 60b, respectively. When each of the trains 9a and 9b moves to the position shown by the dotted line, as long as the information signal from the ground does not change, that is, as long as the distance from the preceding train does not change, the traveling speed patterns 60a and 60b having the same shape are calculated. I will run.

Next, when there is a speed limit section AB such as a level crossing device or a junction in front of a train, how to incorporate it into the traveling speed pattern 60a will be described with reference to FIG. . FIG. 7A shows a situation in which the traveling speed pattern 60a of the train 9a contacts the start point A of the speed limit section AB. FIG. 6B shows a speed limit section AB.
Shows that the train is approaching further.

When the speed is limited, the on-board controller 1
In step 0a, the calculation is continued in such a manner that the speed pattern 60a shown in FIG. 7A is not changed until the speed pattern 60a passes through the speed limit section AB, and at the same time, the running pattern 60a 'assuming that there is no speed limit is calculated. Then, the speed in the speed limit section AB and the traveling pattern 60a 'are superimposed, and a speed pattern of a portion which is beyond the speed limit section AB forward is adopted.
In the speed limit section, the vehicle travels at or below the speed limit Vs, and from the point beyond the speed limit section AB, the speed pattern 60
Speed control is performed so as to coincide with a '. However, if the distance from the preceding train is large, the speed pattern 60a 'allows a large speed, and therefore if acceleration is necessary to match the speed pattern 60a' from beyond the speed limit section AB, As shown in FIG. 9C, the acceleration pattern 62a is calculated, and the speed control is performed according to the acceleration pattern 62a up to the intersection C, and according to the speed pattern 60a 'after the intersection C.

To explain the acceleration pattern, it is necessary to calculate not only the deceleration and stop patterns but also the acceleration pattern based on the vehicle performance in running the train. The basic expression of this acceleration pattern is as follows.

[0112]

(Equation 16) Here, α: train acceleration (Km / h / s) S ′: distance from the speed limit terminal B to the preceding train (m) lx: allowance distance (m) Vs: speed limit (Km / h) All the speed patterns when passing through the section AB are based on the basic concept of the security device that the priority is low. That is, in the section before entering the start point A of the speed limit section, the speed pattern 60a by the speed calculation ≦ the speed pattern 60a ′ by the speed calculation assuming that there is no speed limit section. Speed limit of section AB ≦ Speed pattern 60a ′ by speed calculation assuming that there is no speed limit section, and speed limit section end point B
From intersection C to acceleration pattern 62a ≦ speed pattern 60a ′ by speed calculation assuming that there is no speed limit section, and after intersection C, speed pattern 60a ′ by speed calculation assuming that there is no speed limit section. ≦ Acceleration pattern 62a Then, the on-vehicle control device 10 performs speed control by adopting these lower speed patterns.

Next, speed control in the case where the level crossing device 5 is present ahead will be described with reference to FIGS. In FIG. 15, when the railroad crossing device 5 is in front of the train 9b and is in the open state 5a, speed control is performed as follows. That is, it is considered that the virtual train 9x is stopped at the position of the railroad crossing device 5, and the railroad crossing information is also taken into the mobile closing control station 1b through the railroad crossing control device 6 in FIG.
The on-board control device 10 of the train 9b is converted into the stopped train position.
b.

The on-board controller 10b uses the above equation (1) in which the surplus lx is corrected from the train position S transmitted from the ground control station 1b through the radio base station 2b and the leaky coaxial cable 3b, using the aforementioned equation (1). The speed pattern 60b at the time when the vehicle is stopped so that the vehicle can stop is calculated. And railroad crossing device 5
Continues the open state, it means that the virtual preceding train 9x continues to stop, and the own train 9b was calculated earlier so that the own train 9b can stop in front of it, as shown in FIG. The speed control is continued according to the speed pattern 60b at the time of stopping the travel, and the vehicle is controlled to stop at lx before the railroad crossing device 5.

However, as shown in FIG. 16, when the crossing device 5 changes to the closed state 5b while the own train 9b is decelerating in front of the level crossing device 5 in accordance with the speed pattern 60b at the time of running stop, the virtual train 9x at that time. Disappears instantaneously, the on-board controller 10b transmits the new speed pattern 60
b, and at the same time, an acceleration pattern 62b according to the above-described acceleration equation (2). Then, on the near side of the intersection C, the acceleration pattern 62b ≦ the new speed pattern 60b, and after passing the intersection C, the speed pattern 60b ≦ the acceleration pattern 62b.

Therefore, these speed patterns 60b, 6b
The speed control of the own train 9b is performed by selecting the pattern on the lower side of 2b.

Next, the operation of the on-board controller 10 for realizing economical traveling based on the data of the planned traveling route will be described with reference to FIG. On-board control device 1 shown in FIG.
A total operation unit 26 of 0 collects the speed limit of the traveling route, station information, etc. from the planned traveling route data memory unit 22, the current speed and the train position from the speed-distance computing unit 23, and further collects actual operation information of the route. The driving pattern obtained from the unit 25 is calculated according to the actual situation. The calculation result is provided to the checking unit 27 and to the ATO running pattern generation unit 28. The ATO running pattern generation unit 28 is a part for calculating a target pattern to be given to the ATO device 18, and generates the target pattern as follows.

That is, as shown in FIG. 17 (a), the speed pattern 60a calculated by the running calculation unit 26 in the on-board control device 10a of the train 9a and the ATO running pattern 65a lower by ΔV than the speed pattern 60a are compared with the ATO. The calculation is performed by the running pattern generator 28. Also, as shown in FIG. 14B, when the speed limit section AB exists ahead, the general operation unit 26 calculates the acceleration traveling pattern 62a and the normal traveling pattern 60a ′ as shown in FIG. On the other hand, the ATO running pattern generating section 28 generates the pattern 65a.

However, in this case, the speed limit section A
At the terminal point B of B, a speed pattern 65a 'is calculated by an operation based on the equation (1), and the traveling pattern 65a,
The ATO running pattern generation unit 28 determines which of 65a 'is to be used. That is, if the train 9a is delayed and a recovery operation is required, the traveling pattern 65a with a higher speed is selected, and if there is no problem in the ordinary traveling, the traveling pattern 65a 'is selected.

Next, as shown in FIG. 18, when the preceding train 9b runs on the railroad crossing device 5 and the own train 9a runs as a succeeding train, as shown in FIG.
Indicates a traveling pattern in which the acceleration traveling pattern 62b and the speed pattern 60b are combined, and the ATO traveling pattern generator 28 calculates the traveling pattern 65b.

On the other hand, the general operation section 26 of the own train 9a
Is the travel pattern 60 in consideration of the distance from the preceding train 9b.
a is calculated. However, in the ATO traveling pattern generation unit 28, it is better to stop such a train, travel at a lower speed than the traveling pattern 60a in which the train is restarted and travel, and not to shorten the interval with the preceding train in a short time. Therefore, the travel pattern 65a is obtained in advance based on the level crossing information of the planned travel route data, and the ATO
Control to realize economical driving control.

As described above, the traveling control method of the moving block train according to the present invention and the control device used in the method can almost eliminate the marginal travel of the train as compared with the conventional fixed block control, and can greatly reduce the stop braking distance. As a result, the train operation interval can be significantly reduced, and the railway transportation capacity can be greatly increased.

Further, since the traveling speed pattern is determined by utilizing the performance of the train, the improvement of the performance of the train is directly linked to the reduction of the operation time interval, and from this point, it is possible to greatly increase the transportation capacity. Furthermore, even if a group of trains having different vehicle performances are operated on the same route, the traveling pattern is controlled according to the performance of each train, so that the traveling control is not adversely affected.

Further, the construction cost of the ground equipment can be reduced by 1/2 to 1/3 compared to the current fixed blockage, and the system is rich in flexibility.
Changes can be made easily. Further, since the hardware configuration is a dual system, fail-safe performance can be ensured, and the reliability of safety is not reduced.

Next, another embodiment of the present invention, a moving closed train running control method for controlling the speed of a succeeding train in consideration of the running speed of a preceding train will be described with reference to FIG. The device configuration of the control device for realizing the method of controlling the movement of a closed block train according to this embodiment is common to the embodiment shown in FIGS. However, the calculation processing of the speed pattern executed by the security unit 17 of the on-board control device 10 has the following features. In other words, in FIG. 19A, the following train 9a, which obtains the traveling speed Vo of the preceding train 9b and the distance S to the preceding train 9b as data from the ground side, has a margin distance lx (in the case of this embodiment, Assuming that the preceding train has stopped as in the embodiment, it is assumed that the vehicle is traveling with a constant (not obtained as a speed function of both preceding and succeeding trains).

It is assumed that the leading position of the preceding train 9b is D, the trailing position is E, and a point after a margin lx from the trailing position E is F. Let G be the leading position of the succeeding train 9a.

At this time, the on-board controller 10 of the following train 9a
In a, since the distance S to the preceding train 9b and the speed Vo are known, a traveling speed pattern 63 based on the following equation of motion (3) is generated.

[0128]

[Equation 17] The feature of such control is that high-density operation in which the interval is further narrowed becomes possible as compared with a train in which the interval is controlled only by the distance from the preceding train.

That is, as shown in FIG. 14B, the position of the preceding train 9b and the position of the succeeding train 9a are D 'and D', respectively.
It is assumed that when moving to E ', F', G ', the preceding train 9b decelerates according to the speed pattern 64 to reach the speed Vo'. At this time, the succeeding train 9a immediately calculates based on the above equation (3), calculates a new traveling speed pattern 63 ', and performs speed control based on it.

In this manner, the succeeding train 9a calculates new traveling speed patterns one after another on the basis of the speed and interval of the preceding train 9b and performs constant interval control. Control.

Conversely, as shown in FIG. 13C, when the preceding train 9b accelerates from the state shown in FIG. 15A and moves to the positions D ″, E ″, F ″, and G ″, respectively, Preceding train 9
Assuming that b travels in the speed pattern 65, the succeeding train 9a calculates a new speed pattern 63 ″ and performs speed control based on this.

The operation equation in this case is based on the equation of motion of the following equation (4).

[0133]

(Equation 18) In this way, the interval control is performed according to the situation of the preceding train. In this case, if mutual information between the preceding train 9b and the succeeding train 9a becomes possible without time delay, the preceding and succeeding trains are caused to travel in the same speed pattern while maintaining the margin lx determined by the speed. Will be able to do it.

[0134]

As described above, according to the moving closed train traveling control method of the first aspect of the present invention, the moving closed ground control device and the moving closed vehicle on-board control device mounted on each train are connected to the route. Wireless communication is performed via a leaky coaxial cable laid along, and the optimal interval control of trains by moving blockage control is performed, so it is possible to eliminate extra travel like conventional fixed blockage control, High-density train control becomes possible, and the transportation capacity can be greatly improved.

In addition, according to the moving control method of the present invention, the security unit of each train operates according to a speed pattern based on a predetermined formula considering the deceleration performance of the own train. Since the control is performed, it is possible to realize the optimal interval control between the preceding train and each train according to the braking performance of the own train.

According to the moving closed train running control method of the second aspect of the present invention, the leakage laid along the route between the moving closed ground control device and the moving closed vehicle on-board control device mounted on each train. Wireless communication is performed via a coaxial cable, and each train combines the train position and train speed information of the preceding train with the actual speed and position information of the own train, executes a calculation based on a predetermined formula, and executes a predetermined operation up to the preceding train position. Pass the speed pattern that can be stopped while keeping a margin distance to the ATO device, and the ATO device controls the speed of the own train based on this speed pattern and controls the interval with the preceding train, so the interval control with the preceding train Can be made narrower, so that there is no extra traveling like the conventional fixed block control, and a higher-density train control becomes possible, and the transportation capacity can be greatly improved.

[0137] According to the method of controlling the movement of the moving block train according to the third aspect of the present invention, the moving block control station on the side of the moving block ground control device periodically converts the railroad crossing information and other speed limit position information into radio signals through the leaky coaxial cable. The security unit on the side of the on-vehicle moving control system of each train makes a comprehensive judgment taking into account the speed limit position information to calculate a speed pattern, and based on this, the ATO device determines the speed of the own train. Since the control is performed, speed control according to the route condition is possible, and more reliable moving blockage control is possible.

[0138] According to the moving closed train running control method of the fourth aspect of the present invention, the leaky coaxial cable is laid along the route by a fixed length so that an overlapping section can be formed between adjacent cables. The length is set to the sum of the braking distance that a train running at the specified maximum speed can be stopped by sudden braking and a little extra length, so that when a train enters the overlapping section, If it is found that the wireless communication between the ground and on-vehicle control devices, which should be performed via the leaky coaxial cable, cannot be performed, the train can be suddenly stopped during the overlapping section to improve the safety in the movement block control.

According to the moving closed train running control system of the fifth aspect of the present invention, the moving closed train running control method of the first aspect of the present invention can be realized, and the ground line information is provided between the ground side and each train. While the train information is continuously transmitted and received, the optimal interval control of the train by the movement blockage control can be performed.

In addition, according to the moving closed train running control system of the fifth aspect of the present invention, it is possible to control the optimum interval between the preceding train and each train according to the braking performance of the own train.

According to the moving closed train running control system of the sixth aspect of the present invention, the moving closed train running control method of the second aspect of the present invention can be realized, and the interval control with the preceding train can be narrowed. As a result, it is possible to eliminate a marginal travel such as the conventional fixed blockage control, thereby enabling a higher-density train control and a significant improvement in transportation capacity.

According to the moving closed train running control system of the seventh aspect of the present invention, the moving closed train running control method of the third aspect of the present invention can be realized, and the speed can be controlled according to the route conditions. More reliable moving blockage control can be performed.

According to the moving closed train running control system of the eighth aspect of the present invention, the moving closed train running control method of the fourth aspect of the present invention can be realized. If it is found that wireless communication between the ground and on-board controllers that should be performed via the leaky coaxial cable in the front section when entering the train cannot be performed, the train is stopped suddenly during the overlapping section and safety by moving blockage control Can be enhanced.

According to the moving closed train running control system of the ninth aspect of the present invention, in the moving closed train running control system according to any one of the fifth to eighth aspects, two main processors having the same function as the moving closed train on-board controller are provided. And a bus line in parallel, and monitors whether or not these two main processors perform the same operation, and has a hardware configuration including a monitoring processor that detects an abnormality when an operation mismatch is detected. In addition, the reliability of the operation of the moving blockage control can be increased.

[Brief description of the drawings]

FIG. 1 is a block diagram of a common embodiment of a moving block train running control system according to the present invention.

FIG. 2 is a block diagram of the on-vehicle moving control device of the embodiment.

FIG. 3 is a block diagram showing an internal configuration of a terrestrial radio base station and an on-board radio transmission / reception unit of the embodiment.

FIG. 4 is a block diagram showing an internal configuration of a security unit of the on-vehicle moving control device of the embodiment.

FIG. 5 is a block diagram of one embodiment of the invention of claim 9;

FIG. 6 is an explanatory diagram showing a wireless transmission system on the ground side and on the vehicle side of the embodiment.

FIG. 7 is an explanatory diagram showing a train speed control pattern in the embodiment.

FIG. 8 is an explanatory diagram showing wireless transmission / reception operations between the ground side and the vehicle side in the embodiment.

FIG. 9 is an explanatory diagram showing wireless transmission / reception operations between the ground side and the vehicle side in the embodiment.

FIG. 10 is an explanatory diagram showing radio frequencies used by the ground side and the vehicle side in the embodiment.

FIG. 11 is an explanatory diagram showing a sudden brake control operation in a case where wireless communication between the ground station and the on-vehicle station is interrupted in the overlapping section of the leaky coaxial cable in the embodiment.

FIG. 12 is an explanatory diagram showing a sudden braking control operation when radio communication between the ground station and the on-vehicle station is interrupted at an intermediate portion of the leaky coaxial cable in the embodiment.

FIG. 13 is an explanatory diagram showing a distance interval control operation with a preceding train in the embodiment.

FIG. 14 is an explanatory diagram showing a speed control operation in a speed limit section in the embodiment.

FIG. 15 is an explanatory diagram showing a speed control operation in a railroad crossing section in the embodiment.

FIG. 16 is an explanatory diagram showing an acceleration control operation in a railroad crossing section in the embodiment.

FIG. 17 is an explanatory diagram showing a speed control operation having a margin of ΔV in the embodiment.

FIG. 18 is an explanatory diagram showing an acceleration control operation having a margin of ΔV in the embodiment.

FIG. 19 is an explanatory diagram showing a speed control operation according to another embodiment of the present invention.

FIG. 20 is an explanatory diagram of conventional fixed blockage control.

[Explanation of symbols]

 1a-1c Moving block control station 2a-2c Radio base station 3a-3c Leaky coaxial cable 5 Railroad crossing 6 Railroad crossing control device 7a, 7b Branching device 8 Station interlocking device 9a-9c Train 10a-10c Moving blockage on-board control device 11 Track 12 Communication line 15 Transmission / reception antenna 16 On-board wireless transmission / reception unit 17 Security unit 18 ATO device 19 Speed generator 20 IC card 21 IC card reader / writer 22 Scheduled route data memory unit 23 Speed / distance calculation unit 24 Transmission / reception interface unit 25 Route actual data collection Unit 26 general operation unit 27 checking unit 28 ATO running pattern generation unit 31 data processing unit 32 signal conversion unit 33 modulation / demodulation unit 34 channel selection unit 35 channel selection unit 36 modulation / demodulation unit 37 signal conversion unit 38 transmission / reception control unit 41 first CPU 42 second CPU 43 Monitoring Processor 44 exciting AND circuit 45 the detector 46 memory unit 54 first bus 55 the second bus 90 operation management system ρ overlap interval

────────────────────────────────────────────────── ─── Continuation of the front page (56) References JP-A-2-109770 (JP, A) JP-A-2-214944 (JP, A) Yutaka Hasegawa: “Concept of next-generation operation control system”, RRR, 1988 November (58) Field surveyed (Int.Cl. ⁷ , DB name) B60L 15/40 B61L 23/14

Claims (9)

(57) [Claims] 1. A mobile block ground control device comprising a mobile block control station, a radio base station, and a leaky coaxial cable laid along a route, an on-vehicle transmission / reception antenna, an on-vehicle radio transmission / reception unit, and the actual speed and speed of the own train. A moving obstruction train running control method executed by a moving obstruction control system including a speed detecting means for detecting a train position, a moving obstruction control system including a security unit and an ATO device, the moving obstruction control station comprising: Periodically transmits a train position information on a route that is periodically collected as a radio signal from a radio base station through a leaky coaxial cable and transmits the radio signal periodically. Received by the on-board wireless transmission / reception unit and converted to train position information and passed to the security unit, and the security unit receives the train position information and the actual speed and position of the own train from the speed detection means. Using the information, the speed pattern Vp which can be stopped while maintaining a predetermined margin distance to the preceding train position is periodically calculated based on the following formula and passed to the ATO device. It controls the speed of its own train, controls the distance from the preceding train, and transmits the position information and speed information of the own train as wireless signals through the on-board wireless transceiver and on-board transceiver antenna. The moving block train running control method. (Equation 1) Here, β: the deceleration of the train determined in advance (Km / h / s) T: the idle running time during braking specific to each train (s) S: the distance to the tail of the preceding train (m) lx : Extra distance (m) 2. A mobile occlusion ground control device comprising a mobile occlusion control station, a radio base station and a leaky coaxial cable laid along a route, an on-vehicle transmission / reception antenna, an on-vehicle radio transmission / reception unit, and the actual speed and speed of the own train. A moving obstruction train running control method executed by a moving obstruction control system including a speed detecting means for detecting a train position, a moving obstruction control system including a security unit and an ATO device, the moving obstruction control station comprising: Periodically collects the train position and train speed information on the route on the route that is periodically transmitted as a radio signal from a radio base station through a leaky coaxial cable, and transmits the radio signal with an on-vehicle transmission / reception antenna of the mobile closed-vehicle control device. Is periodically received and converted into train position and train speed information by the on-board wireless transmission / reception unit and passed to the security unit, and the security unit transmits the train position and train speed information to the speed. Together with the actual speed and position information of the own train from the detection means,
Based on the following equation, a speed pattern Vp that can be stopped while maintaining a predetermined margin distance to the preceding train position is periodically calculated and passed to the ATO device, and the ATO device uses the own train based on the speed pattern Vp. Moving closed train, which controls the speed of the train, controls the distance from the preceding train, and transmits the position information and speed information of the own train as wireless signals through the on-board wireless transmitting and receiving unit and the on-board transmitting and receiving antenna. Travel control method. (Equation 2) Here, β: the deceleration of the train determined in advance (Km / h / s) T: the idle running time during braking specific to each train (s) S: the distance to the tail of the preceding train (m) lx : Margin distance (m) Vo: Speed of preceding train (m / s) 3. The mobile occlusion control station periodically transmits speed limit position information as a wireless signal from a wireless base station through a leaky coaxial cable, and the security unit considers the speed limit position information to determine a speed pattern. The method according to claim 1 or 2, wherein the calculation is performed. 4. A train in which the leaky coaxial cable is laid along a route by a predetermined length and an overlapping section is formed between adjacent cables, and the length of the overlapping section runs at a prescribed maximum speed. The running control method according to any one of claims 1 to 3, wherein the length is set to a sum of a braking distance that can be stopped by a sudden brake and a slight margin length. 5. A leaky coaxial cable laid along a route, a moving blockage on-board control device mounted on each train, and a moving blockage ground control device installed on the ground. A moving block train running control system that performs wireless communication between the moving block vehicle on-board control device and the moving block ground control device via the vehicle, and performs the moving block running control of each train. Collects train position information sent from a mobile base station that transmits and receives wireless signals via the leaky coaxial cable, and a moving blockage on-board controller of each train on the line through the coaxial cable and the wireless base station. A moving blockage control station that periodically transmits from the wireless base station through a leaky coaxial cable, wherein the moving blockage on-board control device detects the actual speed and running position of the own train A degree detection unit, and cars on the transmitting and receiving antenna for transmitting and receiving radio signals to the leaky coaxial cable,
Demodulating the radio signal received by the on-vehicle transmitting / receiving antenna,
On-vehicle wireless transmitting / receiving unit that converts information to be transmitted to the moving occluded ground control device into a radio signal, and train position information from the moving occluded ground control device that the on-vehicle wireless transmitting / receiving unit periodically receives. Using the actual speed and position information of the own train from the speed detecting means, periodically calculate a speed pattern Vp that can be stopped while maintaining a predetermined margin distance to the preceding train position based on the following equation, and A security unit for transmitting the position information and speed information of the own train as a radio signal through the on-vehicle wireless transmission / reception unit and the on-vehicle transmission / reception antenna, and an ATO device for controlling the speed of the own train according to the speed pattern generated by the security unit. A moving block train running control system comprising: (Equation 3) Here, β: the deceleration of the train determined in advance (Km / h / s) T: the idle running time during braking specific to each train (s) S: the distance to the tail of the preceding train (m) lx : Extra distance (m) 6. A leaky coaxial cable laid along a route, a moving blockage on-board control device mounted on each train, and a moving blockage ground control device installed on the ground, wherein the leaky coaxial cable is A moving block train running control system that performs wireless communication between the moving block vehicle on-board control device and the moving block ground control device via the vehicle, and performs the moving block running control of each train. Is a radio base station that transmits and receives radio signals via the leaky coaxial cable, and train position information and speed transmitted from the on-vehicle control device of each train on the route through the coaxial cable and the radio base station. A moving blockage control station that collects information and periodically transmits the information from the wireless base station through a leaky coaxial cable; A speed detecting unit for detecting a and onboard transceiver antenna for transmitting and receiving radio signals to the leaky coaxial cable,
Demodulating the radio signal received by the on-vehicle transmitting / receiving antenna,
An on-vehicle wireless transmitting / receiving unit that converts information to be transmitted to the moving occluded ground control device into a radio signal, and a train position and a speed from the moving occluded ground control device that the on-vehicle wireless transmitting / receiving unit periodically receives. The information is combined with the actual speed and position information of the own train from the speed detecting means, and a speed pattern Vp that can be stopped while maintaining a predetermined margin distance to the preceding train position is periodically calculated based on the following equation, And a security unit that transmits the position information and speed information of the own train as a wireless signal through the on-board wireless transmitting / receiving unit and the on-board transmitting / receiving antenna,
A moving block train control system comprising: an ATO device that controls the speed of the own train according to the speed pattern generated by the security unit. (Equation 4) Here, β: the deceleration of the train determined in advance (Km / h / s) T: the idle running time during braking specific to each train (s) S: the distance to the tail of the preceding train (m) lx : Margin distance (m) Vo: Speed of preceding train (m / s) 7. The mobile occlusion control station periodically transmits speed limit position information as a wireless signal from a wireless base station through a leaky coaxial cable, and the security unit considers the speed limit position information to determine a speed pattern. The moving block train running control system according to claim 5 or 6, wherein the calculation is performed. 8. A train in which the leaky coaxial cable is laid along a route at a fixed length and at an overlapping section between adjacent cables, and the length of the overlapping section runs at a prescribed maximum speed. The running control system according to any one of claims 5 to 7, wherein the length is set to a sum of a braking distance that can be stopped by a sudden brake and a slight margin length. 9. The moving / closed train running control system according to claim 5, wherein two main processors and a bus line having the same function as the moving / closed on-vehicle control device are assembled in parallel with each other. A moving block train running control system characterized in that it has a hardware configuration including a monitoring processor that monitors whether two main processors perform the same operation and detects abnormality when an operation mismatch is detected.