JP3305187B2 - High-density train operation system equipment - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a high-density train operation system apparatus which increases the operation density of railway vehicles and contributes to an increase in transportation capacity.

[0002]

2. Description of the Related Art Generally, in automatic train operation control,
The operation of the subsequent train is controlled so that the subsequent train does not collide with the preceding train. In this case, control is performed in a closed section formed by dividing the track circuit (rail) at predetermined intervals.

FIG. 11 is an explanatory diagram of a conventional automatic train operation control by a security system based on fixed blockage. When the preceding train A is stopped in a certain closed section, the own train B (subsequent train) receives the following speed limit signal in each closed section. The ground signal is passed on the rail as a frequency signal current,
This is detected by a power receiver mounted on the vehicle, and a speed limit signal is transmitted from the ground to the vehicle. The range in which the signal current flows is called a closed section, and two trains cannot exist in the closed section at the same time.

[0004] The own train B receives the speed limit signal 220 in the currently closed section. This means that the vehicle is allowed to travel at a speed of 220 km / h or less in the closed section. In other words, it is not allowed to exceed 220 km / h if it is turned over. The next block is 170km
/ H, and then the speed limit signal is sent one after another in the closed section at 120 km / h. Finally, a speed limit signal is set so that the train stops in a closed section adjacent to the closed section in which the preceding train A is stopped.

[0005] The current train has a change point of the speed limit signal, that is, from 220 km / h to 170 km / h, 17 km / h.
At the changing point from 0 km / h to 120 km / h... Therefore, the ATC brake is immediately applied due to the speed over. That is, 22
When the train B runs in the range of 0 km / h to 170 km / h and the own train B rushes, the speed of the speed limit signal 170 is immediately exceeded and the ATC brake is applied.

[0006] In such current driving, there are traveling margins Y1 to Y4 at the respective speed limit speeds, and if the brake is intended to stop, the vehicle must travel with a large margin. Also in FIG. 11, there are four spare travels Y1 to Y4.

[0007]

Although the present fixed obstruction has been sufficiently considered in terms of safety, the following drawbacks have recently been pointed out. (1) In the staircase pattern of the fixed blockage, the braking distance becomes long because there is always a marginal travel Y after the brake is released as shown in FIG. (2) A light and high-speed vehicle having high acceleration and deceleration performance with improved vehicle performance has a larger marginal travel Y during braking, and can only perform driving that kills the original performance of the vehicle. (3) Even if an attempt is made to increase the transportation capacity by minimizing the driving time interval with the current vehicle, there is a serious problem that the current fixed obstruction cannot be shortened because the obstruction itself becomes an obstacle. (4) Therefore, adoption of such a train operation system device in the future means that it will not be possible to break through the limit of the transportation capacity, and it will be necessary to make a fundamental review.

It is an object of the present invention to provide a high-density train operation system device that breaks the current concept of fixed blockage and has a new security system for increasing transport capacity.

[0009]

The invention according to claim 1 is
Ground equipment that collects the position of the preceding train and speed limit information generated during the operation of the following train, and the above-mentioned train based on the position and the speed limit information of the preceding train that is mounted on the following train and transmitted from the above ground equipment. A high-speed train operation system device comprising: a train operation device that calculates a speed limit pattern in consideration of the vehicle performance of the succeeding train and performs operation control within the range of the speed limit pattern. And a new ATC ground station for detecting the speed limit information generated during the operation of the following train, and transmitting and receiving data by using a leaky coaxial cable and a space wave radio antenna together, and transmitting and receiving data from the new ATC ground station. A radio station for transmitting the position of the preceding train and the speed limit information to the following train, and receiving train operation information from the following train; The train operation device transmits and receives data to and from the wireless station via the leaky coaxial cable receiving antenna or the spatial wave wireless antenna, and transmits the position of the preceding train and the speed limit information transmitted from the wireless station. On-vehicle wireless transmission / reception unit that receives and transmits the train operation information of the subsequent train, and considers the vehicle performance of the subsequent train based on the position of the preceding train and the speed limit information received by the on-vehicle transmission / reception unit. A security unit that calculates a speed limit pattern and outputs a brake command when the subsequent train deviates from the speed limit pattern, and an ATO device that controls the operation of the subsequent train based on the speed limit pattern. Features.

According to a second aspect of the present invention, there is provided a ground facility for collecting the position of a preceding train and speed limit information generated during the operation of the following train, and the preceding train mounted on the following train and transmitted from the above ground equipment. A high-speed train operation system device comprising: a speed limit pattern that takes into account the vehicle performance of the subsequent train based on the position and the speed limit information, and controls the operation within the range of the speed limit pattern. The ground equipment transmits and receives data using a new ATC ground station that detects the position of the preceding train and speed limit information generated during the operation of the following train, and a leaky coaxial cable and a space wave wireless antenna. The new A
A radio station for transmitting the position of the preceding train and the speed limit information from a TC ground station to the succeeding train and receiving train operation information from the succeeding train, wherein the operating device includes the leakage coaxial It transmits and receives data to and from the wireless station via a cable receiving antenna or the spatial wave wireless antenna, receives the position of the preceding train and the speed limit information transmitted from the wireless station, and trains the following train. Transmitting operation information, an onboard wireless transmission / reception unit capable of controlling and processing a wireless signal in both a radio signal section by the leaky coaxial cable and a radio signal section of the spatial wave radio antenna, and A route data collection unit that collects the position of the preceding train and the speed limit information, and a scheduled run that stores data of the planned running route of the following train A line data memory unit, and calculates a speed limit pattern in consideration of the vehicle performance of the subsequent train based on the data of the route data collection unit and the scheduled traveling route data memory unit, and an abnormal signal of the ground equipment or the train When an abnormal signal in the operating device is received, a general operation unit that immediately outputs an emergency brake command, compares the train speed of the subsequent train with the speed limit pattern, and the speed of the subsequent train deviates from the speed limit pattern. When the vehicle speed falls within the speed limit pattern, a checking unit that releases the brake when the vehicle speed falls within the speed limit pattern, and an ATO device that controls the operation of the subsequent train based on the speed limit pattern are provided. .

[0011]

[0012]

[0013]

[0014]

[0015]

[0016]

[0017]

[0018]

[0019]

[0020]

[0021]

[0022]

[0023]

[0024]

[0025]

[0026]

[0027]

[0028]

[0029]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a first embodiment of the present invention will be described. FIG. 1 is a configuration diagram illustrating a first embodiment of a high-density train operation system device according to the present invention. In FIG. 1, new ATC ground stations 1a, 1b, and 1c are in charge of route information processing for realizing high-density operation of trains, and these new ATC ground stations 1 are interconnected via a LAN communication line 12. In addition to being connected to
Operation management system 13 that totally manages train operation
Connected to. The new ATC ground station 1 has a function of detecting the presence of a train in each closed section of the track circuit 8 (rail line 8) on which the train runs.

The radio stations 2a, 2b, 2c
They are connected to the ground stations 1a, 1b, 1c, respectively. Leaky coaxial cable (hereinafter referred to as LCX cable) 3b, 3c
Are connected to the radio stations 2 b and 2 c and laid along the track circuit 8. On the other hand, the spatial wave radio antennas 11a, 1
Reference numerals 1b and 11c denote wireless antennas for transmitting and receiving spatial waves such as quasi-microwaves and millimeter waves. The terrestrial antenna equipment such as the space wave radio antenna 11 and the LCX cable 3 has high reliability in the downtown area where high-density operation must be performed in consideration of economy, efficiency, and reliability. LCX antennas 3b and 3c capable of high-speed communication are laid. Also, on suburban routes where the number of services is relatively small, the spatial wave wireless antenna group 11 is arranged at a low price even if the communication efficiency is slightly lowered.

The railroad crossing device 4 is controlled by the railroad crossing control device 5 and transmits the control result and status to the new ATC ground station 1b. The branching device 7 is controlled by the interlocking device 6. The interlocking device 6 is configured to simultaneously transmit the control result and control status to the new ATC ground station 1c simultaneously with the control. The trains 9a and 9b run on routes, and are equipped with train operating devices 10a and 10b, respectively.

The track circuit 8 has a function of detecting the presence of the train 9 and is usually made by subdividing a conventional fixed block section. The on-rail detection method of the train is the same as in the closed section, and a signal frequency current is passed through the track circuit 8,
The presence of the train 9 detects that the wheel axle of the train 9 short-circuits this circuit.

The new ATC ground station 1 obtains the position of the train 9 on the route from the track circuit 8 and obtains speed limit information that requires the speed limit of the train 9 due to the presence of the railroad crossing device 4 and the turnout 7. . That is, the new ATC ground station 1 continuously collects the position and speed limit information of the train 9 from the radio station 2, the railroad crossing device 4, the interlocking device 6, etc., and edits and organizes the collected information for the train 9. Transmit continuously.

First, the function of transmitting a signal from the new ATC ground station 1 to the train 9 is as follows. Information collected by the new ATC stations 1a, 1b, and 1c is converted into a radio signal, and transmitted to a space such as a quasi-microwave and a millimeter wave. Spatial wave wireless antenna 1 communicating with waves
1 and the train operating devices 10a, 10b of the trains 9a, 9b on the route as radio signals through the LCX cables 3b, 3c.
b.

The train operating devices 10a and 10b that have received the information from the new ATC ground station 1 capture this information as a security signal, and use the security section in the train operating devices 10a and 10b to take into account the speed of the train in consideration of the performance of the own train. Calculate the limit signal (speed limit pattern). Then, based on this speed limit pattern, the traveling control is performed by the automatic train operation function (ATO function) while maintaining the traveling interval distance with the preceding train.

The train operating devices 10a, 10b
Is a function of switching the transmitting and receiving antennas for receiving signals from the spatial wave radio antenna 11 and the LCX cable 3 in addition to the above-described speed limiting pattern calculation function and ATO function, and a channel selection for each transmitting and receiving antenna radio signal. New ATC ground stations 1a, 1b
1c has a function of transmitting and receiving information continuously.

Next, information from the trains 9a and 9b is transmitted to the respective LCX cables 3b and 3c and the space wave radio antenna 1
1 and transmitted through the wireless stations 2a, 2b, 2c connected to the LCX cables 3b, 3c.
The information is transmitted to the ground stations 1a, 1b, and 1c. New A
The TC ground stations 1a, 1b, and 1c are connected to each other via a LAN line 12, and are configured to be capable of mutually exchanging status. Further, necessary information can be exchanged with the operation management system 13.

As described above, the high-density train operation system apparatus of the present invention realizes high-density operation by performing optimal train control while continuously transmitting and receiving ground line information and train information.

FIG. 2 is a configuration diagram of the train operation device 10 of the present invention. The train driving device 10 is mounted on the train 9. As can be seen from FIG. 2, the train operation device 10 receives the position and speed limit information of the preceding train 9 b transmitted from the radio station 2 and sends the train operation information of the succeeding train 9 a (own train 9 a) to the ground equipment. The on-vehicle wireless transmission / reception unit 16 for transmission and the speed limit pattern that takes into account the vehicle performance of the succeeding train 9a based on the position and speed limit information of the preceding train 9b received by the on-vehicle transmission / reception unit 16 are calculated. When the vehicle 9a deviates from the speed limit pattern, a security unit 17 that issues a brake command and an ATO device 18 that controls the operation of the succeeding train 9a based on the speed limit pattern are provided. In addition, a transmission / reception antenna 15 for LCX, a transmission / reception antenna 20 for space waves, and a speed generator 19 are attached to the on-vehicle wireless transmission / reception unit 16 of the train operation device 10.

The functions of the train operating device 10 are roughly as follows. First, the LXC transmitting / receiving antenna 1 on the car
The antenna 5 and the transmitting / receiving antenna 20 for space waves receive the position of the preceding train 9b on the route, the position where the speed limit is required, and the like, and transmit them to the on-vehicle wireless transmitting / receiving unit 16. Here, the wireless signal is converted into a control information signal and transmitted to the security unit 17.

The security unit 17 calculates and generates a security speed limit pattern for the own train 9a which is comprehensively determined from the control information signal. When the speed of the train exceeds this speed limit pattern, the train has a function of an ATC-P device that applies a brake to reduce the speed. Security Department 17
Is transmitted to the ATO device 18 which is in charge of the automatic train running control. The security unit 17 has a function of transmitting the train control status to the wireless station 2 on the ground via the on-board wireless transmission / reception unit 16 and the transmission / reception antenna 15 for LCX or the transmission / reception antenna 20 for space waves.

FIG. 3 is a configuration diagram of the security unit 17 which is the core of the train driving device 10. The security unit 17 according to the present invention
Significantly different from the functions of the conventional security devices ATC and ATS, it has an intelligent function for always appropriately controlling the train 9 according to the route conditions. The intelligent function for security refers to having a function of outputting a speed limit signal (speed limit pattern) in consideration of the train's own vehicle performance.
8 is also configured to output the speed limit pattern.

The IC card 21 has information on the operation route of the driver of the train 9 and a gradient corresponding to about km on the route.
Speed limit information such as curves, branches, and level crossings is stored in memory.
The IC card reader / writer 22 writes information on the IC card 21 and reads the contents. Information read from the IC card reader / writer 22 is recorded in the planned traveling route data memory unit 23 as planned traveling route information.

The speed-distance calculation section 24 receives the speed pulse from the speed generator 19 and continuously calculates the speed and the distance of the train 9. The speed-distance calculation unit 24 is a self-train running detection unit, and is a functional unit that continuously calculates the current train position and speed. The transmission / reception I / F unit 25 is an interference unit for transmission / reception information of radio signals, and the actual route data collection unit 26 for collecting actual route data is transmitted from the new ATC ground stations 1a, 1b, 1c in FIG. Information that is continuously updated and collected. The general operation unit 27 is a unit that inputs information from the scheduled traveling route data memory unit 23, the speed / distance operation unit 24 that calculates the speed of the own train 9a, and the actual route data collection unit 26, and makes a comprehensive determination. . Basically,
A speed limit pattern as a speed limit signal is calculated by the overall calculation unit 27. This speed limit pattern is
8 is input.

The checking unit 28 compares the speed limit pattern with the train speed, and when the train speed exceeds the speed limit pattern, outputs a brake command to decelerate the train, so that the train speed falls below the speed limit pattern. Make sure to release the brakes. When detecting an abnormality in the system including the on-vehicle train driving device and the ground equipment, the general calculation unit 27 immediately generates an emergency brake pattern for stopping the train.

As described above, the security unit 17 of the present invention is a part that requires fail-safeness and system availability (continuity of functions) equal to or higher than those of the conventional security device, and is a double system or triple system. Naturally, it is composed of a system. The ATO device 18 is an automatic train operation device that controls a train drive device and a brake device based on a speed limit pattern. The ATO device 18 is, of course, an ATO device having a punctuality function for traveling on a predetermined course for a required time and an intelligent function for pursuing energy saving operation.

Next, FIG. 4 is a configuration diagram of the on-board radio transmitting / receiving section 16 of the train driving apparatus 10 and the radio station 2 in the ground equipment. First, the wireless stations 2a and 2b will be described. The wireless stations 2a and 2b are composed of four blocks.
That is, it comprises a data processing section 31, a signal conversion section 32, a demodulation section 33, and a channel selection section 34. The radio station 2a that handles spatial waves has the same basic configuration as the radio station 2b that handles radio signals from the LCX cable 3, except that the frequency band used is different. The signal conversion unit 32 includes an encoding unit 32a and an error correction unit 32.
b, a decoding unit 32c. The demodulation unit 33 includes a modulation unit 33a and a demodulation unit 33b.

The work of the radio stations 2a and 2b is to convert the data such as train position and speed limit collected in the radio section on the ground into the form of a radio signal, and to transmit the LCX cable 3 and the terrestrial transmission / reception antenna 11 for the space wave. Train operating device 1 via
0. At the same time, each train driving device 10a
This is to receive a radio signal transmitted from 10b, convert this signal into a digital signal, and transmit it to the new ATC ground stations 1a and 1b.

In this radio station 2, when communication is performed from the ground equipment to the train operating device 10 on the car, the speed limit information on the route is transmitted to the encoding unit 32a via the data processing unit 31.
And after being checked by the error correction unit 32b,
The information is transmitted to the data processing unit 31. Conversely, at the time of communication from the on-vehicle train operating device 10 to the ground equipment, the radio signal is guided to the demodulation unit 33b via the LCX cable 3 and transmitted to the decoding unit 32c. Then, after being checked by the error correction unit 32b, it is transmitted to the data processing unit 31.

Here, the channel selection section 34 has a function of simultaneously receiving a plurality of channels so that a radio signal having a plurality of frequencies can be received. The channel selector 34 is controlled by the data processor 31 having a function of processing a plurality of information in parallel. The data processing unit 31 performs a central function of the wireless stations 2a and 2b having a function of transmitting transmission data a plurality of times and a function of checking received data a plurality of times. This function performs exactly the same processing in the radio station 2a that handles spatial waves.

On the other hand, the on-board wireless transmission / reception unit 16 which is a part of the components of the train operation device 10 has a function of converting information from the ground equipment into a security signal 17 and transmitting it to a digital signal. Train information for LCX 15
Alternatively, it has a function of transmitting to the ground equipment through the space wave transmitting / receiving antenna 20.

The on-vehicle wireless transmission / reception section 16 is also composed of four blocks. In other words, there are four parts: a channel selection section 35, a demodulation section 36, a signal conversion section 37, and a transmission / reception control section 38. Further, the demodulation unit 36
Is composed of a modulator 36a and a demodulator 36b, and the signal converter 37 is composed of an encoder 37a, an error corrector 37b and a decoder 37c. This configuration is the same for the demodulation unit 36 and the signal conversion unit 37 that handle spatial waves. That is, the configuration is basically similar to the wireless stations 2a and 2b, and the form of signal processing is also similar.

The function of the transmission / reception control unit 38 is to determine whether to use the transmission / reception antenna 15 for the LCX cable or the space wave antenna 20, and to transmit mutual signals between the ground equipment and the train operation device 10 on the vehicle. Has the ability to organize and edit. That is, it is converted into a radio signal using a space wave or a radio signal for an LCX cable,
It is sent back via 0.

Here, the channel selection section 35 has a function of enabling reception of ground information signals of a plurality of frequencies, and is controlled by a transmission / reception control section 38 having a parallel processing function of a plurality of signals. The transmission / reception control unit 3
Reference numeral 8 has a function of comparing received data a plurality of times.

The data processing unit 31 of the radio station 2 of the ground equipment,
The transmission / reception control unit 38 of the on-vehicle wireless transmission / reception unit 16 has a function of checking received data a plurality of times.
This is for the following reason. (1) The error rate of transmission data is remarkably improved by performing collation multiple times.

For example, if the transmission bit error rate is 10 -11, a 1-bit error occurs every 10 11 transmissions. For example, if communication is performed at a transmission rate of 15 kbps, the reliability of the transmission is 1, as can be seen from equation (1).
One error every 5 × 10 −7 seconds. The MTBF obtained by converting this into time is 1852 hours as shown in Expression (2), and an error occurs once every 1852 hours.

[0057]

(Equation 1) (2) Since the information reliability described above cannot be used as a security function, the same data is sent and collated, for example, three times. At this time, the probability of making three mistakes is
As can be seen from the equation (3), it becomes 1,57 × 10 −10 bits / hour, which is the reliability level of security equipment currently in practical use.

[0058]

(Equation 2)

Next, FIG. 5 shows one of the most important functions in the moving blockage, that is, the ground equipment and the train driving device 1 on the car.
It is explanatory drawing regarding signal transmission / reception with 0. FIG. 5 (a)
The state when the train 9a is running in the section of the spatial wave radio antenna 11 is shown. Train 9a is a spatial wave radio antenna 1
Information is received at frequency f001 from 1a, and train information is transmitted to spatial wave radio antenna 11a at individually assigned frequency f11. The frequency f001 from the spatial wave radio antenna 11a becomes the same frequency for a plurality of trains existing in the antenna section, and performs broadcast transmission for transmitting information collected by ground equipment.

Now, the train operation device 10a of the train 9a receives the full spatial wave common frequency f00 from the spatial wave radio antenna 11b.
, First, the train 9a transmits a “connection request” signal using the common frequency f00 to and from the spatial wave radio antenna 11b, and a “channel allocation” signal based on the common frequency f00 transmitted and received from the ground equipment side. To receive.

When the communication of radio information with the spatial wave radio antenna 11b is confirmed, the train driving device 10a immediately recognizes the end of the spatial wave radio antenna 11a that has been communicating so far and uses the common frequency f00. To send a "disconnect request" signal. A "disconnect instruction" signal using the common frequency f00 is transmitted from the ground equipment side based on the judgment of the new ATC ground station 1. Thus, the spatial wave radio antenna 1
Delivery of the section between the antenna 1a and the space wave wireless antenna 11b is performed. Thereafter, the train operation device 10a of the train 9a communicates with the spatial wave radio antenna 11b on the ground equipment side using the assigned frequency f12 and the common frequency f002.

FIG. 5B is a diagram for explaining the transition from the space wave radio antenna 11c to the section of the LCX cable 3b. After the mutual communication between the assigned frequency f13 of the train 9a and the common frequency f003 in the section of the spatial wave radio antenna 11c, the train operation device 10a connects the adjacent LCX antenna 3b
Is detected, a "connection request" signal is transmitted using the LCX antenna common frequency f0. The LCX antenna 3b receiving this signal transmits the signal determined by the new ATC ground station 1b via the radio station 2b shown in FIG. It will go to 10a.

The train operation device 10a includes the LCX antenna 3
By confirming the reception of "channel assignment" from b, the end of the space wave signal section is recognized, and a "disconnection request" signal is transmitted using the common frequency f00 of the space wave. "Disconnect instruction" also from the ground equipment side using the common frequency f00
A signal is output, and the train driving device 10a detects this signal, and the switching sequence is completed. Communication between the train and ground equipment using the given fl and the common frequency f01 of the LCX antenna 3b is started.

FIG. 5C shows the LCX antenna 3b and the LCX antenna 3b.
This is a wireless communication switching sequence at the boundary between the X antenna 3c. When detecting the frequency of the LCX antenna 3c, the train operation device 10a transmits a “connection request” signal using the common frequency f0, and “channel allocation”.
The signal is received and communication with the LCX antenna 3c is confirmed. Further, the train driving device 10a is provided with the LCX antenna 3b.
The disconnection is confirmed by the “disconnection request” signal and the “disconnection instruction” signal using the common frequency f0.

Next, the common frequency f of the LCX antenna 3c
02 and the assigned frequency f2. Thus, the train operation device 10a and the ground LC
The X antenna will continue transmitting and receiving signals while switching wireless signals. When the switching of the signal does not proceed, the train is stopped by means such as an emergency brake.

FIG. 5D summarizes signals transmitted from the on-vehicle train operating device 10a to the ground equipment. Here, f00 is the common frequency of the spatial wave fan section, fll to
fln is the assigned frequency of the space wave radio antenna, f0 is LC
The common frequencies fl to f0 in the X antenna section are assigned frequencies in the LCX antenna section.

FIG. 5E summarizes the signals transmitted from the ground equipment to the train operating device on the car. here,
f00 is the communication common frequency in the space wave radio antenna section, f001 and f002 are the common frequencies for each space wave antenna, f0 is the common frequency in the LCX antenna section, f0
1 and f02 are common frequencies for each LCX antenna.

As described above, it is preferable to reduce the frequency band as much as possible from the viewpoint of increasing control efficiency.
The reason why the ground equipment frequently uses the common frequency is that it is often preferable to reduce the frequency switching sequence and to prevent the ground equipment from increasing in scale.

FIG. 6 is an explanatory diagram showing a list of signals transmitted between the train 9 and the new ATC ground station 1 of the ground equipment. FIG. 6A shows a signal transmitted from the train 9 to the new ATC ground station 1 on the ground equipment, and FIG. 6B shows a signal transmitted from the new ATC ground station 1 on the ground equipment to the train 9. Signal. FIG. 6C shows a transmission format of a signal transmitted from the new ATC ground station 1 to the train. As can be seen from FIG. 6C, the common information is characterized in that data is packetized so that data can be transmitted at a common frequency to a plurality of trains in the antenna section. The train receives all data, but the data to be used selects a signal that matches its own train ID.

FIG. 7 shows the situation when the succeeding train 9a and the preceding train 9b are running in the LCX cable 3b section. The position of the preceding train 9b is tracked by the new ATC ground station lb shown in FIG. 1, and the position of the preceding train 9b is continuously detected for each track circuit unit. For this reason, as the position of the preceding train 9b, the track circuit ID where the train exists is determined by the train operating device 1 of the succeeding train 9a through the LCX antenna.
0a.

That is, the track circuit ID in which the preceding train 9b exists is communicated to the actual route data collection unit 26 in the security unit 17 of the train operating device 10a in FIG. This data is immediately transmitted to the general operation unit 27. Similarly, data of the planned traveling route data memory unit 23 in the security unit 17 and the data of the speed / distance calculation unit 24 of the own train are collected, and the general calculation unit 27 immediately reads the track circuit where the preceding train 9b exists and the position of the own train 9b. Determine the train interval. Since the train detection is performed in units of tracks, the distance to the stop of the train is calculated as a track circuit one track behind the track circuit in which the preceding train 9b exists. FIG.
Then, the interval between trains is indicated by S.

Upon detecting this S, the general operation unit 27 calculates the train running pattern using a basic operation expression as shown in the following expression (4).

[0073]

(Equation 3)

In the equation (4), the braking distance from when the train is braked until when the train stops is obtained from the equation of motion. Here, β is the train deceleration (km / h /
s) T is idle running time during braking (s), S is preceding train 9
The distance (m) to the tip of the track circuit after b, and L is the allowance distance (m).

Generally, since the braking characteristics of trains are different for each train, that is, the deceleration β and the idle running time T are different, the calculated speed limit patterns are also different for each train. Therefore, the calculation of the speed limiting pattern according to the characteristics of the train is performed by equation (4). (4)
The characteristic curve calculated by the equation becomes like a characteristic curve 51a in FIG.

When the preceding train 9b comes to the position indicated by the dotted line, the following train 9a also advances and comes to the position indicated by the dotted line. Also in this case, by taking the distance signal S 'at that time, the equation of equation (4) is continuously and repeatedly calculated, so that the train speed limiting pattern 51b is generated. The speed pattern 52a in FIG. 7 is a speed limit pattern calculated for the preceding train 9b. The speed pattern 55a and the speed pattern 55b shown in FIG.
4 shows an example of a traveling pattern calculated by the ATO device 18 shown in FIG.

Next, the ATO device 18 is a device that travels in consideration of the maximum operation efficiency so as not to exceed the upper limit of the calculation result of the total calculation unit 27 of the security unit 17. FIG. 8 is an explanatory diagram of a speed limit pattern when there is a speed limit section. That is, it explains how to incorporate the conditions of this speed limit section into the normal speed limit pattern 51a. FIG. 8A shows a case where the normal speed limit pattern 51a of the following train 9a contacts the speed limit sections A and B. Normal speed limit pattern 51a
Is calculated by equation (4).

FIG. 8B shows a situation in which the following train 9a is approaching the speed limit sections AB. When there is a speed limit, the train operation device 10a of the succeeding train 9a calculates the normal speed limit pattern 51a without changing it until it passes through the speed limit sections A to B, and at the same time, it is assumed that there is no speed limit. In this case, the speed limit pattern 51b is calculated. This is overlapped with the speed limit sections A and B, and a portion of the speed limit pattern 51b that exceeds the speed limit sections A and B is adopted. However, in this case, the speed limit pattern 51c when the subsequent train 9a is accelerated from the end point B of the speed limit sections AB is calculated. Then, the speed limiting pattern 51
At the intersection C between b and the speed limit pattern 51c, the speed limit pattern 51b is followed. That is, the solid line portion in FIG. 8B is the final speed limit pattern.

FIG. 8C is an explanatory diagram when the succeeding train 9a is traveling in the speed limit sections AB. The intersection C between the speed limiting pattern 51c for acceleration and the speed limiting pattern 51b for deceleration indicates a state where the vehicle is moving further forward. Here, the acceleration pattern 51c will be described. In the running of the train, it is necessary to calculate not only the deceleration and stop patterns but also the acceleration pattern based on the vehicle performance in the case shown in FIG.

[0080]

(Equation 4)

Here, α is the train acceleration (km / h /
s) and S ′ are the distance (m) from the speed limit point B to the preceding train, L is the allowance distance (m), and Vs is the speed limit distance (m). All the speed patterns when passing through the speed limit sections A and B are calculated using the security concept of giving priority to low priority. That is, in the section of the speed limit sections AB before entering the point A, (speed limit pattern 51a) ≦ (speed calculation pattern 51b assuming that there is no speed limit section AB), and then the speed limit section In A and B, it is assumed that (speed limit section AB = speed calculation pattern 51b assuming that there is no speed limit section). From the speed limit section end point B to the intersection C, (acceleration pattern 51c) ≦ (speed calculation pattern 51b assuming that there is no speed limit section). Further, the operation after the intersection C is as follows. (Speed limit section AB
Speed calculation pattern 51b ≤ acceleration pattern 51b).

The on-vehicle train operating device 10a is configured to adopt the above-mentioned lower speed pattern as the speed limit pattern of the train 9a. The speed pattern indicated by the solid line in FIG. 8 is the speed limit pattern resulting from the calculation.

FIG. 9 is an explanatory diagram of a speed limit pattern when there is a level crossing. FIG. 9A shows a first embodiment of the present invention in which a railroad crossing 4 is in front of a train 9b and is in an open state 4a.
In the high-density train operation system device according to the embodiment, the virtual train 9x is considered to be stopped. Since the railroad crossing information is also taken into the new ATC ground station Ib through the railroad crossing control device 5 of FIG. 1, the train is converted to the track circuit position of the on-rail track and transmitted to the train operation device 10b on the train 9b. In this case, the train operation device 10b can reliably control the own train 9b by using the equation (4) in which the allowance L is corrected from the track circuit S immediately after the track circuit position where the train transmitted from the ground equipment side is located. Speed limit pattern 5 for stopping at
2a is calculated.

FIG. 9B shows a state in which the virtual train 9x is stopped and the vehicle continues to travel with the speed limit pattern 52a. FIG. 9C shows the railroad crossing 4 in the closed state 4b.
Shows the state when it changes to. At this time, the train 9b is decelerating, but since the virtual train 9x disappears instantaneously, the on-board driving device 10b sets a new speed limit pattern 52
b is calculated immediately.

At the same time, the driving device 10b
From the acceleration α of the vehicle performance, the speed limiting pattern 52c of the acceleration by the equation (5) is calculated instantaneously. Then, on the near side of the intersection C, a pattern on the lower side that satisfies (acceleration pattern 52c) ≦ (new speed pattern 52b) and after passing the intersection C, (speed pattern 52b) ≦ (acceleration pattern 52c) is selected. I do. FIG. 9 (c) shows the train 9
a also shows a state approaching the vicinity of the train 9b.

As described above, the high-density train operation system according to the first embodiment of the present invention has the following effects. (1) In the first embodiment of the present invention, since the running margin of the train during braking can be omitted as compared with the conventional fixed closing system, the stopping brake distance is greatly reduced. For this reason, it becomes possible to drastically shorten the operation interval of the train and to carry on, thereby realizing high-density operation. (2) Since the running speed restriction pattern can be 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 interval. In addition, the introduction of vehicles with excellent performance can be effective in directly increasing the transport capacity, and security (fail-safety) can be ensured. (3) There is no problem at all in the operation of trains with different vehicle performance. (4) The construction cost of the ground equipment can be greatly reduced to 1/2 to 1/3 of the current fixed blockage. Further, in a section where the train operation density is low, a system using a spatial wave radio signal is also used, and the cost reduction effect is further increased accordingly. (5) The system is highly flexible, and additions and the like can be easily performed compared to fixed occlusion.

FIG. 10 shows a second embodiment of the present invention. The second embodiment differs from the first embodiment shown in FIG. 1 in that spatial wave antennas 11b and 11c are alternately installed in the area of the other party at the boundary between the sections where the leaky coaxial cable 3 is provided. Before the succeeding train 9a enters the section of the new leaky coaxial cable 3, the status of the section to be entered is confirmed by spatial wave radio, and if the entering section is abnormal, the subsequent train 9b is stopped. It is.

In FIG. 10A, a new ATC ground station 1
b and 1c constantly collect the train position on the line (on the track circuit), the train speed, information on the railroad crossing 4 and the exercise device 6, and speed limit information such as gradients, curves, and temporary works.
These speed limit information are transmitted to the radio stations 2b and 2c through LCX.
The information is transmitted to the train operation devices 10a and 10b of the trains 9a and 9b via the cables 3b and 3c. In addition, the train operation devices 10a and 10b output LCX cables 3b and 3b, respectively.
As described above, the train speed and train position information are transmitted to c.

Here, in particular, the LCX cables 3b and 3c having an antenna function that plays a central role in transmitting and receiving signals between the ground equipment and the train driving device 10 on the car, and the spatial wave antennas 11b and 11c are used. The hybrid arrangement will be described. In the above description of the first embodiment, the spatial wave antenna 11 has been used in a suburban section or the like having a relatively low operation density. However, by installing the spatial wave antenna 11 in the section where the LCX cable 3 is laid, the safety of the system is reduced. It is possible to keep.

In FIG. 10A, the LCX cable 3
At the boundary of the laying of b and 3c, the section L
The spatial wave antennas 1lb and 1lc are set in the LCX cable section of each other at a certain interval. The train 9a runs toward the wireless station 2c, and the next L
Just before entering the CX cable 3c section, a signal can be received from the spatial wave antenna 11c under the control of the radio station 2c. This signal is used as a healthy signal on the LCX cable 3c side.

Therefore, as apparent from the enlarged view at the top of FIG. 10B, even if a failure is found on the LCX cable 3c side, the train operation device 10 of the train 9a immediately An emergency brake pattern 50 can be generated and the train can be stopped within this range. If the length of the section L is a conventional line, a stop distance from the maximum speed of 600 m can be adopted as described in "Railway Six Laws". As described above, it is possible to construct a system with high reliability by using the LCX and the space wave together. Here, as to whether or not there is a problem in the interference of radio waves when the LCX and the space wave are used together as described above,
There is no problem because the frequency band of 00 MHz, the quasi-microwave of space wave is 1.5 GHz, and the millimeter wave is 50 GHz.

[0092]

As described above, according to the high-density train operation system of the present invention, the following effects can be obtained. (1) The one-step braking performance of the vehicle is generated as a speed limit pattern, and this is adopted as a speed limit signal, so that the extra travel is not required at all. (2) It is possible to travel so that the original performance of the vehicle can be exhibited. It is a system that does not cause any problem even when operating vehicles with different braking performance. (3) Since the operation interval can be minimized, the current system can be greatly improved as a result. (4) For the security system, fail-safety can be maintained at the same level as the current level.

[Brief description of the drawings]

FIG. 1 is a configuration diagram showing a first embodiment of the present invention.

FIG. 2 is a configuration diagram of a train operation device according to the first embodiment of the present invention.

FIG. 3 is a configuration diagram of a security unit of the train driving device according to the first embodiment of the present invention.

FIG. 4 is a configuration diagram of an on-board wireless transmission / reception unit of the train operation device and a wireless station in the ground equipment.

FIG. 5 is an explanatory diagram relating to signal transmission / reception between the ground equipment and the on-vehicle train operating device according to the first embodiment of the present invention.

FIG. 6 is an explanatory diagram showing a list of signals transmitted between the train and a new ATC ground station of the ground equipment.

FIG. 7 is an explanatory diagram of a basic control function by the high-density train operation system device according to the first embodiment of the present invention.

FIG. 8 is an explanatory diagram of a speed limit pattern when there is a speed limit section in the first embodiment of the present invention.

FIG. 9 is an explanatory diagram of a speed pattern calculation of operation control when there is a level crossing according to the first embodiment of the present invention.

FIG. 10 is a configuration diagram showing a second embodiment of the present invention.

FIG. 11 is a configuration diagram showing a conventional example.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 New ATC ground station 2 Radio station 3 Leaky coaxial cable 4 Railroad crossing device 5 Railroad crossing control device 6 Interlocking device 7 Branch device 8 Track circuit 9 Train 10 Train driving device 11 Spatial wave radio antenna 12 LAN communication line 13 Operation management system 15 LCX Receiving antenna 16 On-board wireless transmission / reception unit 17 Security unit 18 ATO device 19 Speed generator 20 Spatial wave transmission / reception antenna 21 IC card 22 IC card reader / writer 23 Scheduled route data memory unit 24 Speed / distance calculation unit 25 Transmission / reception I / F unit 26 actual route data collection unit 27 general operation unit 28 checking unit 31 data processing unit 32 signal conversion unit 33 demodulation unit 34 channel select 35 channel select unit 36 demodulation unit 37 signal conversion unit 38 transmission / reception control unit

──────────────────────────────────────────────────続 き Continuation of the front page (72) Inventor Kyo Miyoshi 1 Toshiba-cho, Fuchu-shi, Tokyo Inside the Fuchu factory, Toshiba Corporation (56) References JP-A-8-2416 (JP, A) JP-A-7- 267090 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) B61L 23/14 B60L 15/40

Claims (2)

(57) [Claims] 1. A ground facility for collecting the position of a preceding train and speed limit information generated during the operation of a succeeding train, and the position and speed limit of the preceding train mounted on the succeeding train and transmitted from the ground facility. A high-speed train operation system device comprising: a train operation device that calculates a speed limit pattern in consideration of the vehicle performance of the succeeding train based on information and controls operation within a range of the speed limit pattern; Transmits and receives data using a new ATC ground station that detects the position of the preceding train and speed limit information generated during the operation of the succeeding train in combination with a leaky coaxial cable and a space wave wireless antenna, Radio for transmitting the position of the preceding train and the speed limit information from the ground station to the subsequent train, and receiving train operation information from the subsequent train The train operation device transmits and receives data with the wireless station via the leaky coaxial cable receiving antenna or the spatial wave wireless antenna, and the position of the preceding train transmitted from the wireless station and On-vehicle wireless transmission / reception unit that receives the speed limit information and transmits train operation information of the subsequent train, and the following train based on the position of the preceding train and the speed restriction information received by the on-vehicle transmission / reception unit A security unit that calculates a speed limit pattern in consideration of the vehicle performance and issues a brake command when the subsequent train deviates from the speed limit pattern, and an ATO device that controls the operation of the subsequent train based on the speed limit pattern. A high-density train operation system device comprising: 2. A ground facility for collecting the position of the preceding train and speed limit information generated during the operation of the succeeding train, and the position and the speed limit of the preceding train mounted on the succeeding train and transmitted from the ground facility. A high-speed train operation system device comprising: a train operation device that calculates a speed limit pattern in consideration of the vehicle performance of the succeeding train based on information and controls operation within a range of the speed limit pattern; Transmits and receives data using a new ATC ground station that detects the position of the preceding train and speed limit information generated during the operation of the succeeding train in combination with a leaky coaxial cable and a space wave wireless antenna, A radio station for transmitting the position of the preceding train and the speed limit information from a ground station to the succeeding train and receiving train operation information from the succeeding train The train operation device transmits and receives data to and from the wireless station via the leaky coaxial cable receiving antenna or the spatial wave wireless antenna, and the position of the preceding train transmitted from the wireless station and On-board wireless transmission / reception capable of receiving and processing speed limit information and transmitting train operation information of the subsequent train, and capable of controlling and processing wireless signals in both a wireless signal section of the leaky coaxial cable and a wireless signal section of the spatial wave wireless antenna. Unit, a route data collection unit that collects the position of the preceding train and the speed limit information received by the on-vehicle transmission and reception unit, and a scheduled traveling route data memory unit that stores data of the scheduled traveling route of the subsequent train, A speed control taking into account the vehicle performance of the following train based on the data in the route data collection unit and the scheduled route data memory unit. It calculates a pattern, and a total calculation unit immediately outputs the emergency brake command when receiving the abnormal signal of the ground equipment abnormality signal or said train operation system,
A checking unit that compares the train speed of the subsequent train with the speed limit pattern, issues a brake command when the speed of the subsequent train deviates from the speed limit pattern, and releases the brake when the speed falls within the speed limit pattern. And an ATO device for controlling the operation of the subsequent train based on the speed limit pattern.