JPS6335472B2 - - Google Patents

Description

[Detailed Description of the Invention] The present invention prevents a vehicle traveling in front (hereinafter referred to as a leading vehicle) from colliding with a vehicle traveling in the same direction from behind on the same track (hereinafter referred to as a following vehicle). This invention relates to a blockage control system that can shorten the minimum headway.

The determination of the minimum headway in conventional railways, etc. is based on the following principles. That is, (1) Even if the preceding vehicle stops due to infinite deceleration, the following vehicle maintains a distance within a range where it can stop without colliding with the following vehicle. (2) For this reason, a blocked section (section where following vehicles cannot enter) is provided behind the vehicle, and the section is moved as the vehicle travels. (3) ATS (Automatic Train Stop) and ATC (Automatic Train Control) will be used as a fail-safe method to achieve the above. The basic concept of ATS and ATC is shown in Figure 1. In the figure, A, B,...
... is from the ground to vehicles a, b, ......
This is a loop that sends out ATC signals, and the command speed is specified by frequency. frequency is 0 (or other signal)
Indicates a stop command. The vehicle follows the signal from this ATC loop (with the commanded speed as the speed limit). In the case of ATS, there are two types of instructions: allow the vehicle to run and stop. TDL and TDL' are train detection (TD) loops that receive signals from vehicles and detect train positions. The loop TDL is a continuous type, and the TD loop TDL′ is a check loop type. In either method, it is assumed that the train has entered the section at the moment it enters the loop (check-in).
The former TDL is a continuous loop, so it continues to output the train presence signal no matter where the train is in that section, whereas the latter TDL' outputs only when it passes through that loop. The presence is determined based on the output.

When determining the minimum headway on the above-mentioned ATC loop installation track, the simplest way to do this is to give a stop signal to loop C, one position behind loop B, where the preceding vehicle a exists, as follows. Become. In other words, even if the preceding vehicle a is in loop B, it is unclear whether it is at the solid line position where it is about to exit loop B or at the broken line position where it has just entered loop B, so it will not collide with the preceding vehicle. In order to do so, it is necessary to assume the position of the latter broken line and make it possible for the following vehicle b to stop just before that position. Therefore, the length L of the ATC loop is L = emergency stopping distance + vehicle length + margin. It is assumed here that the train position is detected at the beginning of the train. On the other hand, in order for the following vehicle b to enter loop C, the preceding vehicle a must enter loop A before it can enter loop C.
After all, it is necessary to enter the headway.
H _W is H _W = 2L + margin/vehicle speed.

The conventional minimum headway mentioned above can be shortened by dividing the TDL loop or by reducing the interval between the TDL' loops (because the vehicle position can be determined precisely), but basically the minimum headway is Since it assumes a case where the vehicle stops (for example, a collision with a stationary heavy object), it is not very useful for shortening the headway, and has the disadvantage that it imposes a large economic burden on its effectiveness. This will be explained with reference to FIGS. 4 to 6. Note that the symbols used in the following description have the following meanings.

D: Emergency deceleration t _r : Dry running portion L _V : Vehicle length (vehicle length) L _E : Emergency stop distance L _M : Emergency stop distance margin L: ATC loop length (blocked section length) V: Vehicle speed (vehicle speed ) He: Vehicle position control accuracy n: Number of control sections constituting one course that indicates a stop L _W : Minimum control headway expressed in distance units H _W : Minimum control headway expressed in time units FIG. 4 is an explanatory diagram of the next-in-reset (hereinafter abbreviated as NR) method. In this NR system, the presence of a vehicle VHC is checked only by the antenna ANT ₁ installed at the front of the vehicle, as shown in _FIG . In the figure, a shows the loop length L required for the following vehicle b to gradually reduce its vehicle speed V and stop at the dashed line position when the preceding vehicle a stops at the solid line position with infinite deceleration, where L= L _E + L _M + L _V.
Figure b shows the minimum headway L _W when this loop length L is directly used as the control section R (n=1). In this case, since a vehicle-free zone is interposed between vehicle-present zones, L _W =2VHe+2L H _W =L _W /V=2He+2L/V (1.1)'. Figure c is a diagram showing the minimum headway when L is divided into two control sections R and R (n=2). The general formula when the control section is divided into n is L _W =2VHe+(1+1/n)L H _W =L _W /V=2He+(1+1/n)L/V (1.2)'. (1.1)' and (1.2)' both apply to the fixed occlusion type, but if n→∞, it becomes the movable occlusion type, L _W = 2VHe + L H _W = L _W /V = 2He + L/V... ( 1.3)′. Since L _E =V ² /2D+t _r V ∴L=V ² /2D+t _r V+L _V + _LM , the equations (1.1)', (1.2)', and (1.3)' are as follows.

H _W =2He+2(V/2D+t _r +L _V +L _M /V) ...(1.1) H _W =2He+(1+1/n)(V/2D+t _r +L _V +L _M /V) ...(1.2) H _W = 2He+V/2D+t _r +L _V +L _M /V......(1.3) Figure 5 shows check-in/check-out (below)
FIG. 2 is an explanatory diagram of a method (abbreviated as CC). In this method, as shown in d, the vehicle's entry into and exit from the ATC loop is detected by antennas ANT ₁ and ANT ₂ installed before and after the vehicle VHC, so it is necessary to consider the vehicle length L _V when setting the loop length L. is eliminated, and the headway is shortened by one vehicle length. a to c in the same figure are the fourth
Since the figures are drawn corresponding to a to c in the figure, the relationship will be explained below using equations. First, when one course L is composed of one control section R as shown in Fig. 5b (n=1), L _W = 2VHe + 2 ( _LE + L _M ) + L _V H _W = L _W /V + 2He + 2 ( L _E + L _M ) + L _V /V ... (2.1)'. The general formula for n≧2, including c in the same figure, is L _W =2VHe+(1+1/n)(L _E +L _M )+L _V H _W =L _W /V=2He+(1+1/n)L _E +L _M /V+L _V /V...(2.2)'. If n→∞ in the above equation, then L _E =2VHe+L H _W =L _W /V=2He+L/V (2.3)', so each of these equations becomes as follows.

H _W =2He+2(V/2D+t _r )+2L _M +L _V /V ……(2.1) H _W =2He+(1+1/n)(V/2D+t _r +L _M /V)+L _V
/V (2.2) H _W =2He+V/2D+t _r +L _V +L _M /V (2.3) Examine the limits of the minimum headway for each of the above methods using the currently available limit values for each numerical value. Assuming that the required numerical limits are D = 0.3g = 2.94m/sec ² t _r = 1.5sec L _M = 0 He = 1sec n = 2 (n = 2 is an economic constraint) NR In the case of the CC method, H _W = 2 + 1.5 (V / 2 × 2.94 + 1.5 + L _V / V) = 4.25 + 0.255 V + 1.5 L _V / V ... (3.1) from formula (1.2), and In this case, from equation (2.2), H _W =2+1.5 (V/2×2.94+1.5)+L _V /V =4.25+0.255V+L _V /V (3.2). Here, when equations (3.1) and (3.2) with L _V =12m are illustrated, they become NR ₁ (n=2) and CC ₁ (n=2) shown by broken lines in FIG. 6.
As is clear from this figure, in the conventional fixed closure type, the limit of the minimum headway H _W is about 8 seconds even when CC ₁ (n=2).

In order to shorten the headway, there is a concept of allowing the possibility of a rear-end collision occurring at a speed below a certain limit in abnormal situations. For example, cabinen taxis allow rear-end collision speeds of up to 8 km/h (=2.2 m/sec). If we were to use that value, we would just replace L _E in the calculations above with L _E =V ² -2.2 ² /2D+t _r V=V ² -4.84/2D+t _r V , and L=V ² /2D−2.42/D+t _r V+L _V + _LM , and the equations corresponding to equations (1.2) and (2.2) are as follows.

H _W =2He+(1+1/n)(V/2D-2.42/D
V＋t _r +L _V +L _M /V)……(4.1) H _W =2He+(1+1/n)(V/2D−2.42/D
V + t _r + L _M /V) + L _V /V... (4.2) Substituting each of the above numerical values into each of these equations yields NR
In the method, H _W = 2 + 1.5 (V / 2 × 2.94 - 2.42 / 2.94V + 1.5 + L
_V /V)=4.25+0.255V+1.5L _V /V-1.23/V...(4.
3), and in the CC method, H _W = 4.25 + 0.255V + L _V /V-1.23/V (4.4). However, even if rear-end collisions are allowed in this way, as is clear from equations (3.1) and (3.2), the amount of headway shortening is only 1.23/V in both cases, and the effect is small.

Next, we will consider a moving blockage type with n=∞. In this case, by substituting the majority value into equations (1.3) and (2.3), H _W =2+V/2×2.94+1.5+LV/ _V =3.5+0.17V+ _LV /V (5.1). MV ₁ shown by a broken line in FIG. 6 is the relationship between V and H _W when L _V =12 m. Although this MV ₁ can shorten _HW compared to the above-mentioned CC ₁ and NR ₁ , when adopting a moving closure type, it is necessary to ensure sufficient security.

The present invention aims to shorten the minimum headway based on the point that the vehicle (leading vehicle) does not stop at an infinite deceleration, and the maximum value of the deceleration can be set as a finite value. . The blockage control method of the present invention has a plurality of ATC loops (automobile speed control loops) that control the running speed of a vehicle for each section, and a first ATC where a vehicle in front of a vehicle running in the ATC loop exists. In a blockage control method in which a third ATC loop with a speed command value of zero is interposed between the loop and a second ATC loop in which a following vehicle exists, the length of the ATC loop is based on the traveling speed command value. It shall be shorter than the minimum stopping distance from the vehicle's normal speed, and when the vehicle is traveling at a speed corresponding to the speed command value, the number of said third ATC loops that set the speed command value to zero shall be the minimum number. The present invention is characterized in that a plurality of third ATC loops are provided when the vehicle travels deviates from the speed corresponding to the speed command value, but this will be described in detail below with reference to the illustrated embodiment. explain.

The conventional system provides a certain level of protection against a rear-end collision with the following vehicle B, regardless of where the preceding vehicle A is stopped, or even if the stop occurs suddenly (i.e., even if the vehicle stops with infinite deceleration). Based on this, the limit position (fourth position) where following vehicle b is allowed to travel at normal speed is
The LIM shown in Figure 5 is defined. In order to further shorten the headway determined by this, in the present invention, the vehicle does not stop at an infinite deceleration, but the deceleration has a finite maximum value.
I think Dmax can be set. FIG. 7 is an explanatory diagram thereof. The figure shows vehicles a and b traveling at a constant speed V.
When the preceding vehicle a begins to decelerate at the maximum deceleration Dmax from the moment it passes the breaking point _P2 of the blocked section B, and eventually comes to a stop after passing the minimum stopping distance L _E min (indicated by the broken line), the following vehicle b has a margin without rear-end collision L _M
This figure shows how the vehicle can be stopped while leaving a gap (indicated by a broken line).

Here, L _E min =V ² /2Dmax, and L _E min is longer than the length L of the blocked section. In other words, L = L _E + L _M + L _V - L _E min, and if L _E = L _E min, then L = L _M + L _V.

In this case, even if a vehicle enters a certain blocked section at the normal speed V and receives a stop signal, it will not be able to stop completely within the section. This kind of thing basically goes against the conventional wisdom of conventional railways. Therefore,
In order to ensure security with this method, special measures must be taken. However, if we consider only the case (1) when the vehicle is running smoothly with the minimum possible headway, no special method is necessary. (2) Leading vehicle a
If this is abnormal and vehicle b continues to follow while maintaining the minimum headway even after deceleration, no special measures are required. In other words, in the example of Fig. 7, as soon as the preceding vehicle a passes the point P ₂ of section B, the stop signal STOP is sent to section C, so the following vehicle b immediately reaches the point P ₃ of section C. Even if the vehicle enters the vehicle, deceleration starts from the point of entry. When the preceding vehicle a passes the breaking point _P1 of section A and stops, a stop signal STOP is sent to section B, so even if the preceding vehicle passes the breaking point _P2 of section B, the following vehicle b continues to decelerate and comes to a stop. leading to. Therefore, in this case, the following vehicle b has a sufficient emergency stopping distance L _E from section C to B, so that it can safely stop while leaving a margin L _M between it and the preceding vehicle a. In addition, once the vehicle receives a stop signal, it will be held on the vehicle. In this way, there is no possibility that the following vehicle b loses the stop signal and accelerates again. (3) As a system, it is necessary to consider the case where the following vehicle is running late, so the hatched area in the figure is the stop signal. b′ in the diagram shows the following vehicle that was delayed. In this case, the preceding vehicle of b' is a, and this preceding vehicle a starts decelerating at point _P2 as described above.
However, if the following vehicle b' is behind, the preceding vehicle a
The following vehicle b' does not receive the stop signal STOP in section C, which is generated when the vehicle enters section B. In other words, the following car
By the time b' enters point _C3 of section C, the preceding vehicle a
is proceeding to section A, so the stop signal for section C
STOP has already been lifted. Therefore, the following vehicle b' passes through section C without decelerating. Then, when reaching the break point P ₂ of section B, the preceding vehicle a appears in section A.
Since it is stopped, it receives a stop signal STOP, but
Even if the following vehicle b' starts decelerating at this point, its stopping distance L _E cannot be made less than the minimum stopping distance L _E min, so it will collide with the preceding vehicle a. Since this lacks safety, the present invention issues a stop signal STOP' for one extra section in such a case. FIG. 2 schematically illustrates this. The figure shows the preceding vehicle a.
The running of the train is divided into normal times and abnormal times (described later), and only one section at the rear is blocked during normal times (indicated by an x mark).
In the event of an abnormality, the rear two sections will be closed.

The deceleration information of the preceding vehicle a can be used for this abnormality detection. For example, if we assume that the preceding vehicle a, which has passed the breakpoint _P2 in Fig. 7, continues to travel at a constant speed, we can predict the time at which it will pass the breakpoint _P1 , and if the preceding vehicle a decelerates within section B. The time of passing through the break point _P1 is td later than the predicted time. This delay time td
If this exceeds a certain limit, there is a risk of a collision, so in this example, the stop signal in the section C, which is two sections before that, is stopped from being reset, and the vehicle rear protection section is extended. If the allowable delay time is td, Since there is the following relationship, the allowable delay time td can be calculated from this. For example, D=0.3g=0.294m/
S ² , V = 36Km/H (10m/s), L = 35m
td≒2.7sec. Normally, the headway is controlled to ±1 sec, so td = 2.7 sec is not a problem, but if one or more moving slots are assigned, a collision will occur. Therefore, in the event of an abnormality, the two rear sections are closed.

Hereinafter, the present invention will be applied to each blockage control method to calculate its minimum headway. First is the case of the NR method. In this case, if n=1, L _E =2VHe+2 (L _E +L _M +L _V −L _E min)
...(6.1), and the general formula is L _W = 2VHe + (1 + 1/n) (L _E + L _M + L _V - _{L E} min)...
(6.2) H _W =L _W /V=2He+(1+n/1)L _E +L _M +L _V −L _E min/
V=2He+(1+1/n)(V/2D-V/2D _nax +t _r +L _V
+L _M /V)
...(6.3) becomes. Here, it is assumed that D _nax =D. This is what happens when we consider the case where the driver detects an important abnormality in the vehicle and applies emergency braking on its own in response. That is, for example, a case where a large foreign object falls onto the guideway and the vehicle violently collides with it is not considered. Substituting each numerical value listed above into equation (6.3) above, when n = 1, H _W = 2 + 2 (1.5 + L _V /V) = 5 + 2 L _V /V ...... (6.4) When n = 2, H _W = 2 + 1. 5 (1.5 + L _V /V) = 4.25 + 1.5 _{L V} /V ... (6.5). Equations (6.4) and (6.5) are illustrated with L _V = 12m in Figure 6 for NR ₂ (n=1), NR ₃ (n=
2).

Next is the CC method. In this case, when n=1, L _W =2VHe+2(L _E +L _M −L _E min)+L _V
...(7.1) Generally, L _W =2VHe+(1+1/n)(L _E +L _M −L _E min)
+L _V ……(7.2) H _W =L _W /V=2He+(1+1/n)L _E +L _M −L _E min/V+
L _V /V =2He+(1+1/n)(V/2D-V/2D _nax +t _r +L _M
V) + L _V /V... (7.3). Here, if we enter each numerical value as D _nax = D, when n = 1, H _W = 2 + 2 × 1.5 + L _V /V = 5 + L _V / V ...... (7.4) When n = 2, H _W = 2 + 1. 5×1.5+L _V /V=4.25+L _V /V (7.5). CC ₂ (n=1) _, CC ₃ (n=
2).

The last type is the moving closure type, in which case H _W =2He+V/2D-V/2Dmax+t _r +L _M +L _V /V (8.1). Here, if Dmax=D and each numerical value is entered, H _W =2+1.5+L _V /V=3.5+L _V /V (8.2). MV ₂ in Figure 6 illustrates equation (8.2) with L _V = 12 m. Note that H _W =L _V /V shown by a dashed line in the figure is an ideal value.

The closed section lengths of each of the above methods are summarized and illustrated as shown in FIG. 8. In general, if the length of the blockage section is shortened, the headway can be shortened, but on the other hand, the number of blockages increases, which lowers economic efficiency. Therefore, conventionally, it is customary to set n=2. Therefore, even if the present invention is implemented, it is desired that the headway can be shortened without reducing the length of the closed section compared to the case where n=2 in the conventional closing method. 8th
In the figure, for the NR method and the CC method, in the case of the conventional occlusion method with n = 2, NR ₁ (n = 2), CC ₁ (n = 2)
and in the case of the present invention CC ₂ (n=1), NR ₂ (n=1),
Comparing CC ₃ (n=2) and NR ₃ (n=2), the range in which the latter has a longer closed section length and a smaller headway is indicated by hatching in the figure. A similar display is also shown in FIG. That is, the hatched range is a particularly effective range when the present invention is applied.

On the other hand, if emphasis is placed on shortening the headway, it is conceivable to adopt the CC ₂ (n=1) method of the present invention as a system. In that case, as shown in FIG. 6, the headway at a speed of about 45 km/h is shortened to about 6 seconds.

Next, an embodiment of the present invention will be described with reference to FIGS. 9 to 11. FIG. 9 is a schematic diagram showing the ATC on-board device 10 and the TD device 20 on the ground side.
...... intervenes. The on-board device 10 receives traveling speed information S ₁ from a speed detector (or speed generator) 11
and the ATC signal _S2 received by the ATC receiver 12 are received by the determining unit 13 to determine running or stopping, and when running normally, the contact of the relay 15 is closed and TD (vehicle detection) is performed.
A signal is added to the vehicle presence signal f _ci ' sent from the transmitter 14.
Modulate with f _n . On the other hand, when the vehicle is running abnormally when the vehicle speed drops below a certain value, the contacts of the relay 15 are opened and the vehicle presence signal f _ci ' is sent out without modulation. 16
is the antenna on the top of the car. Normal running here means running at a speed that is within the tolerance range on the lower limit side of the commanded speed from the ground, and abnormal running means running at a speed within the tolerance range on the lower limit side. This is when the vehicle is traveling at a slow speed or when it is stopped.

The vehicle detection device 20 on the ground side includes a receiving section 21 and a blocking logic section 22 corresponding to each loop. and,
Normal running/abnormal running of the vehicle is detected based on modulation/non-modulation or change in modulation frequency of the vehicle presence signal f _ci from the vehicle. Based on this detection and the detection of the presence of a vehicle, the blockage of the section behind the blocked section where the vehicle is present is controlled. The blockage of a section during normal driving is determined by the vehicle presence conditions, as in the normal blockage method, but when abnormal driving is detected, the section is not only blocked based on the vehicle presence conditions. , further performs control to block the section on the downstream side (behind the vehicle). This makes it possible to shorten the headway during normal driving, and also to fail-safely prevent a collision with a following vehicle in the event that the preceding vehicle stops due to some abnormality. In particular, with this method, by directly transmitting the normality/abnormality of the vehicle running from the vehicle to the ground, it is possible to quickly and accurately control the blockage on the ground side.

The above-described blockage control method is effective for a safety device in which a maximum deceleration value is set, rather than an infinite deceleration, to shorten the gateway.

Note that approaching the safe stopping distance at the deceleration point is the same in both the conventional method and the present invention method.

FIG. 3 shows this, with the vertical axis representing speed S and the horizontal axis representing time t. F in the figure is a section in which there is a risk of a rear-end collision with the following vehicle b if there is an abnormality in the preceding vehicle a.

FIG. 10 shows an example of NR type blockage control, and 30 is a variable frequency oscillator for speed instruction. Now section B
If a vehicle is present in the vehicle, the receiver 31 detects this and sets the register 32 (S). Counter 33 counts clock CK while register 32 is set. Immediately after the register 32 is set, a stop signal STOP is sent in section C. That is, AND gate G ₁ and therefore G ₂ are closed. The register 32 is reset (R) by the output of the receiver 34 when the vehicle advances to section A, and as a result, the blockage of section C is released and the counter 3
3 is cleared (CLR). However, when the vehicle passing through section B decelerates, the counter 33 overflows and the register 35 is set. The overflow of this counter 33 is the delay time shown in Fig. 7.
Used for td detection. When the register 35 is set, a stop signal STOP' is sent not only to section C but also to section D. This reset of the register 35 is performed separately at the time of recovery from an abnormality.

FIG. 11 is a schematic explanatory diagram of a method for detecting the speed of a traveling vehicle on the ground side. In this example, the vehicle speed is sent at a frequency determined according to the speed classification,
For the purpose of fail-safe, the vehicle speed signal transmission system is installed in duplicate, so for the purpose of vehicle speed monitoring, the higher vehicle speed is taken out preferentially.
For the purpose of preventing a rear-end collision described above, a lower vehicle speed is preferentially extracted, and when the vehicle speed is less than the allowable value, the blocking logic is changed to that at the time of the abnormality.

As described above, according to the present invention, the minimum headway can be shortened without causing an increase in cost, and it is extremely effective when applied to new transit systems and the like.

[Brief explanation of the drawing]

FIG. 1 is a schematic explanatory diagram of the conventional occlusion control method, FIGS. 2 and 3 are schematic explanatory diagrams of the present invention method, FIGS. 4 and 5 are detailed explanatory diagrams of the conventional occlusion control method, and FIG. The figure is an explanatory diagram showing the minimum headway of each method, FIG. 7 is a detailed explanatory diagram of the present invention, FIG. 8 is an explanatory diagram showing the closed section length of each method, and
FIG. 1 is a configuration diagram showing an embodiment of the present invention. In the figure, a and b are vehicles, L is the length of the blocked section, A,
B, . . . are closed sections.

Claims (1)

[Claims] 1. A plurality of systems that control the running speed of a vehicle for each section.
Has an ATC loop (automatic vehicle speed control loop),
A first ATC loop in which a vehicle in front of the vehicle traveling on the ATC loop exists, and a second ATC loop in which a vehicle in front of the vehicle traveling in the ATC loop exists.
In a blockage control method in which a third ATC loop with a speed command value of zero is interposed between the ATC loop of When the vehicle is running at a speed corresponding to the speed command value, the number of third ATC loops that set the speed command value to zero is at least one, and when the vehicle is running at the speed A blockage control method characterized in that a plurality of the third ATC loops are provided when the speed deviates from the command value.