KR20200058416A - Train control system - Google Patents

Abstract

Provided is a train control system that enables safe train control even when the train is approached when the train is divided. The train control system communicates between the train and ground facilities to operate and control the train. This train control system extends in response to the separation distance between the preceding train and the subsequent train in the case of dividing the train organization, and also sets the safety zones for the divisions that do not overlap with each other in the preceding trains and subsequent trains, and It is characterized by an emergency stop when safety is not guaranteed.

Description

Train control system

The present invention relates to a train control system that communicates between a train and a ground facility to operate and control a train, and more specifically, to a technique for preventing collision with a divided train when the train is divided. It is about.

When the train combinations are merged or divided, two trains are approached. At this time, in the system in which communication-based train control (CBTC) is introduced, the train becomes incapable of driving due to the emergency brake acting as the on-board device regards the other train immediately before or after the split as an approach train.

Thus, for example, in Patent Document 1, when a merge division permission area is set between trains, and when the trains are merged or divided, if there must be merged within the merge division permission area or another divided train exists, the on-board device Control so that the train is not recognized.

Patent Document 1: Publication No. 5940795

However, the technology of Patent Document 1, under certain conditions, and temporarily, does not use the CBTC system. In this state, since it is impossible to recognize that the preceding train and the subsequent train approaching incorrectly after splitting, there is still room for improvement in terms of improving the safety immediately after splitting the train.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a train control system capable of safely controlling a train even when the train is approached when the train is divided.

A train control system according to one embodiment of the present invention is a train control system that communicates between a train and a ground facility to perform the operation and control of the train. It is characterized in that, in response to the separation distance, the safety zones for dividing and not overlapping with each other are set in the preceding train and the subsequent train, so that when the safety in the safety zone is not secured, an emergency stop is performed.

According to the present invention, in the case of dividing the train arrangement, the safety zone for division that extends corresponding to the separation distance between the preceding train and the subsequent train and which does not overlap with each other is set in the preceding and subsequent trains after division, so that The device considers the counterpart train immediately after splitting as an approach train and does not activate emergency braking. In addition, when the safety in the safety zone is not secured, for example, when another train enters the safety zone of the own train, or when the safety zone of the own train overlaps with the safety zone of the other train, the own train is emergencyly stopped. I can do it.

Therefore, it is possible to safely control the train even when the train is approached after division of the train, so that collision with the divided train can be suppressed.

1A is a schematic configuration diagram of an entire system in a train control system according to an embodiment of the present invention.
1B is a configuration diagram of a train in the train control system according to the embodiment of the present invention.
[Fig. 2] Fig. 2 is a view for explaining the operation in a state in which the train is approached when the train organization in the train control system shown in Figs. 1A and 1B is divided.
3 is a view for explaining the operation of a state in which the trains are separated in the case of dividing trains in the train control system shown in FIGS. 1A and 1B.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

1A and 1B respectively show a train control system according to an embodiment of the present invention, FIG. 1A is a schematic configuration diagram of the entire system, and FIG. 1B is a configuration diagram of a train.

As shown in Fig. 1A, twisted pair radios (wireless base stations) 4-1, 4-2, ... 4-n are provided at predetermined intervals along the track 2 of the train 1, The antennas 4-1a, 4-2a, ... 4-na are used to receive information by wireless communication between the train 1 and to control the train 1. The ground facilities are composed of these twisted pair radios (4-1, 4-2, ... 4-n) and the ground device (5).

The ground device 5 is connected to each of the twisted pair radios 4-1, 4-2, ... 4-n by wire or wireless. The ground device 5 is equipped with a train position detection unit 5a, a CBTC control unit 5b, an automatic train protection (ATP) device 5c, a database 5d, and the like. Although not illustrated, a plurality of ground devices 5 are provided for each management area set in the track 2, and are configured to enable transmission and reception of information through twisted pair radios belonging to the corresponding management area, and at the same time, the ground devices 5 are provided. It is possible to transmit and receive information to each other.

The train position detecting unit 5a detects the position of the train 1 by the communication state between the on-board radio mounted on the train 1 and each twisted pair radio (4-1, 4-2, ... 4-n). do. For example, the position of the train 1 is calculated from the first half of the time it takes for a round trip between a 4-wire twisted pair radio (i = 1,2, ..., n) and an on-board radio, and the position is corrected by grounders. The position of the train 1 is detected. Alternatively, the train 1 may be equipped with a distance detection sensor such as a Global Positioning System (GPS) or an optical distance meter to detect the position of the train 1. The detected position information of the train is frequently transmitted from the on-board device to the ground device 5 as one of the control information of the train 1.

In addition, the CBTC control unit 5b is based on the position information of the train 1 detected by the train position detection unit 5a, and the speed information detected by the speed detector mounted on the train 1, and the like. It grasps position and speed, and generates train control information such as driving speed and stop.

The ATP device 5c detects re-election of the train 1 by receiving location information from the train 1 by wireless communication.

In addition, the database 5d includes IDs (identification codes) of the on-board radios mounted on the trains 1, 4-1, 4-2, ... 4-n, and the speed information of the trains 1, respectively. And career information.

As shown in Fig. 1B, the train 1 is equipped with an on-board device 6 on the leading vehicle 1a and an on-board device 7 on the rearmost vehicle 1b. On-board device 6 is provided with on-board radio 8-1 and database 9-1, and on-board device 7 is equipped with on-board radio 8-2 and database 9-2. The on-board device 6 and the on-board device 7 are in data communication with each other. The database 9-1, 9-2 has the same data as the database 5d of the ground device 5, that is, each stranded radio 4-1, 4-2, ... 4-n and train 1 ), The ID (identification code) of the on-board radio, the speed information and the course information of the train 1 are stored.

The on-board radio 8-1 is connected to the antenna 8-1a having directivity toward the forward direction (front) of the train 1, and the on-board radio 8-2 is opposite to the forward direction of the train 1 It is connected to the antenna 8-2a having directivity toward (rear). In addition, information is received by wireless communication between the on-board radio 8-1 and the twisted pair radio in front of the train 1, and the on-board radio 8-2 and the train 1 are connected. Information is transmitted and received by wireless communication between the rear twisted pair radios.

On-board radios (8-1, 8-2) and twisted-pair radios (4-1, 4-2, ... 4-n) are, for example, internationally standardized universal radio bands, the Industrial Science Medical Band (ISM) band. A general-purpose radio that uses the 2.4 GHz band can be used. Further, each of the on-board radios 8-1 and 8-2 and the twisted-pair radios close to the train 1 establish communication in a one-to-one relationship to receive information. In addition, each on-board radio (8-1, 8-2) and each twisted pair radio (4-1, 4-2, ... 4-n) each have a self-diagnostic function, status information of the self-diagnosed radio, That is, the information on whether it is operating normally or broken is stored in the database 5d, 9-1, 9-2, and shared between the ground device 5 and the on-board devices 6,7.

The on-board devices 6, 7 are connected to each on-board radio 8-8, 8-2 according to the movement of the train 1, and each twisted pair radio 4-4, 4-2, ... 4- Handover is performed to sequentially change the communication state of n). Handover is a twisted pair radio when each on-board radio 8-1, 8-2 is close to a twisted pair radio 4-1, 4-2, ... 4-n due to the movement of the train 1 It is conducted in the position of.

Except for handover, the ground device 5 transmits train location information wirelessly transmitted from the on-board radios 8-1, 8-2 of the train 1 to the twisted radios 4-1, 4-2, ... Among 4-n), two paths are obtained by two twisted pair radios close to the train 1, and the train position detection unit 5a detects the train position. In addition, based on the detected train position, the CBTC control unit 5b generates train control information, and wirelessly transmits from the two twisted pair radios to the respective on-board radios 8-1 and 8-2 through the two paths described above. do. The messages transmitted on these two paths are basically the same, allowing redundancy in the communication path. The on-board devices 6 and 7 control the train 1 based on the train control information received by the on-board radios 8-1 and 8-2.

Next, in the CBTC system as described above, the operation in the case of dividing the train combination will be described in detail with reference to FIGS. 2 and 3. For the sake of simplicity, as shown in Fig. 2 (a), the case of dividing the trains 1 of 4 trains by 2 trains is taken as an example.

As shown in (b) of FIG. 2, immediately after the division of the train combination, each train 1 is divided between the divided trains (the preceding train 1-1 and the subsequent train 1-2). -1, 1-2) are set so that their safety areas (A1, A2) indicated by arrows do not overlap each other. The safety zones A1 and A2 are used as an approach detection zone for detecting the approach of the train, and are determined according to the position error and speed of the trains (1-1, 1-2). The setting of the safety areas A1 and A2 is performed in the following procedure. First, the preceding train (1-1) and the following train (1-2) each measure the mileage from the nearest twisted pair radio, send it to the ground device (5) by wireless communication, and position the train of the ground device (5). The positions of the preceding train (1-1) and the following train (1-2) are detected by the detection unit (5a).

Further, the preceding train (1-1) and the following train (1-2) detect the approach of trains into the safety zones (A1, A2) in the mutual train direction immediately after the splitting, and emergency stop when safety is not guaranteed. . Safety is not guaranteed, for example, when the subsequent train 1-2 exists in the safe area A1 of the preceding train 1-1, it precedes the safe area A2 of the subsequent train 1-2. When the train 1-1 exists, when the mutual safety zones A1 and A2 overlap (in this case, other trains are considered). Each train (1-1, 1-2) receives this information from the on-board radios (8-1, 8-2) through the twisted pair radios (4-1, 4-2, ... 4-n), and the ATP device ( 5c), and it is determined whether safety is guaranteed in the ATP device 5c. If it is determined that the safety is not guaranteed by the ATP device 5c, depending on the situation, the preceding train 1-1 and / or the following train 1-2 is emergency stopped.

In addition, when one divided train travels as the preceding train 1-1, the driving control according to the normal ATP pattern is performed for the preceding train 1-1 and subsequent train 1-2 immediately after the splitting. . That is, the preceding train (1-1) sets the safety buffer (B1) in a normal procedure in the forward direction (the original traveling direction) to detect whether there are other trains in the re-election range in the traveling direction immediately after division, etc. , Check the safety of the course by driving according to the normal ATP pattern.

On the other hand, the subsequent train 1-2 sets a normal safety buffer B2 at the rear, and confirms the presence or absence of re-election for the rear re-election range immediately after division. As described above, EB (Emergency Brake) control is started by performing driving control using a normal ATP pattern.

In addition, the above-described setting of the safety buffer and re-detection of other trains in the safety buffer are premised on the information transmitted by each train to the ATP device 5c and determined by the ATP device 5c to determine. The ATP device 5c has been described as an example in which it is provided in the ground device 5, but may be provided in the on-board devices 6 and 7.

Here, the 'ATP pattern' is a driving curve (brake pattern) calculated based on the remaining distance information to the position where the train should stop in the ATP system, which can be realized by the brake performance of the train.

Also, the term safety buffer refers to the conceptual scope of each train. That is, there is an error between the position of the train sensed by the system and the location where the actual train exists, and there is an error of a driving distance and an error of a data transmission delay. In this example, the position detection error or the error of the travel distance in the vehicle of the position-corrected grounder placed on the ground is calculated by the on-board devices 6 and 7. The calculation result is sent to the ground device 5 by wireless communication, and the ground device 5 side corrects an error due to a delay in data transmission and sets a safety buffer. In addition, when there are other trains within this range, a process is executed, recognizing that a proximity train exists, and instructing the on-board device 6 or 7 to detect the proximity train from the ground device 5 for an emergency stop.

As shown in (c) of FIG. 2, when the distance from the subsequent train 1-2 increases with the driving of the preceding train 1-1, the safety area of the preceding train 1-1 and subsequent train 1-2 (A1, A2) is extended (indicated by A1 'and A2') so as not to overlap with each other as the preceding train 1-1 runs. Therefore, as the distance between the preceding train 1-1 and the following train 1-2 increases, the safety zones A1 and A2 monotonically increase. The following two cases can be considered for elongation of the safe areas A1 and A2.

<Case 1>

The safety zones A1 and A2 are extended by dividing the separation distance between the preceding train 1-1 and the following train 1-2 into the preceding train 1-1 and subsequent train 1-2. However, in this case, the train interval is not secured when the subsequent train 1-2 incorrectly follows the preceding train 1-1.

<Case 2>

The sum of the mileage of the preceding train (1-1) and / or the following train (1-2) is divided into the safety zones (A1, A2) of the preceding train (1-1) and the following train (1-2). To elongate. In this case, the state in which the preceding train (1-1) and the subsequent train (1-2) are moving away is included.

Subsequently, as shown in Fig. 3 (a), according to the travel of the preceding train 1-1, the distance from the following train 1-2 is a predetermined distance ΔD (for example, the safety of the preceding train 1-1) When the buffer (B1) and the safety buffer (B2) of the subsequent train (1-2) are normally opened, the safety zones (A1, A2) are set to the safety buffers (C1, C2). ) Setting. The safety buffers C1 and C2 of the preceding train 1-1 and the following train 1-2 are set in the same order as the safety buffers B1 and B2. The length of the safety buffers C1 and C2 to be normally determined is determined by a position detection error on the vehicle of a position correction grounder placed on the ground, or a traveling distance error due to train travel. The predetermined distance ΔD is detected by detecting, for example, a traveling distance of each of the preceding train 1-1 and the following train 1-2 by a driving detection sensor (axle rotation speed detector) mounted on the vehicle. Calculate according to the mileage.

Further, if the distance is greater than or equal to the predetermined distance ΔD, as shown in Fig. 3 (b), the preceding trains 1-1 and subsequent trains are maintained while maintaining the settings of the safety buffers B1, B2 and (C1, C2). 1-2).

According to the above configuration, when the train is divided, the safety zones for divisions A1 and A2 that extend in response to the separation distance between the preceding train 1-1 and the subsequent train 1-2, and do not overlap with each other. ) Is set in the preceding train (1-1) and the following train (1-2) after division, so when another train enters the safety zone (A1 or A2) of the own train and the safety zone (A1 or A2) of the own train. ), It is possible to emergency stop the own train by sending a stop command from the ground device (5). Therefore, when performing train division, it is possible to safely control the train even when the train is approaching, so that collision with the divided partner train can be suppressed.

The circuit configuration, operation procedures, and the like described in the above embodiments are merely schematic enough to understand and practice the present invention. Therefore, the present invention is not limited to the described embodiments, but can be modified in various forms without departing from the scope of the technical spirit presented in the claims.

1 ... train, 1-1 ... preceding train, 1-2 ... follow-up train, 2 ... track, 4-1, 4-2, 4-n ... twisted pair radio, 5 .. Ground devices, 5a ... Train location detection, 5b ... CBTC control, 5c ... ATP devices, 6, 7 ... on-board devices, 8-1, 8-2 ... on-board radios, 5d, 9-1, 9-2 ... Database, A1, A2 ... Safe zone (Access detection zone), A2 ... Extended safety buffer, A2 ... Leading train distance

Claims (8)

A train control system that communicates between trains and ground equipment to operate and control trains,
In the case of dividing the train, when the safety zone is not secured in the safety zone by extending the safety zone for the splitting of the preceding train and the subsequent train in response to the separation distance between the preceding train and the subsequent train and setting the safety zone for the preceding train and the subsequent train that do not overlap each other. Train control system characterized in that the emergency stop. The train control system according to claim 1, wherein the emergency stop is an emergency stop of a train that detects entry of the train into the safe area among the preceding trains and subsequent trains. The train control system according to claim 1, wherein the emergency stop is an emergency stop when detecting that the safety zones of the preceding train and the subsequent train overlap. According to claim 1, When the separation distance between the preceding train and the subsequent train is greater than a predetermined value, to set a safety buffer for considering the position error that occurs when the train travels to the preceding train and the subsequent train respectively Train control system, characterized in that. The train control system according to claim 4, wherein the predetermined value is greater than a minimum value of the safety buffer corresponding to the respective speeds of the preceding train and the subsequent train. The train control system according to claim 1, wherein the safety zone extends the separation distance between the preceding train and the subsequent train by dividing the separation distance between the preceding train and the subsequent train. The train control system according to claim 1, wherein the safe area extends the sum of the mileage of the preceding train and the succeeding train by dividing it into the preceding train and the succeeding train. The on-vehicle device mounted on the train traveling on a predetermined track, an on-board radio transmitting and receiving information of the on-board device, a plurality of twisted pair radios installed at a predetermined location on the ground, and management set on the track It is installed in each zone, and is connected to the twisted pair radios belonging to the management zone so as to be able to transmit and receive information, and further includes a plurality of ground devices capable of transmitting and receiving information to each other, and performing wireless communication between the train and the ground devices. A train control system characterized by performing train operation and control.

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