JP5878730B2 - On-board database device, train control device, and train control method - Google Patents

Description

  The present invention relates to an on-board database device, a train control device, and a train control method.

  Conventionally, in order to maintain the interval between multiple trains in operation and prevent the trains from colliding with each other, set a closed section on the track and install a traffic light at the boundary of the closed section (closed boundary). By instructing to proceed or stop, only one train is allowed to enter each closed section. Furthermore, if the driver does not follow the instructions of the traffic lights and there is a risk that the trains will collide with each other, at present, the train controller automatically regulates overspeed and overrun of each train. Yes.

  As one of the train control devices described above, for example, Patent Documents 1 to 3 disclose an automatic train stop device. The automatic train stop apparatus of patent documents 1 thru | or 3 is comprised by the ground apparatus and the on-board apparatus which transmits / receives a telegram with the said ground apparatus. The ground device typically has a ground element installed with a braking distance to the closing boundary, and a signal controller connected to the ground element. The signal controller generates distance information, speed limit information, and the like based on the current information of the traffic signal, and the ground unit transmits the generated speed limit information and the like as a telegram to the on-board device. Then, the on-board device performs train control based on the received contents of the message.

  By the way, with this type of train control device, considering the acceleration performance and braking performance differ from train to train, and the update timing of the display information of the block traffic signal, etc., the distance from the boundary of the block section Are to be installed in stages. Furthermore, the number and location of ground elements are determined in advance in consideration of the efficiency of information design, and a basic pattern is determined in advance, and a plurality of ground elements are installed according to the basic pattern. It has become.

  However, in actual installation of the ground unit, there are many inconveniences that cannot be installed according to the basic pattern due to physical restrictions and electrical restrictions at each installation place.

  Moreover, when the ground unit cannot be installed, it is necessary to redesign the speed limit information to be output for the ground unit installed at a position deviating from the basic pattern, which makes the design of information very troublesome. . In order to avoid such trouble, it is necessary to conduct a field survey over the entire length of the trajectory to determine whether the ground element can be installed according to the basic pattern prior to the installation of the ground element. Forced to bear a large expense.

  In the first place, in the conventional train control device, it is necessary to install a ground element for each block section over the entire length of the track, which entails an enormous cost burden. In particular, if it becomes necessary to change the position of an existing ground element, or if it is necessary to add a new ground element, the construction should only be performed at night from the last train to the first train where there is no train operation. Therefore, the work period tends to be prolonged, and the cost increases accordingly.

  The above-described problems cannot be solved by Patent Documents 1 to 3 that require a ground device and a ground unit.

Japanese Patent No. 3385295 Japanese Patent No. 3385296 Japanese Patent No. 3645199

  An object of the present invention is to provide an on-board database device, a train control device, and a train control method that can reduce costs while ensuring the safety of railway traffic.

  Another object of the present invention is to provide an on-board database device, a train control device, and a train control method that can realize high efficiency of train control.

In order to solve the above-described problem, the on-board database device according to the present invention includes a position grasping function unit that generates travel distance information from an input speed signal, and a virtual set based on a specific position in the track. A database unit that records position information of a point and distance information and speed limit information from the virtual point to be output at the virtual point to the specific position, and the database unit includes the travel distance information and When it is determined from the position information that the own train has reached the virtual point, the distance information and the speed limit information are output.

  The on-board database device according to the present invention constitutes a train control device in combination with the on-vehicle train control device. The on-board train control device has a speed check function unit, and the speed check function unit outputs a train speed control signal based on the distance information and the speed limit information input from the on-board database device.

  First, the on-board database device constituting the train control device according to the present invention has three characteristic configurations. The first feature is that the position information of a point based on a specific position is recorded. According to this configuration, a virtual ground element on the data is set at the same point.

  Next, a second feature of the on-board database device is that distance information and speed limit information from the point to the specific position are recorded. According to this configuration, information to be output at a point set as a virtual ground unit is recorded in advance.

  Furthermore, the third feature of the on-board database device is that the current position of the own train is grasped from a speed signal input from the outside, and when it is determined that the own train has reached the virtual ground element, the distance information and the speed Outputting restriction information. The on-board database device according to the present invention outputs information necessary for train control by organically functioning the third feature and the first and second features already described.

  That is, when the on-board database device according to the present invention is combined with the on-board train control device to configure the train control device, the on-board database device grasps the current position of the own train from the speed signal input from the outside. When it is determined that the own train has reached the virtual ground child, the distance information and the speed limit information are output. And the speed check function part of an on-board train control apparatus will perform train control by outputting a train speed control signal based on the inputted said distance information and speed restriction information.

  As described above, in the train control device according to the present invention, instead of installing an actual ground element in the track, a virtual ground element is set on the on-board database device, and train control is performed based on the virtual ground element. Is to be done. Accordingly, it is possible to reduce the cost because the actual grounding installation work and the field survey for the work are not required.

  Further, in the train control device according to the present invention, since the virtual ground unit is set on the on-board database device, there is no physical restriction or electrical restriction at the setting position. As a result, the design of information contents becomes easy and high efficiency of train control can be realized.

  In the present invention, the distance information and speed limit information output from the on-board database device can be matched with the distance information and speed limit information output from the conventional ground unit. It is possible to combine on-board database devices. Therefore, costs can be reduced while ensuring the safety of railway traffic.

As described above, according to the present invention, the following effects can be obtained.
(1) It is possible to provide an on-board database device, a train control device, and a train control method that can reduce costs while ensuring the safety of rail traffic.
(2) It is possible to provide an on-board database device, a train control device, and a train control method that can realize high efficiency of train control.

  Other objects, configurations and advantages of the present invention will be described in more detail with reference to the accompanying drawings. The accompanying drawings are merely examples.

1 is a block diagram of an on-board database device according to an embodiment of the present invention. It is a block diagram of a train control device concerning an embodiment of the present invention. It is a figure which shows typically about the train control method by the train control apparatus shown in FIG. It is a block diagram of a train control device concerning another embodiment of the present invention. It is a block diagram of a train control device concerning another embodiment of the present invention. It is a figure which shows typically about the train control method by the train control apparatus shown in FIG. It is a block diagram of a train control device concerning another embodiment of the present invention.

  1 to 7, the same reference numerals indicate the same or corresponding parts. The on-board database device according to the embodiment of the present invention is for train control, and includes position information of a point with reference to a specific position, distance information from the point to the specific position, and speed limit information (restriction). Information S3) is recorded, the current position of the own train is grasped from the speed signal S1 input from the outside, and when it is determined that the own train has reached (or passed) the limit information S3 is output To do. Hereinafter, a specific description will be given with reference to FIGS.

  The on-board database device in FIG. 1 includes a database unit 11 and a position grasping function unit 12. The database unit 11 stores in advance basic information necessary for this type of train control. Here, “basic information necessary for this type of train control” means the total distance information and gradient information of the track on which the train travels, the acceleration performance and braking performance information of the train, and the update timing information of the signal display In short, it is output from the ground unit in a conventional automatic train stop device (IWAYU ATS device), an automatic train stop device with a pattern control type speed check function (so-called ATS-P device), etc. This should be the information that should be.

  In the database unit 11 according to the embodiment of the present invention, in addition to the basic information described above, position information of a point based on a specific position, distance information from the point to the specific position, and speed limit information are recorded. There is one of the features. Here, the “certain position” is a position where overspeeding or overrun is to be restricted on the track on which the own train travels. Typically, this is the boundary of the closed section (closed boundary). Applicable.

  In addition, when the block boundary is defined as “a specific position”, the “location information of a point based on a specific position” refers to the braking performance of the own train with respect to the specific block boundary. The position information of the point where the necessary braking distance is secured. In other words, in a conventional ATS device or ATS-P device, the point where the ground unit is to be installed and its position information correspond to this. Hereinafter, for the convenience of explanation, “a specific position” is unified as a closing boundary.

  The position grasping function unit 12 generates travel distance information S2 of the own train based on a speed signal S1 supplied from, for example, an axle rotation detector (not shown), and outputs the generated travel distance information S2 to the database unit 11. To do.

  When the database unit 11 compares the input travel distance information S2 with the recorded basic information to grasp the current position of the own train on the track and determines that the own train has reached a predetermined point Based on the present information S4 of the block traffic signal viewed at the arrival point, the limit information S3 having the block boundary as a stop position is output.

  Furthermore, in train control, it is usually possible to predict the signal display of a group of traffic signals installed in the traveling direction of the train on the signal display sequence. The database unit 11 collates the display information S4 seen at the arrival point with the recorded basic information, and predicts a closed traffic signal (stop display traffic signal) indicating the stop display. The restriction information S3 having the indicated block boundary as a stop position is generated and output.

  The on-board database apparatus of FIG. 1 has three characteristic configurations as described above. First, the first feature is that location information of a point with a specific position as a reference is recorded in the database unit 11. According to this configuration, by causing the database unit 11 to record the position information of a point where a predetermined braking distance is ensured up to the block boundary, a virtual ground element on the data is set at the same point.

  The second feature is that the distance information from the point to the specific position and the speed limit information (limit information S3) are recorded in the database unit 11. According to this configuration, the restriction information S3 up to the block boundary to be output at the point set as the virtual ground unit is recorded in advance.

  Further, the third feature is that the current position of the own train is grasped from the speed signal S1, and the restriction information S3 is output when it is determined that the own train has reached the virtual ground element. According to this configuration, the on-board database device can output the restriction information S3 when the own train actually reaches the virtual ground unit.

  Next, the on-board database apparatus of FIG. 1 and a train control method using the same will be described with reference to FIGS. The train control device of FIGS. 2 and 3 is composed only of the on-board device, and the on-board database device 10, the on-vehicle train control device 20, and the axle rotation detector 30 described with reference to FIG. The braking mechanism 40 is included.

  The on-board database device 10 in FIG. 2 is separate from the on-board train control device 20 and is connected to the on-board train control device 20 via an information transmission cable. Since the on-board database device 10 has the three characteristic configurations described with reference to FIG. 1, the position information of the point P1 that secures the predetermined braking distance L1 from the block boundary P0 in the database unit 11 Is recorded, so to speak, the virtual ground element 13 (notation of broken line) on the data is set at the point P1.

  The axle rotation detector 30 is attached to a train wheel or the vicinity of the axle, and generates a speed signal S1 from a voltage signal having a periodicity corresponding to the rotation of the wheel or the axle. For example, a speed generator corresponds to this. . The speed signal S1 is output to the position grasping function unit 12 via the information transmission cable. Moreover, the braking mechanism 40 is attached to some of the wheels of the train.

  The on-board train control device 20 includes a speed check function unit 21 and a memory area 22, and the speed check function unit 21 generates a train speed control signal S 5 based on the restriction information S 3 input from the database unit 11. To do. However, when the on-vehicle train control device 20 is viewed from a hardware viewpoint, the speed check function unit 21 is a CPU (Central Processing Unit) provided in this type of on-vehicle train control device 20. That is, the speed check function unit 21 is an arithmetic processing function in the CPU, and configures the on-board train control device 20 as a software component.

  In the train control method by the train control device of FIGS. 2 and 3, first, in the on-board database device 10, the position grasping function unit 12 generates travel distance information S2 of the traveling own train based on the speed signal S1. The generated travel distance information S2 is output to the database unit 11.

  Thereafter, the database unit 11 compares the input travel distance information S2 with the recorded basic information to grasp the current position of the traveling own train. Then, as a result of grasping the current position, when it is determined that the own train has reached the virtual ground element 13, the present information S4 seen at the point P1 is further checked with the basic information, and the block boundary P0 indicated by the stop present signal is set. The restriction information S3 as the stop position is generated and output to the speed check function unit 21.

  The speed check function unit 21 generates a train speed control signal S5 based on the input restriction information S3 and outputs the train speed control signal S5 to the braking mechanism 40, so that the braking mechanism 40 brakes the train. For example, when the present information S4 is an R present, the train speed control signal S5 is a stop pattern for stopping at a stop position set in the block section.

  As described above, the on-board database device 10 in FIG. 1 and the train control device in FIG. 2 and FIG. 3 using the on-board database device 10 have a virtual ground in the database unit 11 instead of installing an actual ground element in the track. A child 13 is set, and train control is performed based on the virtual ground child 13. In other words, since the train control device has the on-board database device 10, an actual ground unit is unnecessary, so that the installation work and the field survey prior to the installation work are also unnecessary, and the cost is reduced. .

  Further, since the virtual ground element 13 is position information set in the database unit 11, there is no physical restriction or electrical restriction in the set position. As a result, the design of the restriction information S3 becomes easy, and high efficiency of train control can be realized.

  The restriction information S3 output from the on-board database device 10 can be designed to match the restriction information to be output from the ground unit such as a conventional ATS device or ATS-P device. According to this configuration, it is possible to follow conventional information creation tools and know-how as they are, and the cost is reduced.

  Further, when the restriction information S3 is designed to match the restriction information of the conventional ground unit, for example, the on-board train control device 20 currently in operation is modified and the on-board database device 10 is externally connected. Thus, the train control can be performed only by the virtual ground element 13 or the train control can be performed by superimposing the ground element and the virtual ground element 13. In any case, in the configuration in which the on-board database device 10 is externally connected to the on-vehicle train control device 20, the upper side of the vehicle is required to be repaired at a minimum. Can be reduced.

  In the design of the limit information S3, it is possible to output the limit information S3 even in the variable frequency ATS by adopting a method of outputting a frequency signal instead of distance information as in the ATS-P device.

  The train control device of FIG. 4 is the train control device described with reference to FIGS. 1 to 3 except that the on-board database device 10 of FIGS. 1 to 3 is integrated with the on-board train control device 20. It has substantially the same configuration. Hereinafter, the difference will be mainly described.

  From the viewpoint of hardware, the on-board train control device 20 in FIG. 4 is described on the on-board database device (indicated by a one-dot chain line) described with reference to FIGS. The function unit 12 is one of arithmetic processing functions of the CPU provided in the on-vehicle train control device 20. That is, the database unit 11 and the position grasping function unit 12 configure the on-board train control device 20 as a software component, like the speed check function unit 21. The embodiment of FIG. 4 can have all the advantages of the on-board database device 10 described with reference to FIGS. 1 to 3 and the train control device using the same.

  5 and 6 show an embodiment of a train control device in which the on-board database device 10 described with reference to FIGS. 1 to 3 is combined with an ATS device, an ATS-P device, and the like. The train control device shown in FIGS. 5 and 6 includes an on-vehicle device 1 installed on the train side and a ground device 7 installed on the ground side. Since the ground device 7 is a well-known component in the technical field, it will be briefly described.

  The ground device 7 usually has a plurality of ground elements (71 to 74) in one block section in consideration of the acceleration performance and the braking performance being different for each passing train and the update timing of the display information S4. Be placed. Referring to FIG. 6, the ground elements 71 to 74 are installed by changing the distances L1 to L4 from the block boundary P0 in stages, and more specifically, the number of installations and installation positions are the efficiency related to the design of information. In general, a basic pattern is determined in advance. As an example, each of the ground elements 71 to 74 in FIG. 6 has a distance L1 of 600 m, a distance L2 of 180 m, a distance L3 of 85 m, and a distance L3 for each of the points P1 to P4 having different reach distances from the side far from the block boundary P0. It will be installed with a pattern of 30m at L4.

  Although not necessarily clear from FIGS. 5 and 6, a signal controller is connected to the ground elements 71 to 74 via an information transmission cable. For example, a train on which the onboard device 1 is mounted is connected to the ground element. When reaching 71, the position information of the train generated by the signal controller, the distance information based on the signal display information (S4) of the traffic light, the speed limit information, etc. are transmitted from the ground unit 40 to the vehicle as a control message. It is transmitted to the child 50.

  The speed check function unit 21 generates a train speed limit signal S5 based on the contents of the control message supplied via the vehicle upper part 50. For example, when the display information S4 is an R display, the speed checking function unit 21 generates a train speed control signal S5 (stop pattern) for stopping at the stop position set in the block section and brakes. It outputs to the mechanism 40, and the braking mechanism 40 controls a train according to this train speed control signal S5.

  As described above, conventionally, in this type of automatic train stop device, the ground elements 71 to 74 are installed according to the basic patterns L1 to L4. However, in actual installation of the ground elements 71 to 74, there are many inconveniences that cannot be installed in accordance with the basic patterns L1 to L4 due to physical restrictions and electrical restrictions at each installation place. For example, if there is a physical restriction such as the point P2 hitting the railroad crossing about the ground element 72 to be set at the point P2, it is not necessary to install it at the point P20 that approaches the boundary P0 side by the distance L20 from the point P2. Inconvenience occurs.

  When the ground pieces 71 to 74 cannot be installed at positions along the basic patterns L1 to L4 as described above, for example, speed limit information to be transmitted from the ground piece 72 needs to be individually corrected based on the difference distance L20. Information design becomes very cumbersome. In order to avoid such trouble, a field survey is conducted to determine whether the ground elements 71 to 74 can be installed in accordance with the basic patterns L1 to L4 prior to the installation of the ground elements 71 to 74. It is necessary to carry out for a long time, and enormous cost burden is imposed.

  Further, in the conventional ATS device or ATS-P device that depends only on the ground unit for outputting the speed limit information or the like, it is necessary to change the positions of the ground units 71 to 74, or a new ground unit (75). If there is a need to add the train, the train control cannot be performed until the construction is completed, and the safety of the rail traffic becomes incomplete. In addition, since the position change and additional installation work of the ground unit can be performed only at night from the last train to the first train where there is no train operation, the work period tends to be prolonged, and the cost increases accordingly.

  On the other hand, the on-board database device 10 of FIGS. 5 and 6 includes all of the advantages described with reference to FIGS. 1 to 4 and has the first to third characteristic configurations. By recording the position information of the point P2 along the pattern L2 in the database unit 11, a virtual ground element 13 can be set at the same point (P2), and train control can be performed based on the virtual ground element 13. .

  That is, when the on-board device 1 is combined with the ground device (7) to form a train control device, the speed check function unit 21 is configured to use the ground elements 71 to 74 at the points P1, P20, P3, and P4. On the other hand, the train speed control signal S5 is output based on the content of the control message transmitted from the train, while the train at the point P2 is based on the restriction information S3 output from the database unit 11 with the arrival at the virtual ground element 13 as a trigger. A speed control signal S5 is output. According to this configuration, train control based on the train speed control signal S5 is possible at all of the points P1 to P4 and the point P20. Therefore, the safety of railway traffic is ensured.

  In the train control apparatus shown in FIGS. 5 and 6, the virtual ground element 13 is installed at the point P2 where the ground element 72 cannot be installed due to physical restrictions, electrical restrictions, and the like. Train control can be performed by overlapping with 71-74. Therefore, high efficiency of train control can be realized. Moreover, when it becomes necessary to change the position of the existing ground elements 71 to 74, or when it is necessary to add a new ground element, by setting the virtual ground element 13 at the change or addition point, Since it is possible to respond immediately and the preparation period is short, the cost can be reduced accordingly.

  According to the on-board database device 10 according to the present invention, it is possible to perform train control only with the virtual ground element 13, but as described with reference to FIGS. 5 and 6, for example, the current ATS device or ATS The reliability and safety of railway traffic can be improved by operating in combination with the ground elements 71 to 74 constituting the −P device.

  Furthermore, the ATS device and the ATS-P device have different functions as is well known, and the configurations of the ground unit and the vehicle upper unit are different from each other. For example, the ground element for an ATS device uses an LC circuit as a main component, and the fact that the resonance frequency on the on-vehicle device side changes when coupled to the on-vehicle device is used for train stop control. On the other hand, the ground unit for the ATS-P device is basically a non-power source, receives a power wave from the vehicle top unit, generates a power source, and uses this power source for the ground unit. The included transmission / reception device is operated to transmit / receive signals for train control between the ground device and the on-board device.

  By the way, in order to be able to control the train both in the track having the ground element for the ATS device and in the track having the ground element for the ATS-P device, the on-board device can correspond to both types. It is preferable to take a configuration.

  However, as described above, the ATS device and the ATS-P device have different configurations of the ground unit and the vehicle upper unit. As a result, in order to be able to support both types, for example, the vehicle upper unit is connected to the ATS unit. The device and the ATS-P device must be separated electromagnetically, which complicates the configuration and increases the cost accordingly. Moreover, since the vehicle upper part of the ATS-P device includes an on-board information wave transmitting / receiving antenna for transmitting a power wave, if the electric and magnetic separation of each vehicle upper part is insufficient, the ATS device The vehicle armature or ground element is interfered, and normal ATS device operation cannot be performed.

  In response to the above-described problem, in the train control device using the on-board database device 10 according to the embodiment of the present invention, for example, in a track having an ATS device ground element, on the on-board database device for the ATS-P device. By appropriately setting the virtual ground element 13, both the ATS device and the ATS-P device can be supported.

  The on-board device 1 in FIG. 7 basically has the same configuration as that in FIGS. 5 and 6 except that the on-board database device 10 is integrated with the on-board train control device 20. Therefore, all the advantages described with reference to FIGS. 1 to 6 can be achieved.

  Although the contents of the present invention have been specifically described above with reference to the preferred embodiments, it is obvious that those skilled in the art can take various modifications based on the basic technical idea and teachings of the present invention. It is. For example, the position grasping function unit 12 constituting the on-board database device 10 generates position information (S2) of the own train based on the GPS radio wave (S1), and the generated grasped position information (S2) is stored in the database unit 11. It can also be set as the structure which outputs. Also in this configuration, the database unit 11 can check the current position of the own train by comparing the input position information (S2) with the recorded basic information.

DESCRIPTION OF SYMBOLS 1 On-board apparatus 10 On-board database apparatus 11 Database part 12 Position grasp function part 20 On-board train control apparatus 21 Speed check function part 7 Ground apparatus P0 A specific position P1-P5 Point S1 Speed signal S3 Restriction information S5 Train speed control signal

Claims (5)

  A position grasping function unit that generates mileage information from an input speed signal, position information of a virtual point set with reference to a specific position in a track, and the virtual point to be output at the virtual point A database unit that records distance information and speed limit information from the vehicle to the specific position, and the database unit determines that the own train has reached the virtual point from the travel distance information and the position information. An on-board database device that outputs the distance information and the speed limit information. A train control device including an on-board database device and an on-board train control device,
The on-board database device is the one described in claim 1, and is separate from the on-board train control device,
The on-vehicle train control device has a speed check function unit,
The speed check function unit is a train control device that outputs a train speed control signal based on the distance information and the speed limit information input from the on-board database device. A train control device including an on-board database device and an on-board train control device,
The on-board database device is the one described in claim 1 and is integrated with the on-board train control device,
The on-vehicle train control device has a speed check function unit,
The said speed check function part is a train control apparatus which outputs a train speed control signal to a braking mechanism based on the said distance information and the said speed restriction information input from the said onboard database apparatus. The train control device according to claim 2 or 3, further comprising a ground device,
In the track, the ground device is installed at a virtual point on the basis of a specific position on the track, and when reaching the virtual point where the own train is installed, from the installed virtual point A train control device that outputs distance information and speed limit information to a specific position to the on-board train control device. In the on-board database device, the own train reaches the virtual point from the position information of the virtual point set with reference to a specific position in the track and the travel distance information generated from the input speed signal. When it is determined that the distance information and speed limit information to the specific position is output,
A train control method for outputting a train speed control signal based on the distance information and the speed limit information input from a database unit included in the on-board database device in the on-board train control device.

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