WO2015152012A1 - 列車制御方法及び列車制御システム - Google Patents

列車制御方法及び列車制御システム Download PDF

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Publication number
WO2015152012A1
WO2015152012A1 PCT/JP2015/059466 JP2015059466W WO2015152012A1 WO 2015152012 A1 WO2015152012 A1 WO 2015152012A1 JP 2015059466 W JP2015059466 W JP 2015059466W WO 2015152012 A1 WO2015152012 A1 WO 2015152012A1
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WO
WIPO (PCT)
Prior art keywords
train
blockage
operation mode
fixed
train control
Prior art date
Application number
PCT/JP2015/059466
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
秀幸 加藤
慶一 齋藤
Original Assignee
日本信号株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 日本信号株式会社 filed Critical 日本信号株式会社
Priority to KR1020167029153A priority Critical patent/KR102118672B1/ko
Priority to CN201580018322.1A priority patent/CN106232453B/zh
Publication of WO2015152012A1 publication Critical patent/WO2015152012A1/ja

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    • 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 vehicle trains
    • B61L23/04—Control, warning, or like safety means along the route or between vehicles or vehicle trains for monitoring the mechanical state of the route
    • B61L23/041—Obstacle detection
    • 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
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation
    • B61L2027/204—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation using Communication-based Train Control [CBTC]

Definitions

  • the present invention relates to a train control method for controlling train operation by switching between an operation mode of moving blockage and an operation mode of fixed blockage, and more specifically, the operation mode is set without stopping the traveling train once.
  • the present invention relates to a train control method for controlling train operation by switching between a moving block and a fixed block and a train control system for implementing the method.
  • This type of conventional train control system performs train detection using on-line information of a physical position detection device, and sets up a backup route and a CBTC route as a route, and position information via radio from the train.
  • the wireless train control system that is equipped with an ATP ground device that performs on-line detection and performs train control, the route set for each section in which the non-wireless-equipped vehicle and the CBTC-controlled train (wireless-equipped vehicle) travel By switching, both mixed operation is enabled on the same line section (for example, refer patent document 1).
  • the wireless train control system described in Patent Literature 1 includes an ATP ground device that detects the position of a train by receiving position information from the train via wireless, and includes a non-wireless vehicle and a wirelessly mounted vehicle ( By switching the route set for each section on which the CBTC control train) travels, it is possible to operate both of them on the same line section, and wireless non-equipped vehicles and wireless equipped vehicles (CBTC controlled trains) that cannot detect the position by radio. ) At the same time can be safely run on the same track. This is to the extent that a certain non-wireless vehicle and other CBTC control trains can operate both on the same line, and one CBTC control train is blocked on the same line. It does not run by switching between the operation mode and the operation mode of fixed blockage.
  • the problem to be solved by the present invention to cope with such problems is to switch the operation mode between the movement blockage and the fixed blockage without temporarily stopping the traveling train. It is providing the train control method and train control system which perform control.
  • a train control method is a train control method for controlling train operation by switching between an operation mode of moving blockage and an operation mode of fixed blockage, wherein the operation mode
  • the ATP Automatic-Train-Protection
  • the train control system is a train control system for controlling train operation by switching between a movement blockage operation mode and a fixed blockage operation mode.
  • a train station that sends train operation information including information on the ATP pattern, a train station that is mounted on the train and communicates with the train station, and a train operation that includes switching between operation modes of moving block and fixed block
  • An on-board device that performs control, a wireless device that transmits and receives train position information, and a distance measuring unit that is provided at the front part of the traveling direction of the train and measures the distance to the rear position of the preceding train. .
  • the traveling train when the operation mode of the traveling train is switched from the movement blockage to the fixed blockage, the traveling train is allowed to travel as it is by making the ATP pattern of the immediately preceding movement blockage effective.
  • the train operation can be controlled by switching the operation mode between the movement blockage and the fixed blockage without stopping once. Therefore, it is possible to reduce the probability that an operation delay of the traveling train occurs.
  • train operation information including information on the fixed blockage ATP pattern is sent by a ground element installed on the track, and the above-mentioned ground element is connected with the above-mentioned ground element on the vehicle.
  • the train operation information including the information of the ATP pattern of the fixed blockage is received by performing communication, and the train operation including the switching of the operation mode of the movement blockage and the fixed blockage is controlled by the on-board device mounted on the train,
  • Train position information can be transmitted and received by a wireless device mounted on the train, and the distance to the rear position of the preceding train can be measured by distance measuring means provided at the front in the traveling direction of the train.
  • the train control method can be implemented, and the train operation can be controlled by switching the operation mode between the moving block and the fixed block without temporarily stopping the traveling train. Therefore, it is possible to reduce the probability that an operation delay of the traveling train occurs.
  • FIG. 1 is a schematic diagram showing an embodiment of a train control system for implementing a train control method according to the present invention.
  • This train control system controls train operation by switching between an operation mode of moving blockage and an operation mode of fixed blockage. First, fixed blockage and movement blockage as train operation modes will be described.
  • Fixed blockage is a conventional train control method that prevents different trains from occupying the same section at the same time, and normally only one train is allowed to enter one section (blocked section). . Since this section is set between traffic lights, it is set to a fixed section. In this case, the train is not allowed to enter the segment until the traffic lights show progress. Therefore, if the section of fixed blockage becomes long, line capacity will fall and operation efficiency will worsen.
  • Moving blockage is a train control method introduced in recent years, and attempts to remedy the drawbacks of fixed blockage.
  • This movement blockage is based on the information measured by various sensors, tachometers, speedometers, etc. provided on the track and on the vehicle.
  • the range that does not allow the entry of other trains for each train is calculated and a train operation instruction is directly transmitted to the train (a traffic light is not required).
  • the train can be moved as close as possible while keeping the minimum train interval required for safety. Therefore, the line capacity can be increased and the operation efficiency is improved.
  • the train control system includes a ground element 2 installed on a track 1, an onboard element 4 mounted on a train 3, an onboard apparatus 5 mounted on the train 3, A radio device 6 mounted on the train 3, a speed sensor 7 mounted on the train 3, and a distance measuring device 8 provided at the front in the traveling direction of the train 3 are included.
  • reference numeral 9 indicates an antenna of the wireless device 6, and reference numeral 10 indicates a wheel of the train 3.
  • the ground element 2 sends train operation information including information on the fixed blockage ATP pattern to the upper element 4 of the train 3 and is installed on the track 1 side.
  • ATP is an abbreviation for “Automatic Train Protection” in English, and is referred to as “automatic train security device” in Japanese. This ATP is a system for forcibly applying a brake to protect the safety of a train and avoiding an accident when a driver makes a mistake and the speed limit is not observed.
  • the “ATP pattern” is an operation curve (brake pattern) calculated as achievable with the brake performance of the train based on the information of the remaining distance to the position where the train must stop in the ATP system. ).
  • the ATP pattern includes a fixed blockage ATP pattern that is an ATP pattern in the fixed blockage operation mode and a movement blockage ATP pattern that is an ATP pattern in the movement blockage operation mode.
  • the vehicle upper element 4 communicates with the ground element 2 and receives train operation information including information on the fixed blockage ATP pattern, and is mounted on the train 3.
  • the train operation information is electromagnetically communicated between the ground element 2 and the vehicle upper element 4.
  • the on-board device 5 controls the train operation including the switching of the operation mode between the movement blockage and the fixed blockage, and is also mounted on the train 3.
  • the on-board device 5 includes a computer, and takes in and calculates information from the above-described on-board child 4, a wireless device 6, a speed sensor 7, a distance measuring device 8, and the like, and controls train operation. It has become. Further, the on-board device 5 creates and holds both an ATP pattern of movement blockage and an ATP pattern of fixed blockage.
  • the wireless device 6 transmits and receives position information of the train 3 and is also mounted on the train 3.
  • wireless apparatus 6 enables the train operation by movement obstruction
  • the speed sensor 7 measures the traveling speed of the own train 3, and is also mounted on the train 3.
  • a distance measuring device 8 is provided at the front of the traveling direction of the train 3 (the head of the train).
  • the distance measuring device 8 serves as a distance measuring means for measuring the distance to the trailing position of the preceding train.
  • the distance measuring device 8 uses light or radio waves as a distance measuring medium and receives reflection from the trailing portion of the preceding train.
  • a distance measuring device 8 including a light emitting / receiving unit or a radio wave transmission / reception unit is provided at the front of the traveling direction of its own train 3a, and light or radio waves are transmitted from the distance measuring device 8 and run ahead The light or radio wave reflected from the rear vehicle body of the train 3b is received, and the distance to the rear position of the preceding train 3b is measured.
  • the distance measuring device 8 may acquire an image of the tail part of the preceding train 3b as a distance measurement medium, and perform an image analysis to measure the acquired image.
  • an imaging device is provided as a distance measuring device 8 at the front of the traveling direction of the own train 3a, and an image of the rear vehicle body of the preceding train 3b running in front of the imaging device is taken.
  • the visual angle at which the rear vehicle body of a known size of the preceding train 3b can be measured through video analysis may be measured, and the distance from the magnitude of this visual angle to the rear position of the preceding train 3b may be obtained by calculation.
  • the measurement of the distance to the rear position of the preceding train 3b by the distance measuring device 8 is not limited to using light or radio waves or using an imaging device, and the distance to the rear position of the preceding train 3b can be measured. Any other means may be used.
  • This train control method is to control the train operation by switching between the operation mode of moving blockage and the operation mode of fixed blockage, and when the operation mode is switched from moving blockage to fixed blockage,
  • the previous movement blockage ATP pattern is validated to allow the vehicle to travel as it is, and after decelerating to a predetermined speed with the movement blockage ATP pattern, the vehicle can travel while maintaining the speed.
  • FIG. 3 (a) shows a state in which the train 3a (hereinafter simply referred to as "train 3a") and the preceding train 3b are traveling in the operation mode of the movement block on the sections 1 to 5 of the track 1. .
  • train 3a both the train 3a and the preceding train 3b are traveling in the movement blockage operation mode, and the existing line ranges of the train 3a and the preceding train 3b are from the beginning to the end of each train 3a, 3b as shown in the figure. It is only for the length of the train. Therefore, the train 3a can approach the immediate rear of the preceding train 3b.
  • a broken line curve C 1 shows an ATP pattern of the movement block of the train 3a traveling in the movement block operation mode. This movement blocking ATP pattern C 1 indicates that the vehicle can travel while changing the speed along the curve C 1 and can stop at the position immediately behind the preceding train 3b.
  • FIG. 3B shows the operation mode controlled by the on-board device 5 of the train 3a when it is determined that the train 3a in FIG. A state in which the movement blockage is automatically switched to the fixed blockage is shown.
  • the entire section 2 is the on-line range of the train 3a (hereinafter, the same applies to the description of FIGS. 4 and 5). That is, the section 2 becomes one closed section. Therefore, the train following the train 3a cannot enter the section 2, and the train 3a is not allowed to enter the section 3.
  • the traffic signal 11a provided in the tail of the area 2 is a stop display (x mark).
  • the existing line range is only the length of the preceding train 3b.
  • ATP pattern C 1 moving obstruction when the operation mode of the train 3a is switched to the fixed closure from moving obstruction ATP pattern (train 3a fixed occlusion after switching is If the stop target is a position farther from the end of the section 2 and stops), and the stop cannot be stopped by the fixed block ATP pattern, the movement block ATP pattern C 1 just before the block illustrated in FIG. Can be used as it is. That is, until the end of ATP pattern C 1 moving obstruction at the time of switching to the fixed closure from moving obstruction as it can safely travel, train 3a travels as it is. In this case, it becomes possible to enter the next section 3 shown in FIG.
  • FIG. 4A shows a state in which the train 3a in FIG. 3B enters the section 3 and travels and stops due to the stop indication of the traffic light 11b at the end of the section 3.
  • the train 3 a enters the section 3 from the section 2
  • the ATP pattern C 1 of the previous movement blockage is entered as valid, so the fixed blockage ATP pattern is updated while traveling in the section 3. It may not be possible. Therefore, when the operation mode is switched from the moving block to the fixed block, the ATP pattern of the fixed block cannot be stopped, and the ATP pattern C 1 of the immediately preceding block is valid and can be run as it is.
  • FIG. 4 (b) shows that the train 3a in FIG. 3 (b) enters the section 3 and travels, updates the fixed block ATP pattern in the section 3, travels as it is, and the traffic signal 11c at the end of the section 4
  • the stop state is indicated by the stop indication.
  • the preceding train 3b has entered from the state shown in FIG.
  • the train. 3a the moving occlusion of the immediately preceding in section 3 was decelerated to a predetermined speed in ATP pattern C 1, near the end of section 3, while traveling at operating curve C 2 which maintains its speed by passing over the ground coil 2a for fixing occlusion, the board coil 4 and the ground coil 2a trains 3a is coupled electromagnetically, and updates the ATP pattern C 4 fixed obstruction.
  • the train is not in Zaisen in section 4, the section 3 the end of the traffic light 11b is a progressive current-( ⁇ mark), trains 3a is accelerated fixed to ATP pattern C 4 occlusion after update Then, enter section 4.
  • the train 3a travels in the section 4 as it is according to the fixed block ATP pattern C4, the preceding train 3b is in the section 5, and the traffic signal 11c at the end of the section 4 is stopped. according stop curve C 5 by ATP pattern C 4, trains 3a is stopped before the traffic signal 11c.
  • FIG. 5 shows a state in which the train 3a in FIG. 3 (b) enters the section 3 and enters the section 4 from the section 3 in a decelerated state, measures the distance from the preceding train 3b, and stops.
  • This train 3a is entered into the next interval 3, was reduced to a predetermined speed in ATP pattern C 1 moving occlusion immediately before, between the preceding train 3b while traveling to maintain its speed The distance is measured, and the train 3a is controlled so as to stop by applying a brake when approaching a distance that can be stopped from the decelerating traveling speed.
  • the operation mode is switched to the movement blockage operation mode while the train is running in the fixed blockage operation mode.
  • the on-board device 5 shown in FIG. 1 automatically switches the operation mode from the fixed block to the movable block.
  • the ATP pattern used for the speed check is also switched from the fixed blocking ATP pattern to the moving blocking ATP pattern. In such a state, when the following conditions are satisfied, the train operation mode can be changed from fixed blockage to moving blockage.
  • Condition 1 Ground-to-vehicle communication for moving block is restored, and an ATP pattern for moving block is created.
  • Condition 2 ...
  • Condition 1 After satisfying Condition 1, the train is once completely removed from the section (referred to as section B) in front of the train (referred to as train A), and the section opposite to train A (referred to as section C) Is), and only the train A enters the section B (a condition for confirming that there is no other train in the same section).
  • Condition 3 ...
  • condition 2 When condition 2 is satisfied, there is no stop factor in the section B (condition for checking whether the train A travels and there is no danger).
  • the train A After satisfying the above conditions and switching the operation mode from the fixed block to the moving block, the train A travels according to the ATP pattern of the moving block.
PCT/JP2015/059466 2014-03-31 2015-03-26 列車制御方法及び列車制御システム WO2015152012A1 (ja)

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KR1020167029153A KR102118672B1 (ko) 2014-03-31 2015-03-26 열차 제어 방법 및 열차 제어 시스템
CN201580018322.1A CN106232453B (zh) 2014-03-31 2015-03-26 列车控制方法和列车控制系统

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JP2014071612A JP6228882B2 (ja) 2014-03-31 2014-03-31 列車制御方法及び列車制御システム
JP2014-071612 2014-03-31

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Cited By (2)

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Publication number Priority date Publication date Assignee Title
CN106560372A (zh) * 2016-07-22 2017-04-12 卡斯柯信号有限公司 一种基于车载控制器的闭塞模式自适应控制系统
CN115230774A (zh) * 2022-06-30 2022-10-25 上海电气泰雷兹交通自动化系统有限公司 一种atp监控故障下持续列车连续追踪方法

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US11208128B2 (en) * 2017-01-17 2021-12-28 Mitsubishi Electric Corporation Course control device, wireless train control system, on-board device, course control method, and recording medium
CN110198881A (zh) * 2017-02-01 2019-09-03 株式会社日立制作所 列车控制系统、列车控制装置和列车控制方法
CN108177662B (zh) * 2017-12-22 2020-06-05 交控科技股份有限公司 一种不同列车运行制式的atp限速曲线融合方法
CN108372870B (zh) * 2018-03-21 2021-02-09 北京交大思诺科技股份有限公司 通用列控车载主机
CN109278807B (zh) * 2018-09-05 2020-09-25 交控科技股份有限公司 基于车车通信列控系统的列车跳停方法
US20210155274A1 (en) 2018-09-26 2021-05-27 Hitachi, Ltd. Train control device and train control system
CN109649449B (zh) * 2018-12-26 2021-01-26 交控科技股份有限公司 车载atp与lkj控制权不停车自动切换的应答器布置方法
CN110843863B (zh) * 2019-11-11 2021-10-08 通号城市轨道交通技术有限公司 移动闭塞制式下的固定闭塞列车追踪控制方法及系统
CN113928382A (zh) * 2021-11-16 2022-01-14 交控科技股份有限公司 市域铁路列车的运行控制方法及装置
CN114044033B (zh) * 2021-12-27 2023-12-01 卡斯柯信号有限公司 基于列车类型信息自动调控列车闭塞制式的系统及方法

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CN115230774A (zh) * 2022-06-30 2022-10-25 上海电气泰雷兹交通自动化系统有限公司 一种atp监控故障下持续列车连续追踪方法

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JP6228882B2 (ja) 2017-11-08
KR102118672B1 (ko) 2020-06-03
CN106232453B (zh) 2018-10-30
KR20160138155A (ko) 2016-12-02
CN106232453A (zh) 2016-12-14
JP2015193296A (ja) 2015-11-05

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