WO2018163509A1 - Système de sécurité de signal, dispositif de gestion au sol, dispositif sans fil embarqué et procédé de commande de train - Google Patents

Système de sécurité de signal, dispositif de gestion au sol, dispositif sans fil embarqué et procédé de commande de train Download PDF

Info

Publication number
WO2018163509A1
WO2018163509A1 PCT/JP2017/040523 JP2017040523W WO2018163509A1 WO 2018163509 A1 WO2018163509 A1 WO 2018163509A1 JP 2017040523 W JP2017040523 W JP 2017040523W WO 2018163509 A1 WO2018163509 A1 WO 2018163509A1
Authority
WO
WIPO (PCT)
Prior art keywords
information
train
ground
signal
board
Prior art date
Application number
PCT/JP2017/040523
Other languages
English (en)
Japanese (ja)
Inventor
佑介 中西
勝田　敬一
景示 前川
浩行 谷
Original Assignee
株式会社日立製作所
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 株式会社日立製作所 filed Critical 株式会社日立製作所
Priority to JP2019504316A priority Critical patent/JP6736759B2/ja
Publication of WO2018163509A1 publication Critical patent/WO2018163509A1/fr

Links

Images

Classifications

    • 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
    • B61L11/00—Operation of points from the vehicle or by the passage of the vehicle
    • 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
    • B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only
    • B61L23/14—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated
    • 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

Definitions

  • Patent Document 1 relates to a signal security system: “A track circuit device electrically isolates a rail, connects a power supply to one end, and connects a relay to the other end to detect a short circuit between the rails due to a train.
  • the telegram is A configuration having block occupancy right information that allows a train occupancy right to be set in each of the blocks divided into a plurality of sections by circulating around on-train devices and equipment along the train existing in a predetermined section And the like.
  • the signal security system includes a telegram including occupation range information which is information on a range in which the train occupies the travel path between on-board devices of the train traveling on the travel path.
  • occupation range information which is information on a range in which the train occupies the travel path between on-board devices of the train traveling on the travel path.
  • the train has an on-vehicle signal device that performs control different from the on-vehicle device, and the on-vehicle
  • An on-board wireless device that communicates with a ground management device that generates train control information that is control information for the signal device, and the ground management device has an identification number of a ground element installed in the vicinity of the travel path Is generated on the basis of the ground element passing information transmitted by the on-board signal device, and the on-line section information is generated when the telegram is received.
  • the occupancy range information is updated based on the occupancy range information, a travelable range that is a travelable range of the train is calculated from the occupancy range information, and the ground element existing in front of the train is based on the travelable range.
  • the train control information is generated and transmitted to the on-board wireless device, and the on-board wireless device transmits the train control information based on the ground unit from the train control information when passing the ground unit. It is extracted and inputted to the on-vehicle signal device, and the ground child passage information including the identification number of the ground child that has passed is generated and transmitted to the ground management device.
  • a signal security system is provided between an on-board device of a train traveling on a traveling path, or an on-board device control device that controls an on-board device
  • the occupancy range information that is information of the range that the train occupies the travel route
  • the change instruction information that instructs the switch of the switch
  • the direction state that is information of the opening direction of the switch Circulating a telegram containing information, sharing the occupation range information, the conversion instruction information, and the direction state information to ensure the safety of traveling of the train
  • the switch control device In the signal security system that switches the switch according to the switch instruction information and updates the direction state information of the message based on the state of the switch, the train is separate from the on-board device.
  • On-vehicle signal device for controlling the vehicle, and the on-vehicle signal A ground management device that generates train control information that is control information for the vehicle or an on-board wireless device that communicates with the switch control device, and the ground management device is installed in the vicinity of the travel path Generated on-line section information that is information on the on-line section of the train on the travel path based on the on-ground signal passing information transmitted by the on-board signal device, the information including the identified identification number of the on-ground element, and the message
  • the occupancy range information and the change instruction information are updated on the basis of the existing line section information, and a travelable range that is a travelable range of the train is calculated from the occupancy range information and the direction state information.
  • the train control information based on the ground element existing in front of the train is generated and transmitted to the on-board wireless device, and the on-board wireless device passes through the ground element.
  • the train control information based on the ground element is extracted from the train control information and input to the on-board signal device, and the ground element passing information including the identification number of the passed ground element is generated.
  • the ground management device or the switch control device To the ground management device or the switch control device.
  • the train control method which concerns on this invention contains the occupation range information which is the information of the range which the said train occupies the said travel path between the on-board apparatuses of the train which drive
  • the on-board signal device that performs control different from the on-board device
  • the train An on-board wireless device that communicates with a ground management device that generates train control information, which is control information for the on-vehicle signal device, and the ground management device is a ground unit installed in the vicinity of the travel path.
  • In-track section information When generating the on-line section information which is information including the identification number and is information on the on-line section of the train on the travel path based on the ground element passing information transmitted by the on-board signal device, In-track section information
  • the occupancy range information is updated based on the occupancy range information, a travelable range that is a travelable range of the train is calculated from the occupancy range information, and the ground element existing in front of the train is based on the travelable range.
  • the train control information is generated and transmitted to the on-board wireless device, and the on-board wireless device transmits the train control information based on the ground unit from the train control information when passing the ground unit. It is extracted and inputted to the on-vehicle signal device, and the ground child passage information including the identification number of the ground child that has passed is generated and transmitted to the ground management device.
  • the figure which shows the structural example of a train control information transmission system The figure which shows the example of the area of the block of the area without a tip Diagram showing an example of the configuration of a security message Diagram showing an example of speed check pattern
  • wireless apparatus The figure which shows the example of processing operation of the ground management device
  • FIG. 1 shows a situation where a train not equipped with an on-board safety device corresponding to this signal security system enters the control section of the signal security system that performs exclusive control of the train by the security message shown in the background art.
  • the train to be entered is described as a train equipped with an ATS-P type on-board security device, but the train is trained based on the train control information transmitted from the ground unit laid on the track. Any device may be used as long as it is a device that controls the above.
  • the system includes a security telegram 1, a train 2a, a train 2b, a train 2c, a ground management device 3, and a ground unit 4.
  • the security message 1 will be described.
  • the route on which the train within the control range travels is divided into a plurality of predetermined control areas, and one control area is further divided into a plurality of blocks.
  • the entire route is divided into three areas, area 100, area 200, and area 300, and area 200 is divided into four blocks, block 201, block 202, block 203, and block 204. To divide.
  • the security message 1 may manage the above information in any configuration.
  • the area identification column 11, the member list column 12, and the block occupation right column 13 are used. explain.
  • identification information of the area managed by the security telegram 1 is entered.
  • identification information of a device that circulates a security message is entered.
  • Each device circulates the security message according to this member list. That is, the device that has received the security message transmits the security message to the next device on this member list, and the last device in the member list transmits to the first device in the member list.
  • the identification information of each train and the occupation range information in the area secured by each train are entered.
  • Occupancy range information may be managed in any configuration such as absolute position or relative position from a predetermined reference point.
  • the occupation right is managed for each block.
  • the occupation right is secured by writing the train identification information for each block.
  • the block occupancy right must be secured in order to enter the block, and only one train can be secured per block, and only when each train can secure the occupancy right You can enter the block.
  • the train 2a and the train 2b are equipped with an on-board safety device (hereinafter referred to as a train security device 20) corresponding to a signal safety system using a safety message, and the radio 21a and 21b are used to transmit and receive the safety message 1.
  • a train security device 20 an on-board safety device
  • the radio 21a and 21b are used to transmit and receive the safety message 1.
  • the train security devices 20a and 20b receive the security message 1
  • the train security devices 20a and 20b enter the identification information indicating the own train in the column corresponding to the block to be entered in the block occupancy right column 13 and travel in the block in which the occupancy right is secured. Then, the train is controlled so that it does not move outside.
  • the train 2c is equipped with an ATS-P type on-board safety device (hereinafter referred to as on-vehicle signal device 22), a transmission / reception unit 23, an on-board member 24, and a display 25, and is used for a train safety system using a safety message
  • the on-vehicle wireless device 26, the second indicator 27, and the wireless device 28 are installed.
  • the object of the present invention is to utilize the on-board signal device 22 for the ATS-P type signal security system without modification.
  • the on-vehicle signal device 22, the transmission / reception unit 23, the on-board unit 24, and the display unit 25 are used.
  • the on-vehicle signal device 22 and the transmission / reception unit 23 mounted on the train will be described as the premise of this system.
  • the on-vehicle signal device 22 mounted on the train 2c creates a speed check pattern based on the instructed stop point based on the train control information such as the distance information to the input stop point.
  • This is a device that displays information necessary for driving to the driver via the display 25 based on the verification pattern and controls the train.
  • the train position is calculated by integrating the speed information input from the speed sensor provided in the train, and an alarm is given to the driver via the display 25 when the traveling speed of the train approaches the speed check pattern.
  • the train brake is operated via the relay unit provided in the train.
  • the speed check pattern indicates an allowable speed at which the train can stop before the stop point.
  • FIG. 4 shows a speed check pattern 6 of the train 2c with the stop point 5 as a base point.
  • the ATS-P type on-board signal device is premised, but the ATS-P type on-board signal device is originally provided from the transmitter / receiver to the identification number of the ground unit and from the ground unit to the stop point.
  • An ATS-P message including distance information is received and used for control.
  • similar information is received from the on-board wireless device 26 in the same format as the ATS-P message, and is used for control. This is different from existing automatic train stop systems.
  • the transmission / reception unit 23 is a device that receives a signal from the ground element 4 via the vehicle upper element 24 that is electromagnetically coupled to the ground element laid on the track.
  • an ATS-P type transmitter / receiver is assumed.
  • an ATS-P type transmitter / receiver originally has an ATS-P including an identification number of the ground element and distance information from the ground element to the stop point.
  • the electronic message is received, and the electronic message is output to the ATS-P on-board device.
  • the ATS-P message received from the ground element 4 via the vehicle upper element 24 is output to the on-vehicle wireless device 26. This is different from existing automatic train stop systems.
  • the on-vehicle wireless device 26 receives distance information from the ground management device 3 to the stop point based on each ground child via the wireless device 30 and the wireless device 28, stores this information, and stores the information on the ground.
  • a child passage that is, when a signal is input from the ground child 4 via the vehicle upper member 24 or the transmission / reception unit 23
  • the distance information from the information to the stop point based on the ground child is obtained. It is extracted and output to the on-vehicle signal device 22 together with the identification number of the ground unit.
  • the on-board wireless device 26 extracts train control information based on the ground element that has been transmitted from the ground management apparatus 3 in advance and has already been stored, and the train uses the ground element.
  • the train control information based on the ground element is not obtained by communicating with the ground management device 3 after passing.
  • the on-vehicle signal device 22 can execute train control based on train control information with the ground element as a base point without a time difference from the passage of the ground element.
  • the on-board wireless device 26 transmits the identification number of the train 2c and the identification number of the passed ground unit to the ground management device 3 via the wireless unit 28 and the wireless unit 30.
  • the distance information from the stop point to the stop point is displayed to the driver via the second indicator 27. For example, information that “the stop point is the ground element xx to OO meter” is displayed.
  • the on-vehicle wireless device 26 receives information from the ground management device 3, the information about the ground child passed immediately before included in the information, that is, the distance from the ground child passed immediately before to the stop point If the information has changed from the information when it was output to the on-vehicle signal device 22 when passing through the ground, it can be seen that the position of the stop point has been updated due to a change in the position of the preceding train. Therefore, when such information is received, the fact that the position of the stop point is updated when passing through the next ground element is displayed to the driver via the second indicator 27. For example, under the information described in the previous paragraph, information that “the stop point is the ground element xx to OO meters (the pattern is updated when the next ground element passes)” is displayed.
  • the on-board wireless device 26 when the on-board wireless device 26 is set to control as an existing signal device, the information received from the ground management device 3 includes train control information based on the passed ground element. If not, the signal input from the ground element 4 via the vehicle upper element 24 or the transmission / reception unit 23 is output to the on-vehicle signal device 22 as it is. At this time, since the on-board signal device 22 performs control as an existing signal device, it can be safely operated even in a section where the signal security system is ATS-P.
  • the setting for controlling the ATS-P type on-board security device may be any method, may be instructed wirelessly from the ground management device 3, or is provided with an external interface such as a switch. It may be possible to set from the following.
  • the ground management device 3 participates in the circulation of the security telegram 1 and transmits / receives the security telegram via the wireless device 30. Moreover, the block in which the train 2c is located when the identification number of the ground element which the train 2c carrying the said apparatus has passed is received from the on-board wireless device 26 and the security message is received based on this information. The train 2c is entered in the block occupancy right column 13 of the block on the traveling direction side of the train 2c.
  • the data of the position of the ground element on the route, the connection relation of each block and the block length are stored, and the line is determined from the ground element through which the train 2c passes, the train length of the train 2c, and the traveling direction.
  • the block which is present is determined, and the occupation right of the block is secured.
  • the train length may be transmitted from the on-board radio device 26, or the ground management device 3 stores the train length of each train, and the train identification number transmitted from the on-board radio device 26 is stored. It may be used for reference, or the maximum length of a train traveling on a route without data may be used. In that case, it is desirable to consider the distance from the train head to the position where the vehicle upper is mounted.
  • the traveling direction of the train may be transmitted from the on-board wireless device 26, or the ground management device 3 may store the ground element through which each train has passed and determine from the positional relationship with the ground element. You can use the direction if the driving direction of the track is fixed.
  • the security telegram 1 As for the block on the traveling direction side of the train, when the security telegram 1 is received, the block occupation right column 13 is confirmed, and the occupation right of the blocks that the other trains other than the train 2c have not secured the occupation right is secured. At this time, it may be secured automatically, may be secured according to an instruction from an external device such as an operation management device, or may be secured in advance according to the time when the train has a database.
  • the ground management device 3 determines that the block in which the occupation right is secured in the block occupation right column 13 is a travelable block, and determines the length from each ground element to the end point of the block in which the occupation right is secured in the traveling direction. Further, a distance obtained by subtracting a predetermined margin distance from the length is calculated. This margin distance may follow the value of an existing automatic train stop system, or may be determined based on external conditions such as train braking performance, response time, and weather. Of course, the margin distance may be taken into account on the on-vehicle wireless device side. This calculation is performed for all the ground elements, and the result is used as the distance information from each ground element to the stop point to the on-board wireless device 26 mounted on the train traveling on the route. 30 to transmit.
  • the ground element 4 may be an unpowered ground element, and transmits information for specifying the on-line position of the train to the electromagnetically coupled vehicle upper element.
  • the ground management device 3 enters the train 2 c in the blocks 201 and 202 of the block occupancy right column 13, and the vehicle of the train 2 c
  • the train 2c can be controlled so as not to enter the block where the train 2a and the train 2b secure the occupation right.
  • the train 2c can secure the occupation right and prevent other trains from entering the running block.
  • radio is used for communication between the ground management device 3 and the on-vehicle radio device 26, but the method is not limited. Further, satellite communication using an artificial satellite, telephone line communication using a mobile phone, or the like may be used.
  • the train protection information and the track closure information for stopping entry or emergency stop of the train may be added to the security telegram 1, and the ground management device 3 may specify a block that can travel including these pieces of information. .
  • the security telegram 1 is provided with a switch direction instruction column 14 and a switch direction state column 15.
  • the switch device direction instruction column 14 the train or the ground management device 3 that has secured the right to occupy the block including the switch device is instructed to switch the switch device (instruction to switch to a position / inversion). ) Is entered.
  • the switch control device 7 switches the switch according to the instruction in the switch direction instruction column 14.
  • the switch state is entered by the switch control device 7 (position lock / reversal lock / non-lock).
  • the train and ground management device recognizes the opening direction of the switch by checking the switch direction state column 15.
  • the ground management device 3 When the ground management device 3 secures the occupation right of the block including the switch, the ground management device 3 updates the switch instruction information column 14 and instructs the switch control device 7 to switch the switch. . Further, the ground management device 3 determines a block on which the train 2c can travel from the state of the block occupation right column 14 and the switch instruction state column 15. Specifically, if the switch of the switch is completed, the block including the switch is determined as a travelable block. Thereafter, the same processing is performed as in the area where no switch is present.
  • the switch instruction of the switch by the ground management device 3 may be determined according to an instruction from an external device such as an operation management device, or may be determined in advance according to the time when the train has a database. However, it may be determined from the situation in the block occupation right column 13.
  • the ground management apparatus 3 demonstrated as what was always participating in the circulation of the security message, when the train 2c tried to enter the area, it participated in the circulation of the security message, and the security after the train 2c advanced to the area. You may be allowed to leave the message circulation. Participation in the circulation of the security telegram is made by the ground management device 3 to the on-board security device of the train that may travel in the area and the switch control device in the area.
  • the on-board security device or the switch control device that has received the request for adding the identification information of the own device to the member list and has received the request for additional information is the member list column 12 This is done by adding the identification information of the ground management device.
  • withdrawal from the circulation of the security message is performed by deleting the own device from the member list when the ground management device receives the security message.
  • the security telegram stops when the ground management device 3 fails in the absence of a train entering the area. Can be prevented.
  • the ground management device 3 and the switch control device 7 are separate devices, but the same device may be used. In this case, even if a certain switch control device 7 fails, train control information based on the identification number of the ground unit or the ground unit can be transmitted to and received from another switch control unit 7 that has not failed. If so, you can travel in the area.
  • the switch control device controls the switch control device.
  • a block including a tipping device may be recognized as being inaccessible and may be excluded from the blocks that can travel.
  • FIG. 8 is a flowchart illustrating an example of processing operations executed by the on-vehicle wireless device 26.
  • Step 401 Information or signals are input to the on-board wireless device 26.
  • Step 402 When information from the ground management device 3 is input via the wireless device 30 or the wireless device 28, the process proceeds to Step 411. When the train 2c passes through the ground element 4 and a signal from the ground element 4 is input via the vehicle element 24 or the transmission / reception unit 23, the process proceeds to step 421.
  • Step 411 Store the distance information received from the ground management device 3 to the stop point with each ground child as the base point, and go to Step 412. If already stored, update it.
  • Step 412 When the train 2c has already passed the ground element, that is, when the distance information to the stop point from the ground element that has passed in Step 425 described later is output to the on-vehicle signal device 22. Advances to step 413. Otherwise, the process returns to step 401.
  • Step 413 Extract distance information from the distance information to the stop point with each ground element as the base point stored in Step 411 to the stop point with the ground element that passed immediately before as the base point, and go to Step 414.
  • Step 414 The information extracted in step 413 is compared with the distance information to the stop point based on the same ground element output to the on-vehicle signal device 11 in step 425, which will be described later. If there is no difference, the process returns to step 401.
  • Step 415 The information extracted in step 413 is displayed on the second display 27. For example, under the information displayed in step 426, which will be described later, information that “the stopping point is the ground element xx to OO meters (pattern update when passing the next ground element)” is displayed, and the process returns to step 401.
  • Step 421 Store the signal from the ground unit 4 and proceed to Step 422.
  • Step 422 If the on-board wireless device 26 is set to be controlled as an existing signal device, the process proceeds to step 424. Otherwise, the process proceeds to step 423.
  • Step 423 The identification number of the ground unit is recognized from the signal from the ground unit 4 and stored.
  • the information stored in step 411 is searched, and if the distance information from the ground element that has passed through to the stop point is included, the process proceeds to step 425, and if not, the process proceeds to step 424.
  • Step 424 The signal from the ground unit 4 is output as it is to the on-board signal device 22, and the process returns to Step 401.
  • Step 425 The identification number of the passed ground element and the distance information from the ground element extracted in step 423 to the stop point are output to the on-vehicle signal device 22 in the same format as the ATS-P message. Proceed to 426.
  • Step 426 The distance information from the ground element extracted in step 423 to the stop point is displayed on the second display unit 27. For example, the information “stop point is terrestrial xx to OO meter” is displayed, and the process proceeds to step 427.
  • Step 427 The identification number of the passed ground child is transmitted to the ground management device 3, and the process returns to step 401.
  • FIG. 9 is a flowchart showing an example of processing operations executed by the ground management device 3. This flowchart will be described on the assumption that the ground management device 3 is installed in an area with a tipping device.
  • Step 501 The ground management device 3 stores the data of the position of the ground element on the route, the connection relation of each block, and the block length.
  • Step 502 When information from the on-vehicle wireless device 26 is input via the radio device 30, the train identification number, the identification number of the ground unit through which the train has passed, and the traveling direction of the train are stored. Step 503 Proceed to Note that step 503 may be progressed at a constant time period. In this case, it is possible to process a plurality of pieces of information input during that time, or to set the processing timer and check the soundness of the apparatus.
  • Step 503 The position of the ground element on the route stored in Step 501, the connection relation of each block, the block length data, the train identification number stored in Step 502, the identification number of the passed ground element, the traveling direction of the train Based on the above, the block where the train is located is determined. The block in which the calculated train is present is updated and managed for each train. Proceed to step 504.
  • Step 504 When the security telegram 1 is received, the block occupation right column 13 is updated, and the block occupation right of the block where the train is located and the block on the traveling direction side are secured. When a switch is present on the block, a switch instruction for the switch is written in the switch direction indicator column 14.
  • Step 505 Based on the block occupation right column 13 and the switch direction state column 15 of the latest security message transmitted / received by the own device, the block in which the switch of the switch is completed and is allowed to run is identified. . Based on the identified travelable block, the length of the section that can travel from each ground element in the traveling direction is calculated, and the process proceeds to step 506.
  • Step 506 A distance obtained by subtracting a predetermined margin distance from the length of the section that can travel in the traveling direction from each ground element calculated in Step 505 is calculated. This is the distance from each ground element to the stop point. This calculation is performed for all the ground children, and the process proceeds to Step 507.
  • Step 507 The distance from the ground element calculated in step 506 to the stop point is transmitted to the on-board wireless device 26 mounted on the train traveling on the route via the wireless device. Return. For this information, all information may be transmitted to all trains, or only information related to the ground element assumed to pass for each train may be transmitted.
  • the ground management device 3 When the ground management device 3 receives the security message, the ground management device 3 secures the occupation right of the block on the traveling direction side of the train 2c where the other train does not secure the occupation right, and instructs the switch of the switch. In the case of the situation of FIG. 10, as shown in FIG. 11, newly occupying rights of the block 401 and the block 402 in the block occupancy right column 13 are newly secured, and the switch direction instruction column 14 is instructed to switch to the localization. Write. Next, the length of the train and the travelable section existing in the traveling direction from the ground elements 4b and 4c is calculated. In the situation shown in FIG.
  • the security message is circulated also to the switch control device 7, and the switch control device 7 starts to switch the switch according to the instructions in the switch direction instruction column 14.
  • the switch control device 7 receives the security message after the switch of the switch is completed, the switch control device 7 writes the state after the switch of the switch is completed in the switch direction state column 15. .
  • the ground management device 3 recognizes that the switch of the switch is completed, and recognizes the block 401 and the block 402 as a travelable section. Thereafter, as shown in FIG. 12, distances 8b 'to 8i' obtained by subtracting a predetermined margin distance 9 from the length of the travelable section are calculated and transmitted to the on-board wireless device 26 of the train 2c.
  • the on-board radio device 17 of the train 10 stores the information transmitted from the ground management device 3 as described above, the train 2c passes through the ground unit 4b, and the signal from the ground unit 4b is the on-board unit 24.
  • the information is input via the transmitter / receiver 23
  • information on the distance from the stored information to the stop point with the ground element as a base point is extracted, and the identification number 4b of the ground element and the distance to the stop point are Is output to the on-vehicle signal device 22 in the same format as the ATS-P message.
  • 8b is used.
  • the switch of the switch is completed as shown in FIG.
  • the distance is output to the on-board signal device 22 in the same format as the ATS-P message.
  • the on-vehicle signal device 22 can create a speed check pattern with the instructed stop point as a base point, and can control the train 2c according to the speed check pattern.
  • each traffic light is connected to the block detection section from the train detection device on the route. The presence / absence of the current train is judged and the progress / stop indication is displayed, and the code processor connected to this traffic light determines the distance to the stop point based on the current traffic signal.
  • An ATS-P type telegram including distance information to the stop point and ground element identification information is transmitted to the vehicle upper side via the power source ground element, and this telegram is transmitted to the ATS-P onboard device. It is a system that controls a train based on information received through the vehicle and a transmitter / receiver.
  • the ground management device receives the identification number of the ground child that the train has passed from the on-board wireless device of each train, and the block occupation of the security message based on this information
  • the right column and the switch direction indication column are updated, and the length of the section that can travel in the traveling direction from each ground element is calculated from the block occupation right column and the switch direction state column.
  • the distance obtained by subtracting the predetermined margin distance is calculated, and this information is transmitted to the on-board wireless device as the distance from the ground point to the stop point.
  • the on-board wireless device detects the passage of the ground piece. In this case, the identification number of the ground unit and the distance information from the ground unit to the stop point are input to the ATS-P on-board device.
  • a train safety device for a signal security system using a security message is installed, or
  • the ground management device creates train control information based on the ground unit,
  • the existing ATS-P on-board device can control the train without changing its processing operation and can be installed with a minimum of additional devices. Become.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention vise à éliminer le besoin de redéfinir les modèles des dispositifs de sécurité embarqués existants et d'installer une quantité importante d'équipement en bordure de voie ou similaire lors de l'entrée dans un système de sécurité de signal qui effectue une commande d'exclusion de trains en utilisant un télégramme de sécurité contenant des informations de plage d'occupation sur l'itinéraire. L'invention réalise à cet effet un dispositif de gestion au sol qui détermine la section de la ligne sur laquelle un train est présent en se basant sur des informations de passage d'élément au sol provenant du dispositif sans fil embarqué monté dans le train entrant, met à jour les informations de plage d'occupation du télégramme de sécurité lors de la réception du télégramme de sécurité, spécifie la section où le train peut se déplacer à partir des informations de plage d'occupation du télégramme de sécurité, et transmet des informations de commande de train, avec chaque élément au sol comme point de référence, au dispositif sans fil embarqué monté dans le train. Le dispositif sans fil embarqué est configuré de façon à extraire les informations de commande de train avec chaque élément au sol comme point de référence parmi les informations de commande de train transmises depuis le dispositif de gestion au sol lors du passage a niveau de l'élément au sol, à entrer les informations de commande de train dans le dispositif de signal embarqué monté dans un deuxième train, et à transmettre le numéro d'identification de l'élément au sol au dispositif de gestion au sol.
PCT/JP2017/040523 2017-03-10 2017-11-10 Système de sécurité de signal, dispositif de gestion au sol, dispositif sans fil embarqué et procédé de commande de train WO2018163509A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2019504316A JP6736759B2 (ja) 2017-03-10 2017-11-10 信号保安システム、地上管理装置、車上無線装置、及び、列車制御方法

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2017-045607 2017-03-10
JP2017045607 2017-03-10

Publications (1)

Publication Number Publication Date
WO2018163509A1 true WO2018163509A1 (fr) 2018-09-13

Family

ID=63449140

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2017/040523 WO2018163509A1 (fr) 2017-03-10 2017-11-10 Système de sécurité de signal, dispositif de gestion au sol, dispositif sans fil embarqué et procédé de commande de train

Country Status (2)

Country Link
JP (1) JP6736759B2 (fr)
WO (1) WO2018163509A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2021508629A (ja) * 2018-11-16 2021-03-11 韓国鉄道技術研究院Ｋｏｒｅａ Ｒａｉｌｒｏａｄ Ｒｅｓｅａｒｃｈ Ｉｎｓｔｉｔｕｔｅ 排他的線路資源の共有システム

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002240716A (ja) * 2001-02-16 2002-08-28 Kyosan Electric Mfg Co Ltd 列車制御システム
JP2005323445A (ja) * 2004-05-07 2005-11-17 Mitsubishi Electric Corp 列車制御システムの車上無線装置
JP2006232106A (ja) * 2005-02-25 2006-09-07 Hitachi Ltd 信号保安システム
JP2012135147A (ja) * 2010-12-22 2012-07-12 Mitsubishi Electric Corp 自動列車停止装置および自動列車停止方法
JP2013023098A (ja) * 2011-07-22 2013-02-04 Hitachi Ltd 信号保安システム及び車上信号装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002240716A (ja) * 2001-02-16 2002-08-28 Kyosan Electric Mfg Co Ltd 列車制御システム
JP2005323445A (ja) * 2004-05-07 2005-11-17 Mitsubishi Electric Corp 列車制御システムの車上無線装置
JP2006232106A (ja) * 2005-02-25 2006-09-07 Hitachi Ltd 信号保安システム
JP2012135147A (ja) * 2010-12-22 2012-07-12 Mitsubishi Electric Corp 自動列車停止装置および自動列車停止方法
JP2013023098A (ja) * 2011-07-22 2013-02-04 Hitachi Ltd 信号保安システム及び車上信号装置

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2021508629A (ja) * 2018-11-16 2021-03-11 韓国鉄道技術研究院Ｋｏｒｅａ Ｒａｉｌｒｏａｄ Ｒｅｓｅａｒｃｈ Ｉｎｓｔｉｔｕｔｅ 排他的線路資源の共有システム
US11731675B2 (en) 2018-11-16 2023-08-22 Korea Railroad Research Institute Exclusive track resource sharing system

Also Published As

Publication number Publication date
JPWO2018163509A1 (ja) 2019-12-12
JP6736759B2 (ja) 2020-08-05

Similar Documents

Publication Publication Date Title
CN110758484B (zh) 列车自动驾驶方法、vobc、tias、区域控制器
US8548654B2 (en) Signaling system
US10864931B2 (en) Automatic train control system and corresponding method
JP5023685B2 (ja) 信号保安システム
RU2536007C2 (ru) Способ и устройство управления гибридным поездом
US20100131129A1 (en) System and method to provide communication-based train control system capabilities
KR101059190B1 (ko) 열차의 ａｔｃ／ａｔｏ 차상 시스템
WO2017010245A1 (fr) Train et système de sécurité de signal
KR20150136976A (ko) 열차 방호 시스템
JP2007161253A (ja) 列車運行管理方法および列車運行管理システム
JP2013023037A (ja) 列車制御装置
JP2006137337A (ja) 列車制御システム、及び列車制御方法
WO2018163509A1 (fr) Système de sécurité de signal, dispositif de gestion au sol, dispositif sans fil embarqué et procédé de commande de train
JP7493655B2 (ja) 編成列車の車上装置及び編成列車
KR20160071645A (ko) 열차의 분리-결합 시스템
JP4832457B2 (ja) 自動列車制御システム
KR101792931B1 (ko) 트램 운행 시스템 및 방법
JP4070125B2 (ja) 車両制御装置
JP2015033177A (ja) 鉄道車両および鉄道車両制御システム
JP6789840B2 (ja) 列車制御情報伝達システム
KR20210057281A (ko) 무 지상자 방식의 자동열차정지시스템
KR101506956B1 (ko) Gis정보를 이용한 열차제어 및 시설물 관리시스템
KR102217872B1 (ko) Rfid를 이용한 철도차량용 정차역 무정차통과 방지 시스템
JP2003095104A (ja) 列車運行管理方法および列車運行管理システム
EP3476646B1 (fr) Dispositif embarqué, train et système de sécurité de signalisation

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 17900202

Country of ref document: EP

Kind code of ref document: A1

ENP Entry into the national phase

Ref document number: 2019504316

Country of ref document: JP

Kind code of ref document: A

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 17900202

Country of ref document: EP

Kind code of ref document: A1