JPWO2018207480A1 - Automatic train security equipment and on-board equipment - Google Patents

Abstract

By setting the safety margin distance, which is set before the safety limit position and setting the stop limit, according to the location where the safety limit position is located, it is possible to set an appropriate safety margin distance for each location And a train control system capable of shortening a train operation interval. For this reason, the route on which the train travels is divided into virtual blocks, and a necessary safety margin is defined for each block. Then, an appropriate safety margin is determined by checking the safety margin of the block at the obstacle position and, if necessary, the safety margin of the block in front of the block from the detected obstacle position.

Description

  The present invention relates to an automatic train control system, an automatic train security device, a ground device, and an on-board device.

According to Patent Literature 1, in a railway security system including a railway signal system, a method of detecting train positions and transmitting train control information for ensuring safety of the trains from the viewpoint of cost reduction and advanced train control. As such, a wireless signal method not depending on the track circuit method is being studied.
In the wireless signal system, generally, the position of the own train detected on the car is wirelessly transmitted to the automatic train control system. On the other hand, the automatic train control system detects an obstacle in front of the running train in each control cycle. The causes of the obstacles are considered to be preceding trains, train protection, railroad crossings, etc. The automatic train security device, which is a subsystem of the automatic train control system, obtains a safety limit position at which the train can travel safely based on the train position information and the obstacle position information, and transmits the safety limit position to the train. With the position indicated by this limit as the stop limit, the on-board control device mounted on each train creates a brake pattern that can safely stop by the stop limit and performs train control.
At this time, the stop limit is set closer to the safety position than the actual obstacle position by a safety margin. According to Non-Patent Document 1, if there is no safety margin, even if the stop control is performed according to a given stop limit, a malfunction of the onboard control device mounted on the vehicle (when the vehicle cannot be decelerated according to the brake pattern and accelerates for a moment, According to the worst-case scenario in which the upper control device sets an emergency stop brake, the stop position of the train may exceed the stop limit. Therefore, it is necessary to provide a safety margin distance to the obstacle position, and to stop the vehicle at a position before the obstacle position.
The safety margin distance is a value obtained in advance from the line state (gradient, curve, etc.) on the train travel path, the maximum operation speed, and the characteristics of the vehicle (brake deceleration, etc.). In the prior art, the safety margin distance is set to a constant value (a value that can cope with the most severe situation) on all lines.

JP 2010-120484 A

CBTC (Communications-Based Train Control) international standard IEEE 1474 standard (https://standards.ieee.org/findstds/standard/1474.1-2004.html)

  The safety margin of the train on the traveling path depends on the line condition, the maximum operating speed, and the characteristics of the train. For example, on a down route having a steep orbit, it is necessary to set a long safety margin distance. However, in a flat place such as a campus area, by setting the same length as the safety margin, the train cannot operate close to the preceding train of the train, and the operation time interval of the train deteriorates. (Issues that cannot shorten the operation interval).

  Therefore, an object of the present invention is to provide an automatic train security device that can define a required safety margin for each location and that can calculate a stop limit with a minimum safety margin for each location. .

  In order to solve the above-mentioned problem, one of the typical automatic train security devices of the present invention manages a stop limit, which is the farthest point where the train is allowed to run on the running path, and notifies the train of the stop limit. In the automatic train security system that controls the train by setting the stop limit by securing a safety margin before the obstacle that is the closest to the current position of the train among the places where the train can not run, The road is divided into virtual blocks, a margin distance used to calculate a safety margin distance for each virtual block is set, and the margin distance set for the obstacle block, which is the virtual block to which the obstacle belongs, is defined as the safety margin distance. It is characterized by the following.

  By using the train automatic security device of the present invention, without using any special device, the safety margin for setting the stop limit installed before the obstacle position depends on the position of the obstacle occurring in front of the train. Can be changed.

It is a figure showing the example of composition of the train control system using wireless communication. It is a figure showing the example of the route which provides a block split. It is a figure showing the example of the safety margin distance changed according to the obstacle position. It is a figure which shows the example of the flowchart which produces the stop limit of a train. It is a figure which shows the example of the phenomenon of pulling back the stop limit of the train by the advance of the preceding train. It is a figure showing an example of a flow chart of processing of setting a safety margin distance.

  Hereinafter, an embodiment of an automatic train security device according to the present invention will be described with reference to the drawings.

  In the present embodiment, there is a preceding train 120 that is immediately in front of the following train 110, and the tail of the preceding train becomes a factor of hindrance of the following train.

  FIG. 1 shows a configuration of a train control system by wireless communication including an automatic train security device according to the present embodiment. The train control system includes an automatic train control system, an on-board device, and a wireless communication system.

  The automatic train control system 001 includes an automatic train security device 002, an automatic train monitoring device 003, and an automatic train operation device 004. Among them, in the present embodiment, the automatic train security device 002 will be mainly described. The automatic train security device 002 manages the on-line position of a train running on a route. In addition, the automatic train security device 002 calculates a stop limit of each train after constantly detecting a trouble factor such as a preceding train or train protection information for each train. Further, the calculated stop limit is transmitted to the train.

  The on-board device includes a train position detection device and a on-board control device. On the train 110, an on-board device 111 including an on-board control device 113 and an on-rail position detecting device 112 is mounted. On the train 120, an on-board device 121 including an on-board control device 123 and an on-rail position detecting device 122 is mounted. The on-line position detecting device obtains on-line position information of the own train in real time using a speed sensor or the like, and transmits the information to the automatic train control system 001 via the wireless communication system. On the other hand, the on-board controller 113 generates a brake pattern 116 based on the stop limit information received from the automatic train control system 001, and performs stop control of the own train.

  The brake pattern is a pattern indicating the relationship between the position of the train and the speed limit at that position. By setting the speed to 0 at the stop limit position, the train can be controlled safely.

  The wireless communication system includes on-board wireless stations 211 and 221 mounted on a vehicle, on-board antennas 212 and 222, a terrestrial wireless station 201 installed on the ground side, and a terrestrial antenna 202. A wireless communication system implements communication between the automatic train control system 001 and the on-board device.

  FIG. 3 is a diagram showing an example of the safety margin distance changed according to the obstacle position.

  The automatic train control system 001 calculates safety margin distances 114 and 124 for each of the trains 110, 120 and 130, and calculates stop limits 115 and 125. These stop limits are sent to each train. The on-board control device of each train generates a brake pattern that can stop at the stop limit, and performs stop control of the own train in accordance with the generated brake pattern.

FIG. 4 shows a stop limit creation flow for the succeeding train 110 in the automatic train security device 002.
Step 401: The automatic train security device 002 determines the running route of the train based on the position information of the following train and the information of the opened route for the following train.

  Step 402: The automatic train security device 002 detects a trouble factor on the route of the following train. The hindrance factors include the preceding train and train protection information.

  Step 403: The automatic train security device 002 searches the detected cause of the trouble for the trouble closest to the front of the succeeding train. In the first embodiment illustrated in FIG. 1, the hindrance factor that is immediately in front of the succeeding train is the preceding train 120, and the hindrance position is the tail of the preceding train.

  Step 404: The automatic train security device 002 sets a safety margin 114 for the searched obstacle position. In the related art, the safety margin distance is a fixed distance regardless of the obstacle position. Step 404 is a means for solving the problem of the present embodiment, and will be described in detail below.

  Step 405: The automatic train security device 002 calculates a stop limit of the following train in consideration of the set safety margin with respect to the obstacle position.

  Step 406: The automatic train security device 002 transmits the calculated stop limit to the subsequent train via the wireless communication system.

  In step 404, the automatic train safety device 002 divides the train travel path into virtual blocks (abbreviation: blocks), and defines a safety margin distance for each of the blocks in order to set a safety margin distance for the obstacle position. Remember. FIG. 2 shows an example of dividing the traveling path into blocks.

  The traveling path 10 is divided into blocks 301, 311, 321. The start and end of each block are specified in kilometers as shown in Table 1. For example, the position of the start end 302 of the block 301 is defined as about 1.5 km, and the position of the end 303 is defined as 1.0 km. Since the length of each block can be arbitrarily determined, it becomes possible to perform more appropriate setting of the route state with more flexibility than the fixed blockage defined by the conventional track circuit. . Furthermore, since the blocks are virtual, it is not necessary to install equipment such as a track circuit for detecting the train location.

The train location information (position at the head of the train) and the obstruction location information are represented by the block number and the remaining distance in the block (distance to the end point of the block), and are managed by the automatic train security device 002 of the ground equipment. .
Table 1 shows an example in which a safety margin distance is set for each block.

  The safety margin distance of the block is set based on the line condition on the block, the maximum operation speed on the block, and the vehicle characteristics. For example, the safety margin of a block at a place where there is a steep descent or where the maximum operation speed is high is set longer than the safety allowance of a block at another place. On the other hand, the safety margin of the block at a low-speed traveling place such as a campus area is set shorter than other places.

  The automatic train security device 002 uses the safety margin defined in the block to which the obstruction position of the preceding train 120 immediately in front of the subsequent train 110 searched in step 403 belongs, and secures the succeeding train in front of the obstruction position. Is calculated.

  By configuring the automatic train security device 002 as in the present embodiment, the safety margin secured before the trailing end of the preceding train 120 with respect to the succeeding train 110 can be changed for each location. As a result, the shortest safety margin can be set for each location, and the operating interval between the succeeding train and the preceding train can be reduced.

In the first embodiment, the general idea is that the preceding train 120 moves forward and the stop limit of the succeeding train 110 moves forward. In the safety margin setting method described above, the safety margin is changed depending on the block of the on-rail position of the preceding train, which is a hindrance factor that is immediately in front of the succeeding train. When the preceding train passes the block boundary, the stop limit of the following train may be pulled back. Therefore, a method of setting a more appropriate safety margin distance will be described as a second embodiment.
A problem to be solved in the second embodiment will be described with reference to FIG. The preceding train 120, which is an obstacle in front of the train 110, moves from the position 120A of the block 311 to the position 120B of the block 301. When the safety margin 305 of the block 301 is longer than the safety margin 315 of the block 311, the stop limit position of the succeeding train is pulled back from 115A to 115B the moment the tail of the preceding train passes the boundary between the blocks 311 and 301. . When the preceding train is at the position 120A, if the succeeding train exceeds the position 115B, the stop limit is pulled back, so that the subsequent train is overrun from the stop limit, so the emergency stop brake is activated. You.

  In order to solve the above problem, when calculating the stop limit of the running train, the automatic train security device 002 simply uses the safety margin distance of the block where the preceding train is located, which is a hindrance factor in front of the train. Instead, the safety margin of the block where the preceding train is located and the safety margin of the block in front of the block are checked, a more appropriate value is set as the safety margin, and the stop limit is calculated. This will be described in detail below.

FIG. 6 shows a processing flow in the automatic train security device 002 for setting a safety margin distance used for creating a stop limit for the subsequent train 110. In the processing of steps 602 to 604, the farthest block in which the subsequent train can safely travel is searched for the obstacle position. This block has a stop limit for the following train. In order to perform a search process, a value called a search block is provided. The processing of steps 605 to 608 is a processing flow for setting a safety margin distance in order to calculate a stop limit position in a block having a searched stop limit.
The operation based on the flowchart is as follows.
Step 601: At the start of the processing, the automatic train security device 002 performs the same processing as that of the above-described step 403 in the flowchart of FIG. 4 to acquire the obstacle position that is immediately in front of the subsequent train 110.
Step 602: The automatic train security device 002 sets a block in which the obstacle position exists as a search block.
Step 603: The automatic train security device 002 compares the distance from the start end of the search block to the obstacle position with the safety margin of the search block. If it is determined that the distance from the start end of the search block to the trouble position is equal to or less than the safety margin of the search block, there is no position in the search block where the safety margin can be provided, and the process proceeds to step 604. Otherwise, there is a stop limit in the search block, and the process proceeds to step 605.
Step 604: The automatic train security device 002 sets a block immediately before the search block in the search block because there is no stop limit for ensuring safety in the search block, and returns to the determination in step 603.
Step 605: The automatic train security device 002 proceeds to step 607 if the search block is a block having a problem. Otherwise, go to step 606.
Step 606: The automatic train security device 002 compares the distance from the end of the search block where the stop limit exists to the trouble position with the safety margin of the search block. If the distance from the end of the search block to the trouble position is equal to or less than the safety margin of the search block, the process proceeds to step 607. Otherwise, go to step 608.
Step 607: The automatic train security device 002 sets the safety margin distance defined in the search block to the safety margin distance provided in creating the stop limit.
Step 608: The automatic train security device 002 determines the distance between the location closest to the obstruction position and the obstruction location (the distance from the end of the block to the obstruction position) in the search block by creating a stop limit. Set a margin distance.

  The setting of the safety margin distance used for creating the stop limit of the subsequent train in FIG. 5 will be described using the above flow.

  When the preceding train 120 is located at 120A, the trailing position of the preceding train is above the block 311. Since the distance 316 from the starting end 312 of the block 311 to the tail of the preceding train is longer than the safety margin 315 of the block 311, the stop limit of the subsequent train 110 is determined to be the block 311 in the determination of step 603, so the stop limit is calculated. Is a safety margin distance of the block.

  On the other hand, when the preceding train travels to 120B, the trailing position of the preceding train is above the block 301. Since the distance 317 from the starting end 302 of the block 301 to the tail of the preceding train is smaller than the safety margin distance 305 of the block 301, the stop limit of the succeeding train 110 does not exist in the block 301 in the determination of step 603. Therefore, in step 604, block 311 which is one block before block 301 is set as a search block, and step 603 is executed again. Since the distance 318 from the starting end 312 of the block 311 to the tail of the preceding train is longer than the safety margin 315 of the block 311, it is determined that the stop limit of the subsequent train is in the block 311. Since the distance 317 from the end 313 of the block 311 to the tail of the preceding train is shorter than the safety margin 315 of the block 311, the safety margin for calculating the stop limit of the subsequent train is the safety margin 315 of the block 311. Becomes As a result, the calculated stop limit is the position of 115C.

  In the automatic train safety device using the safety margin distance setting method as in this embodiment, the stop limit advances with the advance of the preceding train that is immediately in front of the subsequent train, and the stop limit of the subsequent train can be pulled back. Absent.

  As described above, in the first and second embodiments, the calculation of the safety margin is performed by the automatic train control system 001 on the ground, but the calculation of the safety margin may be performed by the on-board controllers 113 and 123. It is possible. When the automatic train security device 002 transmits the trouble information to the on-vehicle control devices 113 and 123 via the wireless communication system, the on-vehicle control devices 113 and 123 can also grasp the same. The on-board controllers 113 and 123 have data divided into blocks on the traveling road and data on a safety margin defined for each block. Further, when various types of vehicles travel on the travel path, the characteristics of each train are different, so that the safety margin defined for each block can be defined for each train according to the characteristics of the own train. As a result, the safety margin distance is not only defined for each location, but also a safety margin distance can be set for each train, and a more appropriate stop limit can be calculated. The on-board controllers 113 and 123 create a brake pattern that allows the vehicle to safely stop by the stop limit based on the calculated stop limit and the information on the route of the own train (maximum speed, slope, etc.), and perform train control. carry out.

10: Running path
001: Automatic train control system
002: Automatic train security device
003: Automatic train monitoring device
004: Automatic train driving device
110: Train
111: On-board equipment
112: On-rail position detection device
113: On-board control device
114: Safety margin distance
115, 115A, 115B, 115C: Stop limit
116: Brake pattern
120: Train
121: On-board equipment
122: Track location detector
123: On-board control device
124: Safety margin distance
125: Stop limit
126: Brake pattern
120A, 120B: Transition position of train 120
130: Train
200: Wireless communication device
201: Terrestrial radio station
202: Ground antenna
211: Car radio station
212: Car antenna
221: Car radio station
222: Car antenna
301: Block
302: Start of block
303: End of block
305: Safety margin distance
311: Block
312: Start of block
313: End of block
315: Safety margin distance
316: Distance from 312 to tail of train at 120A
317: Distance from 313 to the tail of the train at 120B
318: Distance from 312 to the tail of the train at 120B
321: Block
322: Start of block
323: Block end

Claims (6)

Manage the stop limit which is the farthest point where the train is allowed to run on the running path, control the train by notifying the train of the stop limit, and, among the places where the train cannot run, of the train In an automatic train security device that sets the stop limit by securing a safety margin before the obstacle that is the nearest point to the current position,
The travel path is divided into virtual blocks, a margin used to calculate the safety margin for each virtual block is set, and the obstacle block that is the virtual block to which the obstacle belongs is set. An automatic train security device, wherein the margin distance is the safety margin distance. The automatic train security device according to claim 1,
The obstacle block is set as a search block that is a block to be evaluated for the margin distance,
A search hindrance distance that is a distance between the start end of the search block and the hindrance, and a search allowance distance that is the hue distance set for the search block, and the safety margin distance is determined based on the result,
The automatic train security device according to claim 1, wherein, in determining the safety margin, when the search hindrance distance is larger than the search margin distance, the search margin distance is set to the safety margin distance. It is an automatic train security device according to claim 2,
In the determination of the safety margin distance, if the search obstacle distance is equal to or less than the search margin distance,
The automatic train security device, wherein the virtual safety block is determined again using the virtual block before the search block as the new search block. The automatic train security device according to claim 3, wherein
In the determination of the safety margin, the search obstacle distance is larger than the search margin distance, and when the search block is different from the obstacle block, the search passage distance that is a distance between the end of the search block and the obstacle. And the search allowance distance,
When the search pass distance is equal to or less than the search allowance distance, the search allowance distance is the safety allowance distance,
The automatic train security device, wherein when the search passage distance is larger than the search margin distance, the search passage distance is set to the safety margin distance.   An on-board device having the function of determining the safety margin distance of the automatic train security device according to any one of claims 2 to 4.   6. The on-vehicle device according to claim 5, wherein when determining the safety margin, the safety margin is corrected according to characteristics of the train to be controlled.

Images