WO2013146427A1 - 列車制御装置 - Google Patents
列車制御装置 Download PDFInfo
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- WO2013146427A1 WO2013146427A1 PCT/JP2013/057685 JP2013057685W WO2013146427A1 WO 2013146427 A1 WO2013146427 A1 WO 2013146427A1 JP 2013057685 W JP2013057685 W JP 2013057685W WO 2013146427 A1 WO2013146427 A1 WO 2013146427A1
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- pattern
- train
- stop point
- upper limit
- speed
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- 230000008859 change Effects 0.000 claims description 11
- 230000003247 decreasing effect Effects 0.000 claims description 4
- 238000013459 approach Methods 0.000 abstract description 3
- 230000007423 decrease Effects 0.000 abstract description 2
- 238000000034 method Methods 0.000 description 11
- 230000008569 process Effects 0.000 description 11
- 230000009467 reduction Effects 0.000 description 4
- 230000004044 response Effects 0.000 description 3
- 238000012795 verification Methods 0.000 description 2
- 230000005674 electromagnetic induction Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H13/00—Actuating rail vehicle brakes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/0007—Measures or means for preventing or attenuating collisions
- B60L3/0015—Prevention of collisions
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- B61L15/0058—
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- B61L15/0062—
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or vehicle trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
- B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L3/00—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal
- B61L3/02—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
- B61L3/08—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
- B61L3/12—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
- B61L3/121—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves using magnetic induction
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/12—Speed
Definitions
- the present invention relates to a train control device that sets a pattern of an upper limit speed according to a distance to a stop point and outputs a braking command when the train speed exceeds the upper limit speed.
- Patent Document 1 two types of emergency braking patterns and normal braking patterns are set as upper limit speed patterns according to the distance to the stopping point, and the stopping points of the normal braking pattern are set as emergency braking patterns.
- a train control device that is set before a stop point of a pattern is disclosed.
- the stop point of the service braking pattern is set to be closer than the stop point of the emergency brake pattern, the train speed remains unchanged when the train speed exceeds the upper limit speed of the service braking pattern.
- the probability of exceeding the upper limit speed of the emergency braking pattern can be suppressed.
- the fixed point stop position in the automatic train operation the ground element P0 installed at the position facing the vehicle upper part at the time of stopping
- the stop point of the regular braking pattern is in front of the fixed point stop position, the train cannot enter the fixed point stop position.
- This invention is made paying attention to the said subject, and it aims at providing the train control apparatus which can suppress unduly preventing progress of a train, suppressing the output of an excessive braking instruction
- the train control device is a train control device that sets an upper limit speed pattern according to the distance to the stop point and outputs a braking command when the train speed exceeds the upper limit speed.
- the upper limit speed pattern is changed while the upper limit speed is being lowered toward the stop point.
- the upper speed limit pattern when the stopping point in the upper speed limit pattern is approached, the upper speed limit pattern is changed, thereby suppressing the output of an excessive braking command and preventing the train from being unduly hindered. It becomes possible to do.
- FIG. 1 shows a configuration of the train control device 1.
- the on-board device 3 is mounted on the train 2, and the on-board device 3 has a logic unit (arithmetic processing unit) including a CPU, and performs various controls such as speed control and braking control of the train 2. Execute.
- the train control device 1 of the present embodiment includes an automatic train control system ATC (Automatic Train Control System) or ATP (Automatic Train Protection System) as a safety device, and an automatic train operation system ATO (Automatic Train Operation) as a driving device. system).
- ATC Automatic Train Control System
- ATP Automatic Train Protection System
- ATO Automatic Train Operation
- ground elements 7 are provided at predetermined intervals along the extending direction of the track 6.
- the ground element 7 is, for example, an electromagnetic induction type non-power-supply transponder ground element, and transmits a position code indicating the installation position of the ground element 7 in response to a power wave from the vehicle upper element 5.
- the vehicle upper element 5 receives the position code signal from the ground element 7 and transmits a power wave to the ground element 7 as described above.
- the logic unit of the on-board device 3 includes a telegram receiving unit 31 that decodes a signal received by the on-board unit 5, a speed calculating unit 32 that calculates the speed of the train 2 based on the pulse signal output from the speed generator 4, and a telegram
- the pattern generator 33 which inputs the outputs of the receiver 31 and the speed calculator 32 and calculates the upper limit speed (checking speed) in real time for each position of the train 2, the upper limit speed and the speed calculator set by the pattern generator 33
- the speed check unit 34 that continuously compares the actual speed of the train 2 calculated at 32 and the brake output unit 35 that outputs a braking command based on the output of the speed check unit 34 are provided.
- the pattern generation unit 33 generates two types of patterns, an emergency braking pattern EB and a regular braking pattern NB, as upper limit speed patterns for each position of the train 2.
- the emergency braking pattern EB when the actual train speed exceeds the upper limit speed in the pattern, the braking command is output to the train control system including the brake device, and once the braking command is output, the train 2 The brakes do not release until they completely stop.
- the regular braking pattern NB outputs a braking command to the train control system including the brake device, and the actual train speed falls below the upper limit speed. It is to release the brake.
- Set the upper limit speed pattern by adding the reduction rate and idle time to the emergency brake curve (for example, deceleration 4.3km / h / s).
- a predetermined distance for example, 4 m
- the flowchart of FIG. 3 shows the flow of processing (speed checking processing) of the speed checking unit 34 and the brake output unit 35.
- the processing shown in the flowchart of FIG. 3 is executed every predetermined time.
- step S101 the emergency braking pattern EB, the regular braking pattern NB, and the current train speed V are read.
- step S102 it is determined whether or not the current train speed V exceeds the upper limit speed VEB determined by the emergency braking pattern EB. If the current train speed V exceeds the upper limit speed VEB, the process proceeds to step S103. Transition to emergency braking process. In the emergency braking process in step S103, the emergency braking command is continuously output until the train speed V becomes zero (until the train 2 is completely stopped).
- step S104 it is determined whether or not the current train speed V exceeds the upper limit speed VNB defined by the service braking pattern NB.
- the process proceeds to step S105 and a service braking command is output, and the current train speed V is the upper limit determined by the service braking pattern NB. If the speed falls below VNB, the service braking command is not output by bypassing step S105.
- the pattern generation unit 33 creates the basic pattern of the service braking pattern NB indicating the upper limit speed VNB for each position of the train 2 based on the stop point SPN and the service maximum brake curve. While the upper limit speed (ordinary verification speed) is being reduced toward the point SPN, the pattern of the upper limit speed VNB in the service braking is changed, more specifically, the process of changing the stop point SPN is performed. ing.
- step S201 based on the stop point SPN set at a predetermined distance before the stop point SPE, the normal maximum brake curve, the reduction rate, the idle running time, and the like, a basic pattern as the normal brake pattern NB (shown in FIG. 2). NB pattern).
- step S202 a predetermined speed VSL (for example, 5 km / h) set in advance while the upper limit speed VNB determined by the basic pattern of the service braking pattern NB corresponding to the current position of the train 2 decreases toward the stop point SPN. Judge whether or not it is ⁇ 10km / h).
- the process proceeds to step S203, and the upper limit speed VNB used for speed verification is set according to the basic pattern of the regular braking pattern NB set in step S201.
- the process proceeds to step S204, and the pattern of the upper limit speed VNB is changed. Specifically, as shown in FIG. 5, the upper limit speed VNB is held at the predetermined speed VSL by a predetermined distance D1 from the position when the upper limit speed VNB determined by the basic pattern of the service braking pattern NB becomes the predetermined speed VSL. Thereafter, the upper limit speed VNB is gradually decreased from the predetermined speed VSL toward the stop point SPE of the emergency braking pattern EB by the regular maximum brake curve so that the upper limit speed VNB becomes zero at the stop point SPE.
- the predetermined distance D1 can be a distance (for example, 4 m) corresponding to the interval between the stop point SPE and the stop point SPN.
- the stop point of the service braking pattern NB is changed to the stop point SPE of the emergency braking pattern EB.
- the stop point SPN is changed from the stop point SPN before the stop point to the stop point SPE of the emergency braking pattern EB that is further away by a predetermined distance.
- the stop point of the regular brake pattern NB always the same as the stop point SPE of the emergency brake pattern EB, the train 2 up to the fixed stop position before the stop point SPE can be entered.
- the upper limit speed VNB defined by the regular braking pattern NB and the upper limit speed VEB defined by the regular braking pattern NB are always close to each other.
- the speed of the train 2 exceeds the upper limit speed VNB due to a delay in braking response or the like in a high speed region
- the probability that the upper limit speed VEB of the emergency braking pattern will be exceeded as it is increases, and emergency braking in which the brake does not relax until the train 2 completely stops is often performed.
- the train 2 can be made to approach the fixed point stop position.
- the pattern of the upper limit speed VNB after the stop point of the regular braking pattern NB is changed from the stop point SPN to the stop point SPE is limited to the characteristic that the upper limit speed VNB is held at the predetermined speed VSL for a predetermined distance D1. is not.
- the upper limit speed VNB is gradually decreased at a constant deceleration toward the stop point SPE. What is necessary is just to change the upper limit speed VNB toward the stop point without increasing the upper limit speed VNB at least.
- the change of the stop point of the regular braking pattern NB is not limited to the change to the stop point SPE.
- the stop point SPE is at a predetermined distance from the stop point SPE and stops at a fixed point inward from the position.
- the position where the position is not located can be set as the stop point after the change, and the stop point can be changed within a range far from the fixed point stop position and not exceeding the stop point SPE.
- the timing for changing the stop point SPN of the regular braking pattern NB can be the time when the distance to the stop point before the change becomes a predetermined distance, and the distance to the stop point before the change is a predetermined distance.
- the upper limit speed VNB can be set to the time when the speed becomes lower than the predetermined speed VSL. That is, the timing for changing the stop point (pattern) of the regular braking pattern NB can be determined based on at least one of the speed and the distance to the stop point.
- stop point SPE is set on the basis of the traffic light
- it may be set on the basis of the position of the preceding train or the like, and in this case also, the stop point SPN of the regular braking pattern NB
- the stop point SPN of the regular braking pattern NB By changing the distance from the middle to a far distance, it is possible to suppress the probability that the emergency braking is performed unnecessarily without excessively preventing the train 2 from proceeding.
- the distance to the fixed stop position (ground unit P0) is input before the stop point of the service braking pattern NB is changed.
- the output of the regular braking command can be stopped, and the braking control based on the regular braking pattern NB can be invalidated.
Abstract
Description
しかし、常用制動パターンの停止点と、非常用制動パターンの停止点との間に、自動列車運転における定点停車位置(停車時に車上子に対向する位置に設置される地上子P0)が位置すると、常用制動パターンの停止点が定点停車位置よりも手前になるため、定点停車位置にまで列車を進入させることができなくなってしまう。
図1は、列車制御装置1の構成を示す。列車2には車上装置3が搭載され、この車上装置3は、CPUを含んで構成された論理部(演算処理部)を有し、列車2の速度制御や制動制御などの各種制御を実行する。
線路(一対のレール)6の近傍には、線路6の延設方向に沿って所定間隔で地上子7が設けられている。地上子7は、例えば、電磁誘導式の無電源トランスポンダ地上子であり、車上子5からの電力波に応じて地上子7の設置位置を示す位置コードを発信する。
車上装置3の論理部は、車上子5が受け取った信号を解読する電文受信部31、速度発電機4が出力したパルス信号に基づいて列車2の速度を算出する速度算出部32、電文受信部31及び速度算出部32の出力を入力し、列車2の位置毎にリアルタイムで上限速度(照査速度)を算出するパターン生成部33、パターン生成部33で設定された上限速度と速度算出部32で算出された実際の列車2の速度とを連続して比較する速度照査部34、速度照査部34の出力に基づいて制動指令を出力するブレーキ出力部35としての機能を有している。
非常用制動パターンEBは、当該パターンにおける上限速度を実際の列車速度が超えた場合に、ブレーキ装置を含む列車制御系に対して制動指令が出力され、かつ、一旦制動指令を出力すると、列車2が完全に停止するまでブレーキが緩解しないというものである。
一方、常用制動パターンNBは、当該パターンにおける上限速度を実際の列車速度が超えた場合に、ブレーキ装置を含む列車制御系に対して制動指令が出力し、実際の列車速度が上限速度を下回るとブレーキを緩解するというものである。
そして、車上装置3のパターン生成部33では、非常用制動パターンEBとして、制限速度+α(例えば、α=10km/h)の速度から停止点SPEで0km/hとなるように、予め設定した非常ブレーキ曲線(例えば、減速度=4.3km/h/s)に低減率及び空走時間を加えた上限速度のパターンを設定する。
まず、ステップS101では、非常用制動パターンEB、常用制動パターンNB、更に、現在の列車速度Vを読み込む。
ステップS103の非常制動処理では、列車速度Vがゼロになるまで(列車2が完全に停止するまで)、非常用の制動指令を出力し続ける。
そして、現在の列車速度Vが、常用制動パターンNBの定める上限速度VNBを上回る場合には、ステップS105へ進んで常用制動指令を出力し、現在の列車速度Vが、常用制動パターンNBの定める上限速度VNBを下回る場合には、ステップS105を迂回することで、常用制動指令の出力は行わない。
まず、ステップS201では、停止点SPEの手前所定距離の位置に設定した停止点SPN、常用最大ブレーキ曲線、低減率、空走時間などに基づき、常用制動パターンNBとしての基本パターン(図2に示したNBパターン)を生成する。
上限速度VNBが所定速度VSLを上回る場合には、ステップS203へ進んで、ステップS201で設定した常用制動パターンNBの基本パターンに従って、速度照査に用いる上限速度VNBを設定させる。
具体的には、図5に示すように、常用制動パターンNBの基本パターンが定める上限速度VNBが、所定速度VSLになった時点の位置から所定距離D1だけ上限速度VNBを所定速度VSLに保持し、その後、所定速度VSLから非常用制動パターンEBの停止点SPEに向け、常用最大ブレーキ曲線で上限速度VNBを漸減させ、停止点SPEで上限速度VNBがゼロになるようにする。
上記のように、常用制動パターンNBの基本パターンが定める上限速度VNBが、停止点SPNに向けて低下している途中で、常用制動パターンNBの停止点を、非常用制動パターンEBの停止点SPEよりも手前の停止点SPNから、所定距離だけより遠方である非常用制動パターンEBの停止点SPEに変更する。
換言すれば、常用制動パターンNBの停止点を、停止点SPNから一定距離だけより遠方の停止点SPEに変更することで、地上子P0(定点停車位置)の手前の停止点SPNを、地上子P0(定点停車位置)よりも遠方に変更することになり、停止点SPE直前までの列車2の進入を許可し、定点停車位置(駅ホーム)まで列車2を進入させることができるようになる。
常用制動パターンNBで定められる上限速度VNBと、常用制動パターンNBで定められる上限速度VEBとが近いと、速度が高い領域では、制動応答の遅れなどによって、列車2の速度が上限速度VNBを超えたときに、そのまま非常用制動パターンの上限速度VEBを超えてしまう確率が高くなり、列車2が完全に停止するまでブレーキが緩解しない非常制動が実施されることが多くなってしまう。
尚、常用制動パターンNBの停止点を、停止点SPNから停止点SPEに変更させた後の上限速度VNBのパターンを、所定距離D1だけ上限速度VNBを所定速度VSLに保持する特性に限定するものではない。
例えば、上限速度VNBが所定速度VSLになった時点から、停止点SPEに向けて一定の減速度で上限速度VNBを漸減させるなど、上限速度VNBが所定速度VSLになった時点から、変更後の停止点に向けて、少なくとも上限速度VNBを増大させることなく上限速度VNBを変化させるものであればよい。
但し、常用制動パターンNBに基づく制動制御を無効とする場合には、列車2の運転台モニタ及び/又は地上装置側モニタに、常用制動パターンNBに基づく制動制御を無効としていることを警報する表示を行うようにする。
Claims (9)
- 停止点までの距離に応じた上限速度のパターンを設定し、列車の速度が前記上限速度を上回った場合に制動指令を出力する列車制御装置であって、
停止点に向けて前記上限速度を低下させている途中で、前記上限速度のパターンを変更する、列車制御装置。 - 前記上限速度のパターンを変更するタイミングを、停止点までの距離と速度との少なくとも一方に基づいて判断する、請求項1記載の列車制御装置。
- 前記上限速度のパターンの変更として、停止点を設定距離だけより遠方に変更する、請求項1記載の列車制御装置。
- 前記上限速度のパターンとして、非常用制動パターンと、前記非常用制動パターンの停止点よりも手前を停止点とし、かつ、前記非常用制動パターンよりも上限速度が低い常用制動パターンとを設定し、
前記常用制動パターンにおける停止点を、前記常用制動パターンの上限速度を低下させている途中で、前記非常用制動パターンの停止点を超えない範囲内でより遠方に変更する請求項3記載の列車制御装置。 - 自動列車運転における定点停車位置よりも手前に設定された前記常用制動パターンにおける停止点を、前記定点停車位置よりも遠方に変更する請求項4記載の列車制御装置。
- 前記常用制動パターンにおける停止点を、前記非常用制動パターンの停止点に変更する請求項4記載の列車制御装置。
- 停止点を変更した時点から、上限速度を所定距離だけ一定に保持し、その後、変更後の停止点に向けて上限速度を漸減させる、請求項3~6のいずれか1つに記載の列車制御装置。
- 自動列車運転における定点停車位置までの距離が入力され、かつ、前記常用制動パターンにおける停止点の変更前であることを条件に、前記常用制動パターンに基づく制動指令の出力を停止する、請求項4~6のいずれか1つに記載の列車制御装置。
- 前記制動指令の出力を停止する場合に警報を発する、請求項8記載の列車制御装置。
Priority Applications (8)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CN201380017880.7A CN104220294B (zh) | 2012-03-30 | 2013-03-18 | 列车控制装置 |
KR1020147029026A KR101860127B1 (ko) | 2012-03-30 | 2013-03-18 | 열차 제어 장치 |
BR112014023971-1A BR112014023971A2 (pt) | 2012-03-30 | 2013-03-18 | Dispositivo de controle de trem |
CA2868710A CA2868710C (en) | 2012-03-30 | 2013-03-18 | Train control device |
EP13768599.6A EP2832581B1 (en) | 2012-03-30 | 2013-03-18 | Train control device |
PH12014502177A PH12014502177A1 (en) | 2012-03-30 | 2014-09-29 | Train control device |
US14/503,019 US9540019B2 (en) | 2012-03-30 | 2014-09-30 | Train control device |
IN8756DEN2014 IN2014DN08756A (ja) | 2012-03-30 | 2014-10-17 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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JP2012-082603 | 2012-03-30 | ||
JP2012082603A JP5859365B2 (ja) | 2012-03-30 | 2012-03-30 | 列車制御装置 |
Related Child Applications (1)
Application Number | Title | Priority Date | Filing Date |
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US14/503,019 Continuation US9540019B2 (en) | 2012-03-30 | 2014-09-30 | Train control device |
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CN (1) | CN104220294B (ja) |
BR (1) | BR112014023971A2 (ja) |
CA (1) | CA2868710C (ja) |
IN (1) | IN2014DN08756A (ja) |
MY (1) | MY168029A (ja) |
PH (1) | PH12014502177A1 (ja) |
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JP6366165B2 (ja) * | 2014-01-23 | 2018-08-01 | 三菱重工エンジニアリング株式会社 | 走行制御装置、車両、交通システム、制御方法、及びプログラム |
CN103754201B (zh) * | 2014-01-24 | 2015-12-30 | 浙江众合科技股份有限公司 | 一种列车自动防护车载系统的制动控制方法 |
KR101866610B1 (ko) * | 2014-09-17 | 2018-06-11 | 엘에스산전 주식회사 | 철도 차량에서의 제한속도 초과 경고 장치 |
US9387866B1 (en) * | 2015-03-23 | 2016-07-12 | Mitsubishi Electric Research Laboratories, Inc. | Automatic train stop control system |
EP3090918B1 (en) * | 2015-05-04 | 2021-09-15 | Siemens Mobility GmbH | System and method for automatic track element approach |
DE102015210427A1 (de) * | 2015-06-08 | 2016-12-08 | Siemens Aktiengesellschaft | Verfahren sowie Einrichtung zum Ermitteln einer Fahrerlaubnis für ein spurgebundenes Fahrzeug |
KR101722841B1 (ko) * | 2015-06-24 | 2017-04-04 | 현대로템 주식회사 | 자동열차방호장치 및 이를 포함하는 철도차량 |
US10279823B2 (en) * | 2016-08-08 | 2019-05-07 | General Electric Company | System for controlling or monitoring a vehicle system along a route |
JP6707041B2 (ja) * | 2017-02-23 | 2020-06-10 | 株式会社日立製作所 | 車両制御システム、方法及び車両 |
FR3064221B1 (fr) * | 2017-03-22 | 2019-04-26 | Alstom Transport Technologies | Dispositif de securite pour un vehicule ferroviaire, vehicule ferroviaire, procede de mise en securite d'un tel vehicule ferroviaire, et programme d'ordinateur associe |
JP6902160B2 (ja) * | 2018-03-26 | 2021-07-14 | 株式会社日立製作所 | 列車制御システム及び列車制御方法 |
CN111452837B (zh) * | 2019-01-18 | 2022-02-08 | 比亚迪股份有限公司 | 列车自动保护方法及系统 |
JP7309299B2 (ja) * | 2020-07-28 | 2023-07-18 | 日本信号株式会社 | 列車制御システム |
CN114056387B (zh) * | 2020-07-31 | 2023-03-24 | 比亚迪股份有限公司 | 列车控制方法、装置、计算机设备及存储介质 |
CN113291356B (zh) * | 2021-06-24 | 2022-06-03 | 北京交通大学 | 动态列车追踪间隔计算方法 |
CN114506351B (zh) * | 2022-03-18 | 2023-05-09 | 株洲中车时代电气股份有限公司 | 列车停车安全防护控制方法、装置、电子设备及存储介质 |
CN116080617B (zh) * | 2023-03-06 | 2023-08-11 | 北京全路通信信号研究设计院集团有限公司 | 一种列车制动方法、装置、电子设备及存储介质 |
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- 2013-03-18 WO PCT/JP2013/057685 patent/WO2013146427A1/ja active Application Filing
- 2013-03-18 EP EP13768599.6A patent/EP2832581B1/en active Active
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- 2013-03-18 BR BR112014023971-1A patent/BR112014023971A2/pt active Search and Examination
- 2013-03-29 TW TW102111303A patent/TWI548545B/zh active
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Also Published As
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US9540019B2 (en) | 2017-01-10 |
CN104220294B (zh) | 2016-11-02 |
CA2868710A1 (en) | 2013-10-03 |
EP2832581A4 (en) | 2016-03-02 |
MY168029A (en) | 2018-10-11 |
PH12014502177B1 (en) | 2014-12-10 |
JP5859365B2 (ja) | 2016-02-10 |
CA2868710C (en) | 2018-08-07 |
EP2832581B1 (en) | 2019-09-18 |
CN104220294A (zh) | 2014-12-17 |
TWI548545B (zh) | 2016-09-11 |
JP2013215013A (ja) | 2013-10-17 |
TW201410508A (zh) | 2014-03-16 |
BR112014023971A2 (pt) | 2021-06-01 |
PH12014502177A1 (en) | 2014-12-10 |
EP2832581A1 (en) | 2015-02-04 |
KR20140147842A (ko) | 2014-12-30 |
IN2014DN08756A (ja) | 2015-05-22 |
KR101860127B1 (ko) | 2018-05-23 |
US20150014488A1 (en) | 2015-01-15 |
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