200800702 九、發明說明： 【發明所屬之技術領域】 本發明爲關於一種用於列車序列保護之方法，其中於控 制中心與位於選定監控區段上之全部列車間，提供一雙向 資料傳輸，及傳輸至一相對應之裝置。 【先前技術】 列車序列保護，即爲維持列車間距離，爲一針對安全性 問題，因爲長煞車距離而不可能僅靠著肉眼目視旅程。鋼 ® 軌與鋼輪之間有限的摩擦係數無法造成相對大的減速値， 而必須引入一維持能見度的技術方法，其可增加能見度-電 子能見度（electronic visibility)。 一般來說，可應用具空間距離之行進原則，其中將路線 分隔視爲獨立之區段。於最簡要之實施例中，該區段群被 訊號裝置所隔開，且訊號裝置之訊號指示係設置以使僅單 一列車於每種狀況下可駛入單一區段。另一種實施例爲基 於軌道淨空而藉由架設於感應器之特定軌道發訊號。該感 • 應器可機械式地或電子機械式地感應一軌道車輛之存在。 用於軌道淨空訊號軸計裝置（axle countin gdevices)或聲頻 軌道電路（sound frequency track circuits)或直流軌道電路 (direct current track circuits)是相當普遍的。這些感應接收 器透過經訊號技術加密之資料線，連結至一相互連接之鐵 路信號室（interlocking cabin)。特別一提的是，架設於軌道 上元件及其架設過程之大量費用是不經濟的。 【發明內容】 本發明爲基於簡化方法及通用裝置等費用之目的，其致 200800702 力於使用列車保護設備元件，目的在於列車序列保護。 目的可藉由下列方法以達成，亦即將該控制中心參考位 置資料及依據時間表之參考時間資料，與該列車之實際位 置資料與實際時間資料比較，及當該等資料至少一者與時 間表不符時，一列車以使維持列車間預先設定之最小距離 被調整。於本方法中，該貴重系統可免於設置必須將旅程 區分空間距離之軌道淨空訊號之設備及機構。該時間表資 料可被直接使用於控制用途及保護列車交通且不再需要轉 ® 換至路線、訊號操作及路線釋出操作程序。關於區段分隔 之系統計劃可免予設置。相較於任一情況下所收集資料沒 有額外之資料是必須產生及調整可靠時間表。該時間表資 料藉由控制中心所決定及透過無線電傳播於所有列車且持 續更新。 於手動駕駛方法情況中，用以無間斷操作之該時間表資 料儲存於一機載裝置（onboard device)。時間表僅於若錯誤 產生時進行改變，及該已修改之時間表資料由控制中心所 • 決定且經由無線電傳輸至該相應之列車。 於自動駕駛方法情況中，即時且有效率進行之時間表是 被持續傳輸的，即不僅僅於理論時間表產生誤差，亦從控 制中心至被管控之列車群皆然。該時間表維持在預先設定 限制値內之情況，以所有列車實際位置及實際時間資料之 型式發訊號送至控制中心。當自時間表上存在一誤差超過 門檻値時，則至少該等列車之時間表與假使情勢適當時所 包括行進於此列車附近之更遠列車之時間表，將依照列車 間預先設定之最小距離而被調整，其中該列車大部分均在 200800702 延遲情況。 【實施方式】 依申請專利範圍第2項，爲了調整該時間表資料，藉由 行進/時間圖表所產生時間表之典型程序經常被採行。該 行進/時間圖表被製作成如同一電腦圖表，及允許對碰撞 風險進行即時偵測。爲了監控多軌路線區段及產生單獨列 車之時間表，也可以以三維形式呈現行進/時間圖表，而 該第三維表示平行軌道（parallel tracks)。 依申請專利範圍第3項，該等列車之實際位置資料與實 際時間資料是以衛星支援（satellite-supported)之方式所決 定的。其通用時間基準，又稱爲全球時間，其絕對爲所有 列車所需，爲自多項導航訊號所推得之高精度時間訊號， 例如GPS、GLONASS或GALILEO。於正確時間到達目的地 位置及中間位置可一起藉由衛星可靠地偵測及取得位置資 訊。列車間維持可靠之距離可藉由行進基於高精度全球時 間指示上之時間間距而實現。 依申請專利範圍第4項，於列車之首端與列車之末端位 置，該定位過程被較佳地實施。該列車首端與列車之末端 實際位置資料之同時測定可決定列車長度，並因而檢查列 車序列之完整性，使得其可確保列車可完全地通過預先設 定之位置。以衛星支援方式所測定之列車實際位置資料及 實際時間資料，以無線電方式將各自的列車碼一起持續地 傳輸至控制中心。於控制中心內’此實際資料與依據時間 表之參考資料進行比較’及當其不符合碰撞預防設定時’ 該等列車時間表至少一者會被進行調整。 200800702 依申請專利範圍第5項，該控制中心使用即時正確時間 表，從瞬間及未來參考位置資料及參考時間資料，決定 先設定速度値，並將該預先設定速度値以無線電方式傳輸 至列車群。該預先設定速度値，就與原始時間表相較之誤 差而言，藉由重建此原始及半理想時間表，意即對延遲提 供補償，而能重爲導正。 依申請專利範圍第6項，該參考位置資料與參考時間資 料也可被用於驅動架設於軌道上之裝置，特別是軌道轉轍 ® 器與鐵路平交道。然而，亦可想到以獨立於時間表之傳統 方式，局部地驅動架設於軌道上之裝置。 依申請專利範圍第7項，上述方法可以一裝置來實施， 其包括一具有比較裝置之控制中心，用以將依據該時間表 之參考位置資料與參考時間資料，比較該等列車之實際位 置資料與實際時間資料，及提供用以調整時間表資料之裝 置，以使維持列車間預先設定之最小距離。200800702 IX. Description of the Invention: [Technical Field] The present invention relates to a method for train sequence protection, wherein a bidirectional data transmission and transmission are provided between a control center and all trains located on a selected monitoring section To a corresponding device. [Prior Art] Train sequence protection, that is, to maintain the distance between trains, is a safety issue, and it is not possible to visually travel by the naked eye because of the long braking distance. The limited coefficient of friction between steel ® rails and steel wheels does not result in relatively large deceleration enthalpy, and a technical approach to maintaining visibility must be introduced that increases visibility-electronic visibility. In general, the principle of travel with spatial distance can be applied, where the route separation is treated as a separate segment. In the most brief embodiment, the segment group is separated by a signal device, and the signal indication of the signal device is set such that only a single train can enter a single segment in each condition. Another embodiment is based on the track clearance and is signaled by a particular track mounted on the sensor. The sensor can mechanically or electromechanically sense the presence of a rail vehicle. It is quite common to use axle countin gdevices or sound frequency track circuits or direct current track circuits. These inductive receivers are connected to an interconnected railway interlocking cabin via signal lines encrypted by signal technology. In particular, the cost of erecting components on the track and its erection process is uneconomical. SUMMARY OF THE INVENTION The present invention is based on the purpose of simplifying the method and the cost of a general-purpose device, and it is directed to the use of train protection equipment components for the purpose of train sequence protection. The purpose can be achieved by the following method, which is to compare the reference location data of the control center with the reference time data according to the timetable, the actual location data of the train and the actual time data, and when at least one of the data and the timetable In the event of a discrepancy, a train is adjusted to maintain a predetermined minimum distance between trains. In this method, the valuable system is exempt from the installation of equipment and mechanisms for the track clearance signal that must separate the journey distance. This timetable data can be used directly for control purposes and to protect train traffic and no longer need to switch to route, signal operation and route release procedures. System plans for zone separation are exempt from setup. A reliable timetable must be generated and adjusted as compared to the information collected in either case without additional information. The timetable data is determined by the Control Center and transmitted to all trains via radio and is continuously updated. In the case of the manual driving method, the schedule data for uninterrupted operation is stored on an onboard device. The timetable is changed only if an error occurs, and the modified schedule data is determined by the control center and transmitted via radio to the corresponding train. In the case of the automatic driving method, the timetable that is instantaneous and efficient is continuously transmitted, that is, not only the error in the theoretical timetable, but also from the control center to the controlled train group. The timetable is maintained within the pre-set limits and sent to the control center in the form of all train actual and actual time data. When there is an error over the timetable that exceeds the threshold, then at least the schedule of the trains and the schedule of the farther trains that are traveling near the train when the situation is appropriate will be based on the preset minimum distance between trains. It was adjusted, and most of the trains were delayed in 200800702. [Embodiment] According to the second item of the patent application scope, in order to adjust the schedule data, a typical procedure for generating a schedule by the travel/time chart is often adopted. The travel/time chart is created as a computer chart and allows for immediate detection of collision risk. In order to monitor the multi-track route segments and the schedule for generating individual trains, the travel/time chart can also be presented in three dimensions, while the third dimension represents parallel tracks. According to item 3 of the scope of application for patents, the actual location data and actual time data of such trains are determined by satellite-supported means. Its universal time base, also known as global time, is absolutely required for all trains and is a high-precision time signal derived from multiple navigation signals, such as GPS, GLONASS or GALILEO. At the right time to reach the destination location and the intermediate location, the satellite can reliably detect and obtain location information. Maintaining a reliable distance between trains can be achieved by traveling based on the time interval on the high precision global time indication. According to item 4 of the patent application scope, the positioning process is preferably carried out at the head end of the train and the end position of the train. The simultaneous determination of the train's head end and the actual position data at the end of the train determines the length of the train and thus checks the integrity of the train sequence so that it ensures that the train can pass completely through the pre-set position. The train's actual position data and actual time data measured by satellite support are used to continuously transmit the respective train codes to the control center. In the Control Center, 'this actual data is compared with the reference material based on the timetable' and when it does not meet the collision prevention setting, at least one of these train schedules will be adjusted. 200800702 According to the fifth scope of the patent application scope, the control center uses the instantaneous correct timetable to determine the speed 値 from the instantaneous and future reference position data and the reference time data, and transmits the preset speed 无线电 to the train by radio. . The pre-set speed 値, in terms of the error compared to the original timetable, is intended to compensate for the delay by reconstructing the original and semi-ideal timetables, and can be re-directed. According to item 6 of the patent application scope, the reference position data and reference time data can also be used to drive the device mounted on the track, especially the track switch and the railroad crossing. However, it is also conceivable to locally drive the device mounted on the track in a conventional manner independent of the schedule. According to Item 7 of the patent application scope, the above method can be implemented by a device, which includes a control center having a comparison device for comparing the actual position data of the trains with reference position data and reference time data according to the schedule. And actual time data, and means for adjusting the schedule data to maintain a predetermined minimum distance between trains.