WO2015019430A1 - Train control system - Google Patents

Train control system Download PDF

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Publication number
WO2015019430A1
WO2015019430A1 PCT/JP2013/071308 JP2013071308W WO2015019430A1 WO 2015019430 A1 WO2015019430 A1 WO 2015019430A1 JP 2013071308 W JP2013071308 W JP 2013071308W WO 2015019430 A1 WO2015019430 A1 WO 2015019430A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
brake
preceding vehicle
train
control
Prior art date
Application number
PCT/JP2013/071308
Other languages
French (fr)
Japanese (ja)
Inventor
小熊　賢司
俊晴 菅原
堀田　正人
努 宮内
基也 鈴木
飯星　洋一
尊善 西野
健二 今本
小田　篤史
Original Assignee
株式会社日立製作所
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Filing date
Publication date
Application filed by 株式会社日立製作所 filed Critical 株式会社日立製作所
Priority to PCT/JP2013/071308 priority Critical patent/WO2015019430A1/en
Priority to TW103125124A priority patent/TWI529085B/en
Publication of WO2015019430A1 publication Critical patent/WO2015019430A1/en

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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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/40—Adaptation of control equipment on vehicle for remote actuation from a stationary place
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/32—Control or regulation of multiple-unit electrically-propelled vehicles
    • B60L15/38—Control or regulation of multiple-unit electrically-propelled vehicles with automatic control
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/42—Adaptation of control equipment on vehicle for actuation from alternative parts of the vehicle or from alternative vehicles of the same vehicle train
    • 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
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/18—Controlling the braking effect
    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0062—On-board target speed calculation or supervision
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L21/00—Station blocking between signal boxes in one yard
    • B61L21/10—Arrangements for trains which are closely following one another
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/34—Control, warning or like safety means along the route or between vehicles or trains for indicating the distance between vehicles or trains by the transmission of signals therebetween
    • 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
    • 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
    • B60L2240/80—Time limits
    • 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
    • B60L2250/00—Driver interactions
    • B60L2250/12—Driver interactions by confirmation, e.g. of the input
    • 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
    • B60L2250/00—Driver interactions
    • B60L2250/20—Driver interactions by driver identification
    • 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
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/26—Transition between different drive modes
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a train control system that performs combined control during traveling.
  • Patent Document 1 JP 2002-222485 (Patent Document 1) as background art in this technical field.
  • This publication describes a method of setting a brake start time for each vehicle when a vehicle traveling in a row performs stop control.
  • paragraphs [0031] to [0032] of Patent Document 1 obtain the setting of the brake operation response time corresponding to the traveling order in advance using data or a program.
  • a method of transmitting from a tail vehicle to a vehicle ahead is shown.
  • Patent Document 2 JP-A-08-072718
  • This gazette describes a method for reducing the distance between the vehicles traveling together while the multiple vehicles are traveling.
  • paragraph “0123” of Patent Document 2 shows that direct transmission means by laser light communication is applied as means for dealing with transmission delay.
  • Non-Patent Document 1 pages 87 to 89, ATS, which is a kind of automatic train stop device (ATS), controls the speed of a train while maintaining the correspondence between the distance of the signal pattern and the speed limit.
  • ATS which is a kind of automatic train stop device (ATS)
  • ATS controls the speed of a train while maintaining the correspondence between the distance of the signal pattern and the speed limit.
  • -P For a train that runs on a turnout with a speed limit specified, the distance to the turnout and the speed limit are given to the train, and if the train exceeds the speed limit, the brake operation is performed. It is shown.
  • page 90 shows that as a control of the automatic train control device (ATC), a brake command is issued when the train speed is higher than the command speed, and the brake is automatically released when the train speed falls below the command speed.
  • ATC automatic train control device
  • the distance to the preceding vehicle can be determined if the succeeding vehicle knows the distance to the preceding vehicle and the speed of the preceding vehicle. It is known that safe traveling according to the distance and the speed limit is possible by setting the distance to the known branching unit and the speed of the preceding vehicle as the speed limit of the minute device. It is also known that even if the following vehicle approaches in a high speed state, the subsequent vehicle itself can be controlled using a brake so that the speed of the following vehicle becomes equal to or less than the speed corresponding to the distance and the speed limit.
  • a distance measuring means using a laser is known, and a method of measuring a distance a plurality of times and calculating a relative speed from a measurement time difference and a distance change amount, Also known is a method for calculating the speed of the preceding vehicle from the relative speed and the speed of the following vehicle itself.
  • the speed limit of the branching device according to the known ATS is a constant value, and when the speed of the preceding vehicle corresponding to the speed limit of the minute device changes while the following vehicle is combined, the speed of the preceding vehicle changes. However, no way to make the following vehicle safe is described.
  • the preceding vehicle can travel by receiving information from the signal device.
  • the following vehicle performs control that does not follow the information from the signal device in order to perform control to travel and approach at shorter intervals than the train interval by the signal device. For this reason, when a stop command from a signal device or the like is given to the preceding train and the following train that are performing the combined control, the stop command is first received by the preceding train, and a procedure for transmitting from the preceding train to the following train is required. .
  • Patent Document 1 The control of vehicles traveling in a row described in Patent Document 1 describes a method of transmitting in order from the following train, and shows a procedure for transmitting information to the following vehicle after the preceding train receives a stop command. Not. For this reason, when using periodic transmission, which is the well-known technology described above, the following vehicle performs a braking operation after the time when the information is transmitted to the following train, and the preceding train receives data or information from this preceding train. The brake operation is performed after the brake operation response time described in the program, and there is a possibility that it takes time until the preceding train receives the brake command and performs the brake control.
  • the present invention provides a preceding vehicle in a train control system comprising a preceding vehicle control device that controls the braking operation of a preceding vehicle and a subsequent vehicle control device that controls the braking operation of the following vehicle. And the following vehicle during the travel, the preceding vehicle transmits the brake command to the following vehicle when the brake command is input, and transmits the brake command to the following vehicle, and then the brake to the following vehicle is transmitted.
  • the brake operation is performed on the condition that a time longer than the command transmission delay time has elapsed, and the succeeding vehicle performs the brake operation when receiving a brake command from the preceding vehicle.
  • the present invention can brake the following vehicle earlier than the preceding vehicle when a stop command is given to the train under combined control. A collision can be avoided.
  • FIG. 1 is an example of a configuration diagram of a railway vehicle system according to the present embodiment.
  • the preceding vehicle 101 and the succeeding vehicle 102 perform combined control for coupling while traveling on the track 103.
  • the preceding vehicle 101 has a preceding vehicle combined control device 111, a preceding vehicle information transmission device 112, a preceding vehicle brake device 113, and combined control range information 114.
  • the following vehicle 102 has a following vehicle combined control device 121, a following vehicle information transmission device 122, a following vehicle brake device 123, and combined control range information 114.
  • the preceding vehicle information transmission device 112 periodically transmits inter-vehicle transmission information 131 to the subsequent vehicle information transmission device 122 in response to an instruction from the preceding vehicle combination control device 111.
  • the subsequent vehicle information transmission device 122 receives the inter-vehicle transmission information 131 and gives the content to the subsequent vehicle combination control device 121.
  • the preceding vehicle brake device 113 and the subsequent vehicle brake device 123 output a braking force based on a brake command from a signal safety device such as the preceding vehicle combined control device 111 and the subsequent vehicle combined control device 121, the cab, or the ATS.
  • the device is composed of a mechanical brake or an electric brake.
  • the preceding vehicle information transmission device 112 and the subsequent vehicle information transmission device 122 can be realized by known means such as optical communication using a laser, wireless communication using a spatial wave, communication using an LCX cable, and the like.
  • the preceding vehicle 101 and the succeeding vehicle 102 use the preceding vehicle combination control device 111 and the following vehicle combination control device 121 to start the merge control during traveling by using the merge control range specifying device 104 or the merge control range information 114. judge.
  • the information held in the combined control range information 114 includes information on the vehicle numbers of the preceding vehicle and the succeeding vehicle that perform the combined control, and the positions of the combined control start and combined control end.
  • An example of the combined control range information 114 is shown in FIG. Of these, the vehicle number may be a unique ID assigned to each vehicle without duplication, such as a train number.
  • the position information is a path from the reference position on the track 103 such as information corresponding to the preceding vehicle 5001 and the following vehicle 5011 in FIG. 2, and information corresponding to the preceding vehicle 5003 and the following vehicle 5051 in FIG. Any position and longitude information may be used. In addition, information other than the information described above may be used as long as it is information that can uniquely recognize the spot like the information described above.
  • the combined control range designation device 104 is a device that is installed at a predetermined position on the track, for example, like a railroad ground element, and transmits arbitrary information to a vehicle that has passed the position.
  • One or more combined control range specifying devices 104 may be installed on the track 103.
  • the combined control range specifying device 104 When the combined control range specifying device 104 is installed at the start position of the combined control and the combined control range specifying device 104-1 is installed at the start position of the combined control, the combined control range specifying device 104 sends information on the start of the combined control to the passing train. To transmit. Similarly, the combined control range specifying device 104-1 transmits information on the completion of the combined control to the passing train.
  • the combined control range specifying device 104 and the combined control range information 114 may be used in combination.
  • the combined control range information 114 holds the name of the combined control range designating device 104 installed at the position of the corresponding track 103 for at least one of the start position and the end position of the combined control.
  • the combined control range specifying device 104 installed at the position of the track 103 transmits the name of the combined control range specifying device 104 to the preceding vehicle 101 and the subsequent vehicle 102 that pass through the position.
  • the preceding vehicle 101 and the succeeding vehicle 102 use the received name and the combined control range information 114 to determine the start or end of the combined control.
  • the merge control range designating device 104 is installed at the start position of the merge control, and the merge control range designating device 104-1 is installed at the end position of the merge control, and the name is retained. Indicates.
  • the information held by the combined control range information 114 and transmitted by the combined control range specifying device 104 may be a unique ID in addition to the name.
  • the preceding vehicle 101 and the succeeding vehicle 102 start the merge control when traveling on the track 103 and passing the merge control start position held in the merge control range information 114 or when passing the merge control range designating device 104. . Then, the merge control is terminated when the merge control end position held in the merge control range information 114 is passed or when the merge control range specifying device 104-1 is passed.
  • the following vehicle 102 travels for merging using the distance to the preceding vehicle 101, the speed of the preceding vehicle 101, and the speed of the following vehicle 102 itself.
  • the traveling is the content shown in the known technology, for example.
  • the operation of the brake of the preceding vehicle brake device 113 is based on, for example, a brake command from a known signal security device such as ATS, or a brake command manually input from the cab by a driver who has confirmed an obstacle ahead There is. Since the braking operation during the merging process is being performed, the braking operation is performed according to the brake command output from the preceding vehicle merging control device 111.
  • a process 1002 for confirming that the consolidation control is being performed is first performed. If the combined control is not being performed, the host vehicle brake processing 1006 is performed to operate the brake, and the process ends 1007.
  • a brake command is transmitted 1003 to the following vehicle 102.
  • a process 1004 is performed in which the response delay time of the subsequent vehicle 102 held in the preceding vehicle is acquired and set to the timer time.
  • a timer time elapse determination 1005 is performed.
  • the host vehicle brake processing 1006 is performed to operate the brake, and the processing ends.
  • processing procedure of the subsequent vehicle combined control device 121 when a brake command is input to the preceding vehicle from the signal security device or the cab will be described with reference to FIG. After the start 1101, first, processing 1102 for confirming that the consolidation control is being performed is performed. If the combined control is not being performed, the host vehicle brake processing 1104 is performed to operate the brake, and the process ends.
  • a brake command reception confirmation 1103 from the preceding vehicle 101 is performed.
  • the host vehicle brake processing 1104 is performed to operate the brake, and the process ends. If there is no brake command, the process ends 1105.
  • the preceding vehicle 101 performs a braking operation after the response delay time of the subsequent vehicle 102 held in the preceding vehicle elapses, and the subsequent vehicle 102 Performs a brake operation when a brake command is received from the preceding train 101, that is, after the time required for the brake command transmission after the preceding vehicle 101 transmits the brake command, the subsequent vehicle performs the brake operation.
  • the response delay time of the subsequent vehicle 102 to be held is set to a value larger than the time required for transmission of the brake command from the preceding vehicle 101, so that the braking operation of the preceding vehicle 101 is performed after the braking operation of the subsequent vehicle 102. To do. Thereby, when the preceding vehicle 101 performs the brake control during the combined control, the succeeding vehicle 102 performs the brake control before the preceding vehicle 101, so that the succeeding vehicle 102 can be prevented from colliding with the preceding vehicle 101.
  • the execution of the merge control is performed by transmitting a merge control command to the preceding vehicle 101 and the succeeding vehicle 102 from the ground merge control command device 141.
  • the ground consolidation control command device 141 has information on the vehicle numbers of the preceding vehicle and the succeeding vehicle that perform the consolidation control held by the consolidation control range information 114, and the positions of the merge control start and the merge control end. The contents of each information are as shown in the first embodiment.
  • merge control that is not included in the merge control range information 114 held by the preceding vehicle 101 and the succeeding vehicle 102 can be performed.
  • the preceding vehicle brake device 113 held by the preceding vehicle 101 will be described with reference to FIG.
  • an example in which the preceding vehicle performs a brake operation after a time longer than the time required for the brake command transmission after the preceding vehicle 101 transmitted the brake command to the following vehicle has been shown.
  • the preceding vehicle needs time until the brake operation is actually performed after the brake command is input.
  • the preceding vehicle 301 that is not under combined control indicates a state in which the preceding vehicle 101 is not performing combined control. For this reason, each device held by the preceding vehicle 301 that is not under combined control is the same as the preceding vehicle 101.
  • the preceding vehicle brake device 113 held by the preceding vehicle 301 that is not in the combined control is, for example, a brake pattern for stopping at a stop position in front of the forward train as in the known technique ATS-P, Or the said stop position for producing
  • the preceding vehicle brake device 113 holds the brake pattern 302 that is not under combined control.
  • the brake operation is performed at the brake operation position 305 where the speed 303 of the preceding vehicle not under the combined control is greater than the brake pattern 302 not under the combined control, and the vehicle stops at the stop position 306.
  • the preceding vehicle brake device 113 performs a brake operation after the brake response delay time. Therefore, the relationship between the distance and speed of the brake pattern 302 that is not under combined control held by the preceding vehicle brake device 113 is changed to a value obtained by adding a correction distance 304 obtained by multiplying the distance by the brake response delay time and the speed, and performing the combined control.
  • a brake pattern 312 is created.
  • FIG. 7 shows a comparison between the brake pattern 312 under combined control and the brake pattern 302 not under combined control.
  • the brake pattern 312 during the combined control is created from the brake pattern 302 that is not under the combined control every time the combined control start time is generated, or is created from the brake pattern 302 that is not under the combined control in advance and is applied to the preceding vehicle brake device 113. There is a method in which the brake pattern 302 that is not under combined control is held separately and used for combined control.
  • the preceding vehicle 101 Based on the brake pattern 312 under combined control and the speed 313 of the preceding vehicle under combined control, the preceding vehicle 101 transmits a brake command to the subsequent vehicle 102 at the brake determination position 314 under combined control, and a brake response corresponding to the correction distance 304. After running for the delay time, the brake operation is performed at the brake operation position 305 and stopped at the stop position 306.
  • the preceding vehicle performs a braking operation after a time longer than the time required for the brake command transmission has elapsed
  • the preceding vehicle is previously set in a state where the speed is lower than the brake pattern 302 that is not under combined control. Since the brake command can be transmitted to the following vehicle, the preceding vehicle 101 follows the brake pattern 302 held by the preceding vehicle brake device 113 that is not under the combined control both when the combined control is being performed and when the combined control is not being performed. Therefore, control according to the signal can be realized.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

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

列車制御システムTrain control system
　本発明は、走行中に併結制御を行う列車制御システムに関する。
The present invention relates to a train control system that performs combined control during traveling.
　本技術分野の背景技術として、特開2002-222485号公報（特許文献１）がある。この公報には、隊列走行をする車両が停止制御を行う際に、各車両にブレーキ開始時期を設定する方法が記載されている。隊列走行をする車両のブレーキを制御する方法として、特許文献１の段落[００３１]～[００３２]に予め走行順番に対応したブレーキ動作応答時間の設定を、データあるいはプログラムを用いて求め、逐次最後尾の車両から前方の車両に対して伝送する方法が示されている。 There is JP 2002-222485 (Patent Document 1) as background art in this technical field. This publication describes a method of setting a brake start time for each vehicle when a vehicle traveling in a row performs stop control. As a method for controlling the brakes of vehicles traveling in platooning, paragraphs [0031] to [0032] of Patent Document 1 obtain the setting of the brake operation response time corresponding to the traveling order in advance using data or a program. A method of transmitting from a tail vehicle to a vehicle ahead is shown.
　また、特開平08-072718号公報（特許文献２）がある。この公報には、走行する複数車両が走行中に車両間の距離を小さくし併結するための方法が記載されている。先行車両と後続車両の情報伝送について、特許文献２の段落「０１２３」にて伝送遅れに対応する手段として、レーザ光通信による直接伝送手段を適用することが示されている。 There is also JP-A-08-072718 (Patent Document 2). This gazette describes a method for reducing the distance between the vehicles traveling together while the multiple vehicles are traveling. Regarding information transmission between the preceding vehicle and the following vehicle, paragraph “0123” of Patent Document 2 shows that direct transmission means by laser light communication is applied as means for dealing with transmission delay.
　列車の速度を制御する方式として、非特許文献１の８７～８９頁に自動列車停止装置(ATS)の一種として、列車に信号パターンという距離と制限速度の対応を保持して速度制御を行うATS-P装置に関し、制限速度の指定がある分岐器を走行する列車に対して、分岐器までの距離と制限速度を列車に与え、列車が制限速度を超えている場合はブレーキ動作を行う方法が示されている。また９０頁に自動列車制御装置(ATC)の制御として、列車の速度が指示速度より高い場合はブレーキ指令を出し、指示速度以下になると自動的にブレーキを緩めることが示されている。 As a method of controlling the speed of trains, Non-Patent Document 1, pages 87 to 89, ATS, which is a kind of automatic train stop device (ATS), controls the speed of a train while maintaining the correspondence between the distance of the signal pattern and the speed limit. -P For a train that runs on a turnout with a speed limit specified, the distance to the turnout and the speed limit are given to the train, and if the train exceeds the speed limit, the brake operation is performed. It is shown. Also, page 90 shows that as a control of the automatic train control device (ATC), a brake command is issued when the train speed is higher than the command speed, and the brake is automatically released when the train speed falls below the command speed.
　　また停止している車両に対して他の車両が低速で接近し連結する併結作業は公知の実施事項である。
Moreover, the combined work in which other vehicles approach and connect to a stopped vehicle at a low speed is a well-known implementation matter.
特開2002-222485号公報JP 2002-222485 A 特開平08-072718号公報JP 08-072718
　同一方向に走行する車両同士が走行中に併結する併結制御では、公知の併結作業から車両間の速度差が小さい状態で接近すれば併結作業と同様に連結することが分かる。 It can be seen that in the combined control in which the vehicles traveling in the same direction are combined while traveling, if the speed difference between the vehicles approaches from a known combined operation, the connection is performed in the same manner as the combined operation.
　併結制御を行うには、文献３に記載されたATSおよびATCの内容において、後続となる車両は先行となる車両までの距離と、先行となる車両の速度を把握すれば、先行車両までの距離を公知の分岐器までの距離として、また先行車両の速度を分機器の制限速度とすることで、距離と制限速度に応じた安全な走行が可能なことは公知である。また後続車両が速度の高い状態で接近しても、後続車両がブレーキを用いて距離と制限速度に対応した速度以下となるよう後続車両自身の速度を制御可能なことも公知である。 In order to perform the combined control, in the contents of ATS and ATC described in Document 3, the distance to the preceding vehicle can be determined if the succeeding vehicle knows the distance to the preceding vehicle and the speed of the preceding vehicle. It is known that safe traveling according to the distance and the speed limit is possible by setting the distance to the known branching unit and the speed of the preceding vehicle as the speed limit of the minute device. It is also known that even if the following vehicle approaches in a high speed state, the subsequent vehicle itself can be controlled using a brake so that the speed of the following vehicle becomes equal to or less than the speed corresponding to the distance and the speed limit.
　また後続車両が先行車両までの距離を測定する手段として、例えばレーザを用いた距離測定手段は公知であり、複数回距離を測定して測定時間差と距離の変化量から相対速度を計算する方法、及び相対速度と後続車両自身の速度から先行車両の速度を計算する方法も公知である。 Further, as a means for measuring the distance from the following vehicle to the preceding vehicle, for example, a distance measuring means using a laser is known, and a method of measuring a distance a plurality of times and calculating a relative speed from a measurement time difference and a distance change amount, Also known is a method for calculating the speed of the preceding vehicle from the relative speed and the speed of the following vehicle itself.
　しかし公知のATSによる分岐器の制限速度は一定の値であり、後続車両が併結を行う間に、分機器の制限速度に該当する先行車両の速度が変化する場合、先行車両の速度が変化しても後続車両が安全となる方法は、記載されていない。 However, the speed limit of the branching device according to the known ATS is a constant value, and when the speed of the preceding vehicle corresponding to the speed limit of the minute device changes while the following vehicle is combined, the speed of the preceding vehicle changes. However, no way to make the following vehicle safe is described.
　併結制御を行う車両のうち、先行車両は信号装置からの情報を受けて走行することができる。一方で後続車両は信号装置による列車間隔よりも短い間隔で走行し接近する制御を行うため、信号装置からの情報に従わない制御を行っている。このため併結制御を行っている先行列車及び後続列車に対して信号装置などからの停止指令を与える場合、停止指令はまず先行列車が受けて、先行列車より後続列車に伝送する手順が必要となる。 Of the vehicles performing the combined control, the preceding vehicle can travel by receiving information from the signal device. On the other hand, the following vehicle performs control that does not follow the information from the signal device in order to perform control to travel and approach at shorter intervals than the train interval by the signal device. For this reason, when a stop command from a signal device or the like is given to the preceding train and the following train that are performing the combined control, the stop command is first received by the preceding train, and a procedure for transmitting from the preceding train to the following train is required. .
　ここで先行列車がブレーキ制御を行った場合、後続列車のブレーキ制御が遅れると列車同士が衝突する可能性がある。 Here, when the preceding train performs brake control, there is a possibility that the trains may collide with each other if the brake control of the succeeding train is delayed.
　特許文献２に記載された併結する方法において、直接通信でも一回の伝送周期で確実に情報を伝えることを保証できないため、一般に周期伝送で繰り返し同じ情報を伝送することは周知の技術である。この場合、直接伝送でも情報が確実に伝送先である後続列車に伝わるには一定の時間を要することになる。この結果、伝送に時間を要すると、後続列車に先行列車がブレーキ制御を行ったことが伝わるのに時間が掛かり、後続列車が先行列車に衝突する可能性が生じる。 In the merging method described in Patent Document 2, since it is not possible to ensure that information is reliably transmitted in one transmission cycle even by direct communication, it is a well-known technique to generally transmit the same information repeatedly by periodic transmission. In this case, a certain amount of time is required for the information to be reliably transmitted to the succeeding train as the transmission destination even in direct transmission. As a result, if time is required for transmission, it takes time for the subsequent train to transmit that the preceding train has performed the brake control, and the subsequent train may collide with the preceding train.
　また特許文献１に記載された隊列走行する車両の制御は、後続列車から順番に伝送を行う方法について記してあり、先行列車が停止指令を受けてから後続車両に情報を伝送する手順が示されていない。このため前出の周知技術である周期伝送を用いた場合、後続列車に情報が伝わる時間の後に後続車両がブレーキ動作を行い、この後続列車の情報を先行列車が受けてから先行列車がデータあるいはプログラムで記されたブレーキ動作応答時間の後にブレーキ動作を行うことになり、先行列車がブレーキ指令を受けてからブレーキ制御を行うまでに時間を要する可能性が生じる。
The control of vehicles traveling in a row described in Patent Document 1 describes a method of transmitting in order from the following train, and shows a procedure for transmitting information to the following vehicle after the preceding train receives a stop command. Not. For this reason, when using periodic transmission, which is the well-known technology described above, the following vehicle performs a braking operation after the time when the information is transmitted to the following train, and the preceding train receives data or information from this preceding train. The brake operation is performed after the brake operation response time described in the program, and there is a possibility that it takes time until the preceding train receives the brake command and performs the brake control.
　上記課題を解決するために、本発明は、先行車両のブレーキ動作を制御する先行車両制御装置と、後続車両のブレーキ動作を制御する後続車両制御装置と、を備えた列車制御システムにおいて、先行車両と後続車両とを走行中に連結する際に、先行車両は、ブレーキ指令入力時に、後続車両へブレーキ指令を送信し、かつ、後続車両へブレーキ指令を送信してから、後続車両への前記ブレーキ指令伝送遅れ時間より長い時間が経過したことを条件に、ブレーキ動作を実施し、後続車両は、先行車両からブレーキ指令を受信したときにブレーキ動作を実施する。
In order to solve the above-mentioned problems, the present invention provides a preceding vehicle in a train control system comprising a preceding vehicle control device that controls the braking operation of a preceding vehicle and a subsequent vehicle control device that controls the braking operation of the following vehicle. And the following vehicle during the travel, the preceding vehicle transmits the brake command to the following vehicle when the brake command is input, and transmits the brake command to the following vehicle, and then the brake to the following vehicle is transmitted. The brake operation is performed on the condition that a time longer than the command transmission delay time has elapsed, and the succeeding vehicle performs the brake operation when receiving a brake command from the preceding vehicle.
　本発明は上記の手段を取ることにより、併結制御中の列車に対して停止指令が与えられた場合において、先行車両よりも早く後続車両にブレーキを掛けることができるため、先行車両と後続列車の衝突を回避することが可能となる。
By taking the above-mentioned means, the present invention can brake the following vehicle earlier than the preceding vehicle when a stop command is given to the train under combined control. A collision can be avoided.
本発明の装置構成を示した図である。It is the figure which showed the apparatus structure of this invention. 本発明の併結制御範囲情報に保持する情報の例である。It is an example of the information hold | maintained at the combined control range information of this invention. 本発明の先行車両併結装置の処理を説明するフローチャートの例である。It is an example of the flowchart explaining the process of the preceding vehicle combining apparatus of this invention. 本発明の後続車両併結装置の処理を説明するフローチャートの例である。It is an example of the flowchart explaining the process of the succeeding vehicle combined device of this invention. 本発明の地上併結制御指令装置を有する場合の装置構成を示した図である。It is the figure which showed the apparatus structure in the case of having the ground combined control command apparatus of this invention. 本発明の先行車両が有するブレーキ制御装置を併結制御と連携する場合の先行車両速度変化を、併結制御中でない場合と比較した例である。It is the example compared with the case where the preceding vehicle speed change in case the brake control apparatus which the preceding vehicle of this invention has cooperates with combined control is not under combined control. 本発明の先行車両にてブレーキ制御装置を併結制御と連携する場合の保持するブレーキパターンの例である。It is an example of the brake pattern hold | maintained when a brake control apparatus cooperates with combined control in the preceding vehicle of this invention.
　以下、実施例を図面を用いて説明する。 Hereinafter, examples will be described with reference to the drawings.
　本実施例では、走行中の併結制御を行う車両システムについて説明する。
  図１は、本実施例の鉄道車両システムの構成図の例である。先行車両１０１と後続車両１０２は、軌道１０３を走行しながら連結する併結制御を行う。 In the present embodiment, a vehicle system that performs combined control during traveling will be described.
FIG. 1 is an example of a configuration diagram of a railway vehicle system according to the present embodiment. The preceding vehicle 101 and the succeeding vehicle 102 perform combined control for coupling while traveling on the track 103.
　先行車両１０１は先行車両併結制御装置１１１、先行車両情報伝送装置１１２、先行車両ブレーキ装置１１３、併結制御範囲情報１１４を有する。また後続車両１０２は後続車両併結制御装置１２１、後続車両情報伝送装置１２２、後続車両ブレーキ装置１２３、併結制御範囲情報１１４を有する。先行車両情報伝送装置１１２は先行車両併結制御装置１１１の指示を受けて後続車両情報伝送装置１２２に対して車両間伝送情報１３１を周期的に送信する。後続車両情報伝送装置１２２は車両間伝送情報１３１を受信し、その内容を後続車両併結制御装置１２１に与える。 The preceding vehicle 101 has a preceding vehicle combined control device 111, a preceding vehicle information transmission device 112, a preceding vehicle brake device 113, and combined control range information 114. Further, the following vehicle 102 has a following vehicle combined control device 121, a following vehicle information transmission device 122, a following vehicle brake device 123, and combined control range information 114. The preceding vehicle information transmission device 112 periodically transmits inter-vehicle transmission information 131 to the subsequent vehicle information transmission device 122 in response to an instruction from the preceding vehicle combination control device 111. The subsequent vehicle information transmission device 122 receives the inter-vehicle transmission information 131 and gives the content to the subsequent vehicle combination control device 121.
　このうち先行車両ブレーキ装置１１３と後続車両ブレーキ装置１２３は、先行車両併結制御装置１１１及び後続車両併結制御装置１２１、運転台、ＡＴＳなどの信号保安装置からのブレーキ指令に基づいたブレーキ力を出力する装置であり、機械式ブレーキや電気式ブレーキで構成される。 Of these, the preceding vehicle brake device 113 and the subsequent vehicle brake device 123 output a braking force based on a brake command from a signal safety device such as the preceding vehicle combined control device 111 and the subsequent vehicle combined control device 121, the cab, or the ATS. The device is composed of a mechanical brake or an electric brake.
　また先行車両情報伝送装置１１２及び後続車両情報伝送装置１２２は、例えばレーザを用いた光通信、空間波を用いた無線通信、LCXケーブルを用いた通信などの公知の手段で実現可能である。 The preceding vehicle information transmission device 112 and the subsequent vehicle information transmission device 122 can be realized by known means such as optical communication using a laser, wireless communication using a spatial wave, communication using an LCX cable, and the like.
　先行車両１０１と後続車両１０２は、走行中の併結制御開始を併結制御範囲指定装置１０４の通過、あるいは併結制御範囲情報１１４を用いて、先行車両併結制御装置１１１及び後続車両併結制御装置１２１にて判定する。併結制御範囲情報１１４に保持する情報は、併結制御を行う先行車両及び後続車両の車両番号、併結制御開始及び併結制御終了の位置の情報を含む。併結制御範囲情報１１４の例を図２に示す。このうち車両番号とは、例えば列車番号のように重複なく各車両に割り当てられた固有ＩＤであればよい。また位置の情報は、図２の先行車両５００１及び後続車両５０１１に対応する情報のような軌道１０３上の基準位置からの道のりや、図２の先行車両５００３及び後続車両５０５１に対応する情報のような位置経度情報であれば良い。また、上述した情報のように当該地点を一意に認識できる情報であれば、上述した情報以外の情報であってもよい。 The preceding vehicle 101 and the succeeding vehicle 102 use the preceding vehicle combination control device 111 and the following vehicle combination control device 121 to start the merge control during traveling by using the merge control range specifying device 104 or the merge control range information 114. judge. The information held in the combined control range information 114 includes information on the vehicle numbers of the preceding vehicle and the succeeding vehicle that perform the combined control, and the positions of the combined control start and combined control end. An example of the combined control range information 114 is shown in FIG. Of these, the vehicle number may be a unique ID assigned to each vehicle without duplication, such as a train number. In addition, the position information is a path from the reference position on the track 103 such as information corresponding to the preceding vehicle 5001 and the following vehicle 5011 in FIG. 2, and information corresponding to the preceding vehicle 5003 and the following vehicle 5051 in FIG. Any position and longitude information may be used. In addition, information other than the information described above may be used as long as it is information that can uniquely recognize the spot like the information described above.
　併結制御範囲指定装置１０４は、例えば鉄道の地上子のように軌道上の所定位置に設置されており、当該位置を通過した車両に対して任意の情報を伝送する装置である。併結制御範囲指定装置１０４は軌道１０３に一つ以上設置して良い。併結制御開始位置に併結制御範囲指定装置１０４を、併結制御の開始位置に併結制御範囲指定装置１０４―１をそれぞれ設置した場合、併結制御範囲指定装置１０４は通過する列車に併結制御開始の情報を伝送する。同様に併結制御範囲指定装置１０４―１は通過する列車に併結制御終了の情報を伝送する。 The combined control range designation device 104 is a device that is installed at a predetermined position on the track, for example, like a railroad ground element, and transmits arbitrary information to a vehicle that has passed the position. One or more combined control range specifying devices 104 may be installed on the track 103. When the combined control range specifying device 104 is installed at the start position of the combined control and the combined control range specifying device 104-1 is installed at the start position of the combined control, the combined control range specifying device 104 sends information on the start of the combined control to the passing train. To transmit. Similarly, the combined control range specifying device 104-1 transmits information on the completion of the combined control to the passing train.
　また併結制御範囲指定装置１０４と併結制御範囲情報１１４を組み合わせて用いる場合もある。この場合、併結制御範囲情報１１４は併結制御の開始位置あるいは終了位置の少なくとも片方について、該当する軌道１０３の位置に設置した併結制御範囲指定装置１０４の名称を対応付けて保持する。そして軌道１０３の位置に設置した併結制御範囲指定装置１０４は、当該位置を通過する先行車両１０１と後続車両１０２に対して、併結制御範囲指定装置１０４の名称を伝送する。先行車両１０１及び後続車両１０２は受け取った名称と併結制御範囲情報１１４を用いて、併結制御の開始もしくは終了を判定する。図２おける先行車両５００２及び後続車両５１０１に対する情報として、併結制御の開始位置に併結制御範囲指定装置１０４、併結制御の終了位置に併結制御範囲指定装置１０４―１を設置し、名称を保持する場合を示す。なお併結制御範囲情報１１４が保持し併結制御範囲指定装置１０４が伝送する情報は、名称の他に固有IDでも良い。 Also, the combined control range specifying device 104 and the combined control range information 114 may be used in combination. In this case, the combined control range information 114 holds the name of the combined control range designating device 104 installed at the position of the corresponding track 103 for at least one of the start position and the end position of the combined control. The combined control range specifying device 104 installed at the position of the track 103 transmits the name of the combined control range specifying device 104 to the preceding vehicle 101 and the subsequent vehicle 102 that pass through the position. The preceding vehicle 101 and the succeeding vehicle 102 use the received name and the combined control range information 114 to determine the start or end of the combined control. As information for the preceding vehicle 5002 and the succeeding vehicle 5101 in FIG. 2, the merge control range designating device 104 is installed at the start position of the merge control, and the merge control range designating device 104-1 is installed at the end position of the merge control, and the name is retained. Indicates. The information held by the combined control range information 114 and transmitted by the combined control range specifying device 104 may be a unique ID in addition to the name.
　これにより先行車両１０１や後続車両１０２は軌道１０３を走行して併結制御範囲情報１１４に保持する併結制御開始位置を通過した際、あるいは併結制御範囲指定装置１０４を通過した際に併結制御を開始する。そして併結制御範囲情報１１４に保持する併結制御終了位置を通過した際、あるいは併結制御範囲指定装置１０４―１を通過した際に、併結制御を終了する。 As a result, the preceding vehicle 101 and the succeeding vehicle 102 start the merge control when traveling on the track 103 and passing the merge control start position held in the merge control range information 114 or when passing the merge control range designating device 104. . Then, the merge control is terminated when the merge control end position held in the merge control range information 114 is passed or when the merge control range specifying device 104-1 is passed.
　併結制御を始めると、後続車両１０２は先行車両１０１までの距離と先行車両１０１の速度、後続車両１０２自身の速度を用いて併結するための走行を行う。走行は例えば公知の技術に示した内容である。 When the merging control is started, the following vehicle 102 travels for merging using the distance to the preceding vehicle 101, the speed of the preceding vehicle 101, and the speed of the following vehicle 102 itself. The traveling is the content shown in the known technology, for example.
　併結制御中に先行車両１０１がブレーキを動作する場合について説明する。先行車両ブレーキ装置１１３のブレーキの動作は、例えば公知のATSなどの信号保安装置からのブレーキ指令による場合や、進路前方に障害物を確認した運転士が手動で運転台から入力したブレーキ指令による場合がある。併結処理中のブレーキ動作は、併結処理中であるため、先行車両併結制御装置１１１から出力されたブレーキ指令によって行われる。 The case where the preceding vehicle 101 operates the brake during the combined control will be described. The operation of the brake of the preceding vehicle brake device 113 is based on, for example, a brake command from a known signal security device such as ATS, or a brake command manually input from the cab by a driver who has confirmed an obstacle ahead There is. Since the braking operation during the merging process is being performed, the braking operation is performed according to the brake command output from the preceding vehicle merging control device 111.
　信号保安装置や運転台から先行車両にブレーキ指令が入力された場合の先行車両併結制御装置１１１の処理手順を、図３を用いて説明する。開始１００１の次に、まず併結制御中であることを確認する処理１００２を行う。もし併結制御中でない場合は、自車両ブレーキ処理１００６を行ってブレーキを動作し、終了１００７となる。 The processing procedure of the preceding vehicle combined control device 111 when a brake command is input to the preceding vehicle from the signal security device or the cab will be described with reference to FIG. After the start 1001, a process 1002 for confirming that the consolidation control is being performed is first performed. If the combined control is not being performed, the host vehicle brake processing 1006 is performed to operate the brake, and the process ends 1007.
　併結制御中の場合、まず後続車両１０２に対してブレーキ指令の送信１００３を行う。次に先行車両内に保持する後続車両１０２の応答遅れ時間を取得しタイマー時間にセットする処理１００４を行う。そしてタイマー時間の経過判定１００５を行う。タイマーの時間つまり保持する後続車両１０２の応答遅れ時間が経過した後に、自車両ブレーキ処理１００６を行ってブレーキを動作し、終了１００７となる。 When the combined control is being performed, first, a brake command is transmitted 1003 to the following vehicle 102. Next, a process 1004 is performed in which the response delay time of the subsequent vehicle 102 held in the preceding vehicle is acquired and set to the timer time. Then, a timer time elapse determination 1005 is performed. After the time of the timer, that is, the response delay time of the subsequent vehicle 102 to be held has elapsed, the host vehicle brake processing 1006 is performed to operate the brake, and the processing ends.
　次に後続車両１０２が併結制御中にブレーキを動作する場合について説明する。併結処理中であるため、後続車両１０２は後続車両併結制御装置１２１を用いて制御を行う。 Next, a case where the brake is operated during the combined control of the following vehicle 102 will be described. Since the merging process is in progress, the following vehicle 102 performs control using the following vehicle merging control device 121.
　信号保安装置や運転台から先行車両にブレーキ指令が入力された場合の後続車両併結制御装置１２１の処理手順を、図４を用いて説明する。開始１１０１の次に、まず併結制御中であることを確認する処理１１０２を行う。もし併結制御中でない場合は、自車両ブレーキ処理１１０４を行ってブレーキを動作し、終了１１０５となる。 The processing procedure of the subsequent vehicle combined control device 121 when a brake command is input to the preceding vehicle from the signal security device or the cab will be described with reference to FIG. After the start 1101, first, processing 1102 for confirming that the consolidation control is being performed is performed. If the combined control is not being performed, the host vehicle brake processing 1104 is performed to operate the brake, and the process ends.
　併結制御中の場合、まず先行車両１０１よりブレーキ指令受信の確認１１０３を行う。ブレーキ指令があった場合、自車両ブレーキ処理１１０４を行ってブレーキを動作し、終了１１０５となる。ブレーキ指令が無かった場合、終了１１０５となる。 When the combined control is being performed, first, a brake command reception confirmation 1103 from the preceding vehicle 101 is performed. When there is a brake command, the host vehicle brake processing 1104 is performed to operate the brake, and the process ends. If there is no brake command, the process ends 1105.
　併結制御中の先行車両併結制御装置１１１及び後続車両併結制御装置１２１の処理手順により、先行車両１０１は先行車両内に保持する後続車両１０２の応答遅れ時間の経過後にブレーキ動作を行い、後続車両１０２は、先行列車１０１からブレーキ指令を受信した時にブレーキ動作を行う、つまり、先行車両１０１がブレーキ指令を伝送してからブレーキ指令伝送に要した時間の後に、後続車両がブレーキ動作を行うことになる。
According to the processing procedure of the preceding vehicle combination control device 111 and the subsequent vehicle combination control device 121 during the combination control, the preceding vehicle 101 performs a braking operation after the response delay time of the subsequent vehicle 102 held in the preceding vehicle elapses, and the subsequent vehicle 102 Performs a brake operation when a brake command is received from the preceding train 101, that is, after the time required for the brake command transmission after the preceding vehicle 101 transmits the brake command, the subsequent vehicle performs the brake operation. .
　保持する後続車両１０２の応答遅れ時間については、先行車両１０１からのブレーキ指令伝送に要した時間より大きな値を設定することにより、先行車両１０１のブレーキ動作を、後続車両１０２のブレーキ動作より後とする。これにより先行車両１０１が併結制御中にブレーキ制御を行った場合に、後続車両１０２がブレーキ制御を先行車両１０１より先に行うため、後続車両１０２が先行車両１０１に衝突することを回避できる。
The response delay time of the subsequent vehicle 102 to be held is set to a value larger than the time required for transmission of the brake command from the preceding vehicle 101, so that the braking operation of the preceding vehicle 101 is performed after the braking operation of the subsequent vehicle 102. To do. Thereby, when the preceding vehicle 101 performs the brake control during the combined control, the succeeding vehicle 102 performs the brake control before the preceding vehicle 101, so that the succeeding vehicle 102 can be prevented from colliding with the preceding vehicle 101.
　図５を用いて、地上に設置した地上併結制御指令装置１４１の指示に従い、走行中の併結制御を行う車両システムについて説明する。 Referring to FIG. 5, a vehicle system that performs the combined control during traveling in accordance with the instructions of the ground combined control command device 141 installed on the ground will be described.
　併結制御の実施は、地上併結制御指令装置１４１より先行車両１０１及び後続車両１０２に対して併結制御指令が伝送し与える。地上併結制御指令装置１４１は、併結制御範囲情報１１４が保持する併結制御を行う先行車両及び後続車両の車両番号、併結制御開始及び併結制御終了の位置の情報を持つ。各情報の内容は実施例１で示した通りである。 The execution of the merge control is performed by transmitting a merge control command to the preceding vehicle 101 and the succeeding vehicle 102 from the ground merge control command device 141. The ground consolidation control command device 141 has information on the vehicle numbers of the preceding vehicle and the succeeding vehicle that perform the consolidation control held by the consolidation control range information 114, and the positions of the merge control start and the merge control end. The contents of each information are as shown in the first embodiment.
　併結制御指令を地上併結制御指令装置１４１から与えることにより、先行車両１０１及び後続車両１０２が保持する併結制御範囲情報１１４の内容に無い併結制御を実施することができる。
By giving the merge control command from the ground merge control command device 141, merge control that is not included in the merge control range information 114 held by the preceding vehicle 101 and the succeeding vehicle 102 can be performed.
　図６を用いて、先行車両１０１が保持する先行車両ブレーキ装置１１３の実施内容を、併結制御と連携する方法について説明する。上述した実施例では、先行車両１０１が後続車両にブレーキ指令を伝送してからブレーキ指令伝送に要した時間より長い時間が経過した後に、先行車両がブレーキ動作を行う例を示したが、この実施例によると、先行車両と後続車両の衝突は回避できるが、先行車両は、ブレーキ指令が入力されてから実際にブレーキ動作を行うまで時間を要することになる。本実施例では、先行車両のブレーキ動作に時間を要することになっても、前方の障害物の手前で確実に停止できるようにするための実施形態である。 The implementation content of the preceding vehicle brake device 113 held by the preceding vehicle 101 will be described with reference to FIG. In the above-described embodiment, an example in which the preceding vehicle performs a brake operation after a time longer than the time required for the brake command transmission after the preceding vehicle 101 transmitted the brake command to the following vehicle has been shown. According to the example, although the collision between the preceding vehicle and the following vehicle can be avoided, the preceding vehicle needs time until the brake operation is actually performed after the brake command is input. In this embodiment, even if it takes time for the brake operation of the preceding vehicle, it is an embodiment for ensuring that the vehicle can be stopped before an obstacle ahead.
　併結制御中でない先行車両３０１は、先行車両１０１が併結制御を行っていない状態を指す。このため併結制御中でない先行車両３０１が保持する各装置は、先行車両１０１と同じである。 The preceding vehicle 301 that is not under combined control indicates a state in which the preceding vehicle 101 is not performing combined control. For this reason, each device held by the preceding vehicle 301 that is not under combined control is the same as the preceding vehicle 101.
　併結制御中でない場合、併結制御中でない先行車両３０１が保持する先行車両ブレーキ装置１１３は、例えば公知の技術であるATS-Pのように前方列車の手前の停止位置に停止するためのブレーキパターン、もしくは当該ブレーキパターンを車上で生成するための前記停止位置を地上信号システムから受信して、当該ブレーキパターン用いた制御を行う。先行車両ブレーキ装置１１３は併結制御中でないブレーキパターン３０２を保持する。併結制御中でない先行車両の速度３０３が併結制御中でないブレーキパターン３０２より大きくなるブレーキ動作位置３０５にてブレーキ動作を行い、停止位置３０６に停止する。 When the combined control is not in progress, the preceding vehicle brake device 113 held by the preceding vehicle 301 that is not in the combined control is, for example, a brake pattern for stopping at a stop position in front of the forward train as in the known technique ATS-P, Or the said stop position for producing | generating the said brake pattern on a vehicle is received from a ground signal system, and control using the said brake pattern is performed. The preceding vehicle brake device 113 holds the brake pattern 302 that is not under combined control. The brake operation is performed at the brake operation position 305 where the speed 303 of the preceding vehicle not under the combined control is greater than the brake pattern 302 not under the combined control, and the vehicle stops at the stop position 306.
　併結制御中の先行車両１０１では、先行車両ブレーキ装置１１３はブレーキ応答遅れ時間の後にブレーキ動作を行う。そこで先行車両ブレーキ装置１１３が保持する併結制御中でないブレーキパターン３０２の距離と速度の関係について、距離にブレーキ応答遅れ時間と速度を乗じた補正距離３０４を加えた値に変更し、併結制御中のブレーキパターン３１２を作成する。併結制御中のブレーキパターン３１２と併結制御中でないブレーキパターン３０２の比較を、図７に示す。併結制御中のブレーキパターン３１２の作成は、併結制御開始時点の発生ごとに併結制御中でないブレーキパターン３０２から作成する方法、あるいは予め併結制御中でないブレーキパターン３０２から作成して先行車両ブレーキ装置１１３に併結制御中でないブレーキパターン３０２と別に保持し、併結制御に用いる方法がある。 In the preceding vehicle 101 under combined control, the preceding vehicle brake device 113 performs a brake operation after the brake response delay time. Therefore, the relationship between the distance and speed of the brake pattern 302 that is not under combined control held by the preceding vehicle brake device 113 is changed to a value obtained by adding a correction distance 304 obtained by multiplying the distance by the brake response delay time and the speed, and performing the combined control. A brake pattern 312 is created. FIG. 7 shows a comparison between the brake pattern 312 under combined control and the brake pattern 302 not under combined control. The brake pattern 312 during the combined control is created from the brake pattern 302 that is not under the combined control every time the combined control start time is generated, or is created from the brake pattern 302 that is not under the combined control in advance and is applied to the preceding vehicle brake device 113. There is a method in which the brake pattern 302 that is not under combined control is held separately and used for combined control.
　併結制御中のブレーキパターン３１２と併結制御中の先行車両の速度３１３より、先行車両１０１は併結制御中のブレーキ判断位置３１４でブレーキ指令を後続車両１０２に伝送し、補正距離３０４に相当するブレーキ応答遅れ時間の走行の後にブレーキ動作位置３０５にてブレーキ動作を行い、停止位置３０６に停止する。 Based on the brake pattern 312 under combined control and the speed 313 of the preceding vehicle under combined control, the preceding vehicle 101 transmits a brake command to the subsequent vehicle 102 at the brake determination position 314 under combined control, and a brake response corresponding to the correction distance 304. After running for the delay time, the brake operation is performed at the brake operation position 305 and stopped at the stop position 306.
　これにより、ブレーキ指令伝送に要した時間より長い時間が経過した後に、先行車両がブレーキ動作を行うことを考慮して、先行車両は、併結制御中でないブレーキパターン３０２よりも速度が低い状態で予め後続車両にブレーキ指令を送信することができるため、先行車両１０１は併結制御中の場合及び併結制御中でない場合の何れにおいても、先行車両ブレーキ装置１１３が保持する併結制御中でないブレーキパターン３０２に従った停止位置３０６に停止することため、信号に従った制御を実現できる。
Accordingly, in consideration that the preceding vehicle performs a braking operation after a time longer than the time required for the brake command transmission has elapsed, the preceding vehicle is previously set in a state where the speed is lower than the brake pattern 302 that is not under combined control. Since the brake command can be transmitted to the following vehicle, the preceding vehicle 101 follows the brake pattern 302 held by the preceding vehicle brake device 113 that is not under the combined control both when the combined control is being performed and when the combined control is not being performed. Therefore, control according to the signal can be realized.
１０１　先行車両
１０２　後続車両
１０３　軌道
１０４　併結制御範囲指定装置
１１１　先行車両併結制御装置
１１２　先行車両情報伝送装置
１１３　先行車両ブレーキ装置
１１４　併結制御範囲情報
１２１　後続車両併結制御装置
１２２　後続車両情報伝送装置
１２３　後続車両ブレーキ装置
１３１　車両間伝送情報
１４１　地上併結制御指令装置
３０１　併結制御中でない先行車両
３０２　併結制御中でないブレーキパターン
３０３　併結制御中でない先行車両の速度
３０４　補正距離
３０５　ブレーキ動作位置
３０６　停止位置
３１２　併結制御中のブレーキパターン
３１３　併結制御中の先行車両の速度
３１４　併結制御中のブレーキ判断位置
１００１～１００７　先行車両併結装置の処理フロー
１１０１～１１０５　後続車両併結装置の処理フロー 101 preceding vehicle 102 following vehicle 103 track 104 combined control range designation device 111 preceding vehicle combined control device 112 preceding vehicle information transmission device 113 preceding vehicle brake device 114 combined control range information 121 subsequent vehicle combination control device 122 subsequent vehicle information transmission device 123 subsequent Vehicle brake device 131 Inter-vehicle transmission information 141 Ground combined control command device 301 Predecessor vehicle not under combined control 302 Brake pattern 303 not under combined control Speed of preceding vehicle not under combined control 304 Correction distance 305 Brake operation position 306 Stop position 312 Combined control Brake pattern 313 in the preceding vehicle speed 314 in the combined control Brake judgment positions 1001 to 1007 in the combined control Processing flow 1101 to 1105 in the preceding vehicle combined device Processing flow in the following vehicle combined device

Claims (4)

  1. 　先行車両のブレーキ動作を制御する先行車両制御装置と、後続車両のブレーキ動作を制御する後続車両制御装置と、を備えた列車制御システムにおいて、
    　前記先行車両と前記後続車両とを走行中に連結する際に、前記先行車両は、ブレーキ指令入力時に、前記後続車両へブレーキ指令を送信し、かつ、前記後続車両へブレーキ指令を送信してから、後続車両への前記ブレーキ指令伝送遅れ時間より長い時間が経過したことを条件に、ブレーキ動作を実施し、
    　前記後続車両は、先行車両からブレーキ指令を受信したときにブレーキ動作を実施することを特徴とする列車制御システム。
    In a train control system comprising a preceding vehicle control device that controls a brake operation of a preceding vehicle, and a subsequent vehicle control device that controls a brake operation of a subsequent vehicle,
    When connecting the preceding vehicle and the succeeding vehicle during traveling, the preceding vehicle transmits a brake command to the succeeding vehicle and transmits a brake command to the succeeding vehicle when a brake command is input. The brake operation is performed on the condition that a time longer than the brake command transmission delay time to the following vehicle has elapsed,
    The train control system, wherein the succeeding vehicle performs a brake operation when receiving a brake command from the preceding vehicle.
  2. 　請求項１に記載の列車制御システムにおいて、
    　併結制御は、前記先行車両と前記後続車両が保持する併結開始位置情報に従って実施することを特徴とする列車制御システム。
    In the train control system according to claim 1,
    The combined control is performed according to combined start position information held by the preceding vehicle and the subsequent vehicle.
  3. 　請求項１に記載の列車制御システムにおいて、
    　併結制御は、先行車両と後続車両以外の地上に設置された制御装置の指示に従って実施することを特徴とする列車制御システム。
    In the train control system according to claim 1,
    The train control system is characterized in that the combined control is performed in accordance with instructions from a control device installed on the ground other than the preceding vehicle and the following vehicle.
  4. 　請求項１に記載の列車制御システムにおいて、
    　前記先行車両制御装置は、地上信号システムで生成される停止位置情報に基づき生成されたブレーキパターンで定められた速度よりも前記先行車両の速度が低い状態で予め前記後続車両にブレーキ制指令を送信することを特徴とする列車制御システム。     In the train control system according to claim 1,
    The preceding vehicle control device transmits a brake control command to the succeeding vehicle in advance in a state where the speed of the preceding vehicle is lower than the speed determined by the brake pattern generated based on the stop position information generated by the ground signal system. A train control system characterized by
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