WO2018207480A1

WO2018207480A1 - Automatic train protection device and on-board device

Info

Publication number: WO2018207480A1
Application number: PCT/JP2018/012147
Authority: WO
Inventors: ヴァンクエトグエン; 常雄大貫; 釣賀　宏之
Original assignee: 株式会社日立製作所
Priority date: 2017-05-11
Filing date: 2018-03-26
Publication date: 2018-11-15
Also published as: JPWO2018207480A1; JP6808826B2

Abstract

The purpose of the present invention is to provide a train control system that can effect a reduction in headway between trains by enabling the setting of safety margins to be varied according to the location of a safety distance, the safety margin being positioned in front of the safety distance and defining the stopping limit. To this end, a train route is divided into imaginary blocks, and a safety margin is defined for each block. Then, from a detected obstruction position, an appropriate safety margin is determined by checking the safety margin of the block with the obstruction position, and if necessary, the safety margin of the block preceding said block.

Description

Automatic train security device and on-board device

The present invention relates to an automatic train control system, an automatic train security device, a ground device, and an on-board device.

According to Patent Document 1, in a railway security system including a railway signal system, a system for detecting train position and transmitting train control information for ensuring safety for the train from the viewpoint of cost reduction and higher functionality of train control. As a result, wireless signal systems that do not rely on track circuit systems are being studied.
In the wireless signal system, generally, the position of the own train detected on the vehicle is transmitted to the automatic train control system by radio. On the other hand, the automatic train control system detects obstacles in front of a running train at every control cycle. The obstacles are thought to be the preceding train, train protection, and railroad crossings. An automatic train security device, which is a subsystem of the automatic train control system, obtains a safe limit position at which the train can travel safely based on the train position information and the trouble position information, and transmits it to the train. Using the position indicated by this limit as the stop limit, the on-board controller mounted on each train creates a brake pattern that can be stopped safely before the stop limit, and implements train control.
At this time, the stop limit is set in front of the actual trouble position with a safety margin. According to Non-Patent Document 1, if there is no safety margin distance, even if the stop control is performed according to the given stop limit, a malfunction of the on-board control device mounted on the vehicle (when the vehicle cannot be decelerated according to the brake pattern and accelerates momentarily, It is said that the stop position of the train may exceed the stop limit due to the worst scenario in which the upper control device sets the emergency stop brake. Therefore, it is necessary to provide a safety margin distance with respect to the trouble position and stop the vehicle at a position in front of the trouble position.
The safety margin distance is a value obtained in advance from the route condition (gradient, curve, etc.), the maximum operating speed, and the vehicle characteristics (brake deceleration, etc.) on the train. In the prior art, the safety margin distance is set to all lines with a constant value (a value that can cope with the most severe situation).

JP 2010-120484 A

The safety margin distance of the train on the route depends on the route condition, maximum operation speed and train characteristics. For example, it is necessary to set a long safety margin distance on a down line with a steep track. However, in a flat place such as a campus area, setting the same length as the safety margin distance makes it impossible for the train to operate close to the preceding train of the train, and the operation interval of the train deteriorates. (Problems that cannot shorten the operation interval).

Accordingly, an object of the present invention is to provide an automatic train security device that uses a method that allows a safety margin distance required for each location to be defined and that can calculate a stop limit with a minimum safety margin distance for each location. .

In order to solve the above problems, one of the typical automatic train security devices of the present invention manages the stop limit, which is the farthest point allowing the train to travel on the road, and notifies the train of the stop limit. In the automatic train security system that controls the train and secures a safety margin distance before the obstacle that is the closest to the current position of the train among the places where the train can not run, and sets the stop limit Divide the road into virtual blocks, set the margin distance used to calculate the safety margin distance for each virtual block, and set the margin distance set for the trouble block that is the virtual block to which the obstacle belongs to the safety margin distance It is characterized by.

By using the train automatic safety device according to the present invention, the safety margin distance that sets the stop limit installed in front of the obstacle position without using a special device depends on the position of the obstacle that occurs in front of the train. Can be changed.

It is a figure which shows the structural example of the train control system which uses radio | wireless communication. It is a figure which shows the example of the route which provides a block allocation. It is a figure which shows the example of the safety margin distance changed according to a trouble position. It is a figure which shows the example of the flowchart which produces the stop limit of a train. It is a figure which shows the example of the pullback phenomenon of the stop limit of a train by advance of a preceding train. It is a figure which shows the example of the flowchart of the process which sets safety margin distance.

Hereinafter, embodiments of the automatic train security device according to the present invention will be described with reference to the drawings.

In this embodiment, there is a preceding train 120 that is immediately in front of the succeeding train 110, and the tail of the preceding train becomes a factor in the trouble of the succeeding train.

FIG. 1 shows a configuration of a train control system by wireless communication including an automatic train security device according to this embodiment. The train control system includes an automatic train control system, an on-board device, and a wireless communication system.

The automatic train control system 001 includes an automatic train security device 002, an automatic train monitoring device 003, and an automatic train operation device 004. In this embodiment, the automatic train security device 002 will be mainly described. The automatic train security device 002 manages the on-line position of the train traveling on the route. In addition, the automatic train security device 002 calculates the stop limit of each train after always detecting trouble factors such as preceding trains and train protection information for each train. Further, the calculated stop limit is transmitted to the train.

The onboard device is composed of a train position detection device and an onboard control device. An onboard device 111 composed of an onboard control device 113 and an on-line position detection device 112 is mounted on the train 110. An onboard device 121 composed of an onboard control device 123 and an on-line position detection device 122 is mounted on the train 120. The on-line position detecting device obtains the on-line position information of the own train in real time using a speed sensor or the like, and transmits the information to the automatic train control system 001 via the wireless communication system. On the other hand, the on-board controller 113 generates a brake pattern 116 based on the stop limit information received from the automatic train control system 001, and executes stop control of the own train.

The brake pattern is a pattern showing the relationship between the position of the train and the speed limit at that position. By setting the speed to 0 at the stop limit position, the train can be controlled safely.

The radio communication system includes on-

board radio stations

211 and 221 mounted on a vehicle, on-

board antennas

212 and 222, a terrestrial radio station 201 installed on the ground side, and a terrestrial antenna 202. A wireless communication system performs communication between the automatic train control system 001 and the on-board device.

FIG. 3 is a diagram showing an example of the safety margin distance that is changed according to the troubled position.

The automatic train control system 001 calculates safety margin distances 114 and 124 for each

train

110, 120, and 130, and calculates

stop limits

115 and 125. These stop limits are sent to each train. The on-board controller for each train generates a brake pattern that can stop at the stop limit, and implements stop control of the own train accordingly.

FIG. 4 shows a stop limit creation flow for the following train 110 in the automatic train security device 002.
Step 401: The automatic train security device 002 determines the travel route of the train based on the location information of the subsequent train and the information on the opened route for the subsequent train.

Step 402: The automatic train security device 002 detects a trouble factor on the route of the subsequent train. The obstacles are the preceding train and train protection information.

Step 403: The automatic train security device 002 searches for a trouble factor that is closest to the front of the subsequent train in the detected trouble factor. In Example 1 shown in FIG. 1, the trouble factor that is closest to the front of the succeeding train is the preceding train 120, and the trouble position is the tail of the preceding train.

Step 404: The automatic train safety device 002 sets the safety margin distance 114 for the searched trouble position. In the conventional technique, the safety margin distance is a constant distance regardless of the position of the trouble. Step 404 is a means for solving the problem of the present embodiment, and a detailed description will be given below.

Step 405: The automatic train security device 002 calculates the stop limit of the subsequent train in consideration of the set safety margin distance with respect to the trouble position.

Step 406: The automatic train security device 002 transmits the calculated stop limit to the subsequent train via the wireless communication system.

In step 404, in order to set a safety margin distance for the troubled position, the automatic train security device 002 divides the train travel path into virtual blocks (abbreviation: blocks) and defines a safety margin distance for each block. Remember. FIG. 2 shows an example in which the traveling road is divided into blocks.

走行 Divide the road 10 into

blocks

301, 311, 321, and so on. As described in Table 1, the beginning and end of each block are defined in kilometres. For example, the position of the start end 302 of the block 301 is defined as approximately 1.5 km, and the position of the end 303 is defined as approximately 1.0 km. Since the length of each block can be determined arbitrarily, it is possible to set the appropriate classification for the path state with more flexibility than the fixed block defined by the conventional track circuit. . Furthermore, since the block is virtual, it is not necessary to install a device such as a track circuit for detecting the train line.

The train position information (train position at the beginning of the train) and the trouble location information are represented by the block number and the remaining distance in the block (distance to the end point of the block), and are managed by the automatic train security device 002 of the ground device. .
Table 1 shows an example of setting a safety margin distance for each block.

The safety margin distance of the block is set based on the route condition on the block, the maximum operating speed on the block and the vehicle characteristics. For example, the safety margin distance of the block in a place where there is a steep downward slope or a place where the maximum operation speed is high is set longer than the safety margin distance of the block in other places. On the other hand, the safety margin distance of the block at a low speed traveling place such as a campus area is set shorter than other places.

The automatic train security device 002 uses the safety margin distance defined in the block to which the trouble position of the preceding train 120 located immediately in front of the succeeding train 110 searched in Step 403 belongs, and secures the succeeding train before the trouble position. Calculate the stop limit.

By configuring the automatic train security device 002 as in the present embodiment, the safety margin distance secured before the rear of the preceding train 120 with respect to the succeeding train 110 can be changed for each location. Thereby, it becomes possible to set the shortest safety margin distance for every place, and the driving time interval of the following train and the preceding train can be shortened.

In the first embodiment, the general idea is that the preceding train 120 moves forward and the stop limit of the succeeding train 110 is advanced. In the method of setting the safety margin distance described above, the safety margin distance is changed by the block of the position where the preceding train is located, which is a hindrance factor that is in the immediate vicinity of the succeeding train. When the preceding train passes a block boundary, the stop limit of the succeeding train may be pulled back. Therefore, a more appropriate setting method of the safety margin distance will be described as a second embodiment.
The problem to be solved in the second embodiment will be described with reference to FIG. The preceding train 120, which is a hindrance immediately before the train 110, moves from the position 120A of the block 311 to the position 120B of the block 301. When the safety margin distance 305 of the block 301 is longer than the safety margin distance 315 of the block 311, the stop limit position of the subsequent train is pulled back from 115A to 115B at the moment when the tail of the preceding train passes the boundary between the

blocks

311 and 301. . When the preceding train is at position 120A, if the subsequent train exceeds position 115B, the emergency stop brake is activated because the subsequent train is overrun from the stop limit by pulling back the stop limit. The

In response to the above problem, when the automatic train security device 002 calculates the stop limit of a running train, it simply uses the safety margin distance of the block where the preceding train is located, which is the obstacle factor that comes close to the front of the train. First, the safety margin distance of the block where the preceding train is located and the safety margin distance of the block before that block are checked, and a more appropriate value is set as the safety margin distance to calculate the stop limit. This will be described in detail below.

FIG. 6 shows a processing flow for setting a safety margin distance used for creating a stop limit for the following train 110 in the automatic train security device 002. In the processing from step 602 to step 604, the farthest block in which the subsequent train can safely travel is searched for the obstacle position. This block is a block where the stop limit of the following train exists. In order to perform the search process, a value called a search block is provided. The processing from steps 605 to 608 is a processing flow for setting the safety margin distance in order to calculate the stop limit position in the block having the searched stop limit.
The operation based on the flowchart is as follows.
Step 601: At the start of processing, the automatic train security device 002 performs the same processing as Step 403 in the flowchart of FIG. 4 described above, and acquires the trouble position that is closest to the front of the succeeding train 110.
Step 602: The automatic train security device 002 sets a block in which the obstacle position exists as a search block.
Step 603: The automatic train security device 002 compares the distance from the beginning of the search block to the troubled position with the safety margin distance of the search block. When it is determined that the distance from the starting end of the search block to the troubled position is equal to or less than the safety margin distance of the search block, there is no position in the search block where the safety margin distance can be provided, and the process proceeds to step 604. Otherwise, a stop limit exists in the search block and the process proceeds to step 605.
Step 604: The automatic train security device 002 sets a block immediately before the search block in the search block because there is no stop limit that can ensure safety in the search block, and returns to the determination in step 603.
Step 605: If the search block is a trouble block, the automatic train security device 002 proceeds to step 607. Otherwise, go to step 606.
Step 606: The automatic train security device 002 compares the distance from the end of the search block where the stop limit exists to the trouble position to the safety margin distance of the search block. If the distance from the end of the search block to the troubled position is less than the safety margin distance of the search block, the process proceeds to step 607. Otherwise, go to step 608.
Step 607: The automatic train security device 002 sets the safety margin distance defined in the search block to the safety margin distance provided in the stop limit creation.
Step 608: The automatic train safety device 002 is a safety in which the distance between the location closest to the trouble location and the trouble location (distance from the end of the block to the trouble location) in the search block can be provided by creating a stop limit. Set a margin.

The setting of the safety margin distance used for creating the stop limit of the following train in FIG. 5 will be described using the above flow.

When the preceding train 120 is at 120A, the trailing position of the preceding train is on the block 311. Since the distance 316 from the start 312 of the block 311 to the tail of the preceding train is longer than the safety margin distance 315 of the block 311, the stop limit of the succeeding train 110 is in the block 311 in step 603, so the stop limit is calculated. The safety margin distance secured for this is the safety margin distance of the block.

On the other hand, when the preceding train travels to 120B, the trailing position of the preceding train is on the block 301. Since the distance 317 from the start end 302 of the block 301 to the tail of the preceding train is smaller than the safety margin distance 305 of the block 301, the stop limit of the subsequent train 110 does not exist in the block 301 in the determination of step 603. Therefore, in step 604, block 311 which is the block immediately before block 301 is set as a search block, and step 603 is executed again. Since the distance 318 from the start end 312 of the block 311 to the tail of the preceding train is longer than the safety margin distance 315 of the block 311, it is determined that the stop limit of the subsequent train is in the block 311. Since the distance 317 from the terminal 313 of the block 311 to the tail of the preceding train is shorter than the safety margin distance 315 of the block 311, the safety margin distance for calculating the stop limit of the subsequent train is the safety margin distance 315 of the block 311. It becomes. As a result, the calculated stop limit is the position of 115C.

In the automatic train safety device using the safety margin distance setting method as in the present embodiment, the stop limit moves forward with the advance of the preceding train that is closest to the front of the succeeding train, and the stop limit of the succeeding train can be pulled back. Absent.

As described above, in the first and second embodiments, the safety margin distance is calculated by the automatic train control system 001 on the ground, but the safety margin distance may be calculated by the on-

board controllers

113 and 123. Is possible. The automatic train safety device 002 transmits trouble information to the on-

board control devices

113 and 123 via the wireless communication system, so that the on-

board control devices

113 and 123 can grasp the same. The on-

board control devices

113 and 123 have data classified into blocks of the traveling road and data of safety margin distance defined for each block. Furthermore, when various types of vehicles travel on the travel path, the characteristics of each train are different, so the safety margin distance defined for each block can be defined for each train according to the characteristics of the own train. As a result, the safety margin distance is not only defined for each place, but a safety margin distance can be set for each train and a more appropriate stop limit can be calculated. The on-

board controllers

113 and 123 create a brake pattern that can be safely stopped by the stop limit based on the calculated stop limit and route information (maximum speed, gradient, etc.) of the own train, and control the train. carry out.

10: Driving path
001: Automatic train control system
002: Automatic train security device
003: Automatic train monitoring device
004: Automatic train operation device
110: Train
111: On-board equipment
112: Position detection device
113: On-board control device
114: Safety margin distance
115, 115A, 115B, 115C: Stop limit
116: Brake pattern
120: Train
121: On-board equipment
122: Standing line position detector
123: On-board control device
124: Safety margin distance
125: Stop limit
126: Brake pattern
120A, 120B: Transition position of train 120
130: Train
200: Wireless communication device
201: Terrestrial radio station
202: Ground antenna
211: On-board radio station
212: On-board antenna
221: On-board radio station
222: On-board antenna
301: Block
302: Block start
303: Block end
305: Safety margin distance
311: Block
312: Block start
313: Block end
315: Safety margin
316: Distance from 312 to the tail of the train at 120A
317: Distance from 313 to 120B to the tail of the train
318: Distance from 312 to 120B
321: Block
322: Block start
323: Block end

Claims

Manage the stop limit, which is the farthest point that allows the train to travel on the road, and control the train by notifying the stop limit to the train. In the automatic train security device that secures a safety margin distance before the obstacle that is the location closest to the current position and sets the stop limit,
The travel route is divided into virtual blocks, a margin distance used for calculating the safety margin distance is set for each virtual block, and the obstacle block which is the virtual block to which the obstacle belongs is set. An automatic train security device, wherein the margin distance is the safety margin distance.
The automatic train security device according to claim 1,
The obstacle block is set as a search block which is a block for which the margin distance is evaluated,
The search obstacle distance, which is the distance between the starting end of the search block and the obstacle, is compared with the search margin distance, which is the margin distance set in the search block, and the safety margin distance is determined based on the result.
In the determination of the safety margin distance, when the search hindrance distance is larger than the search margin distance, the search margin distance is set as the safety margin distance.
The automatic train security device according to claim 2,
In the determination of the safety margin distance, when the search obstacle distance is equal to or less than the search margin distance,
The automatic train security device, wherein the safety margin distance is determined again using the virtual block before the search block as a new search block.
The automatic train security device according to claim 3,
In the determination of the safety margin distance, when the search obstacle distance is larger than the search margin distance and the search block is different from the obstacle block, a search passage distance that is a distance between the obstacle and the end of the search block And the search margin distance
If the search passage distance is less than or equal to the search margin distance, the search margin distance is the safety margin distance,
When the search passage distance is larger than the search margin distance, the search train distance is set as the safety margin distance.
An on-vehicle device having a function of determining the safety margin distance of the automatic train security device according to any one of claims 2 to 4.
6. The on-board device according to claim 5, wherein when determining the safety margin distance, the safety margin distance is corrected in accordance with characteristics of the train to be controlled.