RU2536271C2 - Train control system (versions) - Google Patents

Abstract

FIELD: physics, control.

SUBSTANCE: group of inventions relates to train control. A train control system comprises on-board equipment which includes a transmitting and receiving section, a time measurement section, a section for calculating the area of location on rails and a movement control section. The section for calculating the area of location on rails establishes a region within a circle, the centre of which is the centre coordinate obtained from location information, and establishes the radius of said circle based on the distance calculated by multiplying the propagation time with the rate of transmission of location information and time. In another version, information on the area of location on rails is transmitted to equipment outside the train and is received by track equipment. The track equipment comprises a track communication section, a section for calculating the area of location on rails and a section for calculating train control information. The track equipment transmits the train control information from the track communication section and controls train movement.

EFFECT: safer train control.

25 cl, 11 dwg

Description

BACKGROUND OF THE INVENTION

Technical field

The present invention relates to a system and method for this system that controls a train based on train locations calculated by the corresponding train.

State of the art

In a railroad system, traffic control is performed by a railroad signaling system to prevent trains from colliding with each other. In a conventional signal transmission system using rail circuits, to ensure the safety of trains, only one train is allowed to be on rails in one rail circuit. Therefore, the interval between trains during normal movement depends on the length of the rail chains. To ensure movement with high intensity, shorter rail chains should be used, since it is necessary to reduce the interval between trains. However, rail chains have the disadvantage that equipment must be provided every few hundred meters, which leads to a high cost of installation and maintenance of the equipment.

In the railway safety system, including a signal transmission system, from the point of view of cost reduction and high functionality for train control, a communication train-based communication control system (CBTS) was proposed as a train control system independent of rail circuits . In the communication system for controlling the movement of trains, usually the equipment installed in the car (hereinafter, the on-board equipment) calculates the location of its own train and transmits by radio the location of its own train to the control equipment located on the ground (hereinafter, track equipment). Track equipment calculates the limit point for safe train movement and transfers the limit point to the train. Using the limit point as a predetermined stopping point, operate the trains so that the trains are able to safely stop in front of the stopping point.

A widely used position estimation method for a railway safety system is to use a tachogenerator. However, due to the sliding of the wheels, changes in wheel diameter, etc. errors in estimated locations accumulate when train distances increase. To correct the accumulated location errors, transponders are used. Transponders are devices that transmit location information to airborne equipment and are installed along the railway. The worst value of possible positioning errors is taken based on the interval of transponders for rigidly setting the distance margin for safety and calculating the stopping place.

A small number of transponders and a large interval between transponders leads to an increase in location errors, as well as the safety margin. A large margin of safety distance creates a problem, such as a decrease in traffic congestion due to the increased interval between trains. If the airborne equipment is not able to receive the location correction information transmitted by the transponders, then the positioning errors increase and the safety margin is not set by setting the safety margin.

Therefore, taking into account the inability to receive information for correcting the location, the safety margin is set in advance to such a value that movement is allowed for two transponders. If the airborne equipment is not able to receive information to correct the location of these two transponders in a row, then safety is provided by an emergency stop. Unfortunately, it is required to establish a safety margin longer than necessary. Trains may stop due to transponder malfunctions. In addition, the number of transponders provided is increased to reduce the margin of safety distance, which leads to increased costs.

As a technology to solve this problem, Japanese Patent Publication No. 2010-120484 discloses a system for increasing the safety margin if there is no transponder location correction to ensure that the train moves at a constant value (corresponding to the error that may occur before the train reaches the next transponder) .

However, for location estimation methods by a tachogenerator, a Global Positioning System (GPS), an acceleration sensor, a Doppler radar, and the like, by environment, etc. it is difficult to accept the corresponding error before driving and to establish the error as a margin of the safety distance, since the accuracy of the estimate continuously changes depending on the condition of the train. Therefore, an excess safety margin is likely to be established.

In the case of the GPS system, a large number of systems have been proposed to improve the accuracy of the location estimate. However, it is likely that the errors increase due to the influence of, for example, multipath (reflection by an obstacle) and propagation delay in the ionosphere, and the maximum GPS error is not guaranteed. In applications in which location information is directly related to safety, such as a railway signaling system, the use of location information, the maximum error of which is not guaranteed, can lead to a catastrophic accident.

In a conventional GPS based positioning system, GPS data is received from four GPS satellites, and the three-dimensional coordinates (latitude, longitude and altitude) of the receiving location and the time error of the GPS receiving section are adjusted based on the difference between the transmission time and the GPS data reception time. If there is a delay due to multipath or propagation in the ionosphere, the error is included in the location estimate. Therefore, there is a system for correcting location errors by applying map matching. However, if the delay error is large, it is likely that the location error is corrected to the wrong location.

The aim of the present invention is a system used in a railway signaling system. The specified system calculates the area of the train on rails using data from equipment outside the train (for example, time information and location information from the GPS system), and allows safe control of the train.

SUMMARY OF THE INVENTION

To achieve this goal, the train control system according to the first aspect of the present invention is a train control system that allows the transmission and reception of information between the train and equipment outside the train and controls the operation of the train based on the received information, while the train control system comprises on-board train equipment including a transmitting and receiving section, configured to receive location and time information from outside including information about the location and information on the transmission of information about the location of the time; a time measuring section configured to establish information on an on-board reception time when location and time information is received; a section for calculating a location area on rails configured to calculate information about a location area on rails of a train based on information about a location and time and information about an on-board reception time; and a motion control section configured to control the movement of the train according to the information on the rails. The rail area calculation section sets, as the rail area, the region inside the circle whose center is the central coordinate obtained from the location information, and sets the radius of this circle based on the distance calculated by multiplying the propagation time obtained based on the time information transmission and information about the on-board reception time, at the transmission rate of location information and time. To achieve the goal, the train control system according to the second aspect of the present invention is a train control system that allows information to be transmitted and received between the train and equipment outside the train and controls the movement of the train based on the received information, the train control system being characterized in that the train equipment includes a transmitting and receiving section, configured to receive location and time information from outside including information location mask and location information transmission time information; a time measurement section configured to measure information on an on-board reception time when location and time information is received; a section for calculating a location area on rails configured to calculate information about a location area on rails of a train based on information about a location and time and information about an on-board reception time; and a motion control section configured to control the movement of the train. The rail area calculation section sets, as the rail area, the region inside the circle whose center is the central coordinate obtained from the location information, and sets the radius of this circle based on the distance calculated by multiplying the propagation time obtained based on the time information transmission and information about the on-board reception time, at the transmission rate of location information and time. Information about the rails located on the rails or information about the location and time and information about the on-board reception time is transmitted to the equipment outside the train, and information about the rails on the rails or information about the location and time and information about the on-board reception times from the corresponding trains moving along the same path of movement, take travel equipment. At the same time, the track equipment includes a track communication section, configured to transmit information to the on-board equipment and receive information from the on-board equipment; section for calculating a zone of being on rails; and a train control information calculation section configured to calculate train control information based on the received information about the rail area, while the track equipment transmits train control information from the track communication section to the train and controls the movement of the train.

According to the present invention, it is possible to implement a train control system which, even if there is an error in the time delay of receiving data from equipment outside the train received by the own train or the previous train, can track the change in the time of data reception and calculate the optimal stopping point in terms of safety, congestion transport line and energy saving trains.

A brief description of the drawings.

1 is a diagram showing a configuration of a train control system according to a first embodiment of the present invention.

FIG. 2 is a flowchart for explaining a control flow in an on-board apparatus 20 in a second embodiment of the present invention.

3 is a flowchart for explaining a control flow of track equipment 30 in a first embodiment of the present invention.

FIG. 4 is a conceptual diagram showing an image of a rail area in a first embodiment of the present invention.

5 is a diagram for explaining a method for calculating a railing zone in a first embodiment of the present invention.

6 is a diagram for explaining a method for calculating a track area using GPS data and map information in a first embodiment of the present invention.

Fig. 7 is a diagram for explaining a method for calculating a track area using rails of a plurality of GPS satellites in a first embodiment of the present invention.

Fig. 8 is a diagram showing a configuration of a train control system according to a second embodiment of the present invention.

Fig.9 is a diagram showing an image of a monitor at the correct time in a third embodiment of the present invention.

10 is a diagram showing an image of a monitor during detection of a violation in a third embodiment of the present invention.

11 is a diagram showing a configuration of a train control system according to a third embodiment of the present invention.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS

The best embodiment of the present invention is explained below.

[First embodiment of the invention]

A first embodiment of the present invention is explained with reference to FIGS. 1-7 and FIG. 9. The configuration of the train control system is shown in FIG. 1, the on-board equipment 20 comprises a GPS reception section 21, which receives GPS data (tracking data and information about the data transmission time) transmitted by the GPS satellite 10a, an on-board clock 22 that determines the GPS data reception time 221, and a calculation section 23 a track zone, which calculates information 231 about a track zone of the own train according to GPS data 211 received by the GPS reception section 21, and the reception time 221.

The on-board equipment 20 further comprises an on-board communication section 24, which transmits information on the railing area 231 to the track equipment 30 and receives information, such as information about the stopping place 321 transmitted from the track equipment 30, and a speed control section 25, which performs controlling the speed of the train according to the speed control signal 241 calculated according to the received information 321 about the stopping place.

Track equipment 30 includes a track section 31 for communication, which transmits information about the rail area transmitted from the respective trains, and transmits information 321 about the stopping place to the trains, as well as a stopping point calculating section 32 that calculates the stopping places of the corresponding trains based on areas on the rails of a train moving along the same route.

A control block diagram of on-board equipment 20 is shown in FIG. A control block diagram of track equipment 30 is shown in FIG. First, the on-board equipment 20 checks whether a stopping place is taken from the track equipment 30 (step 9100). If the stop location is not received (“No” at step 9100), the on-board equipment 20 checks whether GPS data 11a is received by the GPS receiving section 21 (step 9102). If the stop location is received (“Yes” at step 9100), the on-board equipment 20 determines using the on-board clock 22 the time when the GPS reception section 21 receives GPS data 11a (GPS reception time 221) (step 9103).

The on-board equipment 20 enters the received GPS data 211 and the GPS data reception time 221 into the rail area calculation section 23 (step 9104). Section 23 calculating the area on the rails calculates information 231 about the area on the rails of the train according to the input data (step 9105) and transmits information 231 on the area on the rails to the track equipment 30 using the onboard communication section 24 (step 9106).

On the other hand, as shown in FIG. 3, if the track equipment 30 receives the rail area information 231 calculated by the track area calculation section 23 of the airborne equipment 20 (“Yes” in step 9200), the track equipment 30 calculates the information 321 about the stopping place of the train, taking into account the area on the rails of the previous train moving along the same path (step 9201). Track equipment 30 transmits information about the stopping place 321 to the aircraft equipment 20 via the communication track section 31 (step 9202). Then, after the airborne equipment 20 receives information about the stopping place (“Yes” in step 9100 in FIG. 2), the airborne equipment 20 performs speed control in step 9101 and allows the train to stop safely at the stopping place.

The image of the calculation of the rail area by the section 23 of the calculation of the rail area is shown in FIGS. 4 and 5. In the explanation below, the distance from the GPS satellite 10a to the GPS reception section 21 installed in the on-board equipment 20 of the train 2 is called the reception distance. 4, the position 101 corresponds to the reception distance. In this system, the difference between the GPS transmission time Ts (HH: MM: SS.SSSS) included in the GPS data received from at least one GPS satellite 10a and the reception time Tr when the GPS receiving section 21 receives GPS data, set as the delay time for the propagation of Tt1. Therefore, the propagation delay time of Tt1 is represented as follows:

[Equation 1]

Propagation delay time Tt1 = GPS data reception time Tg - GPS data transmission time Ts.

The reception distance 101 is calculated as follows:

[Equation 2]

Ln1 = propagation delay time Tt1 × speed of light C.

The circular part, where a sphere having a reception distance of 101 as a radius, is superimposed on the surface of the earth (soil), is the area on the train rails. The circular portion is calculated from the tracking information PS (Px, Py, Pz) transmitted from the GPS satellite 10a together with the transmission time information Ts. Coordinates 14a of the center of the circular part are (Px, Py). The inner circular part of the circle 203a, having a radius (203 in FIG. 5), calculated as indicated below, is a zone on the rails:

[Equation 3]

Lhol_n1 = √ (Ln1 ² -Pz ² ).

However, in the transmission channel from the GPS 10a satellite in high orbit (several tens of kilometers), the additional delay time during the propagation of Td arises due to the influence of the ionosphere and multipath, due to reception through an obstacle or something like that. Therefore, the delay time during the propagation of Tt2 is calculated taking into account this influence as follows:

[Equation 4]

Tt2 propagation delay time = Tt1 propagation delay time + Td propagation delay time.

The simulated reception distance 102 (hereinafter, the pseudo-interval) is calculated as follows:

[Equation 5]

Ln2 = propagation delay time Tt2 × speed of light C.

The circular part, where a sphere having a pseudo-interval 102 as a radius, is superimposed on the surface of the earth (soil), is the zone on the train rails. The coordinates of the center 14A of the circular part are equal (Px, Ru). The inner circular part of the circle 204a having a radius (204 in FIG. 5) is a railing zone and is calculated as follows:

[Equation 6]

Lhol_n2 = √ (Ln ² -Pz ² ).

The following explains the reason for the need to ensure that the train is not on rails outside the rails zone 204a. It is assumed that the information (tracking information, GPS data, transmission time, etc.) included in the GPS data received from the GPS satellite 10a is correct and the time information stored by the GPS satellite 10a and the time stored by the clock of the on-board equipment 20 are also correct.

If the delay time Td due to multipath or propagation in the ionosphere does not occur, the pseudo-interval 102 and the reception distance 101 are equal. On the other hand, if the delay Td due to multipath or propagation in the ionosphere occurs, the pseudo-interval 102 is greater than the reception distance 101. This is because, due to multipath or during propagation in the ionosphere, the reception time is further delayed compared to a delay in the reception time without delay Td due to multipath or propagation in the ionosphere.

In particular, if there is a delay due to multipath or propagation in the ionosphere, then the pseudo-interval is greater than the reception distance and never less than the reception distance. In other words, the circle 204a calculated from the pseudo-distance is larger than the circle 203a calculated from the reception distance by 205. Therefore, even if there is a delay due to multipath or propagation in the ionosphere or the like, it is guaranteed that the train is not at a distance farther, than a circle calculated from a pseudo-interval, that is, the train is always on rails in a circle. This applies not only to train 2. In another train 5, traveling on the same railway 6 (which receives data from a GPS satellite other than GPS 10a), the circle 504a, calculated from the pseudo-interval, is larger than the circle 503a calculated from reception distance, at 505a.

Section 23 of the calculation of the area on the rails can store information of a two-dimensional or three-dimensional map of the railway 6 on which the train 2 moves. Under the assumption that the train 2 moves only on the railway 6, a more accurate zone on the rails can be determined by considering only the zone 61 on the railroad included in the calculated rails zone as a rails zone using stored cartographic information. An image of the calculation of the rails area 61 from GPS data received from the GPS satellite 10a and map information is shown in FIG. 6. In particular, cartographic information can also be obtained from track equipment 30 via radio or wireline 31 so that changes in the state of movement can be followed.

The area on the rails can also change according to the accuracy of the cartographic information. For example, if the cartographic information includes a constant location error, the area including the error is used as the rails. Therefore, for example, it is possible to narrow the area on the rails using the detailed map information and realize a high traffic line load. On the other hand, since a detailed map is not needed on a line with low traffic, it is possible to reduce the cost of topographic surveys when creating a map.

If the train track area is calculated by the track track section calculation section 23 shown in FIG. 1, for example, a rail circuit device, an acceleration sensor, a gyroscopic sensor, a tacho generator, a transponder, a balise (beacon), wireless LAN information (local area) network, LAN), an ultrasonic sensor, a Doppler radar, a camera, an infrared sensor, a wheel axle counter are used together with the GPS system to calculate the area on the train rails. This allows you to more accurately determine the area on the rails. The rail area calculation section 23 may use one view of the above devices or may use many types of devices in combination. It is also possible to appropriately use devices in use as suitable according to the point of movement. In addition, positioning technology, widely used in conventional train control systems and car navigation systems, can be used.

As an example of calculating a track area using rails in addition to GPS, the processing performed using a tachogenerator together with the GPS system is explained below in section 23 for calculating a track location on rails. A tachogenerator is a device used to measure the distance traveled. The error increases in proportion to the distance traveled due to slipping during movement, wheel diameter error, etc. Therefore, the area on the rails is calculated taking into account approximately a few percent of the distance traveled as an error interval. It is possible to obtain a more accurate zone on the rails by calculating as the zone on the rails the zone on the rails calculated using GPS data and the zone on the rails calculated using the tachogenerator. Therefore, for example, in an environment such as the inside of the tunnel, even in the section where GPS data reception is difficult, it is possible to prevent the sudden expansion of the range on the rails and ensure the reliability of the train by calculating the area on the rails using such a device with GPS like a tachogenerator.

If the speed is controlled by the speed control section 25 shown in FIG. 1, the speed is calculated using at least one of: the train’s rails, speed, distance to the stop, topographic information (curvature of the path, grade, and t .p.), the characteristics of the cars (characteristics of the motor, characteristics of the brakes, weight, etc.). As a way of calculating the speed of movement, taking into account the congestion of the transport line and energy conservation while ensuring safety, there is a way to create a motion curve that saves energy and takes into account the speed limit between stations.

If the stopping place is calculated by the stopping point calculating section 32, for example, as shown in FIG. 5, then the rails zone 504a of the previous train 5 moving along the same path 6 is calculated. Point 206 closest to the rails zone 204a of the own train 2 is set as the stopping point. According to this control, the track equipment 30 can establish a stopping place corresponding to a change in the areas of being on the rails of the respective trains. You can also control the train in accordance with the characteristics of sections 23 of the calculation of the area on the rails of the respective trains. It is also possible to control the movement of the respective trains directly, not through the track equipment 30, changing the zones on the rails between the trains (for example, train 2 and train 5, shown in figure 5).

If the stopping point is calculated in a way where the latency errors in the propagation of GPS data in the previous train or own train increase due to changes in the environment or something like that, then in some case the stopping point is shifted back from the point of the previous stopping point relative to the direction movement. In this case, it is assumed that your own train cannot stop in front of the stop, depending on the situation, and emergency braking is applied, as a result, the ride comfort and energy savings are noticeably worse.

Therefore, for example, if the delays in the propagation of GPS data increase and the point behind the stop at the current time is calculated as the stop, the stop is not updated, and the stop at the current time is continuously used. For example, if the train’s GPS reception environment is unusually deteriorating, the stop location is fixed near the entrance to the tunnel while the train goes through the tunnel. The location of the stop is shifted to a place near the exit of the tunnel at the point in time when the train completes the passage of the tunnel. If it is likely that the previous train is moving backwards, then only the point obtained by subtracting from the stopping point the distance by which the previous train is likely to move backward should be set as the stopping point.

As shown in FIG. 9, the airborne equipment 20 or track equipment 30 may also include a monitor 4 and include means for displaying device processing situations or sound informing of processing situations. In the above explanation, the track equipment 30 transmits information about the stopping place to the airborne equipment 20. However, the track equipment 30 can be transmitted to the airborne equipment 20 instead of the stopping point of the train speed limit at corresponding points.

In the configuration of this embodiment, the airborne equipment 20 comprises a section 23 for calculating a rail area. However, the track area calculation section 23 may include track equipment 30. In this case, after the GPS reception section 11a is received by the GPS reception section 21, the on-board equipment 20 transmits GPS data 11a and the GPS reception time information 221 by the GPS reception section 21 to the track equipment 30. You can also use, together with GPS, devices (for example, a tachogenerator and a transponder) other than GPS, also transfer information received by these devices to the track equipment 30 and calculate the area on rails.

The track equipment 30 enters information received from the on-board equipment 20 into the section for calculating the railing zone, calculates the railing zone 331, calculates the stopping position of the train 321, taking into account the railing zone of the previous train moving along the same path , and transmits the rails 331 and the stop 321 to the airborne equipment 20. It is assumed that the processing performed after this is the same as the processing in the above configuration. In this configuration, since the airborne equipment 20 may not include a railing area calculation section 23, the configuration of the airborne equipment 20 can be simplified.

In a configuration in which the track equipment 30 comprises a rail area calculation section 33 and the airborne equipment 20 does not include a rail zone calculation section 23, the track equipment 30 calculates a rail zone using information transmitted by the airborne equipment 20. However, the track equipment equipment 30 can also calculate the range on rails using information other than information transmitted by the airborne equipment 20.

This configuration is a configuration in which information is input directly to the track equipment 30 rather than through the airborne equipment 20. Examples of the configuration include data input from a device located on the ground side, such as a rail chain or wheel axle counter. In this configuration, the track equipment 30 calculates the track area and controls movement based on information received by the device located on the ground side other than information input from the airborne equipment 20 of the respective trains.

The train control system explained above as an example of use uses GPS in the United States. However, the train control system can also be applied to other global positioning navigation systems (e.g. Galileo in Europe, Global navigation satellite system (GLONASS) in Russia and Hokuto in China).

In the configuration of this embodiment, the track equipment 30 computes the stopping position. However, the onboard equipment 20 can calculate the stopping position. In this configuration, for example, the airborne equipment 20 includes a rail area calculation section 23 and a stopping position calculation section 32. In this configuration, the airborne equipment 20 calculates the railing zone of the own train using the railing zone calculating section 23 and transfers the railing zone 204a of the own train to another train 5 moving along the same path 6. The on-board equipment 20 receives a rails zone 504a from another train 5 moving along the same path 6. If the zone on the rails 504a is received from another train 5, the on-board equipment 20 calculates the point 206 closest to the zone 204a on the rails of its own train 2 as a stopping point and controls the speed of its own train 2.

In the configuration of this embodiment, the airborne equipment 20 comprises one GPS reception section 21 for being able to receive data from one or more GPS satellites. However, the avionics 20 may comprise a plurality of GPS reception sections 21, and corresponding GPS reception sections 21 may correspond to the respective GPS satellites one to one and receive data. On-board equipment 20, comprising one GPS receiving section 21, may be provided for each one train carriage, and a plurality of train carriages may be coupled to constitute train 2.

The rail area calculation section 23 can also calculate the rail area based on GPS data received by the plurality of GPS reception sections 21. This can be achieved by calculating the rails based on the GPS data of the plurality of GPS receiving sections 21, measuring the locations of the respective GPS receiving sections 21 in advance, and using the relative positional ratio as the offset when calculating the rails.

For example, if one GPS reception section 21 is provided at each of the head end and the tail end of a train having a composite length of 100 meters, you can also move the track area, which is calculated from the GPS data received by the GPS reception section 21 at the tail end, forward 100 meters in the direction of travel on the railroad along which the train is moving, compare the area on the rails with the area on the rails calculated from the GPS data received by the GPS receiving section 21 at the head end and set the overlapping h st as the area in which the head end of the train is on the tracks.

If GPS data is received from multiple GPS satellites, the part of the circle where the sphere formed by the receiving distance (or pseudo-interval) overlaps the ground level is calculated for each of the GPS satellites and the part where the circles overlap is set as the area on the rails. An image of the calculation of the track area on rails from GPS data received from a plurality of satellites 10 is shown in FIG. 7. In this way, it is possible to determine a more accurate area on the rails by receiving tracking information (location information (coordinates)) and time information from a plurality of GPS satellites. In the above description, the GPS satellite generates information received from equipment outside of train 2. However, this is not a limitation.

[Second embodiment of the invention]

In a first embodiment of the invention, the rail area calculating section 23 controls the movement based on GPS data currently received. Changes in error when driving in the future are not taken into account. For example, when a train travels through a tunnel, the environment for receiving GPS data suddenly deteriorates. Therefore, one can imagine that the area on the rails increases and the next train should quickly reduce speed. On the contrary, when the previous train passes a tunnel, the environment for receiving GPS data improves dramatically and the area on the rails narrows. Therefore, to increase the congestion of the transport line, rapid acceleration is necessary.

Therefore, in the configuration of the second embodiment of the invention, the on-board equipment 20 or track equipment 30 includes a section for predicting the rails on the rails, which predicts a change in the zones on the rails of the respective trains. A configuration in which track equipment 30 includes a rails prediction section 34 is shown in FIG. Track equipment 30 predicts the train track area at some point in time in the future using the predicted train track zone predicted by the train track prediction section 34. Track equipment 30 calculates the predicted stopping position of the train, taking into account the predicted area on the rails of the previous train moving along the same path at the same time and transfers the predicted stopping point to the on-board equipment 20.

If the airborne equipment 20 receives a predicted stopping position, the airborne equipment 20 controls the speed of travel so that at a point in time, its own train can stop at the predicted stopping point safely and taking into account energy savings. In this configuration, if the previous train travels in a section where it is possible to predict in advance that the GPS data reception environment will deteriorate, the airborne equipment 20 can control the movement with suppressed unnecessary accelerations and decelerations, controlling the speed based on the predicted stopping position. Therefore, the track equipment 30 can set the stopping place so as to correspond to a future change in the rails on the rails of the airborne equipment 20. It is possible to control the train with a further increase in safety, congestion of the transport line and energy saving.

A large number of methods are proposed as forecasting methods based on various types of information and trends in data that change sequentially. For example, a Kalman filter is used to calculate the locations of a target at appropriate times in the past, present, and future based on sensor information. Using these methods, location accuracy and likelihood of presence can be improved.

The rail zone prediction section 34 may also predict the rail zone in the future also based on changes in the rail zone collected during past traffic. The same effect can be obtained by providing the track equipment 30 with a database for recording information on the rail area of the corresponding trains collected when traveling in the past and providing the section 34 for forecasting the rail zone that predicts a change in the rail zone based on recorded information.

It is also possible to submit map information (tunnel location, slope, curvature of the path, etc.) shown in FIG. 6 to the section 34 for predicting the area on the rails and to predict a change in the GPS reception environment from the map information. The same forecasting effect can be obtained by providing the track equipment 30 with a database for recording at least one of the following: topographic data of the travel path, transponder location data, structure data (tunnel location, etc.) at the periphery, movement schedules, operational data of the car, GPS satellite data and meteorological data, and providing a section 34 for predicting a zone on a rail, which predicts a change in a zone on a rail based on the recorded inf ments

If the movement of the train is subject to energy savings, it is important to reduce unnecessary acceleration and deceleration, as well as increase inertia. In an environment in which the stopping place fluctuates significantly due to a change in the accuracy of the calculation of the rails, the unnecessary acceleration and deceleration increases if the speed changes after the stopping place. This causes a decrease in energy saving parameters. You can predict the fluctuation in the stopping place using the section 34 predicting the area on rails. Therefore, it is possible to calculate the optimal speed of movement, taking into account even the fluctuation of the stopping place in the future.

[Third Embodiment]

In the explanation of the first and second forms of the invention, it is assumed that the tracking information (location information) and information about the transmission time of GPS data received by the GPS satellite 10a, as well as information about the reception time determined by the on-board clock of the on-board equipment 20, are correct. However, the likelihood that this information is incorrect should be taken into account.

Therefore, in the third embodiment, the on-board equipment 20 or track equipment 30 includes a GPS monitoring section 26, which monitors the GPS data transmitted by the GPS satellite. If the error is contained in the information (tracking information, GPS data transmission time, etc.) included in the GPS data, the GPS monitoring section 26 gives an alert to the on-board equipment 20. If the on-board equipment 20 receives a warning, the on-board equipment 20 corrects at least at least one of the stopping place, the location zone on the rails and the control speed according to the error and performs notification of the track equipment 30 and the control of the train.

A configuration in which the avionics 20 comprises a GPS monitoring section 26 is shown in FIG. 11. As an error detection method, the GPS monitoring section 26 uses differential GPS (hereinafter, differential GPS, DGPS), a satellite differential correction system or similar, which is a system, for example, with a stationary station that has an accurate clock and whose coordinates are known and improves accuracy based on the difference between the location calculated from the GPS reception data and the location of the fixed station.

As a method of correcting the time error of the on-board clock 22, as a rule, a system is adopted for performing time correction using GPS data received from four GPS satellites. However, since propagation delay error, such as delay caused by multipath, is included, it is likely that sufficient security cannot be guaranteed by time correction using GPS data. Therefore, when calculating the rails in this invention, based on the received GPS data, the on-board equipment 20 communicates with the track equipment 30, which stores the exact time of the track side 35, and corrects the time error of the on-board clock 22 according to the exact time information 222 received by the on-board equipment 20 .

Track equipment 30 stores the exact time according to the Network Time Protocol (NTP), which is a communication protocol for synchronizing the exact time of the DGPS or clock of the network connection device 70 shown in FIG. 6.

Even if the time is corrected, the time error of the on-board clock 22 occurs again due to the passage of time. Therefore, the section of calculating the area on the rails in this invention can store the nominal manufacturing error of the onboard clock 22 and calculate the area on the rails increased according to the difference between the adjusted time and the time of receiving GPS data.

For example, if an on-board clock 22 with a nominal error of ± 1 × 10 ^{-6 is used} , and time correction is performed 200 ms after receiving GPS data, the on-board clock 22 takes a maximum of 1/5 × 10 ^-6 s in 200 ms. Since the radio waves travel approximately 60 meters in 1/5 × 10 ^-6 s, the rail area calculation section 23 calculates the rail area using the pseudo-interval increased by 60 meters.

As a method for correcting the time error of the onboard clock 22, a conventional system for performing time correction using GPS data received from the GPS satellite can be selected. If a GPS satellite is used, the coordinate value and the corrected time at the receiving point are calculated. In order to prevent a time correction error due to a propagation delay error, such as a delay due to multipath of a GPS satellite signal, a receiving point coordinate value calculated from GPS data and a location coordinate value calculated by another position estimation system such as a tachogenerator are compared and reliability time corrections are checked based on the shift between coordinate values.

Based on the assumption that the information (tracking information, GPS data transfer time, etc.) included in the GPS data is not incorrect, the time information stored by the GPS satellite and the reception time determined by the on-board equipment clock 20 are correct, the train located on rails in the rails zone obtained from GPS data. Therefore, as shown in Fig. 7, if the track area on rails is calculated using GPS data received at the same time period by multiple GPS satellites, then there is always a place where all track areas calculated from GPS data overlap each other.

However, if this assumption is not met, it is likely that there is a place where the areas on the rails do not partially overlap with each other. This is because the onboard clock 22 is faster than a normal clock, and the pseudo-interval becomes shorter than the reception distance.

Thus, the GPS monitoring section 26 compares the track areas 263 calculated from the received corresponding GPS data 211 and confirms that there is a place where all the track areas calculated from the GPS data overlap (for example, 204c in FIG. .7). If at least one place is present where the areas on the rails do not overlap, the GPS monitoring section 26 determines that there is a GPS data error or an abnormality in the on-board clock 22 and gives an error or deviation to the track equipment 30 as warning information 262 With this configuration, you can immediately detect abnormalities in GPS systems.

At the same time, the GPS control section 26 provides speed control information 261 for the speed control section 25 and decelerates the train 2 (to change the speed from 41 a in FIG. 9 to 41b in FIG. 10 and change the travel curve from 44a to 44b ), as well as changing the stopping point (to change the stopping point from 46a to 46b, 200 m to 46a and changing the distance of possible movement from 1900 m 45a to 1700 m 45b).

The GPS control section 26 controls the reception information 212 (the number of satellites whose signals are received, the reception sensitivity, etc.) received by the GPS reception section 21. For example, while the number of GPS satellites received at normal time is five, as indicated 47a in FIG. 9, only three GPS satellites can be received during a violation, as indicated 47b in FIG. 10. Even so, deviation notification and motion control can be performed, as explained above.

Further, the on-board equipment 20 or track equipment 30 can reproduce the state on the monitor 4. Therefore, it is possible to determine the cause of the violation and manually control the movement of the train (deceleration, change of stopping place, etc.).

In the above embodiments, the train control system is explained. However, the present invention is applicable in the same configuration to mobile control systems for controlling airplane flights, driving cars, controlling lifts, and the like.

[List of items]

10a, 10b GPS satellites

101 receiving distance

102 pseudo-interval

2, 5 trains

20 avionics

21 GPS reception sections

22 onboard clock section

23 section of the calculation of the area on rails

24 onboard communication section

25 speed control section

26 GPS control section

27 section of cartographic information

204a, 204b, 203c, 504a of the rails

30 track equipment

31 way communication section

32 section of the calculation of the stopping place

33 section of the calculation of the area on rails

34 section prediction zone on rails

35 way section of hours

4 monitor

6 railway

61 rails

Claims (25)

1. The train control system, which allows the transmission and reception of information between the train and equipment outside the train and controls the operation of the train based on the specified information, characterized in that it contains:
train onboard equipment, including:
a transmitting and receiving section configured to receive location and time information from outside including location information and time information of transmitting location information;
a time measuring section configured to establish information on an on-board reception time when location and time information is received;
a section for calculating a location area on rails configured to calculate information about a location area on rails of a train based on information about a location and time and information about an on-board reception time; and
a motion control section, configured to control the movement of the train according to the information about the zone of being on the rails, while
the rails zone calculation section sets, as the rails zone, the region inside the circle whose center is the central coordinate obtained from the location information, and sets the radius of this circle based on the distance calculated by multiplying the propagation time obtained based on the time information transmission and information about the on-board reception time, at the transmission rate of location information and time. 2. The train control system according to claim 1, characterized in that the section for calculating the area on the rails of the airborne equipment records map information including information about the two-dimensional and / or three-dimensional positioning of the travel path and information about the positioning accuracy, and corrects the information about the location zone by rails based on cartographic information. 3. The train control system according to claim 1, characterized in that the section for calculating the area on the rails calculates information about the area on the rails using both location and time information and information obtained using at least one device from rail circuit, acceleration sensor, gyro sensor, tachogenerator, transponder, balise, wireless LAN information, ultrasound sensor, Doppler radar, camera, infrared sensor and counter wheel axles. 4. The train control system according to claim 1, characterized in that the on-board equipment or track equipment also includes a stopping position calculation section configured to calculate a stopping position based on the information about the location on the rails, wherein the stopping position calculating section sets a place stops at the point obtained by subtracting the distance of the return movement or the estimated distance of the return movement from the original stopping point, if the stopping point of the previous train or train moves back from where it left off in the last point of the calculation relative to the direction of motion, or if the preceding train is likely to move back. 5. The train control system according to claim 1, characterized in that the on-board equipment or track equipment contains a monitor that displays the processing situations of the respective parts of the equipment, or contains means for reporting processing situations using sound. 6. The train control system according to claim 1, characterized in that
the on-board equipment includes a section for calculating a zone of being on rails and a section for calculating a stopping place,
the on-board equipment calculates the zone of being on the rails of its own train using the section for calculating the zone of being on the rails and transmits to other trains moving along the same path, and receives information from them about the zone of being on the rails, and
the stopping station calculation section calculates a stopping place based on the area on the rails of the own train and other trains and controls the speed of the train. 7. The train control system according to claim 1, characterized in that
airborne equipment contains many transmitting and receiving sections, and
the rails zone calculation section corrects the rails zone using the location information of the transmitting and receiving sections. 8. The train control system according to claim 1, characterized in that
the on-board equipment or track equipment includes a section for predicting the area on rails, and
the section for predicting the location on the rails predicts the position of the zone on the rails of the corresponding trains at some point in time in the future based on traffic data in the past and calculates the predicted stopping point of its own train, taking into account the area on the rails of the previous train moving along the same path movement, and the area on the rails of your own train at the same time. 9. The train control system according to claim 1, characterized in that
the airborne equipment or track equipment includes an external information monitoring section that controls information received from the outside, and
the track equipment contains the clock and records the location of the track equipment in advance, while
the external information monitoring section includes means for detecting an error in at least one type of information from the location information from the location information and the time and the time information of the location information transmission among the information received by the transmitting and receiving section, and provides an output for the on-board warning equipment when an error is detected in location and time information. 10. The train control system according to claim 9, characterized in that the external information control section compares the rails located on the rails calculated from the location and time information, confirms that there is a place where all the rails on the rails calculated from the location information and time, overlap each other, and if there is no place where all the areas on the rails overlap, it determines that there is an error in at least one type of information from the location information from the information about location and time or information about the time of transmission of information about the location, or there is a violation in the operation of the time measurement section, and gives an output for the warning for on-board equipment. 11. The train control system according to claim 1, characterized in that the train control system corrects the time error in the time measurement section of the airborne equipment using location and time information, compares the coordinate value of the receiving point calculated from the location and time information with the value coordinates of the receiving point calculated from information obtained using at least one of the following devices: rail circuit, acceleration sensor, gyro sensor, tachogenerator, transponder , balise, wireless LAN radio wave information, ultrasonic sensor, Doppler radar, camera, infrared sensor and wheel axle counter, and checks the reliability of the adjusted time based on the shift between coordinate values. 12. The train control system, which allows the transmission and reception of information between the train and equipment outside the train and controls the operation of the train based on the received information, characterized in that it contains:
train onboard equipment, including:
a transmitting and receiving section configured to receive location and time information from outside including location information and time information of transmitting location information;
a time measurement section configured to measure information on an on-board reception time when location and time information is received;
a section for calculating a location area on rails configured to calculate information about a location area on rails of a train based on information about a location and time and information about an on-board reception time; and
a motion control section configured to control the movement of the train;
the section for calculating the rails location zone sets, as the rails zone, the region inside the circle whose center is the central coordinate obtained from the location information, and sets the radius of this circle based on the distance calculated by multiplying the propagation time obtained from the information about the transmission time and information about the on-board reception time, at the transmission rate of location information and time; and
information about the zone on the rails or information about the location and time and information about the on-board reception time is transmitted to the equipment outside the train, and information about the zone on the rails or information about the location and time and information about the on-board reception time from the corresponding trains moving along the same path of movement, take travel equipment, while
track equipment contains:
a traveling section of communication, configured to transmit information to on-board equipment and receive information from on-board equipment;
section for calculating a zone of being on rails; and
a section for calculating train control information configured to calculate train control information based on received information about a railing zone, wherein
track equipment transmits train control information from the track communication section to the train and controls the movement of the train. 13. The train control system according to claim 12, characterized in that the section for calculating the zone of location on the rails of the on-board equipment records map information including information about two-dimensional and / or three-dimensional positioning of the travel path, and information about the accuracy of map positioning, and corrects the area information being on rails based on cartographic information. 14. The train control system according to item 12, wherein the section for calculating the area on the rails calculates information about the area on the rails using both location and time information and information obtained using at least one device from rail circuit, acceleration sensor, gyro sensor, tachogenerator, transponder, balise, wireless LAN information, ultrasound sensor, Doppler radar, camera, infrared sensor and counter wheel axles. 15. The train control system according to item 12, characterized in that the on-board equipment or track equipment also includes a stopping position calculation section configured to calculate a stopping position based on the information about the location on the rails, while the stopping position calculating section sets a place stops at the point obtained by subtracting the distance of the return movement or the estimated distance of the return movement from the original stopping point, if the stopping point of the previous train or actually on the train moves back from where it left off in the last point of the calculation relative to the direction of motion, or if the preceding train is likely to move back. 16. The train control system according to item 12, characterized in that
the track area calculation section of the track equipment is configured to set the area on the rails of the region inside the circle, the center of which is the central coordinate corresponding to the X and Y coordinates from the location information from the location and time information, and the circle radius is a value calculated on the basis of the distance calculated by multiplying the propagation time obtained on the basis of information about the transmission time and information about the board based on the distance between the central coordinate and the Z coordinate from the location information. 17. The train control system according to claim 12, characterized in that the section for calculating the track area on rails of the track equipment calculates the information on the track zone on the rails using the location and time information, received information about the on-board reception time and information obtained using at least one device located on the ground side, including a rail circuit, an ultrasonic sensor, a Doppler radar, a camera, an infrared sensor and a wheel axle counter. 18. The train control system according to item 12, wherein the on-board equipment or track equipment contains a monitor that displays the processing situations of the respective parts of the equipment, or contains means for reporting processing situations using sound. 19. The train control system according to claim 12, characterized in that the track equipment transmits to the on-board equipment train speed limits at stopping places and / or corresponding points. 20. The train control system according to item 12, characterized in that
the on-board equipment includes a section for calculating a zone of being on rails and a section for calculating a stopping place,
the on-board equipment calculates the zone of being on the rails of its own train using the section for calculating the zone of being on the rails and transmits to other trains moving along the same path, and receives information from them about the zone of being on the rails, and
the stopping station calculation section calculates a stopping place based on the area on the rails of the own train and other trains and controls the speed of the train. 21. The train control system according to item 12, characterized in that
airborne equipment contains many transmitting and receiving sections, and
the rail area calculation section corrects the rail area using location information from the transmitting and receiving sections. 22. The train control system according to item 12, characterized in that
the on-board equipment or track equipment includes a section for predicting the area on rails, and
the section for predicting the location on the rails predicts the position of the zone on the rails of the corresponding trains at some point in time in the future based on traffic data in the past and calculates the predicted stopping point of its own train, taking into account the area on the rails of the previous train moving along the same path movement, and the area on the rails of your own train at the same time. 23. The train control system according to item 12, characterized in that
the airborne equipment or track equipment includes an external information monitoring section that controls information received from the outside, and
the track equipment contains the clock and records the location of the track equipment in advance, while
the external information monitoring section includes means for detecting an error in at least one type of information from the location information from the location information and the time and the time information of the location information transmission among the information received by the transmitting and receiving section, and provides an output for the on-board warning equipment when an error is detected in location and time information. 24. The train control system according to item 23, wherein the external information control section compares the areas on the rails calculated from the location and time information, confirms that there is a place where all the areas on the rails calculated from the location information and time, overlap each other, and if there is no place where all the areas on the rails overlap, it determines that there is an error in at least one form of information from the location information from the information the location and the time or information about the data transmission time of the location, or there is a disturbance in the measuring section of time, and outputs a warning for onboard equipment. 25. The train control system according to claim 12, characterized in that the train control system corrects the time error in the time measurement section of the airborne equipment using location and time information, compares the coordinates of the receiving point calculated from the location and time information, and the point reception calculated from information obtained using at least one of the following devices: rail circuit, acceleration sensor, gyro sensor, tachogenerator, transponder, balise, information p radio waves of a wireless LAN, an ultrasonic sensor, a Doppler radar, a camera, an infrared sensor and a wheel axle counter, and checks the reliability of the adjusted time based on a shift between coordinate values.

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