WO2014103102A1

WO2014103102A1 - Train control system and train control method

Info

Publication number: WO2014103102A1
Application number: PCT/JP2013/005317
Authority: WO
Inventors: 山本　純子; 圭二坂元; 光彰鈴木
Original assignee: 株式会社東芝
Priority date: 2012-12-28
Filing date: 2013-09-09
Publication date: 2014-07-03
Also published as: EP2939901A1; JP2014129029A; CN104583052B; JP5885654B2; IN2015DN01601A; EP2939901B1; CN104583052A; EP2939901A4

Abstract

A train control method which utilizes a ground radio communication unit, which communicates with an onboard communication unit installed on a train, and a balise, which is installed at a predetermined stop position where the train stops and capable of communicating with the train, and is used to calculate a stop limit position to be given to the train on the basis of information obtained via the ground radio communication unit in order to control the operation of the train in a predetermined section. When the radio communication between the onboard communication unit and the ground radio communication unit is disrupted, a radio communication disruption setting section is set with the inclusion of the section where the radio communication is disrupted; the on-track state of a train which is traveling inside the radio communication disruption setting section is estimated on the basis of a first stop limit position which causes the train to travel to the position of the balise, or a second stop limit position which is set ahead of the communication disruption setting section, and the last received position of the train; and the operation of the train is controlled on the basis of the estimated on-track state of the train.

Description

Train control system and train control method

Citation of related application

This application is based on and seeks the benefit of priority from the prior Japanese Patent Application No. 2012-268515 filed on Dec. 28, 2012, the entire contents of which are hereby incorporated by reference. Is included.

The present embodiment relates to a train control system and a train control method.

In recent years, a train control system has been developed that notifies the ground-side control device of the train position detected by the train itself using radio. In this system, the train stop limit position can be set with higher resolution than the security function using the current track circuit, and the train operation interval can be shortened due to movement blockage. In addition, compared with the case where the track circuit requires a lot of complicated wiring, the number of ground facilities is small, and the equipment cost is expected to be reduced.

However, if a radio base station on the ground side breaks down and a section where wireless communication is not possible occurs, the position of the vehicle in the section cannot be grasped on the ground side, and the stop limit position cannot be notified to the train. Therefore, the train operation is divided on both sides of this section.

Japanese Patent No. 4301888

In general, if wireless communication is not possible in a section that includes a branch (hereinafter referred to as an interlock control section), whether the train is in front of the switch or is on the switch, Since the ground side device cannot determine whether it has passed the switch, the switch cannot be switched while the train is in a section where wireless communication is not possible, and operations such as overtaking by a superior train are not possible. I can't. In addition, when a train stuck in a section where wireless communication is interrupted is guided by a human system and evacuated outside the section, the interlock control device (also called the interlock device) obtains information that the train has moved in the track circuit in order. Therefore, it is determined as a so-called “illegal fall”, all the signal information is stopped and the train operation is stopped.

A problem to be solved by the present invention is a train control system that enables operation even when a section incapable of wireless communication occurs in a train control system that notifies the position of a train line from the vehicle to the ground using radio. And providing a train control method.

The train control system of the embodiment is installed at a predetermined stop position where the train stops, and transmits / receives information to / from the train's on-board communication means. Ground communication means, interlock control means for switching the switch and locking the route, and calculating the stop limit position given to each train based on the train position and the open state of the train route, and the interlock control. A ground control means for controlling the means and controlling the operation of each train in a predetermined section, and a train control system comprising:
The ground control means is configured to prevent a train from entering a wireless communication interruption setting section including a part or all of a section where wireless communication between the ground wireless communication means and the on-board wireless communication means is interrupted. The stop limit position of the vehicle is calculated, and the second stop limit position for reaching the position of the ground communication means for the train traveling in the wireless communication disruption setting section or the destination of the wireless communication disruption setting section is first. 3 for the stop limit position of the train, and in the state where part or all of the train is in the wireless communication disruption setting section, the train traveling direction of the wireless communication disruption setting section for the train in which wireless communication is disrupted Based on the terminal position of the train, the second or third stop limit position, and the position of the last received train, the train position is estimated and the operation of each train is controlled.

Drawing 1 is a figure showing the whole train control system composition (schematic) explained as one embodiment. FIG. 2 is a diagram illustrating a problem when wireless communication is interrupted in a conventional train control system. FIG. 3A is a diagram for explaining a specific example when wireless communication is interrupted. FIG. 3B is a diagram for explaining a specific example when wireless communication is interrupted. FIG. 4A is a diagram for explaining the virtual traffic signal in the embodiment. FIG. 4B is a diagram for explaining the virtual traffic signal in the embodiment. FIG. 4-3 is a diagram for explaining the virtual traffic signal in the embodiment. FIG. 4-4 is a diagram for explaining the virtual traffic signal in the embodiment. FIG. 5 is a flowchart illustrating a basic operation of the train control system according to the embodiment. FIG. 6 is a diagram illustrating a radio propagation range and a radio communication interruption setting section in the embodiment. FIG. 7-1 is a diagram for explaining a specific operation of the train control system of the embodiment. FIG. 7-2 is a diagram for explaining a specific operation of the train control system of the embodiment. FIG. 7-3 is a diagram for explaining a specific operation of the train control system of the embodiment. FIG. 7-4 is a diagram for explaining a specific operation of the train control system of the embodiment. FIG. 7-5 is a diagram for explaining a specific operation of the train control system of the embodiment. FIG. 7-6 is a diagram for explaining a specific operation of the train control system of the embodiment. FIG. 7-7 is a diagram for explaining a specific operation of the train control system of the embodiment. FIG. 7-8 is a diagram for explaining a specific operation of the train control system of the embodiment. FIG. 7-9 is a diagram for explaining a specific operation of the train control system of the embodiment. FIG. 7-10 is a diagram for explaining a specific operation of the train control system of the embodiment. FIG. 7-11 is a diagram for explaining a specific operation of the train control system of the embodiment. FIG. 7-12 is a diagram for explaining a specific operation of the train control system of the embodiment. FIG. 7-13 is a diagram for explaining a specific operation of the train control system of the embodiment. FIG. 7-14 is a diagram for explaining a specific operation of the train control system of the embodiment. FIG. 7-15 is a diagram for explaining a specific operation of the train control system of the embodiment. FIG. 8A is a diagram for explaining an operation in the case where a wireless communication disruption setting section occurs during the course setting change in the train control system of the embodiment. FIG. 8-2 is a diagram for explaining an operation in the case where a wireless communication disruption setting section occurs during the course setting change in the train control system of the embodiment. FIG. 8C is a diagram for explaining an operation in the case where a wireless communication disruption setting section occurs during the course setting change in the train control system of the embodiment. FIG. 8D is a diagram for explaining an operation in the case where a wireless communication disruption setting section occurs during the course setting change in the train control system of the embodiment. FIG. 8-5 is a diagram for explaining an operation in the case where a wireless communication disruption setting section occurs during the course setting change in the train control system of the embodiment. FIG. 8-6 is a diagram for explaining an operation in the case where a wireless communication disruption setting section occurs during the course setting change in the train control system of the embodiment.

FIG. 1 is a diagram showing an overall configuration (schematic) of a train control system described as an embodiment.

In the figure, on the ground side, an operation management device 1, a system management device 2, a ground control device 3, an interlock control device 4, a ground radio communication device 5 and its antenna 6, an ATO (automatic train control) ground element 7, a position A correction ground element 8, an inter-base network 9, and a railway network 10 are installed.

The operation management device 1 makes a route setting request to the ground control device 3 based on the train operation diagram, the operation status of the train 11, and the like.

The system management device 2 monitors the operation status of the entire system, changes settings, and the like.

The ground control device 3 receives the position information from each train 11 via the terrestrial wireless communication device 5 and the line network 10, grasps the status of each train 11 from the received position information, and uses the information along the line The data is transmitted to the operation management device 1 and the system management device 2 via the network 10 and further transmitted to the interlock control device 4.

The interlock control device 4 issues a necessary command to the switch device (switch device) 20 on the basis of the information on the train line status from the ground control device 3 and the route setting request from the operation management device 1 and switches. The device 20 is switched or locked, and signal information (progress indication / stop indication) is transmitted to the ground control device 3 based on the route opening status.

In the present embodiment, the ground control device 3 uses the signal information received from the interlock control device 4 and the presence status of the train 11 as a leading position in the range in which the train 11 can travel (following) (here, The rear end position of the preceding train 11) is obtained, and the position upstream from the position by the safety control margin distance is set as the stop limit position, and information on the stop limit position is transmitted via the ground radio communication device 5 and the on-board radio communication device 15. To the on-vehicle control device 12. Further, such information on the stop limit position is transmitted to the on-board controller 12 via the on-board element 17 and the ATO on-ground element 7 when the train 11 stops.

The ATO ground unit 7 communicates with the ATO device 13 for home door control and the like, and is always installed at the stop position of the station. Since the train 11 stops on or near the ATO ground unit 7, in this embodiment, the train 11 is also used for communication between the ground control device 3 and the train 11 side.

The position correction ground element 8 is a ground element that gives position information that enables the speed position detection device 14 to correct the position information of the host vehicle calculated by the apparatus.

In addition, the network 9 between bases is constructed over the whole line area which the said train control system controls, and between the operation management apparatus 1 and the system management apparatus 2, and several ground control apparatuses 3, and more than one Is a communication path that connects the ground control devices 3 to each other. On the other hand, the railway network 10 is constructed over the control range of the ground control device 3, and between the ground control device 3 and the plurality of terrestrial radio communication devices 5, and also within the control range of the ground control device 3. This is a communication path that connects the terrestrial wireless communication devices 5 so that they can communicate with each other.

Subsequently, in FIG. 1, on the train 11, on-vehicle control device 12, ATO device (automatic train operation device) 13, speed position detection device 14, on-vehicle wireless communication device 15 and its antenna 16, and vehicle An upper element 17 is installed.

The on-board control device 12 applies a brake command to the braking device (not shown) of the train 11 so as not to overrun the stop limit position received from the ground control device 3 and so that the train speed does not exceed the speed limit. Put out.

The ATO device 13 controls power running / braking of the train 11 on the vehicle. The train 11 travels on the rail 21 by driving / braking the wheels 19 by a driving / braking device (not shown) based on the powering / braking command of the ATO device 13 and is installed at a predetermined stop position of the station. Stop on the child 7 with a predetermined accuracy.

The speed position detection device 14 counts the number of pulses of a TG (speed generator: tachogenerator) 18 and detects the speed based on the wheel diameter and the number of teeth of the TG 18. The means for obtaining the speed signal need not be limited to the TG 18, and other means such as a pulse generator (PG) may be used. The speed position detecting device 14 further integrates the number of pulses of the TG 18 or the detected speed to calculate the moving distance, calculates the position of the own vehicle, and further calculates the position of the vehicle from the position correcting ground element 8. Based on the position information received via the position 17, the position information of the host vehicle is corrected. The correction of the position information is based on the position information of the own vehicle based on the position information of the ground element read from the database (not shown) based on the ground distance identification information received from the position correction ground element 8 via the vehicle upper element 17. You may make it correct | amend. In addition, when a GPS (Global Positioning System) device is mounted on the train 11, the position of the vehicle may be acquired using position information detected by the GPS device. Further, the TG 18 or the GPS device may be installed. The information acquired using the information may be mainly used as the position information of the own vehicle, and the position information obtained from the other may be used as auxiliary information for correction or the like.

The speed position detection device 14 transmits the position information of the vehicle detected as described above to the ground control device 3 via the on-board wireless communication device 15 and the ground wireless communication device 5. In addition, when the train 11 stops at the station, the position information of the own vehicle is transmitted to the ground control device 3 via the vehicle upper member 17 and the ATO ground child 7.

It should be noted that the functions related to information processing and control in the operation management device 1, the system management device 2, the ground control device 3, the interlock control device 4, the on-vehicle control device 12, and the like can be realized using the information processing device. .

The train control system of the present embodiment configured as described above not only performs the same wireless communication as the train control system using the wireless communication by the conventional terrestrial wireless communication device 5 and the on-vehicle wireless communication device 15, When the train 11 stops, communication is performed between the ground control device 3 and the on-board control device 12 via the on-board member 17 and the ATO on-ground device 7, and the stop limit position is transferred from the ground side to the on-board control device 12. And transmitting the position information of the train 11 from the vehicle upper side to the ground control device 3 as one feature.

By the way, when the terrestrial wireless communication device 5 becomes unable to communicate due to a failure or the like, a section in which wireless communication is interrupted occurs. In the state where the wireless communication is interrupted, the train position cannot be notified from the vehicle upper side to the ground side, and the stop limit position cannot be notified from the ground side to the vehicle upper side. An emergency stop is scheduled. In the conventional train control system, the train 11 in which wireless communication is interrupted is retracted by manual visual operation, and until the failed ground wireless communication device 5 is restored and wireless communication can be performed again, as shown in FIG. In addition, the loop operation is performed on both sides of the section where the wireless communication is interrupted, and the train operation is divided on both sides of the section. Moreover, even if it is a case where the wireless communication interruption setting section is treated as a fixed block and the train 11 is allowed to pass, while the train 11 is present in the wireless communication interruption setting section, the train 11 is not present at a branching portion in this section. Since it is not possible to confirm whether or not the turnover device 20 cannot be switched, operations such as overtaking or waiting by the succeeding train 11 cannot be performed. Here, a specific example when the wireless communication is interrupted will be described with reference to FIGS. 3A and 3B. In addition, in order to distinguish and explain each train 11 here, it describes like the train A, the train B, ....

In Fig. 3-1, 301, train B is on the branch, and in Fig. 302, train A, which has left the station, stops before the branch, but leaves train B or the station that has arrived at the station. Since the ground control device 3 cannot determine whether the train A stopped before the branching part, stopped on the branching part, or passing through the branching part, the wireless communication is recovered. Until it can be confirmed that the train B or the train A is not present at the branching portion, the turning device 20 cannot be changed. In addition, as shown in FIG. 303, when train A is guided and retracted by a human system, information indicating that train A has traveled the track circuit in order cannot be obtained, so that interlock control device 4 detects “illegal fall”. As a result, the operation of each train 11 is stopped.

In addition, after the trains A and B stuck in the section where the wireless communication is interrupted are guided by the human system and evacuated, as shown by 304 in FIG. 3-2, when the train C enters the section by visual operation, The ground control device 3 cannot confirm that the train C does not reach the branching section until the train C advances in a section where wireless communication is interrupted and communication is restored. For this reason, the tipping device 20 cannot be changed, and operation such as passing the main line to the train D while the train C is stopped on the secondary main line cannot be performed. In addition, as shown in FIG. 305, when the train C is guided and advanced by a human system, it is not possible to obtain information that the train C has proceeded in the track circuit in order, so the interlock control device 4 detects “illegal fall”. As a result, the operation of each train 11 is stopped.

In this way, when wireless communication is interrupted in the interlocking control section, operations such as overtaking and waiting cannot be performed with the conventional control method.

Here, in FIG. 3A and FIG. 3B, the “virtual traffic signal” indicated by the symbol of the traffic signal (the same applies to those illustrated in FIG. 7-1 to FIG. 7-15 and FIG. Will be described with reference to FIGS. 4-1 to 4-4.

In the interlock control device 4, a plurality of routes are defined for each of down and up. In the examples of FIGS. 4-1 and 4-2 that do not return, the routes 0 to 3 are defined for each of the down and up directions. In the examples of FIGS. 4-3 and 4-4 that have the return operation, Courses 0 to 5 are defined for each of the uplinks.

The signal information of the virtual traffic light is given from the interlocking control device 4 to the ground control device 3 as information indicating whether or not it is possible to enter each route defined in this way. For example, in FIG. 4-1, when the down train 11 wants to stop at the station through the route 0, when all the routes are unlocked, all the virtual traffic lights are displayed as stopped. When the operation management system requests the interlock control device 4 to configure the route 0, the interlock control device 4 confirms that the route 0 and the competing route 1 are unlocked and that there is no other train 11 on the route 0. Then, the turning device 20 necessary to configure the route 0 is changed, the route 0 is configured and locked, and the virtual traffic light at the entrance of the route 0 is displayed as a progress indicator. The train 11 can enter the route 0 where the progress indication is displayed. When the train 11 arrives at the platform on the route 0, since the train 11 has arrived on the last track circuit of the route, the interlock control device 4 unlocks the route 0. This makes it possible to configure the course 1 for the next train 11. Note that the virtual traffic signal 33 shown in the figure does not specifically illustrate the stop display / progress display, but is illustrated only as a symbol.

Further, the other routes shown in FIG. 4-1, and the routes shown in FIGS. 4-2 to 4-4 are the same as those in the case where the route 0 shown in FIG. Requesting the interlock control device 4 to configure the configuration of one of the routes (explained as the route X here), the interlock control device 4 unlocks the route X and the competing route, and the other train 11 is on the route X. After confirming that there is no traffic, change the turning device 20 necessary to configure the route X, configure the route X, lock it, and display the virtual traffic light at the entrance of the route X To do. The train X can enter the route X on which the progress indication has come out, and when the train 11 arrives at the last track circuit of the route X, the interlock control device 4 unlocks the route X. This makes it possible to configure a route that competes with the route X for the next train 11.

Next, specific operations for train control of the train control system of the present embodiment will be described with reference to FIGS. 5, 6, and 7-1 to 7-15. FIG. 5 is a flowchart for explaining basic processing of the train control system of the present embodiment, and FIG. 6 is a diagram for explaining a radio propagation range and a radio communication disruption setting section in the present embodiment. FIGS. 7-1 to 7-15 are diagrams for explaining specific operations of the train control system of the present embodiment. Here, it is assumed that the train A that has left the station from the sub-main line, the train B that is about to arrive at the station from the main line, and the train C that follows the train B are present. Moreover, the stop limit position 30 immediately before the traveling direction of each train 11 in each figure indicates the stop limit position of each train 11. Further, the virtual traffic light 31 shows a stop indication, and the virtual traffic light 32 shows a progress indication.

The processing that is the basis of the train control system of this embodiment (including operation by a human system such as evacuation of the train 11) is shown in the flowchart shown in FIG. That is, first, the wireless communication disruption setting section is set (A01), then, the process of grasping the presence of the train 11 stuck in the wireless communication disruption setting section is performed (A02), and then the train stuck in the wireless communication disruption setting section 11 is evacuated (A03), and then train operation control is performed in the wireless communication disruption setting section (A04). Below, the detail of the above process is demonstrated.

[1. Wireless communication disruption setting section]
First, when a section in which wireless communication is interrupted due to a failure of the terrestrial wireless communication device 5 or the like occurs, trains A and B existing in this section detect the disconnection of the wireless communication and make an emergency stop (FIG. 7-1: 701). For example, the ground control device 3 reads out from a database (not shown) based on the identification information of the ground wireless communication device 5 in which an abnormality is detected, and the radio propagation range (above a certain level) of the ground wireless communication device 5 in which the abnormality is detected. The radio communication disruption setting section is set based on the range in which the propagation intensity of the radio communication is secured.

In the present embodiment, the radio propagation range of each terrestrial radio communication device 5 in the database is covered by each terrestrial radio communication device 5 and the minimum range of the variable radio propagation range (that is, a certain or higher propagation intensity is ensured). Range). For this reason, the wireless communication disruption setting section set above is set wider than the actual wireless communication disruption range in consideration of uncertainty (FIG. 6: Assuming failure). The wireless communication disruption setting section shown in FIG. 6 is an example, and can be set wider than that shown in the figure. Further, as a method for detecting a failure of a wireless communication apparatus, for example, the one disclosed in Japanese Patent Application Laid-Open No. 2007-124148 can be employed. Moreover, the said database can be comprised as what recorded the identification information of the ground radio | wireless communication apparatus 5, and its radio | wireless propagation range in correlation, for example.

[2. Grasping the presence of trains in sections where wireless communication is disrupted]
Next, the ground control device 3 sets the stop limit position and the wireless communication disruption setting for each of the trains A and B from the train rear end position received last for the trains A and B that have been disrupted in the wireless communication disruption setting section. Up to the position on the upstream side (the side on which the train 11 enters) of the end position of the section (the right end position of the wireless communication disruption setting section in the figure) is regarded as the existing line range of trains A and B (Fig. 7- 2: 702), and the interlocking control device 4 is notified of this existing line range. In addition, the ground control apparatus 3 holds the train rear end position received last in order to determine the in-line range of the trains A and B as described above.

On the other hand, a stop limit position for preventing the train C from entering the wireless communication disruption setting section is given to the train C upstream of the wireless communication disruption setting section. At that time, there is a possibility that the stop limit position given to the train C will be pulled back (upstream) from the stop limit position determined by the position of the preceding train 11 (FIG. 7-2: 703) In this case, depending on the distance to the start end of the wireless communication disruption setting section (the left end of the wireless communication disruption setting section in the figure), the train C may not be able to stop before the new stop limit position. In this way, there is a possibility that the train C overruns the new stop limit position. For example, the stop limit position before being pulled back is downstream from the branch part, and the train C overruns to the branch part. Even if this happens, safety is ensured because the path to the stop limit position before the interlock control device 4 pulls back is locked.

[3. Evacuation of trains in sections where wireless communication is disrupted]
Next, of trains A and B stuck in the wireless communication disruption setting section, train A that has a route secured outside the wireless communication disruption setting section is guided by a human system and advanced by visual operation (FIG. 7-3). : 704). Train A that has advanced from the wireless communication disruption setting section recovers communication with the ground control device 3 and reports the position of its own vehicle, so the train control information can be updated by the ground control device 3, and train A returns to normal travel. (FIG. 7-4: 705).

Thereafter, the interlock control device 4 is notified from the ground control device 3 that the train A has reached the end of the route, and unlocks the locked start route (FIG. 7-4: 706). The on-line information notified from the ground control device 3 is such that the on-line range of the train A does not transit in the middle of the course, so that the interlock control device 4 detects an abnormality (illegal fall) and the operation stops. There is no.

Next, of the trains A and B stuck in the wireless communication disruption setting section, the train B upstream from the station stop position has a route to the station stop position. Move to the stop position (FIG. 7-5: 707). Since the train B stopped at the predetermined stop position reports the position of the own vehicle to the ground control device 3 via the vehicle upper member 17 and the ATO ground child 7, the train control device 3 can update the train position information (FIG. 7). -6: 708). Thereafter, the interlock control device 4 is notified from the ground control device 3 that the train B has reached the end of the route, and unlocks the locked route (FIG. 7-6: 709).

As described above, all the trains A and B stuck in the section when the wireless communication disruption setting section occurs have entered the state outside the wireless communication disruption setting section or have been able to grasp the position via the ATO ground unit 7. It is now possible to grasp the status of the existing line in the communication interruption setting section.

[4. Train operation control in the wireless communication disruption setting section]
Next, regarding the train operation in the wireless communication disruption setting section, two cases where the train B departs first and the train B and the train C wait will be described.

(4-1. When leaving train B first)
In this case, since it has been confirmed that one of the trains 11 is not on the route departing from the station or competing routes, the interlock control device 4 determines that the train control device 4 is based on the route setting request from the operation management device 1. The route for B to depart from the station (Fig. 7-7: 710) is set and locked, and the signal information of the route is shown as a progress indication (Fig. 7-7: 32).

In the ground control device 3, the stop limit position of the train B calculated from the signal information from the interlock control device 4 and the presence status of each train 11 is upstream of the position where the rear end of the train is removed from the wireless communication interruption setting section. In the meantime, instead of the calculated stop limit position, the stop limit position with the starting route entrance as a hindrance position is notified to the on-board controller 12 of the train B via the ATO ground element 7 and the on-board element 17. . During this time, the train B remains stopped.

In the ground control device 3, the stop limit position of the train B calculated from the signal information from the interlock control device 4 and the presence status of each train 11 is downstream from the position where the rear end of the train is removed from the wireless communication disruption setting section. Then, the on-board control device 12 of the train B shifts to the stop limit position, the wireless communication interruption setting section end position, and the mode in which the emergency stop is not stopped even if the wireless communication is interrupted (the emergency brake is not applied). The instruction is transmitted via the ATO ground element 7 and the vehicle upper element 17 (FIG. 7-7: 711). After this, train B departs with automatic operation. Normally, in the section where the wireless communication is interrupted, the train 11 applies an emergency brake and performs an emergency stop. However, in this embodiment, when the train 11 shifts to the “mode that does not cause an emergency stop even if the wireless communication is interrupted”, the train 11 Even if the wireless communication is interrupted, the operation is continued without stopping, so automatic operation is possible.

When the train B starts to move and the connection between the ATO ground unit 7 and the vehicle upper unit 17 is broken, the communication between the ground control device 3 and the vehicle control unit 12 is interrupted. From the rear end position of the train (the rear end position when the train is stopped at the station) to the position on the upstream side of the stop limit position of the train B and the end position of the wireless communication interruption setting section is regarded as the in-line range of the train B (Fig. 7-8: 712). Thereafter, the train B that has advanced from the wireless communication disruption setting section recovers communication with the ground control device 3 and reports its own train position. Therefore, the train control information can be updated by the ground control device 3, and the train B has wireless communication. The mode that does not make an emergency stop even if it is interrupted can be canceled and the vehicle can return to normal driving (Fig. 7-9: 713).

The interlock control device 4 is notified from the ground control device 3 that the train B has reached the end of the route, and unlocks the locked start route (FIG. 7-9: 714). The on-line information notified from the ground control device 3 is that the on-line range of the train B does not transit in the middle of the course, so that the operation is stopped when the interlock control device 4 detects an abnormality (illegal fall). There is no.

(4-2. When train B and train C meet)
In this case, since it has been confirmed that one of the trains 11 is not on the route entering the station or competing routes, the interlock control device 4 switches based on the route setting request from the operation management device 1. A route for the train device 20 to issue a change command and set a route for the train C to arrive at the station (FIG. 7-10: 715), lock it, and display the route signal information as a progress indicator (FIG. 7). -10: 32).

The ground control device 3 is such that the stop limit position of the train C calculated from the signal information from the interlock control device 4 and the presence status of the train B can reach the predetermined stop position (ATO ground element 7) of the station. While on the upstream side, instead of the calculated stop limit position, the stop limit position with the start position of the wireless communication disruption setting section as a hindrance position is notified to the train C by wireless communication. Thereby, the train C does not enter the wireless communication disruption setting section.

Thereafter, (1) the stop limit position of the train C calculated from the signal information from the interlock control device 4 and the status of the train B is downstream from the position where the train can reach the predetermined stop position (ATO ground element 7). And when the stop limit position is on the upstream side of the position where the rear end of the train C can exit the radio interruption section, the ground control device 3 can communicate with the ground element 7 when the train C stops. A stop limit position to be performed, a wireless communication disruption setting section end position, and an instruction to shift to a mode in which emergency stop is not caused even when the wireless communication is disrupted, are transmitted by wireless communication, and (2) from the interlock control device 4 The stop limit position of the train C calculated from the signal information and the status of the train B is on the downstream side from the position where it can reach the predetermined stop position (ATO ground element 7) of the station. Train C train When the end is a position where the end of the wireless disconnection section can be removed, the ground control device 3 switches the train C to the stop limit position, the wireless communication disruption setting section end position, and the mode in which the emergency stop does not occur even when the wireless communication is interrupted. The shift instruction is transmitted by wireless communication (FIG. 7-10: 716). In response to this, the train C enters the wireless communication disruption setting section by automatic operation, and proceeds on the set route (FIG. 7-10: 715).

When the train C enters the wireless communication disruption setting section and the wireless communication between the ground control device 3 and the onboard control device 12 is disrupted, the ground control device 3 stops the train C from the rear end position of the train received last. Of the limit position and the end position of the wireless communication disruption setting section, the position up to the upstream position is regarded as the on-line range of the train C (FIG. 7-11: 717).

Train C that has arrived at the station and stopped at the predetermined stop position reports its own train position via the vehicle upper member 17 and the ATO ground member 7, so that the train position information can be updated by the ground control device 3 (FIG. 7-12). : 718). The interlock control device 4 is notified from the ground control device 3 that the train C has reached the end of the route, and unlocks the locked route (FIG. 7-12: 719).

In this case, the procedure for leaving train C (or train B) from the station is the same as described in 4-1. This is the same as when the train B departs first, and the description thereof is omitted here. FIGS. 7-13 to 7-15 show diagrams corresponding to FIGS. 7-7 to 7-9 described above in this case. Reference numerals 720 to 724 shown in these drawings correspond to reference numerals 710 to 714 in FIGS. 7-7 to 7-9 described above.

Instead of the operation of waiting for train B and train C, the route passing through the station is set and locked, and the stop limit position where the wireless communication disruption setting section can be advanced is given by 716 in FIG. 7-10. It is also possible to operate C overtaking train B.

Next, as another example, the operation in the case where a wireless communication disruption setting section occurs in the course control route change in the train control system of the present embodiment will be described with reference to FIGS. 8-1 to 8-6. . FIGS. 8-1 to 8-6 are diagrams for explaining the operation in the case where a wireless communication disruption setting section occurs during the course setting change in the train control system of the embodiment. The manner of description in FIGS. 8-1 to 8-6 conforms to FIGS. 7-1 to 7-15 described above.

When the station arrival route to the main line and the departure route from the main line are locked for the train E shown in FIG. 8-1 (at this time, the virtual traffic light on the main road becomes the virtual traffic light 32 indicating the progress). The other is a virtual traffic signal 31) indicating that the train is stopped, and if the train D that is stopped on the secondary main line is departed first because the arrival of the train E is delayed, the interlock control is performed from the operation management device 1. The device 4 is requested to unlock the main departure route and lock the secondary main departure route. The interlock control device 4 uses the signal information about the main departure route as a stop indication (FIG. 8-2: 801), and based on this, the ground control device 3 calculates the stop limit position with the main departure route entrance as a hindrance position. To do. At this time, the stop limit position of the train E is pulled back (FIG. 8-2: 802).

At this time, if there is no problem with the wireless communication, the ground control device 3 notifies the on-board control device 12 of the train E of the calculated stop limit position.

Upon receiving this notification, the onboard control device 12 of the train E responds to the ground control device 3 that it can stop before the new stop limit position (FIG. 8-3: 803). Then, the interlocking control device 4 is notified that the unlocking is possible for the route indicated as the stop indication.

Upon receiving this notification, the interlock control device 4 waits only for the time necessary for the train E to stop, then unlocks the main line departure route (FIG. 8-3: 804), and for the train D, Set the departure route (Fig. 8-3: 805) and lock it.

On the other hand, if a section in which wireless communication is interrupted occurs before the on-board controller 12 of the train E receives this stop limit position (FIG. 8-4), the train E is stopped due to the wireless communication interruption ( (Figure 8-4: 806) Until then, the main departure route was traveling with the recognition that entry was permitted, so there is a possibility that the main departure route will stop after entering the inside of the main departure route. When the ground control device 3 unlocks the main departure route after a certain period of time after the ground control device 3 reports to the train control device 4 that the stop limit position that has been pulled back has been transmitted to the train E, as in conventional interlocking control, There is a possibility that the train E enters the branch portion where the two devices 20 are not fixed and derails.

In this embodiment, the on-board control device 12 always notifies the ground control device 3 of the notified stop limit position and whether or not the vehicle can stop before this stop limit position. Since the wireless communication was interrupted before the train E received the retracted stop limit position, the last time the ground control device 3 received from the onboard control device 12 of the train E was the stop before the train E was pulled back. It is information that the vehicle can be stopped before the limit position (= stop limit position where the vehicle can pass through the station).

The ground control device 3 can stop (1) “unlockable” for the route of the progress indication, and (2) stop before the entrance of the route of the stop indication in the signal information. Is notified from the on-board controller 12, “3 Unlockable” is notified to the interlock control device 4. (3) Otherwise, “Unlockable” is notified. The ground control device 3 has not obtained information from the on-board control device 12 of the train E that “it can be stopped by the main line departure route entrance”, and therefore the interlock control device for the main line departure route (FIG. 8-5: 807). 4 is notified that “unlocking is impossible”. In addition, as described above, the ground control device 3 sets the wireless communication interruption setting section, and performs control by regarding the range shown in FIG.

The interlocking control device 4 can unlock the set route before entering the train only when “unlockable” information is obtained. Here, since the information “unlockable” is notified from the ground control device 3, safety is ensured because the main line departure route remains locked.

When the train E stuck in the wireless communication disruption setting section is guided by the human system and moved to the station stop position (FIG. 8-6: 809), the on-board controller 12 passes the ATO ground unit 7 to the ground controller 3 Therefore, the ground control device 3 notifies the interlock control device 4 of “unlockable” because the information indicating that the vehicle can be stopped by this stop limit position can be returned. Upon receiving this notification, the interlock control device 4 can safely unlock the main departure route (FIG. 8-6: 810).

As described above, even when a wireless communication disruption setting section occurs during the course setting change, the operation of the train 11 can be continued.

As described above, according to the train control system of the above-described embodiment, in the train control system that notifies the on-line position from the vehicle to the ground side control device using radio, a part or the whole of the interlock control section is included. Thus, even when a section where wireless communication is impossible occurs, operations such as overtaking and waiting in this section can be realized at low cost while ensuring safety.

Although the embodiments and some examples of the present invention have been described above, these embodiments and examples are presented as examples and are not intended to limit the scope of the invention. . These novel embodiments and examples can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the spirit of the invention. These embodiments and examples and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

DESCRIPTION OF SYMBOLS 1 Operation management apparatus 2 System management apparatus 3 Ground control apparatus 4 Interlocking control apparatus 5 Terrestrial radio communication apparatus 6, 16 Antenna 7 ATO ground element 8 Position correction ground element 9 Network between bases 10 Line network 11 Train 12 On-vehicle control apparatus 13 ATO device 14 Speed position detection device 15 On-board wireless communication device 17 On-board child 18 TG
19 wheels 20 rolling devices 21 rails

Claims

A terrestrial wireless communication means for transmitting and receiving information to and from a train wireless communication means;
Ground communication means installed at a predetermined stop position where the train stops, and transmitting and receiving information to and from the on-vehicle communication means of the train;
Interlocking control means for switching the switch and locking the course;
Based on the train position and the open state of the train route, calculating the stop limit position to be given to each train and controlling the interlock control means, ground control means for controlling the operation of each train in a predetermined section,
A train control system comprising:
The ground control means is
A first stop limit position that prevents a train from entering a wireless communication interruption setting section including a part or all of a section where wireless communication between the ground wireless communication means and the on-board wireless communication means is interrupted is calculated. And
Calculating a second stop limit position for reaching the position of the ground communication means or a third stop limit position ahead of the wireless communication disruption setting section for a train traveling in the wireless communication disruption setting section; ,
With respect to the train in which wireless communication is interrupted in a state where part or all of the train is present in the wireless communication disruption setting section, the terminal position of the wireless communication disruption setting section in the traveling direction of the train, and the second or Based on the third stop limit position and the position of the last received train, the train position is estimated and the operation of each train is controlled.
Train control system.
While the train is stopped at the predetermined stop position, the ground communication means receives the position information from the on-vehicle communication means of the train, and the third stop limit to the on-vehicle communication means of the train. The train control system according to claim 1 which transmits a position.
Before the train enters the wireless communication disruption setting section, or while the train is stopped at the predetermined stop position, when the stop limit position of the train becomes the third stop limit position, The ground control means transmits information including the third stop limit position and an instruction to shift to a mode that does not cause an emergency stop even if wireless communication is interrupted, via the ground communication means. The train control system according to claim 1, wherein the train control system transmits to the train.
Before the train enters the wireless communication disruption setting section, and when the stop limit position of the train is ahead of the position where the train can reach the predetermined stop position, and is within the wireless communication disruption setting section The ground control means receives information including the second stop limit position for designating the predetermined stop position and an instruction to shift to a mode in which an emergency stop does not occur even if wireless communication is interrupted. The train control system according to claim 3, wherein the train control system transmits to the on-board wireless communication means of the train through the train.
The train control system according to claim 1, wherein the ground communication means is a communication means provided to control a platform door.
A terrestrial radio communication unit that communicates with an on-board communication unit provided in a train; and a ground unit that is installed at a predetermined stop position where the train stops and can communicate with the train. In the train control method for calculating the stop limit position to be given to the train based on the information passed through and controlling the operation of the train in a predetermined section,
When wireless communication between the on-board wireless communication unit and the terrestrial wireless communication unit is interrupted, a wireless communication disruption setting section including a section in which wireless communication is disrupted is set,
A first stop limit position that allows the train traveling in the wireless communication disruption setting section to reach the position of the ground element of the train or a second stop limit position that is ahead of the wireless communication disruption setting section Based on the last received train position,
Based on the estimated train status, the train operation is controlled.
A train control method characterized by that.
Calculating a third stop limit position to prevent the train from entering the wireless communication disruption setting section;
For the train located upstream of the wireless communication disruption setting section, based on the third stop limit position, to perform operation control of the train so as not to enter the wireless communication disruption setting section,
The train control method according to claim 6.
When a train is in the wireless communication disruption setting section and the second stop limit position is set for this train,
The train control method according to claim 6, wherein operation control of the train is performed so as to retract a train whose route is secured outside the wireless communication disruption setting section.
In the wireless communication disruption setting section, and when the train on the upstream side from the position of the ground element has moved to the position of the ground element,
The train control method according to claim 6, wherein the ground unit communicates with the train, the position of the train is grasped, and operation control is performed based on the position.
When the second stop limit position is set for the train when the train is stopped at the ground level, the second stop limit position and wireless communication are interrupted. Information including a transition instruction to a mode that does not perform an emergency stop is transmitted to the on-vehicle communication means of the train via the ground unit.
The train control method according to claim 9.
The operation control of the train includes an upstream switch that branches the train route to the first route and the second route, and a downstream switch that joins the route from the first route and the second route, The train control method according to claim 6, wherein the interlock control is performed.
When the train that has traveled in the wireless communication disruption setting section is stopped at the position of the first ground element on the first route, the route is routed by the upstream switch. Switch to the second path,
For the rear train that travels in the wireless communication disruption setting section, the fourth stop limit position that allows the train to reach the position of the second ground element on the second route, and the position of the last received train The train control method according to claim 11, wherein the on-line state of the rear train is estimated based on the following.
When the rear train is located in the wireless communication disruption setting section and downstream of the ground unit,
Based on the stop limit position, the terminal position of the wireless communication disruption setting section with respect to the traveling direction, and the position of the rear train received last, the in-line state of the rear train is estimated,
By operating the downstream switch, the path is controlled to be able to travel from the second path.
The train control method according to claim 12.
Before the train enters the wireless communication disruption setting section, and when the stop limit position of the train is ahead of the ground element position and is within the wireless communication disruption setting section, the ground element is The on-board wireless communication means of the rear train via the terrestrial wireless communication means, the information including the second stop limit position to be designated and an instruction to shift to a mode that does not cause an emergency stop even if the wireless communication is interrupted Send to
The train control method according to claim 6.