JPH02109770A - Radio controlled mobile block type automatic train control method - Google Patents

Abstract

PURPOSE:To contrive enhancement in speed, and reduction in operational intervals or time interval reduction by providing control units both on a train and on the ground respectively, and position information and security control position information are transmitted by radios from the train and the ground respectively, so that, based on the above information, an on-a-train control unit can be control its own train speed. CONSTITUTION:An on-a-train control unit 1 detects its own train position and transmits it to a ground control unit 2 by means of a radio transmitter 3. Based on the position information, a route opening condition information obtained from an interlock device (not shown), and a special speed limitation information, the ground control unit 2 obtains security control position information, and transmits it to the on-a-train control unit 1 by means of a radio transmitter 4. The on-a-train control unit 1 determines a safe running speed pattern on the basis of the security control position information and its own running position, speed, speed reduction performance, fixed speed limitation, track gradient conditions, and controls speed while comparatively checking with the actual running speed. By this constitution, enhancement in speed, and reduction in time intervals can be contrived.

Description

[Detailed description of the invention] [Industrial application field] The present invention is useful when multiple trains are operating on a track.

The present invention relates to a control method for an automatic train control device, which is one of the signal safety control devices essential for ensuring safe travel.

[Prior art] Conventional track transportation systems use track circuits using rails and induction loop coils attached to the gauge or the side of the track to detect the position of the train, and use speed control information determined by a ground-side control device to detect the position of the train. One method is to transmit speed control information to the train driver via a wayside signal and leave the speed control to the driver's manual control, and the other is to transmit the speed control information to the train via a track circuit, an induction loop coil, or a ground coil installed at a specific point. The most common method is to transmit the information to the driver via the display on the in-vehicle signal system or the name of the warning sound, and to automatically control the brakes in the event of excessive speed.

[Problem to be solved by the invention] In recent years, there has been a strong demand for improved transportation services in railways, such as alleviating congestion and shortening arrival times. Efforts are being made to shorten the time interval.

In line sections where speed improvements and time interval reductions have already reached their limits, it is necessary to control train intervals more precisely than the current signal safety equipment, and the conventional train position detection method using wayside equipment is unable to continuously detect train positions. Should the track circuit be divided into shorter lengths to improve detection accuracy?

Attempts have been made to make the induction loop coil intersect finely and count the number of phase reversals, or to install a beacon or axle detector capable of detecting nine trains passing in each detection precision unit. however.

All of the above methods are said to be impractical because they increase the cost of the ground equipment or reduce the maintainability of the tracks and ground equipment.

In other words, in the fixed blockage system whose basic principle is to detect the train position using ground equipment, in order to meet the above-mentioned demands for speed improvement and time interval reduction, the length of the blockage section must be changed to match the maximum speed or deceleration performance. Because of the huge construction costs each time.

It was not possible to meet user needs satisfactorily.

Meanwhile, as another way to solve these challenges.

The possibility of train spacing control using the moving block method, which has been theoretically known for some time, has been explored, but the problems mentioned above are difficult to detect continuously and accurately using ground-side equipment. In addition, there are technical difficulties in continuously outputting the safety speed pattern, which has a considerable amount of information required by equipment on the ground side, to the onboard side of the train as control information without errors and without transmission delays. Because of the many possibilities, there have been few inventions of implementation means, and the invention of a practical control method has been long awaited.

[Means for solving the problem] As stated in the previous section, it is difficult to solve the cost and maintainability problems with the fixed blockage method, in which the position detection of two trains and the calculation of the safety speed pattern are performed using equipment on the ground side. 9 As a new concept, the present invention adopts a moving block method in which the positions of two trains and the calculation of safety speed patterns are performed above the trains.

That is, in the present invention, the onboard control device determines the safety speed of the own train based on the position and speed information of the own train detected by the onboard control device, the stop target position and temporary speed limit information transmitted from the ground control device, etc. The method eliminates the need for conventional train position detection equipment on the ground side, thereby eliminating all problems derived from the position detection equipment.

Also.

In the method according to the present invention, even if it becomes necessary to transmit train position information from the onboard side to the ground side, the amount of control information from the ground side to the onboard side is reduced, thereby preventing movement blockage based on the conventional concept. Compared to the method, total ground-
The amount of communication control information between on-board trains will be significantly reduced, and it will be possible to control train operation safely enough for practical use simply by making full use of currently available mobile radio technology.

[Effect] The on-board control device detects the running position of the own train.

The position information is transmitted to the ground control device via a wireless transmission device that performs data transmission between the ground control devices.

The ground control device collects the position information received from each train and
Based on the route opening status information received from the interlocking device and the temporary speed limit information grasped by the ground control device itself, the safety control position information consisting of the target stopping position of each train and the temporary speed limit for that section is determined, and the The control position information is transmitted to the onboard control device of each train via the wireless transmission device.

The onboard control device of each train uses the safety control position information transmitted from the ground control device and the running position and speed of the own train detected or captured by the onboard control device.

A safe speed pattern is calculated based on deceleration performance, fixed speed limits, track gradient conditions, etc., the actual running speed and the safe speed are compared, and the train is controlled so that the running speed does not exceed the safe speed.

2 When using an axle rotation totalizer to detect the train position, ground side auxiliary equipment such as a position correction marker is required, but when using LCX radio as the wireless transmission device, on-board control The device uses changes in the strength of the reception level of radio waves caused by the fixed installation conditions of the LCX cable to correct the position detection.

[Example] Hereinafter, two embodiments of the present invention will be described based on the drawings.

FIG. 1 is an explanatory diagram showing the configuration of a basic device that enables the method of the present invention, and FIG. 2 is an explanatory diagram showing the basic functional configuration of an on-vehicle control device that enables the method of the present invention. 3 is an explanatory diagram showing the basic functional configuration of the ground control device that enables the method of the present invention, and FIG. 4 is an explanatory diagram showing the basic functional configuration of the ground control device that enables the method of the present invention. FIG. 6 is an explanatory diagram showing a control flow; FIG. 6 is an explanatory diagram showing an example of a safety speed pattern according to the method of the present invention; FIG. FIG. 3 is an explanatory diagram showing the positional change characteristics of the upper radio reception level.

First, the basic configuration of an apparatus that enables the method of the present invention will be explained based on FIG. 1 is an onboard control device mounted on each train, 2 is a ground control device that centrally controls multiple trains, and 3゜4 is a control device between each onboard control device and the ground control device. This is a wireless transmission device that transmits data. The on-board control device 1 and the wireless transmission device 3 on the U car can be fixedly installed in the driver's cab of each train, or can be portable and brought into the driver's cab each time the train is operated. The ground control device 2 and the ground wireless transmission device 4 may be installed centrally in one location depending on the scale of each HIt's control processing capacity, transmission processing capacity, length of the line section to be controlled, number of trains in operation, etc. It is possible to divide the system into continuous zones such as stations. When divided into zones, security control position information in adjacent zones is required at zone boundaries, so a transmission device is installed to connect adjacent ground control devices. The wireless transmission devices 3 and 4 are on-board control devices.
There are cases in which the terminal and ground control device 2 are connected directly, and cases in which they are connected via a relay device on the ground or on an artificial satellite.

Next, the basic functional configuration of the on-vehicle control device that enables the method of the present invention will be explained based on FIG.

]a to ]f are on-board control unit control units. la is the onboard control logic processing unit, lb is the ground input/output control unit that outputs information to and from the ground control device, and lc is the fixed limit such as the fixed II speed limit and gradient conditions of the driving track. It is a memory section.

ld is a running position/speed detection/intake unit that detects or captures the running position, running speed, deceleration performance, etc. of the own train, Ie is a safety speed pattern storage unit, and If is a speed control output unit. 3a to 3c are functional components constituting the on-vehicle wireless transmission device 3; e3a is a wireless transmission control section; 3b is a wireless transmission/reception section; and 3c is an antenna section.

In the on-board control device 1tl, the on-board control logic processing section 1a takes in the running position of the own train from the running position and speed detection/intake section ld, and transmits it to the on-board wireless transmission device 3 via the ground input/output control section 1b. Output. In the on-board wireless transmission device 3, the wireless transmission control section 3a creates a transmission message by adding a transmission error control code to the information (position information) passed from the on-board control device 1, and transmits the message to the wireless transmission/reception section 3b and The signal is sent to the terrestrial wireless transmission device via the antenna section 3c. After that, in the wireless transmission device 3 on the vehicle, the wireless transmission control unit 3a takes in the received message from the wireless transmission device on the ground via the antenna unit 3c and the wireless transmitting/receiving unit 3b, performs a transmission error test, and passes 1. The on-board control device 1 passes received information (security control position information) with the error control code removed from the received message to the on-board control device 1.

The on-board control logic processing unit 1a receives safety control position information including the stop target position and temporary speed limit from the on-board wireless transmission device 3 via the ground input/output control unit 1b, and receives the running position and speed detection. The position, speed, deceleration, etc. of the own train imported from section 1d.

A safety speed pattern is calculated based on the fixed speed limit to the stop target position, gradient conditions, etc. taken from the fixed limit storage unit IC, and is stored in the safety speed pattern storage unit le, and the actual traveling speed is compared with the safety speed pattern. After checking, if the traveling speed exceeds the safety speed pattern, brake control information is output to the brake control section 5 via the speed control output section 1f. During data communication with the ground side, in addition to error control at the message level between the wireless transmission devices, error control at the information level between the on-board control device and the ground control device is also performed.

Next, the basic functional configuration of the ground control device that enables the method of the present invention will be explained based on FIG.

2a to 2e are functional components of the ground control device 2. 2a is a ground control logic processing unit, 2b is an on-vehicle jounin output control unit that outputs information to and from the on-board control device;
2c is an interlocking device 6. 2d is a temporary speed limit storage unit, and 2e is a running position information storage unit for each train. be. Reference numerals 4a to 40 indicate functional components constituting the radio transmission device 4 on the ground, which correspond to the radio transmission devices 3a to 3c on the upper side of the train. Therefore, a somewhat more complex function is required compared to the one on the top of the car. In the ground control device 2, the ground control logic processing unit 2a determines the running position of each train by input/output control unit 2b for the train.
The information is received from the wireless transmission device 4 on the ground via the terrestrial wireless transmission device 4, and is stored in the traveling position storage section 2e. Furthermore, the end position of the route where point conversion locking and driving direction setting locking have been completed is imported from the route setting state storage unit 2C, and the target stop position of each train is determined by the course setting state and the running position of the preceding train. The temporary speed limit within that section is calculated from the temporary speed limit storage section 2d.
, and determines safety control position information consisting of each train's target stop position and temporary speed limit, and outputs it to the ground-based wireless transmission device 4 via the on-vehicle input/output control section 2b. Error control during data communication with the onboard side is almost the same as the control on the onboard side.

The following Figure 4 shows an on-vehicle control device that enables the method of the present invention.
This is an easy-to-understand illustration of the flow of control between the ground control device and the wireless transmission device, and each onboard control device controls the speed of the train by repeating this control cycle several times or more per second.

If this control cycle is interrupted for a certain amount of time or more for some reason, the on-board control device immediately performs emergency stop control for its own train, thereby maintaining fail-safety and ensuring the safety of two-train operation. .

Next, FIG. 5 shows an example of a safety speed pattern according to the method of the present invention and will be described. Figure 5 is an example of the safety speed pattern of each train at a certain point in time, and is the safety speed pattern S of 2 trains B.
Vb is an example where a fixed speed limit section Lc is included between the train A and the preceding train A.

The safety speed pattern SVc of the train C is an example of the case where the target stop position is on route R9 in the stopped state. The target stopping position and speed limit of each train are continuously updated at every communication period of control information between the train and the ground, as the preceding train progresses or the path opening status changes, and the latest safety speed pattern is determined each time. be done.

Next, based on FIG. 6, we will explain the positional change characteristics of the onboard radio reception level in LCX radio, which is the premise of claim 2 of the present invention.0 In LCX radio for train radio, the LCX cable is almost constant. A repeater RP is inserted in each length unit, and it is possible to recognize significant changes in the reception level at each location.Using this phenomenon, by referring to the reception level singularity position information table stored in advance, An on-board control device can detect the absolute position of the singularity.

In addition, in LCX radio on Shinkansen trains etc., a grading structure is adopted for LCX cable installation, and the same type of phenomenon is observed at cable connection points with different coupling losses.

It is also possible to use this to perform even more detailed absolute position detection.

[Effects of the Invention] As described above, according to the method of the present invention, the on-board control all detects the running position and calculates the safety speed pattern, thereby improving signal safety on the ground side, which has been an obstacle until now. All the constraints on the fixed cold-closing division position and the number of signal display stages in the device, as well as the problem of consistency with vehicle performance, have been resolved, making it possible to improve speeds and shorten time intervals to the fullest of the performance limits of off-the-shelf vehicles. Furthermore, new vehicle designs and modifications can be carried out more freely than before, and restrictions on braking distance when increasing maximum speed performance are relaxed.

In addition, the method of the present invention has become almost unnecessary due to the fact that ground equipment along the track, such as track circuits, for directly detecting the train position, which had a high cost ratio, is now almost unnecessary, and the remarkable development of microelectronic technology in recent years has enabled the method of the present invention. Because it is possible to reduce the manufacturing costs of onboard control equipment, ground control equipment, and wireless transmission equipment to approximately the same level or less as conventional onboard and ground control equipment, the overall construction and maintenance costs can be reduced compared to conventional automated vehicles. Compared to a train control device, it is possible to significantly lower cy.

In addition, when using LCX wireless transmission 1 unit (ha).

Special ground-side equipment for correcting position detection differences is also unnecessary, making it possible to further reduce construction and maintenance costs.

[Brief explanation of drawings]

FIG. 1 is an explanatory diagram showing the configuration of a basic device that enables the method of the present invention, FIG. 2 is an explanatory diagram showing the basic functional configuration of an on-vehicle control device that enables the method of the present invention, FIG. 3 is an explanatory diagram showing the basic functional configuration of the ground control Hrl that enables the method of the present invention, and FIG. 4 is an explanatory diagram showing the basic control flow between devices that enables the method of the present invention. 5 is an explanatory diagram showing an example of a safety speed pattern according to the method of the present invention, and FIG. 6 is a positional change characteristic of the onboard radio reception level in the LCX radio, which is the premise of claim 2 of the present invention. FIG. 1... On-vehicle control M position 1a... On-vehicle control logic processing section 1b... Ground input/output control section IC... Fixed limit storage section 1d... Traveling position and speed detection import section l
e...Safety speed pattern storage section If...Speed control output section 2...Ground control device 2a...Ground control logic processing section 2b...Anti-vehicle jounin output control section 2c
... Route setting state storage section 2d... Temporary speed limit storage section 2e... Traveling position storage section 3, 4...
Wireless transmission devices '3a, 4a... wireless transmission control section 3b,
4b...Radio transmitting/receiving section 3c, 4c...Antenna section 5...Brake control section 6...Interlocking device
A, B, C-...Train S V a,
S V b. SVc...Safety speed pattern RV a, RV
b. RVc... Traveling speed RS... Course Ll...
・Fixed speed limit section Vl...Fixed speed limit R
P...LCX relay talk rp...Radio reception level singular point g+w 2M 3g

Claims (1)

[Claims] 1) In an automatic train control system for railways, an on-board control system is arranged on each train, a ground control system is arranged on the ground, and a wireless transmission device is arranged on each train and on the ground to carry out train control logic. In this case, each train's onboard control device detects its own train position,
transmitting the position information to a ground control device by a wireless transmission device, and position information received by the ground control device from each train;
Based on the route opening status information received from the interlocking device and the temporary speed limit information grasped by the ground control device itself, the safety control position information consisting of the target stop position and temporary speed limit of each train is determined, and the security control position is determined. The information is transmitted to the onboard control device of each train by the wireless transmission device, and the onboard control device of each train uses the security control position information transmitted from the ground control device and the own train's information detected or taken in by the onboard control device itself. Calculate a safe running speed (hereinafter referred to as safe speed) pattern based on the running position, speed, deceleration performance, fixed speed limit, and track slope conditions, and compare and check the actual running speed with the safe speed pattern. 2) A wireless mobile block type automatic train control method characterized in that the traveling speed is controlled so as not to exceed a safety speed pattern.2) In the automatic train control method according to claim 1, an on-board control device and When using an LCX wireless transmission device as a wireless transmission device between ground control devices, the onboard control device
It is characterized by detecting the absolute running position of the own train by detecting changes in the strength of the reception level of radio waves brought about by the fixed installation conditions of the X cable, and correcting the running position detection error caused by the cumulative position detection method. Mobile block type automatic train control method using radio