JP5613804B1 - On-board device, train control system, and train control method - Google Patents

Abstract

An object of the present invention is to avoid an unnecessary emergency brake caused by an instantaneous no signal that may occur when a track circuit boundary passes. An on-board device 20 mounted on a train 10 performs traveling control using traveling control information 40 received from a rail R, but detects a no-signal state in which the traveling control information 40 is not received. Based on the travel control information 40 received so far, this no-signal can be used as a stop signal (absolute stop signal) for an absolute stop section where an emergency brake operation is required, or a stop signal ( It is discriminated whether it is an emergency stop signal) or an instantaneous no signal (no entry allowance signal) in an approach allowance section in which the operation of the emergency brake is unnecessary. Then, in the case of an absolute stop signal or an emergency stop signal, the emergency brake is operated to stop the train as in the conventional case, and in the case of no entry permission no signal, the emergency brake is not operated. [Selection] Figure 1

Description

  The present invention relates to an on-board device or the like that is mounted on a train and that controls traveling of the train using information received from a rail.

  In the ATC system, which is a kind of train control system, a speed limit is set for each of the sections behind the preceding train (sections in units of track circuits) based on the position of the preceding train. An ATC signal including information on the speed limit (speed code) determined in (1) is transmitted.

  In addition, trains such as sections where entry of other trains from the axle short-circuit position at the rear end of the train in the section where the preceding train is located to the track circuit boundary behind it are prohibited, as well as sections where switching of turnouts is not guaranteed, etc. A section in which entry is prohibited is defined as an absolute stop section (02 signal section). In this absolute stop section, since the rails are essentially short-circuited by the train axle, the stop signal is a no-signal stop signal from which no ATC signal is transmitted. In addition, even when the ATC signal cannot be transmitted due to an accident or a failure of the closing device, the signal inevitably becomes no signal and becomes a stop signal for emergency stop of the train.

  The on-board device performs speed control based on the ATC signal (speed code) received from the rail. When a state in which no ATC signal is received, that is, a no-signal state is detected, the emergency brake is immediately operated to stop the train. To control.

Muramoto Michiaki, “Tokyu Denentoshi Line / Shin Tamagawa Line ATC System”, Railway and Electrical Technology, VOL. 1, no. 1, Japan Railway Electrical Engineering Association, issued in July 1990, p. 15-24

  By the way, in the conventional ATC system, the ATC signal is transmitted in units of the track circuit. On the upper side of the vehicle, an instantaneous no-signal state in which the ATC signal cannot be received occurs when passing the track circuit boundary. There was a problem that the emergency brake could operate. Specifically, for example, at the circuit boundary of the insulated track circuit, an instantaneous no-signal state occurs due to the interference reception of the ATC signal wave. The same problem occurs not only at the track circuit boundary but also when passing through a loop coil twist point or a dead section by a cross jumper wire. At the circuit boundary of the non-insulated track circuit, an instantaneous no-signal state occurs due to a short-circuit detection delay when entering (so-called transmission delay). Up to now, such instantaneous no-signal has been dealt with only by the momentary interruption allowable time allowed for train control. As a result of dealing with the momentary interruption tolerance time alone, the instantaneous no-signal time is the momentary interruption tolerance time when traveling at a low speed on the insulated track circuit boundary or when short circuit detection is delayed when entering the boundary of the non-insulated track circuit. There was a case where the emergency brake was activated unexpectedly.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to avoid unnecessary emergency braking due to instantaneous no-signals that may occur when passing a track circuit boundary.

The first invention for solving the above-described problems is
The travel control information including at least the speed limit information of the section and the speed limit information of the inner section is mounted on the train that travels on the rail that is transmitted to the rail for each section, and the rail of the travel section of the train An on-board device (for example, the on-board device 20 in FIG. 1) that performs the traveling control of the train using the received information that has received the traveling control information being transmitted,
Section determination means (for example, section determination unit 130 in FIG. 4) for determining whether or not the travel section is an allowable entry section using the received information;
Non-signal detection means (for example, emergency stop control unit 140 in FIG. 4) for detecting a no-signal state in which the travel control information is not received;
When the travel section is the allowable entry section and the no-signal state is detected, the travel distance during detection of the no-signal state of the train that detects the no-signal state indicates the operation of the emergency brake. First emergency brake operation control means (for example, for operating the emergency brake when a distance that does not satisfy the distance condition is reached, and the emergency brake is operated while the predetermined distance condition that sets the distance threshold to be suppressed is satisfied. Emergency stop control unit 140) of FIG.
It is an on-vehicle apparatus provided with.

As another invention,
The on-board device mounted on the train that travels on the rail in which the travel control information including at least the speed limit information of the section and the speed limit information of the inner section is transmitted to the rail for each section. A train control method for performing travel control of the train using reception information received from the travel control information transmitted to a rail of a travel section,
A section determination step (for example, step S3 in FIG. 5) for determining whether or not the travel section is an allowable entry section using the reception information;
A no-signal detection step (for example, step S1 in FIG. 5) for detecting a no-signal state in which the travel control information is not received;
When the travel section is the allowable entry section and the no-signal state is detected, the travel distance during detection of the no-signal state of the train that detects the no-signal state indicates the operation of the emergency brake. An emergency brake operation control step (for example, FIG. 5) that does not operate the emergency brake while satisfying a predetermined distance condition that defines a distance threshold value to be suppressed and operates the emergency brake when a distance that does not satisfy the distance condition is reached. Steps S11 to S13)
A train control method including the above may be configured.

  According to the first aspect of the invention, the on-board device mounted on the train performs the traveling control of the train using the traveling control information received from the rail. Then, when a no-signal state is detected in which the travel section is an allowable entry section and no travel control information is received, the travel distance during detection of the no-signal state of the train detecting the no-signal state is predetermined. The emergency brake is not operated while the distance condition is satisfied, and the emergency brake is operated when a distance that does not satisfy the distance condition is reached. This avoids unnecessary emergency braking when an instantaneous no-signal (instantaneous no-signal) generated at the time of passage of the track circuit boundary or the like in the approach allowable section is detected.

Moreover, as 2nd invention, it is an on-vehicle apparatus of 1st invention, Comprising:
The first emergency brake operation control means includes means for variably setting the distance condition depending on whether the traveling section is a section of an insulated track circuit or a section of a non-insulated track circuit.
An on-vehicle device may be configured.

  According to the second aspect, the distance condition is variably set according to whether the traveling section is a section of an insulated track circuit or a section of a non-insulated track circuit.

Specifically, as the third invention,
The first emergency brake operation control means sets the distance condition so that the distance threshold is smaller when the traveling section is an insulated track circuit section than when the traveling section is an uninsulated track circuit section. Set,
An on-vehicle device may be configured.

  According to the third aspect of the invention, the distance condition is set so that the distance threshold is shorter when the traveling section is an insulated track circuit section than when the traveling section is an uninsulated track circuit section. . At the boundary of the insulated track circuit, a no-signal state occurs due to interference reception of the ATC signal wave before and after that, so the distance threshold needs to be set to a length that can empirically determine the range that is expected to cause interference reception. There is. In addition, at the boundary of the non-insulated track circuit, a no-signal state occurs due to a delay in short-circuit detection at the time of entry, so it is necessary to set a distance threshold to a length that can ensure entry detection. The distance condition is set so that the distance threshold is longer than that in the section of the insulated track circuit.

Moreover, as 4th invention, it is an on-vehicle apparatus of any 1st-3rd invention,
The first emergency brake operation control means includes means for variably setting the distance condition according to a traveling speed.
An on-vehicle device may be configured.

  According to the fourth aspect of the invention, the distance condition is variably set according to the traveling speed. For example, when passing through the boundary of the non-insulated track circuit, so-called stepping transmission is performed. In the no-signal state due to the approach detection delay in the stepping transmission, it consists of the time delay of the approach detection and the distance delay based on the short-circuit resistance value that short-circuits the rails. It has been empirically revealed that the latter distance delay relates to the number of axles that have entered the section. This is caused by axle fluctuation during high-speed traveling, and is empirically stabilized by a short circuit between rails caused by two carriages (four axles). Therefore, it is preferable that the distance threshold when the traveling speed is high is one train length that is longer than the distance threshold when the traveling speed is low and is an interval between two carriages.

Furthermore, as a fifth invention,
The travel control information including at least the speed limit information of the section and the speed limit information of the inner section is mounted on the train that travels on the rail that is transmitted to the rail for each section, and the rail of the travel section of the train The on-board device according to any one of the first to fourth aspects of the present invention, which performs the traveling control of the train using the reception information received from the traveling control information being transmitted,
A ground device (for example, the ground device 30 in FIG. 1) that transmits the travel control information to the rail for each section;
Of course, the train control system (for example, the train control system 1 in FIG. 1) may be configured.

The block diagram of a train control system. Explanatory drawing of the train control based on traveling control information. Explanatory drawing of the no signal which generate | occur | produces. The functional block diagram of a vehicle-mounted apparatus. The flowchart of an emergency stop control process.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. However, the applicable embodiment of the present invention is not limited to this. In the present embodiment, one section will be described as being configured by an arbitrary number of track circuits.

[System configuration]
FIG. 1 is a schematic configuration diagram of a train control system 1 of the present embodiment. According to FIG. 1, the train control system 1 includes an on-board device 20 mounted on a train 10 that travels on a rail R, and a ground device 30. FIG. 1A illustrates an example in which each section is configured by one track circuit, and FIG. 1B illustrates an example in which each section is configured by two track circuits.

  The ground device 30 is connected to the advance side of each track circuit. These ground devices 30 are connected by communication between adjacent track circuits, and exchange information on whether or not a train is present on each track circuit. In addition, route information, branching direction information, etc. are received from the interlocking device. The ground device 30 autonomously generates traveling control information 40 for the train traveling on its own track circuit based on these pieces of information, and transmits it to the rail R as an ATC signal.

  The travel control information 40 includes the section end speed Ve0 that is speed limit information of the transmission target section of the information, and the inner section start speed Vs1 and the inner section that are speed limit information of the inner section of the transmission target section. The terminal speed Ve1 and the inner section length L1, which is the section length of the inner section, are included.

  Here, in Fig.1 (a), each track circuit 25T and 26T is made into one area. The speed limit information is the same information in the same section. For this reason, the traveling control information 40 transmitted from the ground device 30-25 to the track circuit 25T is different from the traveling control information 40 transmitted from the ground device 30-26 to the track circuit 26T. On the other hand, as shown in FIG. 1B, when one section 31C is formed by the track circuits 31T and 32T and one section 32C is formed by the track circuits 33T and 34T, the ground devices 30-31 and 30-32 The traveling control information 40 transmitted is the same and the traveling control information 40 transmitted from the ground devices 30-33 and 30-34 is the same, but the traveling control information 40 related to the sections 31C and 32C is different.

  The on-board device 20 performs traveling control of the train 10 based on the traveling control information 40 received from the rail R. Specifically, a speed check pattern based on the received travel control information 40 is created, and speed control (for example, brake control) is performed according to the speed check pattern.

[principle]
(A) Travel Control FIG. 2 is an example of travel control based on the travel control information. In FIG. 2, the right direction is the traveling direction of the train, and an example of the speed check pattern of the subsequent train of the train 10a is shown. In addition, the number of track circuits constituting each section varies.

  First, the section 10C (track circuit 10T) adjacent to the rear of the section where the preceding train 10a is located (tracked section) is an absolute stop section that prohibits the entry of other trains, and the section outside the absolute stop section 10C. 11C, 12C,... Are defined as allowed entry sections where other trains can enter. Further, the speed limit of each of the permissible entry sections 11C, 12C,... Is determined based on the distance from the preceding train 10a (more specifically, the existing section of the preceding train 10a), the track conditions, and the like. Then, the traveling control information 40 including the speed limit is transmitted to each of the allowed entry sections 11C, 12C,.

  Specifically, for example, in each of the track circuits 14T to 16T constituting the section 13C, the section end speed Ve0 that is the speed at the end of the section 13C (= the end of the track circuit 14T) and the inside of the section 13C The inner section starting speed Vs1 that is the speed at the starting end of the section 12C (= the starting end of the track circuit 13T) and the inner speed that is the speed at the end of the inner section 12C (= the end of the track circuit 12T). The traveling control information 40 including the section end speed Ve1 and the inner section length L1 that is the section length of the inner section 12C is transmitted. In the absolute stop section, the traveling control information 40 is not transmitted (no signal).

  When the on-board device 20 enters the track circuit nT (n is an arbitrary number) and receives the travel control information 40 transmitted to the rail R of the track circuit nT, the on-board device 20 is based on the travel control information 40. Create and update the speed check pattern. That is, the start speed Vs1, end speed Ve1, and section length L1 of the next section can be acquired from the received travel control information 40. The start speed, end speed, and section length of the section that is currently running have already been received / acquired in the previous section, and the travel position (distance after entering the section) is obtained from a speed generator, etc. It is calculated by the traveling position determination device based on the signal. For this reason, the verification speed pattern which terminates at the terminal speed Ve1 at the terminal position of the next section is created from the current travel position. And the speed check based on the speed check pattern after creation / update is performed, and the traveling speed of the own train is controlled. The solid curve in FIG. 2 is the speed check pattern. In addition, the broken line curve and the numerical value in parentheses in FIG. 2 indicate a conventional signal. Speed control based on the verification speed pattern is performed using a service brake.

(B) No signal The on-board device 20 performs the traveling control of the train 10 based on the traveling control information 40 received from the rail R. When the traveling control information 40 is not received, It is determined whether or not it is necessary to stop, and when it is determined that it is necessary, the emergency brake is operated to stop the train 10. As shown in FIG. 3, no-signal is mainly classified into the following three types depending on the purpose and cause.

(B-1) Absolute stop signal The absolute stop signal is a stop signal in the absolute stop section. As described above, all trains are prohibited from entering the absolute stop section defined in the section immediately behind the preceding train. Since the ATC signal is inevitably lost because the ATC signal is blocked by the train axle in the section from the train end axle in the train existing section to the rear track circuit boundary, in the absolute stop section, the travel control information 40 No signal that does not transmit is used as a stop signal.

(B-2) Emergency stop signal The emergency stop signal is a stop signal when the train needs to be stopped urgently due to an accident or a failure of the closing device. Similarly to the absolute stop signal, this emergency stop signal is a non-signal that does not transmit the traveling control information 40 as a stop signal.

(B-3) Instantaneous no signal When the train passes the track circuit boundary, there may be a no-signal state in which the traveling control information 40 is not temporarily received in the on-board device 20. Specifically, when crossing the insulated track circuit boundary, instantaneous no signal (instantaneous no signal) due to the beat of the difference frequency of the carrier frequency due to the interference of the ATC signal wave transmitted to the track circuit before and after the insulated track circuit boundary. ) Occurs. Note that such instantaneous no-signal can occur not only in the track circuit boundary but also in a dead section due to, for example, a loop coil twist point or a cross jumper wire. In addition, when passing through the non-insulated track circuit boundary, so-called stepping transmission is performed in which transmission of the traveling control information 40 to the track circuit is started upon detection of entry into a new track circuit. For this reason, when entering a new track circuit, an instantaneous no signal (instantaneous no signal) state in which the traveling control information 40 is not received may occur due to a delay in train detection by the track circuit. This instantaneous no signal is likely to occur particularly during high-speed traveling.

  Of these three types of no signal (absolute stop signal, emergency stop signal, and instantaneous no signal), for the absolute stop signal and emergency stop signal, it is necessary to operate the emergency brake to stop the train. There is no need to stop the train for an instantaneous no signal in the allowed entry section (hereinafter referred to as “no allowed entry signal”).

  These three types of no signal (absolute stop signal, emergency stop signal, and instantaneous no signal) can be distinguished as follows. First, whether the no signal is an absolute stop signal is classified according to whether the travel position of the train 10 is an absolute stop section or an entry allowable section. If the traveling position of the own train is an absolute stop section, it is an absolute stop signal, and if it is an entry allowable section, it is not an absolute stop signal.

  The absolute stop section and the entry allowable section can be specified from the received traveling control information 40. For example, in FIG. 2, during traveling in the section 13C, the on-board device 20 of the train 10 uses the traveling control information 40 as the starting speed Vs1 = 55 km / h, the terminal speed Ve1 = 20 km / h, and the following section 12C. The section length L1 = 100 m is received. From this, it can be determined that the next section 12C is an allowed entry section, and 100 m from the entry end is an allowed entry section. During traveling in the section 12C, the starting control speed Vs1 = 20 km / h, the terminal speed Ve1 = 0 km / h, and the section length L1 = 50 m of the next section 11C are received as the traveling control information 40. From this, it can be determined that the next section 11C is an allowable entry section, and the position 50 m from the entry end is the boundary between the allowable entry section and the absolute stop section.

  Further, whether or not the no signal is an entry allowable no signal is classified according to the travel distance D during the no signal period. The no entry allowance signal occurs during a relatively short distance. The travel distance D is determined by the product of the time t during which no signal continues and the travel speed V at that time. That is, it is possible to classify as no entry permission no signal if the travel distance D in the no signal period is equal to or less than the predetermined distance threshold Dth, and not the entry allowance no signal if the travel distance D exceeds the distance threshold Dth.

  Here, the distance threshold Dth is determined depending on whether the track circuit is insulated or non-insulated. That is, in the insulated track circuit, no signal is generated due to the interference of the ATC signal wave, but it is generated in a certain narrow range of the boundary of the track circuit (especially easily generated when traveling at a low speed). Dth is set to a value in the range of 1 to 10 m, for example. In addition, since the range in which no signal is generated also in the no signal generated in the dead section due to the loop coil twisting point, the cross jumper wire, etc. is a certain range, the distance threshold value Dht is a value in the range of 1 to 10 m, for example. Can be determined. Further, in the non-insulated track circuit, no signal is generated due to the delay of the short circuit detection (especially easily generated when traveling at a high speed), so that the distance (for example, the length for one vehicle) that can ensure the passage of two cars is secured. For example, a value in the range of 10 to 30 m can be set as the distance threshold value Dth. These distance threshold values Dth are examples, and the insulated track circuit is usually shorter than the non-insulated track circuit, but may be set differently depending on various line conditions and the like. .

  As a result, if the travel position is an allowable entry section and no instantaneous signal, it can be determined that there is no allowable input signal, and there is no need to stop the train. In other words, if the travel position is an absolute stop section or is not an entry permission no signal, it can be determined that it is an absolute stop signal or an emergency stop signal, and it is necessary to operate the emergency brake to stop the train.

  FIG. 4 is a functional configuration diagram of the on-vehicle device. According to FIG. 4, the on-board device 20 is a kind of computer configured to include a processing unit 100 and a storage unit 200.

  The processing unit 100 is realized by an arithmetic device such as a CPU, for example, and performs overall control of the on-board device 20 based on a program and data stored in the storage unit 200, reception data via the reception antenna 12, and the like. In addition, the processing unit 100 includes a position / velocity calculation unit 110, a speed check unit 120, a section determination unit 130, and an emergency stop control unit 140.

  The position speed calculation unit 110 calculates the current travel position (travel distance) and travel speed of the own train based on the measured value of the rotational speed of the speed generator 11 attached to the axle. Further, the traveling position is corrected when the ground element passes.

  The speed checking unit 120 performs traveling control based on the traveling control information 40 received from the rail R via the receiving antenna 12. Specifically, for example, a speed verification pattern for terminating at the terminal speed Ve at the terminal position of the next section from the current driving position at the timing when the vehicle enters the new section and receives the new driving control information 40. Create / update. Then, the speed check according to the speed check pattern is performed. That is, the current traveling speed is compared with the current traveling speed, which is determined by the speed verification pattern, and when the traveling speed exceeds the verification speed, the service brake 13 is operated to decelerate. . The start speed, end speed, and section length of each section included in the received travel control information 40 are stored as reception section information 240. For this reason, the start speed, end speed, and section length of the currently traveling section are received / acquired during traveling the previous section and stored in the received section information 240.

  The section determination unit 130 determines whether the current travel position is an absolute stop section or an entry allowable section. Specifically, it is determined with reference to the reception section information 240 whether the section currently being traveled is an absolute stop section or an entry allowable section. If the starting speed of the currently traveling section is a speed (speed) greater than 0, it is determined that the entry is allowed, and if the starting speed is 0, it is determined that the entry is not allowed, that is, an absolute stop section.

  The emergency stop control unit 140 determines whether or not it is necessary to stop the own train when detecting a no-signal state in which the traveling control information 40 is not received, and when determining that it is necessary, the emergency brake 14 To stop the train. Specifically, if one of 1) the current travel position is within the absolute stop section, and 2) the travel distance D in the no-signal period exceeds the distance threshold Dth, it is necessary to stop the own train. It is determined that there is.

  The distance threshold Dth is switched depending on whether the track circuit is non-insulated or insulated. Whether it is non-insulated or insulated is determined according to the travel line section and stored in the track circuit type information 230. The distance threshold value Dth of each of the insulated track circuit and the non-insulated track circuit is stored in the distance threshold information 220. Therefore, the type of track circuit corresponding to the traveling line section can be read from the track circuit type information 230, the distance threshold Dth corresponding to the type can be read from the distance threshold information 220, and the distance threshold Dth can be set in advance. In addition, when the insulated track circuit and the non-insulated track circuit are mixed in the same line section, the type of the track circuit and the information of the arrangement position (for example, about kilometer) are stored in association with each other, and the travel position The distance threshold value Dth may be appropriately switched according to the above.

  The storage unit 200 is realized by a storage device such as a ROM, a RAM, and a hard disk. The storage unit 200 stores a program, data, and the like for the processing unit 100 to control the on-board device 20 in an integrated manner. A calculation result executed by the processing unit 100, data received via the receiving antenna 12, and the like are temporarily stored. In the present embodiment, an emergency stop control program 210, distance threshold information 220, track circuit type information 230, and reception section information 240 are stored.

[Process flow]
FIG. 5 is a flowchart for explaining the flow of emergency stop control processing executed by the emergency stop control unit 140. In the processing unit 100, in addition to this emergency stop control process, a calculation process of a travel position and a travel speed, a new travel control information 40 reception / acquisition process that accompanies entering a new section, a speed verification pattern generation / An update process, a speed control process based on a speed check pattern, and the like are executed in parallel.

  According to FIG. 5, the emergency stop control unit 140 monitors whether or not the traveling control information 40 is received, and if it detects a no-signal state in which the traveling control information 40 is not received (step S1: YES), first. Then, it is determined with reference to the reception section information 240 whether the current traveling position is an allowable entry section or an absolute stop section. If it is not an entry allowable section, that is, if it is an absolute stop section (step S3: NO), the emergency brake 14 is operated to stop the own train (step S5). In this case, no signal corresponds to a case where the signal is an absolute stop signal or an emergency stop signal.

  On the other hand, if the travel position is the allowable entry section (step S3: YES), the calculation of the travel distance D in the period during which the no signal continues is started (step S7). The travel distance D can be calculated by, for example, multiplying the time t during which no signal continues and the current travel speed V. In this case, the travel speed V may be constant when the no-signal state is detected, and the travel distance D may be obtained by multiplying the duration t of the no-signal state, or at a given sampling time interval. The travel distance D may be obtained by measuring V and multiplying and integrating the travel speed V and the sampling time interval. If the travel control information is received again before the travel distance D reaches the distance threshold value Dth, that is, if no signal is terminated (step S9: YES), the emergency brake operation is not performed. Return to S1. This corresponds to not operating the emergency brake while a predetermined distance condition is satisfied.

  Further, while the no signal continues (step S9: NO), when the calculated travel distance D exceeds the distance threshold Dth (step S11: YES), the emergency brake is operated to stop the own train (step S13). ). In this case, no signal corresponds to an emergency stop signal. The process up to step S13 corresponds to operating the emergency brake because the travel distance D has reached a distance that does not satisfy the predetermined distance condition.

[Function and effect]
As described above, according to the present embodiment, the on-board device 20 mounted on the train 10 performs the travel control using the travel control information 40 received from the rail R, but the no-signal that the travel control information 40 is not received. Is detected based on the travel control information 40 received so far, a stop signal (absolute stop signal) of an absolute stop section where an emergency brake operation is required, or an emergency situation is detected. It is discriminated whether it is a stop signal (emergency stop signal) at the time of occurrence or an instantaneous no signal (no entry allowance signal) in an entry allowance section that does not require an emergency brake operation. Then, in the case of an absolute stop signal or an emergency stop signal, the emergency brake is operated to stop the train as in the conventional case, and in the case of no entry permission no signal, the emergency brake is not operated. Thereby, for example, unnecessary emergency brake operation can be avoided when an instantaneous no-signal generated at the time of passing the track boundary of the allowable entry section is detected.

[Modification]
It should be noted that embodiments to which the present invention can be applied are not limited to the above-described embodiments, and can of course be changed as appropriate without departing from the spirit of the present invention.

(A) Distance threshold Dth
In the above embodiment, the distance threshold value Dth is determined according to whether the track circuit is non-insulated or insulated, but may be switched according to the traveling speed of the train when no signal is generated. As an example, when the traveling speed when no signal is generated is low, for example, a value in the range of 1 to 10 m is set as the distance threshold Dth, and when the traveling speed is high, for example, the range of 10 to 30 m is set. The value is determined as the distance threshold Dth. Since no signal generated at the boundary of the insulated track circuit may depend on the traveling speed of the train, it is preferable to set the distance threshold Dth according to the traveling speed, and it passes through the boundary of the uninsulated track circuit at high speed. When doing so, the short circuit between the rails is empirically stabilized by the two carriages (four axles), and in this case as well, it is preferable to set the distance threshold Dth according to the traveling speed. In any case, the value of the distance threshold value Dth is set to a longer distance threshold value when the traveling speed is high than when the traveling speed is low. Note that whether the traveling speed is low speed or high speed can be determined according to the line section, using about 10 to 30 km / h as a guide.

  Furthermore, the distance threshold Dth may be determined according to both whether the track circuit is insulated or non-insulated and the traveling speed (or the speed range of the traveling speed) when no signal is generated.

(B) Response to failure of ground equipment while stopped or emergency stop signal while stopped When ground equipment such as ground device 30 fails and travel control information 40 is not transmitted, there is no signal. In the above-described embodiment, the emergency brake operates if the current section of the train 10 is an absolute stop section (step S5). However, in the case of an approach allowable section, the emergency brake operates after traveling exceeding the distance threshold Dth. (Step S13). Therefore, if a ground equipment failure occurs while the vehicle is stopped, or if an emergency stop signal is generated while the vehicle is stopped, the vehicle can remain stopped without traveling beyond the distance threshold Dth as follows. The emergency brake can be operated. That is, whether or not the vehicle is stopped is determined from the traveling speed, and the duration t during which the vehicle is stopped and no signal is detected exceeds a predetermined time (for example, about 3 to 5 seconds). In case, operate the emergency brake. As a result, the emergency brake can be operated while the vehicle is stopped without traveling to ensure the stop.

(C) Travel control information 40
The information included in the travel control information 40 described in the above-described embodiment is an example, and other information may be included, or some of the information may be omitted. For example, the information on the end speed of the section may be omitted because it is included in the travel control information 40 acquired in the section before the section as the inner section end speed. In addition, as information on the inner section, information on not only one adjacent inner section but also two inner sections may be included.

DESCRIPTION OF SYMBOLS 1 Train control system 10 Train 11 Speed generator, 12 Reception antenna, 13 Service brake, 14 Emergency brake 20 On-board device 100 Processing part 110 Position speed calculation part, 120 Speed check part 130 Section determination part, 140 Emergency stop control part 200 Storage unit 210 Emergency stop control program 220 Threshold distance information, 230 Track circuit type information, 240 Reception section information 30 Ground device 40 Travel control information

Claims (6)

The travel control information including at least the speed limit information of the section and the speed limit information of the inner section is mounted on the train that travels on the rail that is transmitted to the rail for each section, and the rail of the travel section of the train An on-board device that performs the traveling control of the train using the reception information received from the traveling control information being transmitted,
Section determination means for determining whether or not the travel section is an allowable entry section using the reception information;
No-signal detection means for detecting a no-signal state in which the travel control information is not received;
When the travel section is the allowable entry section and the no-signal state is detected, the travel distance during detection of the no-signal state of the train that detects the no-signal state indicates the operation of the emergency brake. between predetermined distance satisfies that defines the distance threshold for deterrence without operating the emergency brake, the emergency brake operation control means Ru to operate the emergency brakes when they reached a distance which does not satisfy the distance condition,
Distance condition setting means for variably setting the distance condition according to whether the traveling section is a section of an insulated track circuit or a section of an uninsulated track circuit;
On-vehicle device with The distance condition setting means sets the distance condition so that the distance threshold is shorter when the travel section is a section of an insulated track circuit than when the travel section is a section of an uninsulated track circuit,
The on-vehicle device according to claim 1 . The travel control information including at least the speed limit information of the section and the speed limit information of the inner section is mounted on the train that travels on the rail that is transmitted to the rail for each section, and the rail of the travel section of the train An on-board device that performs the traveling control of the train using the reception information received from the traveling control information being transmitted,
Section determination means for determining whether or not the travel section is an allowable entry section using the reception information;
No-signal detection means for detecting a no-signal state in which the travel control information is not received;
When the travel section is the allowable entry section and the no-signal state is detected, the travel distance during detection of the no-signal state of the train that detects the no-signal state indicates the operation of the emergency brake. between predetermined distance satisfies that defines the distance threshold for deterrence without operating the emergency brake, the emergency brake operation control means Ru to operate the emergency brakes when they reached a distance which does not satisfy the distance condition,
Distance condition setting means for variably setting the distance condition in accordance with the traveling speed;
On-vehicle device with The travel control information including at least the speed limit information of the section and the speed limit information of the inner section is mounted on the train that travels on the rail that is transmitted to the rail for each section, and the rail of the travel section of the train The on-board device according to claim 1 or 2 , wherein the traveling control of the train is performed using the reception information received from the traveling control information transmitted.
A ground device that transmits the travel control information to the rail for each section;
A train control system. The on-board device mounted on the train that travels on the rail in which the travel control information including at least the speed limit information of the section and the speed limit information of the inner section is transmitted to the rail for each section. A train control method for performing travel control of the train using reception information received from the travel control information transmitted to a rail of a travel section,
A section determination step for determining whether or not the travel section is an allowable entry section using the reception information;
A no-signal detection step of detecting a no-signal state in which the travel control information is not received;
When the travel section is the allowable entry section and the no-signal state is detected, the travel distance during detection of the no-signal state of the train that detects the no-signal state indicates the operation of the emergency brake. An emergency brake operation control step that does not operate the emergency brake while satisfying a predetermined distance condition that sets a distance threshold value to be suppressed, and operates the emergency brake when a distance that does not satisfy the distance condition is reached;
A distance condition setting step for variably setting the distance condition according to whether the traveling section is a section of an insulated track circuit or a section of an uninsulated track circuit;
Including train control method. The on-board device mounted on the train that travels on the rail in which the travel control information including at least the speed limit information of the section and the speed limit information of the inner section is transmitted to the rail for each section. A train control method for performing travel control of the train using reception information received from the travel control information transmitted to a rail of a travel section,
A section determination step for determining whether or not the travel section is an allowable entry section using the reception information;
A no-signal detection step of detecting a no-signal state in which the travel control information is not received;
When the travel section is the allowable entry section and the no-signal state is detected, the travel distance during detection of the no-signal state of the train that detects the no-signal state indicates the operation of the emergency brake. An emergency brake operation control step that does not operate the emergency brake while satisfying a predetermined distance condition that sets a distance threshold value to be suppressed, and operates the emergency brake when a distance that does not satisfy the distance condition is reached;
A distance condition setting step for variably setting the distance condition according to a traveling speed;
Including train control method.

Images