WO2021095260A1 - Système de commande de train - Google Patents

Système de commande de train Download PDF

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Publication number
WO2021095260A1
WO2021095260A1 PCT/JP2019/044957 JP2019044957W WO2021095260A1 WO 2021095260 A1 WO2021095260 A1 WO 2021095260A1 JP 2019044957 W JP2019044957 W JP 2019044957W WO 2021095260 A1 WO2021095260 A1 WO 2021095260A1
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WO
WIPO (PCT)
Prior art keywords
current collector
train
control device
air section
train control
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Application number
PCT/JP2019/044957
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English (en)
Japanese (ja)
Inventor
英俊 北中
Original Assignee
三菱電機株式会社
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 三菱電機株式会社 filed Critical 三菱電機株式会社
Priority to DE112019007893.3T priority Critical patent/DE112019007893T5/de
Priority to PCT/JP2019/044957 priority patent/WO2021095260A1/fr
Priority to JP2021555769A priority patent/JP7066071B2/ja
Publication of WO2021095260A1 publication Critical patent/WO2021095260A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • 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
    • B60L9/00—Electric propulsion with power supply external to the vehicle

Definitions

  • the present invention relates to a train control system that controls a train in which one or a plurality of railway vehicles are connected.
  • the overhead line of the railway is equipped with a facility called an air section that uses air as an insulator to insulate the feeder lines from different power systems.
  • This air section allows trains to receive power from different power grids and maintain their running.
  • In the air section there are two overhead wires connected to different feeders. Even if the nominal voltage of the two overhead wires is the same, there is actually a slight potential difference. Therefore, if the train stops in the air section and resumes running with the current collector raised due to an unforeseen situation, a large current may flow between the two overhead lines. Examples of unforeseen circumstances include when the emergency brake is activated, when something goes wrong on the route, or when something goes wrong with another train. If a large current flows between the two overhead lines, the current collector may be damaged, the overhead lines may be blown, or the substation may be stopped.
  • Patent Document 1 discloses a technique for detecting the position of the current collector on the ground equipment side when the train stops in the air section. If the position information of the current collector detected on the ground equipment side is transmitted to the train, the driver can determine whether or not the position of the current collector of the stopped train is within the air section when the train stops. It is possible to notify.
  • the present invention has been made in view of the above, and an object of the present invention is to obtain a train control system capable of reliably suppressing a malfunction event that may occur when a running train enters the air section. ..
  • the present invention provides a train in which one or a plurality of railway vehicles traveling by receiving electric power supplied from an overhead wire via a current collector is connected. It is a train control system that controls.
  • the train control system controls the start and stop of a propulsion control device that controls a traction motor that applies propulsive force to a train, an auxiliary power supply device that supplies electric power to equipment other than the main motor, and a propulsion control device and an auxiliary power supply device. It is equipped with a train control device.
  • the train control device grasps the position of the current collector based on the position information of the train, and the position of at least one current collector among the plurality of current collectors is at least in the air section of the overhead wire, and the said When the operation of the current collector corresponds to the first condition, control is performed to stop the operation of the propulsion control device connected to the current collector corresponding to the first condition.
  • FIG. 1 shows the configuration example of the railroad system including the train control system which concerns on this embodiment.
  • Flow chart used to explain the operation of the train control system according to this embodiment A block diagram showing an example of a hardware configuration that realizes the function of the train control device in the present embodiment.
  • FIG. 1 is a diagram showing a configuration example of a railway system 100 including a train control system 50 according to the present embodiment.
  • the substation 10 overhead lines 1a, 1b, railway vehicles (hereinafter, simply abbreviated as “vehicles”) 9a, 9b, 9c and rails 11 constituting the train 80 are components of the railway system 100. It is shown as.
  • Vehicles 9a and 9b are motor vehicles, and vehicle 9c is an accompanying vehicle.
  • Current collectors 2a and 2b are provided on the upper portions of the vehicles 9a and 9b, respectively.
  • FIG. 1 shows an example in which the train 80 is a 3-car train, but the present invention is not limited to this.
  • the train 80 may be composed of two or less cars or four or more cars.
  • the vehicle 9a is provided with four traction motors 14a1, 14a2, 14a3, 14a4 for driving the train 80.
  • the vehicle 9b is provided with four traction motors 14b1, 14b2, 14b3, 14b4.
  • traction motor 14 When each of the traction motors 14a1 to 14a4 and 14b1 to 14b4 is not individually distinguished, it is described as "traction motor 14" without a subscript. The same description shall be applied to other components.
  • the substation 10 installed on the ground uses the electric power received from a power system (not shown) to generate a voltage of DC600 to 3000V, and different power supply lines 12a, 12b is used to power the overhead wires 1a and 1b.
  • the air section 13 the overhead wires 1a and 1b are arranged in parallel with each other separated by several tens of centimeters. That is, the air section 13 insulates the two overhead wires 1a and 1b using air as an insulator. As a result, the air section 13 is configured so as not to interfere with the normal traveling of the current collectors 2a and 2b.
  • the potentials of the two overhead wires 1a and 1b are the same.
  • the load condition of the train 80 traveling under the overhead line 1a and the load condition of the train 80 traveling under the overhead line 1b are usually different. Therefore, the voltage drop varies between the two overhead wires 1a and 1b, and a voltage difference of about 10% usually occurs.
  • the current collector 2 When the current collector 2 passes through such an air section 13, it may be in contact with one of the two overhead wires 1a and 1b, or may be in contact with both overhead wires.
  • the current collector 2 When the current collector 2 is in contact with the overhead wire on one side, if the voltage of the other overhead wire that is not in contact is higher, an arc may be generated from the overhead wire that is not in contact to the current collector 2.
  • Such an arc can occur when the train 80 enters the air section 13 at an extremely low speed of several km / h or less, when the train 80 stops at the air section 13, and the like. The arc heat generated by the arc raises the temperature of the contact portion.
  • a supply current to another train may flow from one overhead wire to the other overhead wire via the current collector 2.
  • a larger current than usual flows to the contact point between the overhead wire and the current collector 2, so that a large Joule heat is generated.
  • the train control system 50 is provided with a function capable of reliably suppressing the above-mentioned malfunction event that may occur when the running train 80 enters the air section 13. There is.
  • this function may be referred to as a "overhead line protection control function”.
  • the train control system 50 includes a train control device 4, propulsion control devices 7a and 7b, auxiliary power supply devices 8a and 8b, and a current collector rise prohibition logic unit 6.
  • the current collector rise prohibition logic unit 6 is a configuration unit provided corresponding to the current collector rise switch 5.
  • the propulsion control device 7a and the auxiliary power supply device 8a are mounted on the vehicle 9a, and the propulsion control device 7b and the auxiliary power supply device 8b are mounted on the vehicle 9b.
  • the propulsion control device 7a is a control device that controls the traction motors 14a1 to 14a4 that apply propulsive force to the train 80.
  • the propulsion control device 7b is a control device that controls the traction motors 14b1 to 14b4 that apply propulsive force to the train 80.
  • the auxiliary power supply devices 8a and 8b are power supply devices that supply electric power to auxiliary devices that are devices other than the traction motors 14a1 to 14a4 and 14b1 to 14b4. Examples of auxiliary equipment are in-vehicle lighting devices, door opening / closing devices, air conditioners, security devices, and compressors that generate air sources for vehicle brakes.
  • the train control device 4 is a control device that controls the start and stop of the propulsion control device 7 and the auxiliary power supply device 8.
  • the train control device 4 generates a main circuit operation command based on the point information which is the position information of the train 80.
  • the main circuit operation command is output to the propulsion control device 7 and the auxiliary power supply device 8.
  • the main circuit referred to here means a circuit unit that contributes to power conversion provided in each of the propulsion control device 7 and the auxiliary power supply device 8.
  • the propulsion control device 7 and the auxiliary power supply device 8 are controlled to start and stop by the main circuit operation command.
  • the main circuit operation command may include control commands other than start and stop.
  • the current collector 2 is configured to be able to move up and down.
  • the current collector 2 is raised and lowered by spring force or air pressure.
  • the current collector operation circuit 3 is a circuit for controlling the ascent and descent of the current collector 2.
  • the vehicle 9a is provided with a current collector operating circuit 3a
  • the vehicle 9b is provided with a current collector operating circuit 3b.
  • a current collector lowering command is input from the train control device 4 to the current collector operation circuit 3.
  • a current collector ascending command from the train control device 4 and the current collector ascending switch 5 is input to the current collector operating circuit 3 via the current collector ascending prohibition logic unit 6.
  • the current collector rise switch 5 and the current collector rise prohibition logic unit 6 are provided in the vehicle 9b, but the present invention is not limited to this configuration.
  • the current collector rise switch 5 and the current collector rise prohibition logic unit 6 may be provided in the vehicle 9a.
  • the current collector ascending prohibition logic unit 6 is configured to receive a current collecting device descending command from the train control device 4.
  • the current collector ascending prohibition logic unit 6 is configured to cut the current collector ascending command to the current collector operating circuit 3 when the current collecting device descending command is valid. That is, when the current collector ascending command is output from the train control device 4, the current collector ascending command is not output from the current collector ascending prohibition logic unit 6 even if the current collecting device ascending switch 5 is operated. ..
  • the driver accidentally operates the current collector raising switch 5 while the current collector 2 is in the lowered state, it is possible to prevent the current collector 2 from rising.
  • the train control device 4 recognizes the current position of the train 80 and the position of the air section 13 based on the point information.
  • the train control device 4 also knows the formation of the train 80. Therefore, the train control device 4 can also recognize the current positions of the current collectors 2a and 2b based on the current position of the train 80. Further, the train control device 4 can also recognize the positional relationship between the positions of the current collectors 2a and 2b and the position of the air section 13.
  • the train control device 4 calculates the estimated position of the current collector 2 after an arbitrary lapse of time. Thereby, the estimated positional relationship between the estimated position and the position of the air section 13 can also be recognized. For example, when the brake is applied in front of the air section 13, the train control device 4 determines the stopping distance, which is the distance until the train 80 stops, based on the speed and deceleration information of the train 80 at that time. Calculate. Since the air section 13 has a width in the distance direction, the train control device 4 has a position of the current collector 2 when the brake is applied and a position in front of the air section 13 in the traveling direction. Calculate the positional relationship between and.
  • the train control device 4 calculates the positional relationship between the position of the current collector 2 when the brake is applied and the position at the back of the air section 13 in the traveling direction.
  • the train control device 4 can determine whether or not the current collector 2 may stop in the air section 13 when the train 80 stops, based on the positional relationship between the two and the stop distance. ..
  • FIG. 2 is a flowchart used for explaining the operation of the train control system 50 according to the present embodiment. According to the flowchart of FIG. 2, the overhead wire protection control function according to the present embodiment is realized.
  • FIG. 2 shows four processes including ⁇ process 1>, ⁇ process 2>, ⁇ process 3>, and ⁇ process 4>. These four processes are executed in parallel under the control of the train control device 4.
  • the train control device 4 determines whether or not the current collector 2 is expected to travel at a speed equal to or lower than the first speed within the first range including the air section 13 and the sections before and after the air section 13 (step). S1).
  • the current collector 2 referred to here means an individual of a plurality of current collectors 2 in the train 80. In the example of FIG. 1, it refers to each of the current collectors 2a and 2b.
  • the first range including the air section 13 and the sections before and after the air section 13 is the first distance set on the front side with the position in front of the air section 13 as the base point in the traveling direction of the train 80.
  • the concept includes a first section of the range and a second section of the second distance range set to the back side with the position at the back of the air section 13 in the traveling direction as a base point. That is, the first range including the air section 13 is the sum of the first section and the second section before and after the air section 13.
  • step S1 and No When it is determined that the current collector 2 is not expected to travel below the first speed within the first range including the air section 13 and the sections before and after the air section 13 (steps S1 and No), the process is performed. Returning to the beginning, the processing flow of FIG. 2 is repeated.
  • step S1 when it is determined that the current collector 2 is expected to travel within the first range including the air section 13 and the sections before and after the air section 13 at the first speed or lower (steps S1, Yes).
  • the train control device 4 outputs a stop command to the propulsion control device 7 and the auxiliary power supply device 8 connected to the current collector 2 (step S2).
  • the propulsion control device 7 stops the power running operation or the regenerative operation of the traction motor 14.
  • the auxiliary power supply device 8 stops operating.
  • the current flowing through the current collector 2 is reduced.
  • the current flowing during the operation of the auxiliary power supply device 8 is smaller than the current flowing during the operation of the propulsion control device 7. Therefore, the influence on the overhead wire 1 and the current collector 2 is smaller than that of the propulsion control device 7. Therefore, it may be determined that the operation of the auxiliary power supply device 8 is continued without being stopped. However, when the load of the auxiliary power supply device 8 becomes large in summer or the like, it is preferable to stop the operation of the auxiliary power supply device 8. That is, it may be determined whether to stop the auxiliary power supply device 8 or continue the operation of the auxiliary power supply device 8 according to the magnitude of the load of the auxiliary power supply device 8.
  • the first and second distance ranges are assumed to be a range of several meters or a dozen meters. Actually, the first and second distance ranges may be set according to the recognition accuracy of the train control device 4 that recognizes the positional relationship between the position of the current collector 2 and the position of the air section 13. Further, the above-mentioned first speed is assumed to be an extremely low speed of several kilometers per hour or less. The higher the speed, the faster the locations where arc heat and Joule heat are generated move, so it is possible to avoid concentrating heat in one location and avoid damage to the overhead wire 1 or the current collector 2. It becomes possible to do. Therefore, it may be determined whether to stop the auxiliary power supply device 8 or continue the operation of the auxiliary power supply device 8 based on the speed of the vehicle 9.
  • the train control device 4 determines whether or not the current collector 2 is expected to stop at a position in the air section 13 (step S3). When it is determined that the current collector 2 is not expected to stop at a position in the air section 13 (steps S3 and No), the process returns to the beginning of the process and the process flow of FIG. 2 is repeated.
  • the train control device 4 is a propulsion control device 7 connected to the current collector 2. And output a stop command to the auxiliary power supply device 8 (step S4).
  • the propulsion control device 7 stops the power running operation or the regenerative operation of the traction motor 14.
  • the auxiliary power supply device 8 stops operating. As a result, the current flowing through the current collector 2 is reduced.
  • step S5 the train control device 4 outputs a current collector lowering command for lowering the current collector 2 (step S5). As a result, the current collector 2 is lowered.
  • step S5 the process returns to the beginning of the process and the process flow of FIG. 2 is repeated.
  • the current collector 2 When the current collector 2 is stopped in the air section 13, the place where arc heat or Joule heat is generated is fixed, and these heats are concentrated in one place. In this case, the overhead wire 1 or the current collector 2 may be damaged. On the other hand, if the current collector 2 is lowered, heat concentration can be avoided. Therefore, by controlling the current collector 2 to be lowered, it is possible to reliably suppress a malfunction event that may occur when a running train enters the air section.
  • the current collector 2 is expected to stop in the air section 13 is determined between the stop distance, which is the distance until the train 80 stops, and the current collector 2 and the air section 13, as described above. It can be judged by the positional relationship of.
  • the propulsion control device 7 and the auxiliary power supply device 8 can be stopped before the current collector 2 is lowered.
  • the current flowing through the propulsion control device 7 and the auxiliary power supply device 8 can be reduced to zero. Therefore, when the current collector 2 is lowered and the current collector 2 is separated from the overhead wire 1, the current cutoff in the current collector 2 can be avoided.
  • damage to the overhead wire 1 or the current collector 2 can be reliably suppressed.
  • the current collector 2 can be lowered before the current collector 2 enters the air section 13. As a result, it is possible to reliably suppress a malfunction event that may occur when a running train enters the air section.
  • the train control device 4 determines whether or not the current collector 2 is stopped at a position in the air section 13 (step S6). When it is determined that the current collector 2 is not stopped at the position in the air section 13 (steps S6 and No), the process returns to the beginning of the process and the process flow of FIG. 2 is repeated.
  • step S6 When the current collector 2 is stopped at a position in the air section 13 (steps S6, Yes), a stop command is issued to the propulsion control device 7 and the auxiliary power supply device 8 connected to the current collector 2. Output (step S7). As a result, the propulsion control device 7 stops the power running operation or the regenerative operation of the traction motor 14. Further, the auxiliary power supply device 8 stops operating. As a result, the current flowing through the current collector 2 is reduced.
  • step S8 the train control device 4 outputs a current collector lowering command for lowering the current collector 2 (step S8). If the current collector lowering command has already been output, the current collector lowering command output is continued. As a result, the current collector 2 maintains the lowered state.
  • step S8 the process returns to the beginning of the process and the process flow of FIG. 2 is repeated.
  • the train control device 4 determines whether or not the current collector 2 that has entered the air section 13 has left the air section 13 (step S9). When it is determined that the current collector 2 that has entered the air section 13 has not separated from the air section 13 (steps S9 and No), the process returns to the beginning of the process and the process flow of FIG. 2 is repeated.
  • the train control device 4 determines whether or not the current collector 2 is lowered. (Step S10). When the current collector 2 is not lowered, that is, when the current collector 2 is raised (steps S10 and No), the process proceeds to step S12.
  • step S10 When the current collector 2 is descending (step S10, Yes), the train control device 4 outputs an ascending command to the current collector 2 (step S11). As a result, the current collector 2 rises. When the current collector 2 rises and comes into contact with the overhead wire 1, the train control device 4 releases the stop command to the propulsion control device 7 and the auxiliary power supply device 8 connected to the current collector 2 (step). S12). As a result, the propulsion control device 7 connected to the current collector 2 is in a state where the power running operation or the regenerative operation with respect to the traction motor 14 can be started. Further, the auxiliary power supply device 8 connected to the current collector 2 is in a state where power can be supplied to the auxiliary equipment. When the process of step S12 is completed, the process returns to the beginning of the process and the process flow of FIG. 2 is repeated.
  • the vehicle 9 of the current collector 2 separated from the air section 13 can recover the normal function.
  • the train control device grasps the position of the current collector based on the position information of the train, and the current collector of at least one of the plurality of current collectors.
  • the operation of the propulsion control device connected to the current collector corresponding to the first condition is performed. Control to stop.
  • at least one of the plurality of current collectors is in the first range including the air section and the section before and after the air section at a speed equal to or lower than the first speed. If you are moving. As a result, it is possible to reliably suppress a malfunction event that may occur when a running train enters the air section.
  • the stop of the running train is predicted, and at least one of the plurality of current collectors has an air section. This is the case when it is predicted to stop at the position.
  • the current collector after controlling to stop the propulsion control device connected to the current collector, or to stop the operation of both the propulsion control device and the auxiliary power supply device connected to the current collector. It is preferable to control the current collector to be lowered after the above. With such control, the current collector can be lowered before it enters the air section. As a result, it is possible to reliably suppress a malfunction event that may occur when a running train enters the air section.
  • the third example of the first condition is the case where at least one of the plurality of current collectors is stopped at a position in the air section.
  • a current collector lowering command for lowering the current collector 2 is output, or the output is continued. If such control is performed, the current collector 2 maintains the lowered state.
  • ascending prohibition for turning off the ascending command signal output from the current collector ascending switch to the current collector. It may have a logic part. It is assumed that the driver accidentally operates the current collector up switch when the current collector is in the lowered state. Even in such a case, the rise prohibition logic unit can prevent the current collector from rising. As a result, it is possible to prevent the occurrence of a malfunction event due to an operation error.
  • the train control device when the current collector that has entered the air section is separated from the air section, the train control device raises the current collector and is connected to the raised current collector to stop the current collector. Restart the propulsion control device that was on, or the propulsion control device and auxiliary power supply that were stopped. As a result, the propulsion control device connected to the current collector is in a state where it can start power running operation or regenerative operation with respect to the traction motor. Further, the auxiliary power supply device connected to the current collector is in a state where power can be supplied to the auxiliary machine.
  • FIG. 3 is a block diagram showing an example of a hardware configuration that realizes the function of the train control device 4 according to the present embodiment.
  • FIG. 4 is a block diagram showing another example of a hardware configuration that realizes the function of the train control device 4 according to the present embodiment.
  • the processor 300 that performs the calculation
  • the memory 302 that stores the program read by the processor 300
  • the configuration may include an interface 304 for input / output.
  • the processor 300 may be a computing means such as an arithmetic unit, a microprocessor, a microcomputer, a CPU (Central Processing Unit), or a DSP (Digital Signal Processor).
  • the memory 302 includes a non-volatile or volatile semiconductor memory such as a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory, an EPROM (Erasable Program ROM), or an EEPROM (registered trademark) (Electrically EPROM). Examples thereof include magnetic disks, flexible disks, optical disks, compact disks, mini disks, and DVDs (Digital Versaille Discs).
  • the memory 302 stores a program that executes a protection control function for overhead lines and the like in the train control device 4.
  • the processor 300 sends and receives necessary information via the interface 304, and the processor 300 executes a program stored in the memory 302. It is possible to control the propulsion control device 7 and the auxiliary power supply device 8.
  • the processor 300 and the memory 302 shown in FIG. 3 may be replaced with the processing circuit 303 as shown in FIG.
  • the processing circuit 303 corresponds to a single circuit, a composite circuit, an ASIC (Application Specific Integrated Circuit), an FPGA (Field-Programmable Gate Array), or a combination thereof.
  • the train control device 4 is mounted on the vehicle 9, but the configuration is not limited to this.
  • the train control device 4 can be arranged at a required place as needed, as long as information can be exchanged. For example, it can be placed on the ground as a component of the system on the ground side.
  • the function of the train control device 4 described in the present embodiment can be configured as a part of the function of the propulsion control device 7 or the auxiliary power supply device 8.
  • 1,1a, 1b overhead line 2,2a, 2b current collector, 3,3a, 3b current collector operation circuit, 4 train control device, 5 current collector rise switch, 6 current collector rise prohibition logic unit, 7, 7a, 7b propulsion control device, 8,8a, 8b auxiliary power supply device, 9,9a, 9b, 9c vehicle, 10 substation, 11 rail, 12a, 12b power supply line, 13 air section, 14, 14a1, 14a2, 14a3 14a4, 14b1, 14b2, 14b3, 14b4 main motor, 50 train control system, 80 train, 100 rail system, 300 processor, 302 memory, 303 processing circuit, 304 interface.

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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un système de commande de train (50) pourvu : d'un dispositif de commande de propulsion (7) qui commande un moteur électrique principal (14) pour appliquer une force de propulsion à un train (80) ; d'un dispositif source d'alimentation auxiliaire (8) qui fournit de l'énergie électrique à des dispositifs autres que le moteur électrique principal (14) ; et d'un dispositif de commande de train (4) qui commande le démarrage/arrêt du dispositif de commande de propulsion (7) et le dispositif source d'alimentation auxiliaire (8). Le dispositif de commande de train (4) comprend les positions d'une pluralité de collecteurs de courant (2) sur la base d'informations de position du train (80) et, lorsque la position d'au moins l'un des collecteurs de courant (2) est au moins au niveau d'une section d'air d'un fil aérien (1) et que le fonctionnement du ou des collecteurs de courant (2) satisfait une première condition, effectue une commande pour arrêter le fonctionnement du dispositif de commande de propulsion (7) connecté au collecteur de courant (2) satisfaisant la première condition.
PCT/JP2019/044957 2019-11-15 2019-11-15 Système de commande de train WO2021095260A1 (fr)

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DE112019007893.3T DE112019007893T5 (de) 2019-11-15 2019-11-15 Zugsteuersystem
PCT/JP2019/044957 WO2021095260A1 (fr) 2019-11-15 2019-11-15 Système de commande de train
JP2021555769A JP7066071B2 (ja) 2019-11-15 2019-11-15 列車制御システム

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PCT/JP2019/044957 WO2021095260A1 (fr) 2019-11-15 2019-11-15 Système de commande de train

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003200765A (ja) * 2001-12-28 2003-07-15 Mitsubishi Electric Corp 列車のセクションオーバー防止装置
JP4896279B1 (ja) * 2011-06-23 2012-03-14 三菱電機株式会社 列車情報管理装置および列車情報管理方法

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4777110B2 (ja) 2006-03-28 2011-09-21 曙ブレーキ工業株式会社 パンタグラフ位置検出装置

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003200765A (ja) * 2001-12-28 2003-07-15 Mitsubishi Electric Corp 列車のセクションオーバー防止装置
JP4896279B1 (ja) * 2011-06-23 2012-03-14 三菱電機株式会社 列車情報管理装置および列車情報管理方法

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