JP3574917B2 - Train interval control system for wireless trains - Google Patents

Description

TECHNICAL FIELD OF THE INVENTION
[0001]
The present invention relates to a train interval control system for a wireless train, and in particular, even when position information from a train does not arrive or abnormal information is transmitted when train information is abnormal, the train interval can be safely controlled.Can controlTrain interval control systemAbout.
[Prior art]
[0002]
Conventionally, railways use traffic lights installed alongside railway tracks or use rails as transmission media to ensure safe operation of trains.SuchHas been used to transmit the data to the vehicle. These methodsThenBoth are based on the idea of obstructionSafety is ensured.
[0003]
Generally, this occlusion is achieved by a track circuit. By allowing only one train on the track circuit, safety between trains is ensured. For this reason, the length of the track circuit determines the train interval for normal operation. High density operationTo achieve this,Since it is necessary to shorten the train interval, a short track circuit will be used.
[0004]
However, this track circuit has the drawback that the rails are electrically insulated and the equipment is installed at the boundary of each track circuit, so that the equipment and maintenance costs are high.
[0005]
From such a background, a wireless signal method is being studied as a method of detecting the position of a train without depending on a track circuit and transmitting control information for ensuring safety to the train. In the wireless signal system, generally, the position of the own train detected on the car is wirelessly transmitted to a ground-side control device, and on the ground side, a limit position at which the train can travel safely is determined and transmitted to the train. Assuming that the position indicating this limit is the traveling permission position, each trainRunningOwn train so that you can safely stop at the permitted positionControl.
[0006]
In the wireless signal system, the on-vehicle position detection function replaces the track circuit position detection method and is responsible for generating basic information for safely running the train. further,DetectedIf information is not transmitted to the ground-side train control device,Out of controlSo the train hasIt becomes impossible to receive and cannot run.That is, unless the on-vehicle position detection, the wireless transmission, and the ground-side interval control function operate properly, the wireless signal system cannot be established.
[0007]
Through wireless communicationControlIn the same way as a general mobile phone, the number of channels and powerSuchDue to the restrictions described above, a method in which a plurality of base stations are arranged along a railway line and the entire line is completely divided and handed over is effective. When a mobile station approaches the boundary of a base station, the adjacent base stationTo"Handing control" for handing over mobile stations, that is, handover controlDone.In this way, mobile stations will cross base stations one after another as they progress.
[0008]
An example of a wireless train signaling system is the ETCS project being promoted by the European Union. Proceedings of WCRR'97 Vol.C pp.345-349 "THE UIC SPECIFICATION FOR ETCS-BALANCING COMPETITION, SAFETY AND INTEROPERABILITY" It is a method to do. This is a train control system that uses a part of the public wireless network among wireless communications.
[0009]
On the other hand, a system for controlling a train interval by constructing a dedicated wireless communication network for train control has been considered. An example is the AATC system proposed by Hughes (USA), which is disclosed in the Proceedings of the 1994 ASME / IEEE Joint Railroad Conference "Wireless Advanced Automatic Train Control".thisThe system uses SS (spread spectrum) communication equipment to build a redundant communication network on the ground and on the car, detects the train position on both the ground and on the car, transmits the permissible speed from the ground equipment, and This is a method to ensure safety.
[0010]
In addition, a train control system that performs communication using a leaked radio wave leaking from an LCX (leakage coaxial cable) without using a space wave has also been proposed. For example, the CARAT disclosed in Japanese Unexamined Patent Application Publication No. 2-109770 and the Railway Technical Research Institute Report Vol.10 No.11 '96 .11 pp.23-28 "Actual vehicle test of intelligent speed control by CARAT"SuchThere is a system.
[Problems to be solved by the invention]
[0011]
Not only the wireless train signal system, but also the system that controls the train by controlling the signals installed beside the tracks and the ATC (Automatic Train Control) system, the train signal system must be able to recognize the train position correctly by the train control device. However, appropriate control cannot be performed.
[0012]
In the conventional track circuit method, the train location is determined from the state of the relay in the track circuit, and the lifting state of the relay is determined.Absent,The falling state is on line. Relay failures are largely non-liftable failures, and fall down in the event of a failure.This is the asymmetry of failure occurrence, meaning that even if the relay fails, the state transitions to the safe side, where the train remains on. Is used to ensure safety.
[0013]
thisAccording to the method, even if a relay failure occurs, the train goes to the side that recognizes the on-rail state of the train, so that the probability of a rear-end collision assuming that the preceding train is absent is set to zero as much as possible.thisThe method is an effective method for safe driving with a proven track record, and is currently widely used.However,Track circuits are required, maintenance is also required, and disadvantages in terms of cost have surfaced.
[0014]
The wireless train signal systemthisIn recent years, development has beenIs underway.In order to ensure security, how to ensure safety in the event of an abnormality has become a major issue.
[0015]
The wireless train signal system detects position information for controlling the interval on the car,thisInformation is transmitted by wireless communication.RecievedLocation information of the train under controlOn the basis of the,The train control device on the ground creates interval control data,thisSend data to each train.
[0016]
During this process, a position detection error or wireless transmissionSuchAbsolutelyIt cannot be said that it does not occur,It is necessary to ensure fail-safeness, which is control on the safe side even if an abnormality occurs in the system.
[0017]
As mentioned above, in the track circuit method, the relayHardwareFail-safety is ensured by utilizing the failure characteristics.
[0018]
In the wireless train control system,HardwareIt is difficult to ensure fail-safety and must be guarded theoretically. A continuation train that was running on a train whose location information has stopped reaching the ground side as a hindrance condition,thisFor abnormal trainsRear-end collisionIf this can be prevented, fail-safety can be ensured.
[0019]
In order to ensure fail-safe performance, even if the reliability of the position detection function is increased, data errors may occur in the communication section and the data may not reach the ground side, or the on-board controller itself may be damaged. It is necessary to develop a method that guarantees fail-safety. If complicated communication protocols and control processing are required to ensure fail-safety, bugs may enter the situation and must be avoided. Further, if the load becomes large in terms of cost, it cannot be accepted as a system, so cost performance must also be considered. Furthermore, there is a problem even if the operation rate of the system and the operability of the train on a regular basis are reduced due to the pursuit of fail-safe performance.
[0020]
An object of the present invention is to secure an efficient fail-safe property for a continuation train in the event of an abnormality in a preceding train, and to improve the fail-safe property in a cost-effective manner.Can be establishedAn object of the present invention is to provide a train interval control system for a wireless train.
[Means for Solving the Problems]
[0021]
The present inventionAchieve the above objectivesIn order for each trainDetecting means for detecting the position, and transmitting means for transmitting the detected train position information to the ground side by wirelessAndProvided on a plurality of trains running on the same track, receiving means for receiving the train position information, and from the received train position information to determine a travel permission position that is a limit position where the train can safely run, Train traveling control means for controlling an interval between the train and a preceding train based on traveling permitted position dataAndUsually provided on the ground side, the train travel control means, at normal times, from the position of the preceding train, a point obtained by subtracting the position detection error of the train for which the travel permission position is to be obtained and the position detection error of the preceding train Is a traveling permission position, and when an abnormality is recognized in the position information of the preceding train, from the position of the preceding train,The position detection error of the train for which the travel permission position is to be obtained, the position detection error of the preceding train, and the worst retreat distance of the preceding train calculated according to the worst retreat distance or abnormality occurrence situation of the preceding train assumed in advance. distanceIs the point at which travel is permittedAnd
[0022]
On the ground side, when recognizing anomalies in train location information,
1) When the position detection device causes an abnormality on the vehicle, the abnormality cannot be eliminated on the vehicle, abnormal position information is transmitted, and this information is received on the ground side.
2) When the transmission data is not normal due to the abnormality of the on-board control device, not the position detection error
3) Air sectionOrWhen a communication failure occurs at other communication points and information is not transmitted correctly
4) When a position detection error occurs on the car and the occurrence of this error is transmitted.
Can be considered.
[0023]
Here, regarding 4), measures may be taken in advance so that processing can be appropriately performed in terms of the system configuration.
[0024]
Regarding 1) to 3), the above configuration will deal with it. That is, according to the present invention, when an abnormality is found in the position information of the preceding train,andThere is a possibility that not only the position detection error of the preceding train but also the preceding train may retreat.Worst retreatThe travel permission position of the own train is determined in consideration of the distance, and the train interval is controlled by the travel permission position.
[0025]
In addition,Normally, own trainandThe train interval is controlled in consideration of only the position detection error of the preceding train.
[0026]
In the present invention,Judgment means for judging the soundness of the train is provided on the ground side, and when the judgment means judges that the soundness is good, the train running control means holds the train tracking informationTo updateIf it is not healthy, keep track ofDo not update
[0027]
In the present invention, further,Each of the trains includes means for detecting the retreat of the own train, and means for activating the brake of the train when the means detects the retreat of the train.Is provided.
BEST MODE FOR CARRYING OUT THE INVENTION
[0028]
Next, an embodiment of a train interval control system for a wireless train according to the present invention will be described with reference to FIGS.
[0029]
FIG. 1 shows the present invention.By radio trainOverall configuration of train interval control systemFIG.
[0030]
The integrated ground-side control device 1 includes a ground-side wireless device 2 and a ground control device 3AndIs provided. A plurality of integrated ground-side control devices 1 are installed along a track 5 on which a train 4 runs, and each is connected by a network 6. Inside the ground control device 3 of the integrated ground control device 1, as shown as a ground control device functional block configuration 7, a wireless device I / F unit 10, a tracking processing unit 11, a train running control unit 12, a communication sound A sex determination unit 13 and an adjacent device communication control unit 14 are provided.
[0031]
The train 4 is equipped with an onboard traveling control device 8.Inside the vehicle-side traveling control device 8, as shown as a vehicle-side traveling control device functional block configuration 9, a vehicle-side control device 15 and a wireless communication unit 16 are provided.In addition,The ground-side wireless device 2 and the vehicle-side wireless communication unit 16 have a plurality of wireless communication channels.
[0032]
The ground control device 3 manages all the trains based on the train position information transmitted from the train 4 traveling on the track 5 and transmits a travel permission position which is a limit position at which the train can safely travel to each train. Control the train safely.
[0033]
This embodimentThe train interval control system has a feature in the function of controlling the train among the functions shown in the ground-side control device functional block configuration 7, so that even if an abnormality occurs in the train position information, the train can be safely controlled.AndThe distance can be controlled efficiently.
[0034]
Next, an outline of the operation of the train interval control system will be described.However,With the present inventiondirectUnrelated partIsOmitted. Here, the ground-side wireless device 2 and the vehicle-side wireless communication unit 16 are wireless communication devices capable of transmitting information necessary for traveling control.if there is,anyThings can beAnalog and digital communications,OrTime division multiplexing and frequency multiplexingSuch, Specific communication methodDoes not depend on
[0035]
The ground-side control device 3 transmits control information to the train 4 so that the train 4 is grasped by the ground-side control device 3 and travels safely. For that purpose, first, the ground-side wireless device 2 and the vehicle-side wireless communication unit 16 are connected in a communicable state. The ground control device 3 is a control computerIt can be realized by software.For this means of implementation,Software, Hardware logicEither may be used.
[0036]
This embodimentThe ground-side control function, which is a main part of the above, will be described in detail with reference to FIG.
[0037]
Here, a description will be given in order from the transmission of the signal on the upper side of the vehicle. The on-vehicle traveling control device 8 is provided with the on-vehicle control device 15 and the wireless communication unit 16 as described above. The on-board controller 15 has a function of detecting the position of the own train, controlling a brake, and managing a database. The train position information detected by the on-board controller 15 is transmitted to the ground through the wireless communication unit 16.
[0038]
The transmitted information is sent to the ground control device 3 through the ground wireless device 2 in the integrated ground control device 1. The ground control device 3 communicates with all trains in the system and collects information. Based on the train information and the route information managed by the ground-side control device 3, an appropriate search is made for the limit travel position at which the vehicle can travel for each train, and the travel is permitted in the reverse order of receiving the information from the train. The control information including the position information is transmitted to each train.
[0039]
This series of control processing via wireless communication between the train side and the ground side periodically executes the control according to the interval control cycle on the ground side.Done.Upon receiving the control information, the vehicle-side traveling control device 8 recognizes an appropriate traveling range, and controls the brake if necessary.
[0040]
The running control information of the train is generally generated by processing the functional blocks shown in the ground-side device functional block configuration 7. The information transmitted from the train including the position information of the train received via the wireless device I / F unit 10 is transmitted to the tracking processing unit 11 and also transmitted to the communication soundness determination unit 13 at the same time.
[0041]
Further, after the tracking data is processed by the tracking processing unit 11, the train travel control unit 12 executes the travel permission position information.SuchTransmission data for train control is generated.
[0042]
The details of the functions of the tracking processing unit 11, the train running control unit 12, and the communication soundness determining unit 13 will be described in detail with reference to the drawings after FIG.
[0043]
In addition, the integrated ground-side control device 1 needs to control train intervals in consideration of information on trains controlled under the adjacent similar device 1, and the network connected to the adjacent device communication control unit 14 needs to be controlled. 6 and information between the adjacent integrated ground-side controller 1To exchange.
[0044]
In addition,FIG. 1 shows a case where there are a plurality of integrated ground-side control devices 1, but if one device can control all lines,Of course,There is no need to install more than one. Conversely, when a large number of integrated ground-side control devices 1 are required, these devices may be installed as necessary.
[0045]
In addition, although the form in which one ground-side wireless device 2 is connected to the ground-side control device 3 is shown, a plurality of ground-side wireless devices 2 are connected to the ground-side control device 3 in order to extend the wireless reach. There may be a form to perform.
[0046]
Next, processing contents of the tracking processing unit 11 and the train traveling control unit 12 will be described. FIG. 2 shows a more detailed functional configuration of the tracking processing unit 11 and the train traveling control unit 12.
[0047]
The tracking processing section 11 is provided with a data analysis tracking processing section 20 and a train retreat distance data holding section 21. The train traveling control unit 12 includes a vehicle position detection error data storage unit 22, a trouble condition search unit 23, a train interval control unit 24, and a train control data generation unit 25.
[0048]
The transmission information from the train including the train position information received through the wireless device I / F unit 10 is input to the data analysis and tracking processing unit 20 in the tracking processing unit 11, and the result of the soundness determination unit 13 is checked. It is determined whether the received train information can be updated, and in the case of OK, the tracking data is updated. Reliable tracking data will always be input to the train interval control unit 24 in the train travel control unit 12.
[0049]
The output of the train retreat distance data holding unit 21 is also input to the train interval control unit 24. For the reverse distance data, calculate the worst value uniformly for the entire line, or calculate the gradient or formation of the position where the train is located.SuchHowever, there is a possibility that it will change, so whether to calculate dynamically should be handled by the operation of the line segment, and eitherGood. In this embodiment,How to hold and calculate dataThe contents are not limited by.
[0050]
The output data of the retreat distance data holding unit 21 indicates the maximum distance that the train may retreat.Output.The use of this data will be described later with reference to FIG.
[0051]
FIG. 3 shows a processing flow of the communication soundness determination unit 13. Here, a description will be given of a method in which the communication soundness determining unit 13 checks the soundness of transmission data from a train and determines whether or not to update train information.
[0052]
Soundness is determined according to the processing flow shown in FIG. This process is started as one of the train control processes that periodically move on the ground side. First, the information transmitted from the vehicle in process 30EnterWhen a plurality of trains are controlled, a plurality of train information is input as a matter of course.
[0053]
On the other hand, even if the train to be controlled does not exist or exists, communicationSuchAs for the train data which is not transmitted because the data cannot be correctly restored by the ground-side wireless device 2, no data is input to this processing.
[0054]
Next, in the determination process 31, it is determined whether the transmission data from the train under the control is communicated within the allowable time to be delivered. For trains that exceed the specified time, serious communication failure or equipment failureSuchMay have failed. Here, as shown in process 36, the result is output on the assumption that abnormal on-vehicle data has been received.
[0055]
If it is within the range time, the next judgment processingExecute.
[0056]
The process 32 determines whether there is an error in the data from the train. Error checking is a commonly used cyclic redundancy check (CRC) methodSuchIs possible.
However, in this embodimentThen, there is no particular dependency on the error checking method. If an error is found, the process 36 is executed, and if no error is found, the next determination process is performed.Execute.
[0057]
In the determination process 33, it is checked whether the serial number of the transmitted information is maintained as a series of numbers. The number suddenly jumps greatly or is an unspecified numberSuchIf it exceeds the allowable range,SuchTherefore, the processing 36 is executed.
If it is within the allowable range, perform the next determinationExecute.
[0058]
In the determination process 34, the validity of the transmitted position information is checked. If the position data is out of the allowable range, abnormal position detection on the vehicle or dataSuchIs performed, and the process 36 is executed.
[0059]
When there is no problem through a series of determination processes 31 to 34, a process 35 is executed to set a determination result that sound vehicle data can be received.
[0060]
FIG.Is3 shows a processing flow of a data analysis tracking processing unit 20. In process 40, data from the vehicle is input, and in process 41, the communication soundness determination result, which is the output of the process shown in FIG. 3, is input. In the determination process 42, it is determined whether or not the data is sound reception data from the vehicle. If it is determined that the received data is sound, the tracking data held in processing 43 is replaced with the data input in processing 40.ToUpdate.
[0061]
If it is determined that it is not healthy, the processing 45Do not updateKeep previous value. If healthy,Trains are safely controlledOf courseIt is.Even if not healthy,Considering the characteristics of train control, safety can be ensured efficiently if the previous value is maintained.The description will be described later with reference to FIG.
[0062]
Process 44 isThis embodimentIt has nothing to do with, but lastly, processing related to tracking, output of data to the operation display screen and alarm processing in case of abnormalitySuchIs performed, and the process is terminated.
[0063]
Returning to FIG. 2, the processing of the train traveling control unit 12 will be described. The main processing of the control unit 12 is to obtain an appropriate travel permission position for each train and generate control information to be output to each train. For this purpose, the outputs from the data analysis and tracking processing unit 20 and the train retreat distance data holding unit 21 are input, and further, the outputs from the on-board position detection error data holding unit 22 and the trouble condition search unit 23 are input. Therefore, an appropriate traveling permission position is required.
[0064]
The output of the on-vehicle position detection error data holding unit 22 indicates the worst value of the on-vehicle position detection error that can be inherent in the position detection data.Output.
[0065]
Regarding on-vehicle position detection performance,This embodimentAlthough not directly related to FIG. 8, a brief description will be given here with reference to FIG. In order to recognize the position of the own train, the information output from the position detection sensor 73 should be replaced with appropriate position information, for example, how many kilometers from the starting point or on what line.SuchTo the information. As a position detection sensor that determines the position accuracy, for example, for position detectiontransponderCombination of receiver and wheel rotation detector, use of global positioning system (GPS), method using position detection tagSuchThere is.
[0066]
It is impossible to completely eliminate the error with any detection device.I ca n’tSome errors are included. For the selection of the sensor, an appropriate device may be used according to the accuracy required from the line section.
[0067]
This position detection output is sent to the vehicle-side wireless communication unit 16 via the train travel control unit 71 and the wireless communication I / F unit 70, and transmitted to the ground-side device by wireless communication from the communication unit 16. Since it is inevitable that the position detection data contains errors,To safely control the interval,It is necessary to determine the travel limit position with a margin in consideration of the error. Therefore, the on-vehicle position detection error data holding unit 22 isPreparationBy using this output, the train interval control unit 24 obtains the travel permission position.
[0068]
The output of the obstruction condition search unit 23 is the output of the search result of the obstruction condition ahead of the train for which the travel permission position is to be calculated. The obstruction conditions include, for example, when there is a train ahead, when the track is unopened, at the system boundary, when the track is closed, or when there is an abnormality in the control device ahead.SuchThere may be various cases, from troubles that occur normally to those that occur accidentally due to accidents.
[0069]
This embodimentThen, the cause of the obstacle in front is not particularly specified, so we do not specify it.To askWhat is the latest obstacle to the front of the train is necessary information, and this output is also input to the train interval control unit 24.
[0070]
The train interval control unit 24 obtains travel permission position data using five pieces of input information as shown in FIG. The output of the train interval control unit 24 is sent to the train control data generation unit 25,WithOther necessary control information such as device ID information and error detection dataSuchAdded as train control dataPut together,Output to the wireless device I / F unit 10.
[0071]
FIG. 5 shows a processing flow of the train interval control unit 24.The output of the data analysis tracking processing unit 20 is input in the tracking data input processing of processing 50.
[0072]
In the process 51, the output of the obstacle condition search unit 23, that is, the result of the forward obstacle condition search is input. In the process 52, the on-board position detection error data output from the on-board position detection error data holding unit 22 is input, and in the process 53, the travel permission position determination is performed according to the position detection error of the train whose travel permission position is to be obtained. Set a margin distance for. Next, in the determination process 54, it is determined from the search result input in the process 51 whether the obstacle condition is a preceding train or other. If the obstacle condition is other than that of a train, the permissible travel position is determined in process 55 in consideration of the margin set in process 53. If the obstacle in front is a train, a margin distance associated with a position detection error of the train ahead is set in process 57.
[0073]
At step 58, the result of the soundness judgment output from the communication soundness judging unit 13 is input, and at step 59, the result is inspected.Hinders forwardIf the position of the train can be grasped soundly, the travel permission position is generated in processing 55 in consideration of the position detection error of this train and the own train position error set in processing 53.
[0074]
On the other hand, in the process 59, ifHinders forwardIf the state of the train is not transmitted properly, the process 60 is executed. The process 60 is a process of taking in the output of the retreat distance data holding unit 21 of the train.
[0075]
In addition, branching to this route in the judgment processing 54,Hinders forwardWhen an abnormality has occurred in the train, the own train position error set in the process 53 and the position detection error data of the forward train set in the process 57,andIn step 55, the travel permission position is determined in consideration of the distance at which the abnormal train may retreat. Using FIG.As will be described later,On the upper side of the car, a built-in train reverse detection function is provided, which activates the brake and stops immediately when reverse is detected.Have.  As described with reference to FIG. 4, tracking is performed while updating the position information using only sound data from the train. Since the process includes obtaining the travel permission position for the continuation train including the distance, the train can be controlled safely.
[0076]
Finally, in the determination process 56, it is determined whether the travel permission positions of all the controlled trains have been obtained, and if not, the same process is repeated. When the calculation of the travel permission position is completed for all the trains, the processing is terminated.
[0077]
Even if there is an abnormal train,Hinders forwardTrain onlySpecial processingThe travel permitted position is obtained, and for other trains, the travel permitted position is obtained by normal processing.Therefore,Ensuring sufficient train safetyWithIt has a functional structure that minimizes damage related to scheduled operation.
[0078]
FIG.Is9 shows a modification of the processing flow of the train interval control unit 24. In FIG. 5, the train whose travel permission position isHinders forwardThe case where the soundness of the train data is also determined and fine-grained control is performed is shown. In FIG. 6, when the distance at which the train may retreat is short or particularly when this distance does not pose a problem in train operation, Also, an example is shown in which a method is used in which the travel permission position is determined in consideration of the distance at which the train may retreat in a normal state.
[0079]
When a train abnormality is detected, the ground control device 3 needs to perform a process for prompting some countermeasures as shown as a process 44 in FIG. 4. Since the safety margin is long, the processing 58 and the determination processing 59 in FIG. 5 are omitted.
[0080]
Further, the processing (53) corresponds to the processing 54 of FIG. 5, and the processing (54) corresponds to the processing 53 of FIG. Other processes are the same as those in FIG.
[0081]
By the way, in the flowcharts of FIGS. 5 and 6, the set processing and the determination processing of each data are shown one by one for easy understanding of the description.This embodimentIt does not make sense, and consolidation of treatment is possible.
[0082]
In the process 55, when obtaining the travel permitted position, as described with reference to FIGS. 5 and 6, it is sufficient that the position can be calculated with an appropriate margin distance that can ensure safety in accordance with the forward obstacle condition.
[0083]
Further, in the example shown in FIG. 1, each of the tracking processing unit 11, the train running control unit 12, and the communication soundness determining unit 13 are shown as independent function blocks.SoftwareIf it is more convenient to integrate the functions or split the functions in the structure or the hardware structure, the processing can be modified, and the modification is not prevented. For example, a series ofSoftwareAs a function block, a function block integrating these three functionsPut togetherAnalysis of message and division of tracking processing unitSuchIt is. These variations are merely a manufacturing convenience and are essentially the same.
[0084]
Also, in the example shown in FIG. 2, the functions are divided into blocks for convenience of explanation, but the functions of each block may be integrated. In the train interval control unit 24, each train position information and the train retreatIt is possibleThe maximum distance data and the worst data of on-board position detection error,andUsing the search results of the latest obstacle conditions for the control train,I just need to prepare.
[0085]
FIG. 7 schematically shows the traveling of the train when the front obstacle is a train in the method of obtaining the traveling permitted position shown in the flow of FIGS. 5 and 6.FIG.Here, in order to distinguish trains, symbols A and B are added in the figure.
[0086]
For the train 4-A for which the travel permission position is to be obtained, if the process branches to Y in the determination process 54 of FIG. 5 and further branches to Y in the determination process 59, a point 55 is set as the travel permission position in the process 55. 65 data are required. The margin distance 68 is a distance in consideration of the position detection errors of both the trains 4-A and 4-B. If the process branches to N in the determination process 59 or branches to Y in the determination process (53) in FIG. 6, in process 55, the data of the point 66 is obtained as the travel permission position.
[0087]
Distance 67 is the preceding obstacle train 4-BButThis is the distance that can be set back. Train 4-AHinders forwardAssuming that the last reliable information from the train 4-B is the position shown in the figure, the communication is thereafter abnormalSuchEven if the event occurs, the traveling permission position is set at the position 66, so that the vehicle does not retreat more than the distance 67, so that the safety for the train 4-A can be secured.
[0088]
FIG.IsIn the processing content of the on-board control device 15,This embodimentShows the function of the part related to. The information of the position detection sensor 73 is input, and the train traveling control unit 71 obtains the position information.
Wheels for detecting the direction of travelSuchThe output of the rotation direction detection sensor 75 and the direction of the cab for detecting the driving directionSuchIs output to the train traveling control unit 71. This wheelSuchRotation direction detection sensor 75 and cab directionSuchThe output of the sensor 76 for detecting the train is also input to the reverse detection unit 72 to determine whether the train has retreated.Detect.If reverse is detected, the brake 74 is operated to stop the vehicle. This function is also used in signal systems other than the wireless train signal system, and functions that have been required in the pastIs diverted.
[0089]
Here, before stopping the train, the braking delay time from the detection of reverse movement to the brake operation, the strength and gradient of the brake, the weather conditionsSuchTherefore, the train retreat distance data holding unit 21 shown in FIG. 2 holds data as the longest possible retreat distance, although the retreat distance may vary slightly.
[0090]
A safe and efficient train interval control function is realized by combining the use of the retreat distance with the determination processing of the soundness of the train information. It is inevitable to consider the distance that the vehicle may go backwards, but how this distance is reflected in the travel permitted position may vary depending on the operating conditions of the line section. As an example, a control method as shown in FIGS. 5 and 6 has been described. Which method to use,Obstruction ahead according to line requirementsAbnormal trainis thereSafe enough if the continuation train does not collideEfficient distanceYou only have to decide.
【The invention's effect】
[0091]
According to the present invention,Advance courseHindersEven if an abnormality occurs in the train, it can maintain reliable train position information and determine the permitted travel position, including the distance where the train may retreat.SoftwareLogically realized by processingit can. And the softwareThe structure is simple and variations can be easily developed.
[0092]
In addition, since the travel permission position can be obtained only for the trains related to the train in which the abnormality has occurred, it is possible to minimize the impairment of punctuality during train operation.it can.
[0093]
In addition, in order to ensure safety in the system, the on-vehicle device is equipped with a reverse detection function that is normally equipped.SuchToAvailable,It is possible to reduce the cost with a small increase in load. The system is also suitable for train control systems, ensuring efficient fail-safe operationit can.
[Brief description of the drawings]
[0094]
FIG. 1 is an overall configuration diagram of a train interval control system of the present invention.
FIG. 2 is a functional block diagram of a ground-side control device.
FIG. 3 is a flowchart of a process for determining communication soundness;chartIt is.
FIG. 4 is a flowchart of a tracking process.chartIt is.
FIG. 5 is a flowchart of a train interval control process.chartIt is.
FIG. 6 is a flowchart showing a modified example of the train interval control process.chartIt is.
FIG. 7 is a schematic diagram showing a calculation result of a traveling permission position.
FIG. 8 is a functional block diagram of the on-vehicle control device.
[Explanation of symbols]
[0095]
1 Integrated ground-side control device
2 Ground-side wireless device
3 Ground control device
4 trains
5 tracks
6 Network
7 Ground-side control device functional block configuration
8 Vehicle upper traveling control device
9 Upper vehicle traveling control device functional block configuration
10 Wireless device I / F section
11 Tracking processor
12 Train running control unit
13 Communication soundness judgment unit
14 Neighboring device communication control unit
15 On-board control device
16 Upper wireless communication section
20 Data analysis and tracking processor
21 Train retreat distance data storage
22 On-vehicle position detection error data storage
23 Obstacle condition search section
24 Train interval control unit
25 Train control data generator

Claims (3)

Detecting means for detecting the position of each train, and transmitting means for transmitting the detected train position information to the ground side by radio, are provided on a plurality of trains running on the same track,
The receiving means for receiving the train position information, and from the received train position information to determine a running permission position which is a limit position where the train can safely run, and the preceding train of the train based on the running permission position data and trains running control means for controlling the spacing is provided on the ground,
The train running control means is normal is to the position of the preceding train, the position detection error of the train as an object to determine the run permission position, the running permission position point obtained by subtracting the position detection error of the preceding train , wherein when an anomaly is found in the prior train, from said preceding train position, the position detection error of the train as an object to determine the run permission position, the position detection error of the preceding train, the preceding train of a previously assumed A train interval control system for a wireless train, wherein a point obtained by subtracting a worst retreat distance or a worst retreat distance of the preceding train calculated in accordance with an abnormality occurrence situation is set as a traveling permission position. The train interval control system according to claim 1,
Judgment means for judging the soundness of the train is provided on the ground side, and the train traveling control means updates the held train tracking information when the judgment means judges that it is sound, and judges that it is not sound. A train interval control system for a wireless train, characterized in that, in the case, the held tracking information is not updated. The train interval control system according to claim 1,
Wherein each train, means for sensing the retraction of the train, the means radio train, characterized in that the means for actuating the train brake when detecting the retraction of the train are provided train Interval control system.

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