JP4999752B2 - Train interval control when radio base station is stopped - Google Patents

Description

  The present invention relates to a system that detects the position of a running train and controls the interval between trains.

Conventionally, as the detection of the train position, it has been detected on which rail the train is located by a track circuit that detects the train by the presence or absence of current between the rails via the train axle.
In recent years, because the number of trains that run per hour has increased, it has become necessary to detect the position of the train with higher accuracy, and it has been arranged at predetermined intervals on the train route and on-board radio base stations A device has been developed that performs wireless communication with a wireless base station at a predetermined cycle, and a ground device receives a position detection result calculated on the vehicle and performs interval control. (For example, refer to Patent Document 1).
Here, a plurality of the radio base stations are grouped for each area, and the grouped radio base stations are managed by the base apparatus corresponding to the area.

As the above-described train control system using radio, there are the CARAT (Computer And Radio Aided Train Control System) / ATACS (Advanced Train Control System) in Japan, and as described above, the position required for train interval control. The detection information is not detected by the track circuit arranged on the rail, but the position of the train is detected by the position detection result on the vehicle.
Thereby, as shown in FIG. 1, the on-board controller continuously detects the position of each running train by wireless communication with the wireless base station, and the train control system detects the position of each traveling train. Since the position is transmitted and the interval of the train on which the base unit travels is controlled according to the position, it is possible to perform control independent of the track circuit.
Japanese Patent Laid-Open No. 02-109770

However, in the above-described train control system, since the train position detection result is transmitted from the vehicle, a failure occurs in the information transmission path between the vehicle radio station and the radio base station, and the position information cannot be detected. Alternatively, there is a possibility that the position of the train cannot be detected due to a situation in which the position detection process itself cannot be performed due to the system down of the on-board controller.
Therefore, it is not easy to re-recognize the position of the train after the system on the on-board controller is down and re-recognize the positions of all trains after the system of the radio base station is down.
In particular, if both the radio base station and the on-board radio station are broken, whether the radio base station is out of order and wireless communication cannot be performed, or whether the position detection result cannot be transmitted due to a radio on-vehicle failure. A vehicle whose position is unknown and whose position is unknown will travel.

As a countermeasure when the base station radio base station breaks down, as shown in FIG. 4, an axle detection device is provided for each boundary of the area managed by the base device. For example, a train is in the area B where the base device is broken. Check-in to enter, check-out to advance in the area, the normal base equipment (A and C) adjacent to the broken area B manages the area B, the speed of the train traveling in the area B It is conceivable to reduce the speed to a constant speed that is slower than the normal travel speed (degenerate operation) and maintain a provisional operation.
In this case, for example, when the distance of the area managed by the base station is 10.0 km and the length of the train is 0.2 km, the entire train is reduced by 15 km / h degenerate operation (normal operation speed 120 km / h). It will take 41 minutes to pass through the region. Further, when there are a plurality of trains in the area B, it takes time to grasp and advance their positions.

In addition, as a countermeasure when a radio base station breaks down, as shown in FIG. 5, not the boundary of the area managed by the base device, but the boundary of the sub-area (radio section of each radio base station) managed by the radio base station A method is conceivable in which the axle detection device is arranged in the center and the above-described degenerate operation is performed only in the broken radio base station. For this reason, if the distance of the sub-region of the radio base station is 3 km and the train length is 0.2 km, the time for the entire train to pass through the region is 12.9 minutes. Compared with the method of arranging the detection device, smoother operation is possible.
However, disposing an axle detection device for each sub-region boundary managed by a radio base station leads to an increase in cost and is not a realistic measure.

  The present invention has been made in view of such circumstances, and in the event that a radio base station fails, train interval control that performs degenerate operation in units of sub-regions of the radio base station increases the cost of the facility. It aims at providing the train interval control system performed without.

  The train interval control system according to the present invention divides a track on which a train travels into a plurality of control regions, and a base device that controls the travel of the train in the control region is provided. A radio base station arranged at a distance of 1, and the position of the train detected on the vehicle is tracked on the ground by radio communication between the radio base station and the radio station mounted on the train. Train position detection system for controlling the train interval, and an axle detection device for detecting the position of the train arranged at each boundary of the control region, and a second distance shorter than the first distance on the track And a ground element for correcting the travel distance of the train, and if any of the radio base stations fails, the base device manages the failed radio base station for the train. The start position of the faulty radio section that is the area, The train on-board control device sets the train traveling speed to be a slow degenerate operation speed compared to normal in the fault radio section, passes through the fault radio section, passes through the end position, and passes through the ground. When it is detected that the child has passed, the absolute position corresponding to the ground child is notified to the base device via a normal wireless base station, thereby determining that the base device has left the failed wireless section, The train speed is returned to the normal operation speed, and after the train passes through the axle detection device at the base device boundary, it is determined that the base device control area including the failed radio station is advanced.

  The train interval control system according to the present invention is characterized in that the on-board control device has a correspondence table between an absolute position of each of the ground elements and a ground element ID for identifying the ground element.

  The train interval control system according to the present invention provides a normal radio base adjacent to the failed radio section as a ground element for reading the ground element ID in order to detect that the on-board controller has passed the failed radio section. A ground element ID of a ground element located at a position exceeding a distance corresponding to the length of the train from the boundary with the radio section managed by the station is selected from the correspondence table.

  The train interval control system according to the present invention provides a normal radio base adjacent to the failed radio section as a ground element for reading the ground element ID in order to detect that the on-board controller has passed the failed radio section. When the distance from the boundary of the ground element adjacent to the boundary with the radio section managed by the station is less than the length of the train, the ground element ID of the ground element at the next position of the ground element is determined from the correspondence table. It is characterized by selecting.

  In the train interval control system according to the present invention, when the base unit detects the ground unit ID that has entered a radio section managed by an adjacent normal radio base station from the failed radio section of the train, Then, a control signal instructing to return from the reduced operation speed to the normal operation speed is transmitted.

  As described above, according to the train interval control system of the present invention, it is determined by the ground unit that corrects the travel distance of the train that the radio section of the failed radio base station has been advanced, and the detected train position Is transmitted to the base station via a normal radio base station, the base station can return the train position to the normal operation speed only when the position of the train can be reliably grasped even if there is a faulty radio base station. In addition, the section of the reduced operation speed can be reduced to a wireless section, and the train interval control by the base device can be performed without increasing the cost of the facility.

Hereinafter, a train interval control system according to an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a conceptual diagram showing an overall system configuration in the present embodiment.
FIG. 2 is a conceptual diagram showing an arrangement example of the axle detection device and the ground unit on the track in the embodiment.
In FIG. 1, a train 1 includes an on-board radio station 11, an antenna 12, an on-board control device 13, an on-board child 14, and a storage unit 15.
Each of the base devices 2 is provided for each control region obtained by dividing the track at a certain distance, and detects the position of the train in this control region, performs the interval control between the trains, and controls itself. Information on the train running in the area is notified to the other base device 2.

In addition, each base device 2 notifies the other base devices 2 of information as to whether or not the train may enter the control area managed by the base device 2.
A plurality of radio base stations 4 are arranged at regular intervals within the range of each control area, and are controlled by base devices in the arranged control areas.
As shown in FIG. 2, an axle detection device 5, an ID detector 6, and a ground unit 7 are disposed in the vicinity of the track. Here, the axle detection device 5 is provided at each boundary of the control region, detects the passage of the train by the axle of the train 1, and the detection result is arranged at the boundary of the arranged control region together with the train ID described later. Output to both adjacent base devices 2. Further, although only one ground element 7 is shown in the figure, a plurality of ground elements 7 are arranged at a preset interval (for example, 1 km) on the train track.

Returning to FIG. 1, the ID detector 6 radiates a radio wave to the vehicle upper member 14, inputs a train ID as identification information for identifying each train from the vehicle upper member 14, and uses this train ID as the axle detection device. 5 is output to the base device in combination with the detection result of 5.
Thereby, the base device 2 can detect which train 1 has checked in or checked out to its own control area, based on the train ID that is input.
The on-board control device 13 calculates the travel distance from the reference position by, for example, n × 2πr based on the number of wheel rotations and the wheel radius per unit time, detects the train position with high accuracy, It is transmitted to the radio base station as a relative position to the child 7. Here, n is the number of rotations of the wheel per second, and r is the radius of the wheel.

As described above, the ground unit 7 is provided for each preset interval (interval shorter than the interval at which the radio base station 4 is arranged) on the train track, and a control signal is received from the on-board controller 13. When received, the ground ID, which is identification information, is transmitted to the on-board controller 13 as a response signal.
Here, the on-board controller 13 adds the absolute position of the ground element ID (distance from the starting point of the track) and the travel distance (relative distance) from the reference position to the absolute position using the absolute position as the reference position. Then, the position of the train on the track is detected, and the detected position information is transmitted to the radio base station 4.

That is, the on-board controller 13 transmits the train ID that is its own identification information and the position information indicating the train position to the radio base station 4 via the on-board radio station 11. The on-board radio station 11 transmits and receives data such as a train ID, position information, and control information for train operation by the antenna 12.
The storage unit 15 stores the ground child ID and information on the absolute position of the ground child having the ground child ID in association with each other. In addition, the storage unit 15 also stores the arrangement order of the ground child IDs and the installation locations. Thereby, the on-board controller 13 corrects the position information obtained by adding the reference position and the relative distance calculated and obtained up to now to the newly received absolute position value when receiving the ground element ID, A new travel distance is calculated, and position information is obtained and transmitted to the radio base station 4.

The radio base station 4 transmits the received train position information to the base device 2 that manages the arranged control area.
As a result, the base device 2 detects the position of each train traveling within its own control management, controls the interval between the trains, and provides or provides the position of each train with the other base device 2. The train interval on the track is controlled.

Further, the on-board controller 13 detects the ground element 7 that is detected for position detection in order to detect that the train has completely gone out of the failed wireless section, and the ground element 7 that is positioned in the wireless section of the normal wireless base station. The ground unit ID of the ground unit 7 at a position exceeding the position having a distance corresponding to the train length d from the boundary between the faulty wireless unit and the adjacent wireless unit of the normal wireless base station is stored in the storage unit 15. And the ground element ID selected every time it passes through the ground element 7 is compared with the ground element ID read from the ground element 7 that has passed, and the fact that it has passed the ground element 7 corresponding to the selected ground element ID. When detected, the absolute position information of the corresponding ground unit 7 is transmitted from the storage unit 15 to the base unit 2.
At this time, the on-board controller 13 is configured such that the ground element 7 adjacent to the boundary between the failed wireless section and the wireless section of the normal wireless base station adjacent to the failed wireless section is the ground element 7 located in the wireless section of the normal wireless base station. If the distance from the boundary is less than the train length d, the ground element 7 at the next position in the wireless section of the normal wireless base station is selected from the storage unit 15, and the ground element 7 is selected as the failed wireless section. The ground element to be detected when passing through.

Next, the operation of the train interval control system according to the present embodiment (position detection when a radio base station fails) will be described using FIG. 1, FIG. 2, and FIG. FIG. 3 is a flowchart showing an operation example of the train interval control system according to the present embodiment.
Between each base device 2, each base device 2 determines whether or not there is a mutual failure between the base devices 2 by transmitting and receiving a confirmation signal and a response signal (step S1). Here, when the base device 2 that has failed is not detected, each base device 2 proceeds to step S2, and when the base device 2 that has failed is detected, processing of the degenerate operation when the base device fails Therefore, the process proceeds to step S16.

  Next, the base unit 2 detects whether each of the radio base stations 4 that are arranged in its own management, that is, under management, is normal (whether or not it is malfunctioning) is transmitted to the transmitted confirmation signal. On the other hand, it is performed depending on whether or not a response signal is returned (step S2). Here, when the base device 2 detects that all the radio base stations 4 are not broken down, the base device 2 returns the processing to step S1, while confirming that one or a plurality of the radio base stations 4 are broken down. If detected, the process proceeds to step S3.

Next, the base station device 2 notifies by alarm that the radio base station 4 under management has failed, and shifts to a degenerate operation when the radio base station 4 fails. Stop all the trains above. At this time, the base device 2 notifies the other base devices 2 on the track that the radio base station 4 has shifted to the degenerate operation when the radio base station 4 has failed, and is under the control of the other base devices 2. A certain control area (for example, all trains existing in the control areas Q1 and Q3 are also stopped.
Next, the commander has all the trains in the area R2 (consisting of one or more radio sections) composed of radio sections of normal radio base stations adjacent to one of the fault radio sections. No instruction is given to advance to the control area Q3, the train is moved from the area R2 to the control area Q3, and when the commander confirms that no train exists in the area R2, the process proceeds to step S4. (Step S3).

  In response to the alarm, in the radio section of the failed radio base station 4 (hereinafter referred to as the failed radio section), the instructor who has received the notification slows down the train stopped in the failed radio section, To the area R2 (consisting of one or a plurality of radio sections) of normal radio base stations adjacent to one side and command that no train exists in the fault radio section and area R2. If the person confirms, the process proceeds to step S5 (step S4).

Next, the commander moves all trains in the area R1 (consisting of one or a plurality of radio sections) consisting of radio sections of normal radio base stations adjacent to one of the fault radio sections to the adjacent fault radio sections. Then, an instruction to advance to the control area Q3 is given via the area R2 (step S5).
When the commander confirms that there is no train in the control area Q2, preparation for the degenerate operation is completed, and the process of the degenerate operation shifts to step S7 (step S6). Subsequent processing from step S7 is performed by the train interval control system of the present embodiment.

Next, the base device 2 transmits a control signal permitting entry into its own control region R2 to the other adjacent base device 2.
Thereby, for example, the base apparatus 2 (hereinafter referred to as 2Q1) that manages the control area Q1 is connected to the control area Q2 with respect to the train that is closest to the control area Q2 that is stopped in its own control area Q1. Instruct to advance.
The base device 2 (hereinafter, 2Q2) notifies the checked-in train that the traveling in the failed radio section is set to be a degenerate driving pattern before entering the failed wireless section (step S7). This notification includes the end position (absolute position of the end position) of the failed radio section in consideration of the traveling direction of the train 1. Here, in the description of the present embodiment, for example, the normal operation speed of the train is 120 km / h, and the degenerate operation speed is 15 km / h.

  The base device 2Q2 that manages the control area Q2 detects the train that has advanced from the adjacent control area Q1 by the axle detection device 5, and when this train detects that the train axle has passed, the train checks in the control area Q2. (Step S8).

The on-board control device 13 calculates the position of the failed wireless section transmitted from the base device 2Q2 based on the arrangement order and the installation position of the ground element 7 stored in the storage unit 15, and enters the failed wireless section. The train travel is controlled so that the speed of the degenerate travel is reached at the time, and the degenerate operation is surely performed within the failed radio section.
At this time, the on-board control device 13 performs normal operation in the region R1 according to the received traveling pattern, and when entering the failed radio section, the on-board control device 13 decelerates the train so that the speed of the degenerate operation is reached, and the failed radio Enter the section at a reduced speed.

Next, the on-board controller 13 determines the ground element ID of the ground element 7 that detects that all the vehicles in the train have completely exited the failed wireless section from the end position of the failed wireless section input from the base unit 2Q2. select.
That is, the on-board controller 13 determines the lengths of all the vehicles in the train 1 with respect to the absolute value of the boundary between the failed wireless section and the wireless section managed by the normal wireless base station (that is, the end position of the failed wireless section). The ground element ID of the ground element 7 separated by a distance of d or more is read, and this ground element ID is stored in its own storage area.
And every time the on-board control device 13 passes the ground unit 7, the ground unit ID is read from the passed ground unit 7 (step S9).

Next, the on-board controller 13 compares the ground child ID read each time it passes with the ground child ID stored in the internal storage area and detects whether or not they match.
At this time, the on-board control device 13 reads the ground element ID of the next ground element 7 when the ground element ID read every time it passes and the ground element ID stored in the internal storage area do not match. Repeat the comparison process until
On the other hand, the on-board controller 13 determines that the train 1 has completely passed through the faulty radio section when the ground child ID read each time it passes and the ground child ID stored in the internal storage area match. Information on the absolute position of the ground element 7 that has passed is transmitted to the device 2Q2.
Then, the base device 2Q2 determines whether or not the information on the absolute position of the train 1 has been confirmed by receiving the ground element detection information from the on-board control device (step S10).
At this time, if the base unit 2Q2 can confirm the absolute position of the train position and can detect that the base unit 2Q2 has advanced by the axle detector 5, the process proceeds to step S12, and the absolute position cannot be confirmed. The process proceeds to step S13.

Next, when the absolute position of the train position can be confirmed, the base unit 2Q2 transmits a travel pattern for performing normal operation to the train 1 that has completely left the failed radio section.
By inputting the travel pattern, the on-board controller 13 changes the travel speed from the degenerate operation to the normal operation.
In addition, the base device 2Q2 confirms the advance of the train by the axle detection device 5, so that the base device 2Q1 controls the train closest to the boundary between the control region Q1 and the control region Q2 to enter the control region Q2. Therefore, the process proceeds to step S7 (step S12).

On the other hand, when the absolute position of the train position cannot be confirmed, the base device 2Q2 does not transmit a control signal for changing the travel pattern to the train 1 that has exited the failed radio section (step S13).
As a result, the on-board controller 13 continues the degenerate operation at a lower speed than the normal speed even if the on-vehicle controller 13 exits the failed radio section.
Next, when detecting the passage of the train 1, the axle detection device 5 arranged at the boundary between the control region Q2 and the control region Q3 transmits a detection result to the base device 2Q2.
Then, upon receiving the detection result from the axle detection device 5, the base device 2Q2 detects that the control region Q2 including the failed radio section has been advanced, and advances the processing to step S15 (step S14).

  Next, when the base station device 2Q2 detects the train by the axle detection device 5, the base station device 2Q2 transmits an emergency stop signal to the train and surrounding trains, and performs safety-side control such as locking of the switch. (Step S15)

As described above, in steps S1 to S6, when the failure of the radio base station 4 is detected and the preparation for the degenerate operation when the failure is detected is completed, until the failed radio base station 4 recovers, The train interval control system in the present embodiment from step S7 to step S15 performs the degenerate operation of the train.
In addition, when an abnormality of the base device 2Q2 is detected in step S1, the check-in and check-out control of the train between the adjacent control regions at the control region boundary is adjacent to the base device 2Q2 and operates normally. (Step S16).
As a result, when the conventional train control system fails when the radio base station 4 breaks down, the train interval control system according to the present embodiment has the train 1 in the failed radio section. Since it can be detected by the ground unit 7 that it has passed, it becomes possible to set the degenerate operation speed only in the faulty radio section, and by reducing the distance for low speed operation, in the control region including the faulty radio section, Trains can be operated at shorter intervals.
Further, the train interval control system according to the present embodiment uses the ground element 7 arranged at a constant interval in order to detect the position of the train 1 in order to detect that the failed radio section has been removed. Therefore, the increase in cost can be suppressed without increasing new facilities.
On the check-in side, if the assumption that the train order does not change is satisfied, check-in is performed by combining the axle detection device at the base device boundary and the healthy train position from the base device boundary to the radio base station failure section. This makes it possible to control the train interval more efficiently.

It is a conceptual diagram which shows the example of a whole system structure of the train operation which the train interval control system of one Embodiment of this invention uses. It is a conceptual diagram which shows the example of arrangement | positioning of the ground element 7 and the axle shaft detection apparatus 5 which are arrange | positioned on the track | orbit which the train in FIG. 1 travels. It is a flowchart which shows the flow of the interval control by the train interval control system by this embodiment. It is a conceptual diagram explaining the 1st example of arrangement | positioning of the axle shaft detection apparatus on a track | orbit. It is a conceptual diagram explaining the 2nd example of arrangement | positioning of the axle shaft detection apparatus on a track | orbit.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Train 2 ... Base apparatus 4 ... Wireless base station 5 ... Axle detection apparatus 6 ... ID detector 7 ... Ground element 11 ... On-board radio station 12 ... Antenna 13 ... On-board control apparatus 14 ... On-board element 15 ... Memory | storage part

Claims (5)

A base device is provided that divides the track on which the train travels into a plurality of control regions and controls the train travel in the control region, and the base devices are arranged at a first distance in the control region. Train position that has a radio base station and controls the interval of the train by tracking the position of the train detected on the ground by radio communication between the radio base station and the radio station mounted on the train A detection system,
An axle detection device for detecting the position of a train arranged for each boundary of the control region;
A ground element for correcting the travel distance of the train, arranged at a second distance shorter than the first distance on the track,
When one of the radio base stations fails, the base device notifies the train of the start position and the end position of the failed radio section that is the management area of the failed radio base station, and the on-board controller of the train In the fault radio section, the train traveling speed is set to a slow degenerate operation speed as compared to normal, and when it is detected that the train has passed the ground element through the fault radio section, the end position, By notifying the base device via the normal radio base station of the corresponding absolute position, it is determined that the base device has exited the failed radio section, and the train speed is returned to the normal operation speed. A train interval control system, which determines that a base device control area including a faulty radio station has advanced after passing through a boundary axle detection device.   2. The train interval control system according to claim 1, wherein the on-board control device has a correspondence table between an absolute position of each ground element and a ground element ID for identifying the ground element.   In order to detect that the on-board control device has passed through the failed radio section, a boundary between the failed radio section and a radio section managed by a normal radio base station adjacent to the failed radio section is used as a ground element that reads the ground element ID. The train distance control system according to claim 2, wherein a ground element ID of a ground element located at a position exceeding a distance corresponding to a train length is selected from the correspondence table.   In order to detect that the on-board control device has passed through the failed radio section, a boundary between the failed radio section and a radio section managed by a normal radio base station adjacent to the failed radio section is used as a ground element that reads the ground element ID. The ground element ID of the ground element at the next position of the ground element is selected from the correspondence table when the distance from the boundary of the ground element adjacent to the ground element is less than the length of the train. The train interval control system according to 2.   When the base unit detects the ground element ID that has entered the radio section managed by the adjacent normal radio base station from the failed radio section of the train, the degenerate operation speed is changed to the normal operation speed for the train. The train interval control system according to any one of claims 1 to 4, wherein a control signal instructing the return is transmitted.

Images