TW201529388A - Train control system - Google Patents

Abstract

When trains are to be coupled during travel, braking of the forward car prior to the rear car could result in a collision between the cars. In a railcar brake control method in which a forward train and a rear train are coupled during travel, a railcar system is characterized in that during coupling of the forward train and the rear train, the forward train transmits a brake command to the rear train upon input of a brake command and performs a braking operation after a time longer than a transmission delay time of the brake command to the rear train has passed, and the rear train brakes upon receiving the brake command from the forward train.

Description

Train control system

The present invention relates to a train control system that performs hybrid control during walking.

As a prior art in the art, there is a patent publication No. 2002-222485 (Patent Document 1). In this publication, there is described a method of setting a brake start timing for each vehicle when the vehicle traveling in the queue performs the stop control. As a method of controlling the braking of the vehicle that is traveling in series, paragraphs [0031] to [0032] of Patent Document 1 disclose that the setting of the braking action response time corresponding to the predetermined walking order is performed using the data or the program, and successively. The method of transmitting the vehicle from the last tail section to the vehicle in front.

Further, Japanese Patent Laid-Open Publication No. Hei 08-072718 (Patent Document 2). In this publication, a method is described in which a plurality of vehicles for traveling reduce the distance between vehicles during traveling and perform mixing. Regarding the information transmission of the preceding vehicle and the following vehicle, the paragraph "0123" of Patent Document 2 discloses that the writing is a means for transmitting the delay, and a direct transmission means using laser light communication is applied.

As a method of controlling the speed of the train, as disclosed in pages 87 to 89 of Non-Patent Document 1, as a type of automatic train stop device (ATS), the distance and the speed limit of the corresponding code pattern are maintained for the train to perform speed control. The ATS-P device is a method of giving a train to a train having a specified speed limit, and giving the train a distance and a speed limit, and the train is braked when the train exceeds the speed limit. Further, on page 90, it is disclosed that, as the control of the automatic train control device (ATC), the brake command is issued when the speed of the train is higher than the command speed, and the brake is automatically released when the speed is lower than the indicated speed.

Further, a hybrid operation in which another vehicle approaches and is connected at a low speed to a stopped vehicle is a well-known implementation matter.

[Previous Technical Literature] [Patent Document]

[Patent Document 1] Japanese Patent Laid-Open Publication No. 2002-222485

[Patent Document 2] Japanese Patent Publication No. 08-072718

[Non-patent literature]

[Non-Patent Document 1] Introduction to Motors for Railway Technicians Numbers Series 1 General Railway Numbers

Vehicles walking in the same direction are walking with each other In the mixed control of the mixed knitting, it is known that the similar mixing operation is performed in a state in which the known mixing operation is close in a state where the speed difference between the vehicles is small.

In the case of the ATS and the ATC described in the document 3, the distance between the vehicle that is the preceding vehicle and the speed of the preceding vehicle is determined by the distance between the preceding vehicle and the preceding vehicle. It is known that the distance of the ballast is well known, and the speed of the preceding vehicle is used as the speed limit of the switch, and the safe walking of the distance and the speed limit is made possible. Moreover, even if the following vehicle approaches in a state of high speed, it is also known that the subsequent vehicle can control the speed of the subsequent vehicle itself by using the brake to fall below the speed corresponding to the distance and the speed limit.

Further, as means for measuring the distance from the preceding vehicle by the subsequent vehicle, for example, a method of measuring the relative speed from the measured time difference and the amount of change after the distance is measured by the distance measuring means using the laser is known, and the relative speed and the subsequent The method of calculating the speed of the preceding vehicle by the speed of the vehicle itself is also known.

However, the known speed limit of the switch caused by the ATS is a certain value. In the case where the speed of the preceding vehicle that changes the speed limit of the switch changes during the subsequent vehicle mixing, the vehicle is safe even if the speed of the preceding vehicle changes. The method is not yet documented.

In a vehicle that performs hybrid control, the preceding vehicle can receive information from the semaphore device and walk. On the other hand, the following vehicles are approaching with a shorter interval than the train interval caused by the semaphore device. For the sake of control, control is performed not according to information from the device. Therefore, when a stop command from a semaphore device or the like is given to the preceding train and the subsequent train in the hybrid control, the stop command is first received by the train, and the sequence from the preceding train to the subsequent train becomes necessary.

Here, in the case where the preceding train performs the brake control, if the brake control of the subsequent train is delayed, there is a possibility that the trains collide with each other.

In the method of blending described in Patent Document 2, even if direct communication cannot guarantee the reliable transmission of information in one transmission cycle, a technique of repeatedly transmitting the same information under periodic transmission is a conventional technique. In this case, even if it is transmitted directly, the information is actually transmitted to the subsequent trains at the transmission station, and it takes a certain amount of time. As a result, if the transmission takes time, it takes time for the subsequent train to transmit the preceding train to the brake control, and the possibility that the subsequent train collides with the preceding train is generated.

Further, in the control of the vehicle that travels in the queue described in Patent Document 1, a method of sequentially transmitting from the subsequent train is described, but the procedure for transmitting information to the subsequent vehicle after receiving the stop command from the preceding train is not disclosed. To this end, the use of the pre-existing is the occasion of the transmission of the conventional technology. After the time of transmitting the information to the subsequent train, the subsequent vehicle performs the braking action. After the train receives the information of the subsequent train, the first train becomes the data or It is the braking action after the braking action response time remembered by the program, and the first train is started to receive the braking command. The possibility of taking time until the brake control is performed.

In order to solve the above problems, the present invention provides a train control system including: a preceding vehicle control device that controls a braking action of a preceding vehicle, and a subsequent vehicle control device that controls a braking action of a subsequent vehicle; characterized in that: When the preceding vehicle and the follow-up vehicle are programmed, the preceding vehicle sends a braking command to the following vehicle when the braking command is input, and the transmission delay is delayed by the aforementioned braking command after the braking command is sent to the following vehicle. The braking action is performed under the condition of a long time; the following vehicle performs the braking action when receiving the braking command from the preceding vehicle.

According to the present invention, by applying the above-mentioned means, in the case where the stop command is given to the train in the hybrid control, the brake can be applied to the following vehicle earlier than the preceding vehicle, and the collision between the preceding vehicle and the subsequent train can be avoided. .

101‧‧‧First vehicle

102‧‧‧ Follow-up vehicles

103‧‧‧ Track

104‧‧‧Combined control range designation device

111‧‧‧First vehicle hybrid control device

112‧‧‧First vehicle information transmission device

113‧‧‧First vehicle brakes

114‧‧‧Combined control area information

121‧‧‧Subsequent vehicle hybrid control device

122‧‧‧Subsequent vehicle information transmission device

123‧‧‧Subsequent vehicle brakes

131‧‧‧Transmission of information between vehicles

141‧‧‧ground mixing control command device

301‧‧‧ Leading vehicles in non-mixed control

302‧‧‧Brake mode in non-mixed control

303‧‧‧Speed of preceding vehicles in non-mixed control

304‧‧‧Revision distance

305‧‧‧Brake action position

306‧‧‧ stop position

312‧‧‧Brake mode in mixed control

313‧‧‧Speed of preceding vehicles in mixed control

314‧‧‧ Brake judgment position in mixed control

1001~1007‧‧‧Processing process of the first vehicle mixing device

1101~1105‧‧‧Processing process of follow-up vehicle mixing device

Fig. 1 is a view showing the configuration of the apparatus of the present invention.

[Fig. 2] is an example of information held by the information of the mixed control range of the present invention.

Fig. 3 is a view showing an example of the flow of processing of the preceding vehicle hybrid device of the present invention.

Fig. 4 is a view showing an example of the flow of processing of the subsequent vehicle-mixing apparatus of the present invention.

Fig. 5 is a view showing the configuration of a device in the case where the above-ground mixing control command device of the present invention is provided.

(Fig. 6) is an example in which the preceding vehicle speed change in the case where the brake control device of the preceding vehicle of the present invention is combined with the hybrid control is compared with the case where the control is not performed in the hybrid control.

Fig. 7 is a view showing an example of a braking mode in which the preceding vehicle of the present invention holds the brake control device in combination with the hybrid control.

Hereinafter, the embodiment will be described using the drawings.

[Example 1]

In the present embodiment, a vehicle system for performing the hybrid control during walking will be described.

Fig. 1 is an example of a configuration diagram of a railway vehicle system of the present embodiment. The preceding vehicle 101 and the subsequent vehicle 102 perform the blending control for performing the blending while moving the rail 103.

The preceding vehicle 101 includes a preceding vehicle hybrid control device 111, a preceding vehicle information transmission device 112, a preceding vehicle brake device 113, and a hybrid control range information 114. And the subsequent vehicle 102 has: The following vehicle hybrid control device 121, the subsequent vehicle information transmitting device 122, the subsequent vehicle braking device 123, and the mixed control range information 114. The preceding vehicle information transmitting device 112 receives an instruction from the preceding vehicle mixing control device 111, and periodically transmits the inter-vehicle transmission information 131 to the subsequent vehicle information transmitting device 122. The subsequent vehicle information transmitting device 122 receives the inter-vehicle transmission information 131 and gives the content to the subsequent vehicle hybrid control device 121.

Among them, the preceding vehicle brake device 113 and the subsequent vehicle brake device 123 are based on the brake command from the preceding vehicle hybrid control device 111 and the subsequent vehicle hybrid control device 121, the bridge, the ATS, and the like. The device for outputting power is composed of mechanical brake or electric brake.

Further, the preceding vehicle information transmitting device 112 and the subsequent vehicle information transmitting device 122 can be realized by well-known means such as laser light communication, wireless communication using spatial waves, and communication using LCX cables.

The preceding vehicle 101 and the subsequent vehicle 102 are determined to start walking while passing the hybrid control range specifying device 104 or using the mixed control range information 114 with the preceding vehicle hybrid control device 111 and the subsequent vehicle hybrid control device 121. Mixed control. The information held in the mixed control range information 114 includes information on the position of the preceding vehicle in which the hybrid control is performed, the vehicle number of the subsequent vehicle, the start of the blending control, and the position at which the blending control ends. An example of the mixed control range information 114 is shown in FIG. Among them, the so-called vehicle number, for example, like a train number, is not repeatedly distributed in each The unique ID of the vehicle is sufficient. Further, the information of the position is a distance corresponding to the reference position on the information-like track 103 of the preceding vehicle 5001 and the subsequent vehicle 5011 of FIG. 2, or the information corresponding to the preceding vehicle 5003 and the subsequent vehicle 5051 of FIG. The location longitude information is better. Moreover, if the information of the place can be identified without any discrimination as described above, it may also be information other than the above information.

The hybrid control range specifying means 104 is a device which is disposed at a predetermined position on the track like a ground member of a railway, and transmits arbitrary information to the vehicle passing through the position. It is preferable that the hybrid control range specifying means 104 is provided with one or more on the track 103. When the mixed control range specifying means 104 is provided at the start of the mixed control, and the mixed control range specifying means 104-1 is provided at the start position of the mixed control, the mixed control range specifying means 104 passes the train. Transfer information that starts the blend control. Similarly, the blending control range specifying means 104-1 transmits information for ending the blending control to the passing train.

Further, there is a case where the combination of the control range specifying means 104 and the mixed control range information 114 is used. In this case, the blending control range information 114 is associated with at least one of the start position or the end position of the blending control, and the name of the blending control range specifying device 104 provided at the position of the coincident track 103 is associated with each other. And kept. Next, the blending control range specifying means 104 provided at the position of the track 103 transmits the name of the mixed control range specifying means 104 to the preceding vehicle 101 and the subsequent vehicle 102 passing through the position. The preceding vehicle 101 and the subsequent vehicle 102 use the received name and the mixed control range information. 114, the determination starts or ends the blending control. As information on the preceding vehicle 5002 and the subsequent vehicle 5101 in FIG. 2, it is indicated that the mixed control range specifying means 104 is provided at the start position of the mixed control, and the mixed control range specifying means 104 is provided at the end position of the mixed control. 1, and keep the name on the occasion. Further, the information transmitted by the mixed control range information 114 and transmitted by the mixed control range specifying means 104 may be an intrinsic ID in addition to the name.

Accordingly, the preceding vehicle 101 or the following vehicle 102 travels on the track 103, and starts when the mixed control start position is held by the mixed control range information 114 or when the control range specifying device 104 is mixed. Mixed control. Next, when the end of the blending control held by the blending control range information 114 or the blending of the control range specifying means 104-1, the blending control is ended.

When the hybrid control is started, the subsequent vehicle 102 performs the travel for the mixed use by using the distance to the preceding vehicle 101 and the speed of the preceding vehicle 101 and the speed of the subsequent vehicle 102 itself. Walking is, for example, the content shown in the well-known technique.

It is explained that in the case of the hybrid control, the preceding vehicle 101 is actuated to brake. The brake operation of the preceding vehicle brake device 113 is, for example, a brake command from a well-known ATS or the like, or a driver who has confirmed an obstacle in front of the approach, and manually inputs a brake command from the driver's seat. occasion. The braking operation in the blending process is performed by the brake command output from the preceding vehicle hybrid control device 111 for the sake of the blending process.

The processing procedure of the preceding vehicle hybrid control device 111 in the case where the brake command is input from the alarm device or the driver's cab to the preceding vehicle is described with reference to FIG. 3. After starting 1001, it is first confirmed as the process 1002 in the blending control. If it is not in the case of the hybrid control, the vehicle self-braking process 1006 is performed, and the brake is actuated, and the process proceeds to the end 1007.

In the case of the hybrid control, first, the subsequent vehicle 102 is sent 1003 of the brake command. Next, the response delay time of the subsequent vehicle 102 held in the preceding vehicle is acquired, and the process 1004 of setting the timer time is performed. Next, the elapse of the timer time is determined 1005. After the elapse of the timer, that is, the response delay time of the subsequent vehicle 102 held, the vehicle self-braking process 1006 is actuated to proceed to the end 1007.

Next, a description will be given of a case where the subsequent vehicle 102 is braked in the hybrid control. For the sake of the blending process, the subsequent vehicle 102 is controlled using the subsequent vehicle hybrid control device 121.

The processing procedure of the subsequent vehicle-mixing control device 121 in the case where the brake command is input from the alarm device or the driver's cab to the preceding vehicle will be described with reference to FIG. 4. After starting 1101, it is first confirmed as the process 1102 in the blending control. If it is not in the case of the hybrid control, the vehicle self-braking process 1104 is performed, and the brake is actuated, and the process proceeds to the end 1105.

In the case of the hybrid control, first, the confirmation 1103 of receiving the brake command from the preceding vehicle 101 is performed. Field with brake command Then, the vehicle self-braking process 1104 is actuated and the brake proceeds to the end 1105. If there is no brake command, proceed to the end 1105.

According to the processing sequence of the preceding vehicle hybrid control device 111 and the subsequent vehicle hybrid control device 121 in the hybrid control, the preceding vehicle 101 performs a braking action after the response delay time of the subsequent vehicle 102 held in the preceding vehicle, and the subsequent vehicle When the brake command is received from the preceding train 101, the brake operation is performed, that is, after the vehicle 101 has passed the transmission brake command for the time required to transmit the brake command, the subsequent vehicle performs the braking operation.

Regarding maintaining the response delay time of the following vehicle 102, the braking action of the preceding vehicle 101 is set to be higher than that of the subsequent vehicle 102 by setting a value larger than the time required to transmit the brake command from the preceding vehicle 101. The braking action is also to be followed. Accordingly, when the preceding vehicle 101 performs the brake control in the hybrid control, the subsequent vehicle 102 has the brake control performed earlier than the preceding vehicle 101, so that the subsequent vehicle 102 can be prevented from colliding with the preceding vehicle 101.

[Example 2]

Referring to Fig. 5, a vehicle system for performing the hybrid control during walking in accordance with an instruction to mix the control command means 141 provided on the ground.

The implementation of the hybrid control is performed by the above-ground vehicle 101 and subsequent vehicles 102 being given a mixed control command by the above-ground mixing control command means 141. The above-ground mixed control instruction device 141 holds the mixed control unit The information of the vehicle number of the preceding vehicle and the subsequent vehicle, which is maintained by the information 114, and the position of the start of the blending control and the end of the blending control. The content of each piece of information is as shown in the first embodiment.

By giving the mixed control command from the above-ground mixed control command means 141, it is possible to implement the blending control which is not included in the contents of the mixed control range information 114 held by the preceding vehicle 101 and the subsequent vehicle 102.

[Example 3]

A method for combining the implementation of the preceding vehicle brake device 113 held by the preceding vehicle 101 with the hybrid control will be described with reference to FIG. In the above-described embodiment, an example is shown in which the preceding vehicle performs a braking operation after a lapse of a longer time than when the preceding vehicle 101 has transmitted the brake command from the transmission of the brake command to the following vehicle; According to this embodiment, the collision between the preceding vehicle and the following vehicle can be avoided, but the preceding vehicle becomes a time from the start of the input of the brake command until the actual braking operation. In the present embodiment, it is an embodiment in which the time required for the braking operation of the preceding vehicle can be surely stopped in front of the obstacle in front.

The preceding vehicle 301 in the non-mixed control refers to a state in which the preceding vehicle 101 has not been subjected to the hybrid control. For this reason, each device held by the preceding vehicle 301 in the non-mixed control is the same as the preceding vehicle 101.

In the case of non-mixed control, the preceding vehicle brake device 113 held by the preceding vehicle 301 in the non-mixed control is, for example, a male The ATS-P of the prior art is used to stop the braking mode of the stop position in front of the preceding train, or to receive the aforementioned stop position for generating the braking mode on the vehicle from the above ground signal system, and to use the braking mode. Control. The preceding vehicle brake device 113 maintains the brake mode 302 in the non-mixed control. The speed 303 of the preceding vehicle in the non-mixed control is braked at a braking operation position 305 larger than the braking mode 302 in the non-mixed control, and is stopped at the stop position 306.

In the preceding vehicle 101 in the hybrid control, the preceding vehicle brake device 113 performs the braking operation after the brake response delay time. Here, the relationship between the distance and the speed of the braking mode 302 in the non-mixing control held by the preceding vehicle brake device 113 is changed to the value of the correction distance 304 in which the braking response delay time and the speed are multiplied by the distance, and is created. Brake mode 312 in the hybrid control. A comparison of the brake mode 312 in the hybrid control with the brake mode 302 in the non-mixed control is shown in FIG. The braking mode 312 in the hybrid control is formed by the braking mode 302 in the non-mixing control every time the start of the mixing control is started, or the braking mode 302 in the non-mixing control in advance. The brake mode 302 in the non-mixed control is maintained in the preceding vehicle brake device 113 for use in the hybrid control method.

From the braking mode 312 in the hybrid control and the speed 313 of the preceding vehicle in the hybrid control, the preceding vehicle 101 transmits a braking command to the following vehicle 102 in the braking determination position 314 in the hybrid control, which is equivalent to the braking of the correction distance 304. After the travel in response to the delay time, the brake operation is performed at the brake operation position 305, and the stop position 306 is stopped.

Accordingly, after the elapse of a time longer than the time required to transmit the brake command, in consideration of the braking operation of the preceding vehicle, the preceding vehicle is in a state lower than the braking mode 302 in the non-mixed control. For the case where the predetermined subsequent vehicle transmits the brake command, even if the preceding vehicle 101 is in the case of the mixed control and the case of the non-mixed control, the non-mixing held in accordance with the preceding vehicle brake device 113 can be stopped. By controlling the stop position 306 of the brake mode 302 in the control, it is possible to achieve control of the compliance.

101‧‧‧First vehicle

102‧‧‧ Follow-up vehicles

103‧‧‧ Track

104‧‧‧Combined control range designation device

111‧‧‧First vehicle hybrid control device

112‧‧‧First vehicle information transmission device

113‧‧‧First vehicle brakes

114‧‧‧Combined control area information

121‧‧‧Subsequent vehicle hybrid control device

122‧‧‧Subsequent vehicle information transmission device

123‧‧‧Subsequent vehicle brakes

131‧‧‧Transmission of information between vehicles

Claims (4)

A train control system is provided with: an advanced vehicle control device for controlling a braking action of a preceding vehicle, and a subsequent vehicle control device for controlling a braking action of a subsequent vehicle; characterized in that: the preceding vehicle and the subsequent vehicle are mixed during walking In the case of the preceding vehicle, when the brake command is input, the brake command is transmitted to the subsequent vehicle, and the transmission of the brake command to the subsequent vehicle is started longer than the delay of the brake command transmission to the subsequent vehicle. The braking operation is performed under the condition that the subsequent vehicle performs the braking operation when receiving the braking command from the preceding vehicle. The train control system of claim 1, wherein the hybrid control is implemented according to the mixed start position information maintained by the preceding vehicle and the subsequent vehicle. The train control system of claim 1, wherein the hybrid control is implemented in accordance with an instruction of a control device provided on the ground other than the preceding vehicle and the subsequent vehicle. The train control system of claim 1, wherein the preceding vehicle control device is at a speed determined by a braking mode generated based on the stop position information generated by the ground signal system, the speed of the preceding vehicle In the low state, the brake command is sent to the aforementioned following vehicle in advance.