WO2024029184A1 - Système de commande de train - Google Patents

Système de commande de train Download PDF

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Publication number
WO2024029184A1
WO2024029184A1 PCT/JP2023/020616 JP2023020616W WO2024029184A1 WO 2024029184 A1 WO2024029184 A1 WO 2024029184A1 JP 2023020616 W JP2023020616 W JP 2023020616W WO 2024029184 A1 WO2024029184 A1 WO 2024029184A1
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WIPO (PCT)
Prior art keywords
train
travel
abnormality
station
control system
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PCT/JP2023/020616
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English (en)
Japanese (ja)
Inventor
正樹 林
大志 服部
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株式会社日立製作所
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Publication of WO2024029184A1 publication Critical patent/WO2024029184A1/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
    • 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
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/10—Operations, e.g. scheduling or time tables
    • B61L27/16—Trackside optimisation of vehicle or train operation

Definitions

  • the present invention relates to a train control system that automatically operates trains.
  • ATC Automatic Train Control
  • ATO Automatic Train Operation
  • Operation management such as driving patterns and speed control is carried out.
  • an abnormality such as not being able to receive an ATC message
  • an emergency stop operation will occur due to no ATC signal, and the train will not be able to run.
  • the train is operated by a qualified crew member (driver)
  • Patent Document 1 discloses a method for avoiding a situation in which a following vehicle becomes stuck between stations when a vehicle that is unable to run normally occurs.
  • a vehicle that is unable to run normally occurs ahead of a station where a plurality of vehicle stop areas are provided
  • a vehicle following the vehicle that is unable to run normally is moved to one of the plurality of vehicle stop areas. It is disclosed that by evacuating the vehicle, the following vehicle can stop at the nearest station even if a vehicle is unable to run normally due to a breakdown, etc., and it is possible to avoid a situation where the following vehicle is stuck between stations. ing.
  • an object of the present invention is to provide a train control system that automatically runs a train to a position where it can run at the time of an abnormality when an abnormality occurs.
  • one of the typical train control systems of the present invention includes an onboard or ground control device that controls a train moving on a predetermined route, and an onboard or ground control device that controls the speed limit of the train. or a ground safety device, and when an abnormality occurs, the train is controlled so as to travel to a position where the train is permitted to travel in the event of an abnormality, which is determined based on the position where the train is permitted to travel immediately before the occurrence of the abnormality.
  • a train control system that automatically runs a train to a position where it can run at the time of an abnormality when an abnormality occurs. This allows the train to stop at the nearest station and allow passengers to evacuate, and allows the train to travel to the nearest station so that crew members can quickly accompany the train, making it possible to respond more flexibly to emergencies.
  • FIG. 1 is a diagram showing a schematic configuration of a train control system according to a first embodiment of the present invention.
  • FIG. 2 is a diagram showing the train travel permitted position, driving pattern speed, etc. under normal conditions.
  • FIG. 3 is a diagram showing the position where the train can run at the time of an abnormality, the driving pattern speed, etc. when a safety abnormality occurs.
  • FIG. 4 is a diagram illustrating the position where the train can travel in the event of an abnormality when a control abnormality occurs.
  • FIG. 5 is a flowchart showing an example of an automatic driving processing procedure of the on-vehicle control device when an abnormality occurs.
  • FIG. 6 is a flowchart showing an example of the control of the on-board control device for a stopped train with no passengers when an abnormality occurs.
  • FIG. 7 is a flowchart showing an example of control of the on-board control device for a running train with no passengers when an abnormality occurs.
  • FIG. 8 is a flowchart showing an example of the control of the on-board control device for a stopped train with passengers when an abnormality occurs.
  • FIG. 9 is a flowchart illustrating an example of control of the on-board control device for a running train with passengers when an abnormality occurs.
  • FIG. 10 is a diagram showing a schematic configuration of a train control system according to a second embodiment of the present invention.
  • FIG. 11 is a diagram showing the position where the train can run during emergency operation, the emergency operation limit speed, etc. when a safety abnormality occurs in the second embodiment.
  • FIG. 12 is a diagram showing the position where the train can travel during emergency operation, the emergency operation limit speed, etc. when a control abnormality occurs in the second embodiment.
  • FIG. 13 is a diagram showing transmission and reception between a train traveling between stations and a preceding train stopping at the station during emergency operation.
  • FIG. 14 is a flowchart showing an example of when an obstacle is detected in the train control system according to the second embodiment.
  • FIG. 1 is a diagram showing a schematic configuration of a train control system according to a first embodiment of the present invention.
  • the train control system consists of a ground system and an onboard system.
  • FIG. 2 is a diagram showing the travel permitted position of the train, the driving pattern speed, etc. during normal operation. It shows the relationship among the travelable route 112b, travel permission position 106, driving pattern speed 105b, speed limit 110b up to the stop limit point 111, and travel route 112a for the train 113 running during normal operation.
  • the train control system particularly includes a ground control device 100 and a ground safety device 104, and an on-board control device 115 and an on-board security device 114 mounted on a train 113 running on a track 120.
  • the ground control device 100 and the onboard control device 115 mutually transmit and receive control information necessary for controlling automatic train operation (hereinafter also referred to as "control communication"), mainly based on instructions from the ground control device 100.
  • An on-board control device 115 controls the actual running of the train.
  • control devices are also called ATO devices, and the on-vehicle control device 115 in particular is sometimes called the ATO device.
  • the ground security device 104 and the onboard security device 114 mutually transmit and receive security information necessary for safe operation, such as the speed limit of the train (hereinafter also referred to as "security communication").
  • security communication these security devices are also called ATC devices.
  • the ground control device 100 includes a ground control section 101, a ground communication section 102, and a running line section database 103, and is connected to a ground safety device 104.
  • the ground control unit 101 calculates a traveling permission position 106 indicating a travelable position within a route 112b where the train 113 can travel under normal conditions, a travelable position 108a during abnormal conditions, and a driving pattern 105a when traveling between stations. Calculate.
  • the normal travel permission position 106 (hereinafter sometimes simply referred to as "travel permission position”) means a position set as a position where the train can safely stop at a predetermined time, and is updated over time.
  • the abnormality travel possible position 108a means a position set as a position where the train can proceed when an abnormality occurs (described later).
  • the ground communication unit 102 has a function of transmitting information calculated by the ground control unit 101 to the onboard control device 115.
  • the running line section database 103 is a database for managing the track location 109 of the train 113.
  • the on-board control device 115 includes an on-board communication section 116, an on-board control section 117, and a position acquisition section 118, and is connected to the on-board security device 114.
  • the on-board communication unit 116 communicates with the ground control device 100 via the ground communication unit 102, and transmits and receives control information.
  • the on-board control unit 117 controls the operation of the train 113 at a speed less than the speed limit 110a and a speed of 0 km/h at the travel permission position 106, based on the arrival station 107a, the travel permission position 106, and the driving pattern 105a. do.
  • the position acquisition unit 118 acquires the position of the train 113 on the line.
  • FIG. 3 is a diagram showing the position where the train can run at the time of an abnormality, the driving pattern speed, etc. when a safety abnormality occurs. Due to the occurrence of a security abnormality, the speed limit for the running train 113 is changed from the normal speed limit 110b to the abnormal speed limit 110c (for example, 0 km/h), and accordingly, the driving pattern speed is also changed from the normal speed limit. The pattern speed 105b is changed to an abnormal operation pattern speed 105c (for example, 0 km/h).
  • the emergency brake is not applied and the vehicle suddenly stops, but in the first embodiment, as shown in FIG. 3, the vehicle travels at a predetermined emergency speed limit 110d or less to the abnormal travel possible position 108a.
  • the abnormal travel permitted position 108a is a stop position of the train that is determined when an abnormality occurs based on the travel permitted position immediately before the abnormality occurs. Basically, it may be set at the same position as the run permission position or further inward (farther than the train), and in some cases, it may be set at an outer position (toward the train).
  • the on-board control device 115 follows commands from the ground.
  • the use of the travel permission position as a reference is based on the premise that the vehicle should be able to travel to the travel permission position 106 that was received during normal operation immediately before the abnormality occurred even immediately after the abnormality occurred.
  • the emergency speed limit 110d is calculated in consideration of safety based on the information on the abnormal travel possible position 108a, which the onboard control unit 117 has received and acquired from the ground control device 100 in advance, and is stored in the storage unit 119.
  • the train 113 can run as close to the arrival station 107a as possible according to the emergency speed limit. For example, a train that was traveling at 70 km/h may follow the emergency speed limit of 5 to 10 km/h after an abnormality occurs, and stop at a position where it can run at the time of the abnormality.
  • FIG. 4 is a diagram illustrating the position where the train can travel in the event of an abnormality when a control abnormality occurs.
  • a control abnormality occurs, it becomes impossible to receive the latest driving pattern. Therefore, as in the case of a security abnormality, a predetermined emergency speed limit of 110d is set based on the premise that it is possible to drive up to the driving permission position 106 received during normal operation even immediately after the abnormality occurs.
  • the vehicle travels to the abnormal travel possible position 108a.
  • FIG. 4 shows a case where the abnormal travel-permitted position 108a is the same as the travel-permitted position 106.
  • Information such as the presence or absence of passengers, the presence or absence of a preceding train, or a following train may be obtained from information transmitted from the ground, or may be obtained from a detection unit provided in the on-board control device 115 or input from a crew member, and these may be obtained from memory.
  • the information can be stored in the unit 119. If there are passengers, stop at or near the station to make it easier for them to get off the train; if there are no passengers, or after getting off the train, move as far away from the station as possible so that the following train with passengers can stop and get off the train. It is desirable to do so.
  • the nearest station in front of the train in the direction of travel will be referred to as the next station, and the nearest station behind it will be referred to as the previous station.
  • FIG. 5 is a flowchart showing an example of an automatic driving processing procedure of the on-board control device 115 when an abnormality occurs.
  • the onboard control device 115 determines whether or not an abnormality has occurred in the train control system, and if it is determined that an abnormality has occurred (step S200 YES), it executes step S201 to confirm that the abnormality has occurred. If it is determined that this has not occurred (step S200 NO), step S202 is executed and the train operates according to normal train control.
  • step S201 onward the on-vehicle control device 115 separates the processing depending on whether a passenger is on board or not, and whether the vehicle is traveling or not. If no passengers are on board (step S201 NO) and the train is not running (step S204 NO), step S208 is executed, and the stopped train 113 with no passengers is controlled in accordance with the explanation of FIG. 6, which will be described later.
  • step S207 is executed and control is applied to the running train 113 with no passengers in accordance with the explanation of FIG. 7, which will be described later. conduct.
  • step S206 is executed, and the stopped train 113 with passengers is controlled according to the explanation of FIG. 8, which will be described later. conduct.
  • step S205 is executed, and the running train 113 with passengers is controlled according to the explanation of FIG. 9, which will be described later. I do.
  • FIG. 6 is a flowchart showing an example of control of the on-board control device 115 on the stopped train 113 with no passengers when an abnormality occurs.
  • step S300 processing is divided depending on whether or not the train 113 has stopped at a predetermined stop position of the station, and whether or not it is possible to run according to the position where the train 113 can run at the time of an abnormality. If the train is not stopped at the predetermined stopping position of the station (step S300 NO) and it is impossible to travel due to the abnormal travel possible position (step S302 NO) (for example, due to some trouble factor), step S306 is executed and the driver The train will continue to stop between the previous and next stations until operation or system recovery.
  • step S305 is further executed, and the next station is stopped according to the abnormal travel possible position. Determine whether it is possible to pass the predetermined stop position. If it is impossible to pass through the predetermined stop position of the next station due to the position where it is possible to travel at the time of an abnormality (step S305 NO), step S308 is executed, and the vehicle travels at the emergency speed limit to the position where it is possible to travel at the time of an abnormality, and then returns to the station. The train will stop between the previous station and the next station.
  • step S307 If it is possible to pass through the predetermined stopping position of the station according to the position where it is possible to travel at the time of an abnormality (step S305 YES), step S307 is executed, the vehicle travels at the temporary speed limit to the position where it is possible to travel at the time of an abnormality, and then passes the next station. Pass through and stop between the next stations.
  • step S304 is executed and the driver stops driving. , or continue to stop at the station until the system is restored.
  • step S303 is executed to reach the abnormal travel possible position at the emergency speed limit.
  • the train runs and stops between the previous and next stations. At this time, after the passengers are disembarked first, the train 113 is stopped at a position that does not interfere with the operation of the following train.
  • FIG. 7 is a flowchart showing an example of control of the on-board control device 115 on the running train 113 with no passengers when an abnormality occurs.
  • the run permission position means the run permission position immediately before the occurrence of an abnormality.
  • step S400 in the automatic operation of train 113 during normal operation, it is determined whether the plan is to pass through the next station in normal operation (schedule) (e.g., rapid train or forwarding), and it is determined that there is no plan to pass through. If so (step S400 NO), the processing is divided depending on whether the travel-permitted position is the predetermined stop position at the next station and whether the travel-permitted position in the event of an abnormality is the same as the travel-permitted position.
  • step S410 is executed, and the emergency stop position is moved to the abnormal travel-permitted position. After driving below the speed limit, the train stops between the previous and next stations. Note that in step 410, since the position where travel is allowed during normal times and the position where travel is allowed during abnormal times are different, if the position where travel is allowed during abnormal times indicates a route further than the position where travel is permitted during normal times, the next station is selected even if the stop is between the same stations. It becomes possible to travel to a position close to . This allows the driver at the next station to travel to the train in a shorter distance to drive the train.
  • step S409 is executed, and the travel-permitted position is the same as the travel-permitted position. After traveling at a speed below the emergency speed limit until it reaches the position where it can travel in the event of an abnormality, it stops between the previous and next stations.
  • step S402 If the travel permitted position is the predetermined stop position of the next station (step S402 YES), and the travel permitted position in the event of an abnormality is not the same as the travel permitted position (step S405 NO), it is further determined whether it is possible to pass through the next station, and If so (NO in step S408), step S412 is executed, and after traveling at a speed below the emergency speed limit to the position where travel is allowed in the event of an abnormality, the vehicle stops outside of the predetermined stopping position at the next station.
  • step S411 is executed, and the vehicle travels at a speed below the emergency speed limit until it reaches the position where it can travel in the event of an abnormality, and then moves inward from the next station (i.e., at the predetermined stopping position of the next station). (beyond) to stop. This allows the following train to stop at the next station and allow passengers to disembark.
  • step S407 is executed, and the emergency stop position is moved to the abnormal travel-permitted position. After driving below the speed limit, the vehicle stops at a predetermined stopping position at the next station.
  • step S400 If it is determined in step S400 that there is a plan to pass the next station in normal operation (step S400 YES), processing is divided depending on whether the travel permission position is inward from the predetermined stopping position of the next station. If the travel-permitted position is not inward from the predetermined stop position of the next station (step S401 NO), step S404 is executed, and after driving at the emergency speed limit or lower to the abnormal travel-permitted position, the vehicle is moved between the previous station and the next station or the next station. The vehicle stops at the designated stopping position.
  • step S403 is executed, and after traveling at a speed below the emergency speed limit to the abnormal travel-permitted position, the vehicle stops inward from the next station. .
  • FIG. 8 is a flowchart showing an example of the control of the on-board control device 115 on the stopped train 113 with passengers when an abnormality occurs.
  • step S500 processing is divided depending on whether or not the train 113 has stopped at a predetermined stop position of the station, and whether or not it is possible to run according to the position where the train 113 can run at the time of an abnormality. If the train is not stopped at the predetermined stopping position of the station (step S500 NO) and it is impossible to travel due to the abnormal travel possible position (step S502 NO) (for example, due to some trouble factor), step S506 is executed and the driver The train will continue to stop between the previous station and the next station until the train resumes operation or the system is restored.
  • step S505 is further executed, and even if there is only one boarding door, the train can be boarded and alighted from the station platform. Determine whether it is possible to travel to a usable position. If it is impossible to drive to a position where even one boarding door can be used for boarding and alighting the station platform (step S505 NO), execute step S508, drive at a speed below the emergency speed limit to the position where it can be run in the event of an abnormality, and then proceed from previous to next. Park between stations. This allows passengers to get a little closer to the next station and shorten the distance that passengers have to walk to the station.
  • step S507 If it is possible to travel to a position that can be used for boarding and alighting the station platform even if there is only one boarding door (step S505 YES), step S507 is executed, the train travels at a speed below the emergency speed limit to the position where it can travel in the event of an abnormality, and stops at the next station. let Then let the passengers exit the vehicle.
  • step S500 YES If the train is stopped at a predetermined stopping position at the station (step S500 YES) and travel is not possible due to the abnormal travel possible position (step S501 NO) (for example, due to some trouble factor), step S504 is executed and passengers are allowed to get off the train. After that, the train will continue to stop at the station until the driver takes over or the system is restored.
  • step S500 YES If the station is stopped at a predetermined stop position (step S500 YES) and it is possible to travel according to the abnormal travel possible position (step S501 YES), step S503 is executed, and after passengers are alighted, the abnormal travel possible position is determined. Until then, the train will run at the temporary speed limit and stop between the previous and next stations.
  • FIG. 9 is a flowchart showing an example of control of the on-board control device 115 on the running train 113 with passengers when an abnormality occurs.
  • the travel permitted position means the travel permitted position immediately before the occurrence of an abnormality.
  • step S600 in the automatic operation of the train 113 during normal operation, it is determined whether the plan is to pass the next station in normal operation (e.g. rapid train), and if it is determined that there is no plan to pass the next station (step S600NO). ), the processing is divided depending on whether the travel-permitted position is a predetermined stop position at the next station and whether the travel-permitted position in the event of an abnormality is the same as the travel-permitted position.
  • step S610 is executed, and the emergency stop position is moved to the abnormal travel-permitted position. After driving below the speed limit, the train stops between the previous and next stations. Note that in step 610, the position where travel is allowed during normal times and the position where travel is allowed during abnormal times are different, so if the position where travel is allowed during abnormal times indicates a further route than the position where travel is permitted during normal times, the next station is the same even if the stop is between the same stations. It becomes possible to travel to a position close to . This allows the driver at the next station to shorten the distance when heading to the train to drive the train or when guiding passengers to evacuate.
  • step S609 is executed, and the emergency After driving below the speed limit, the train stops between the previous and next stations.
  • step S602 If the travel-permitted position is the predetermined stop position of the next station (step S602 YES), and the travel-permitted position in the event of an abnormality is not the same as the travel-permitted position (step S605 NO), it is further determined whether it is possible to pass through the next station, and (NO in step S608), execute step S612, stop at the predetermined stop position at the next station, let passengers get off the train, drive at a speed below the emergency speed limit to the position where it is possible to travel in the event of an abnormality, and then stop at the predetermined stop position at the next station. Park inward from the location. This is so that the following train can stop at a position close to the station's predetermined stopping position. Furthermore, the position where the vehicle can travel in the event of an abnormality here refers to the end of the track circuit beyond the predetermined stop position.
  • step S611 the vehicle stops at a predetermined stopping position at the next station, and after allowing passengers to get off the train, the vehicle travels at the temporary speed limit until it reaches the position where it can travel in the event of an abnormality. After that, the train stops inward from the next station.
  • step S607 is executed, and the emergency stop position is moved to the abnormal travel-permitted position. After driving below the speed limit, the vehicle stops at a predetermined stopping position at the next station.
  • step S600 if it is determined that the next station is to be passed (step S600 YES), processing is divided depending on whether or not it is possible to travel to a position where even one boarding door can be used for boarding and alighting on the station platform at the next station scheduled to pass. If it is not possible to drive to a position where even one boarding/disembarking door on the station platform can be used for boarding and alighting at the station you plan to pass (step S601 NO), execute step S604, drive at the emergency speed limit until you reach the position where it is possible to drive in the event of an abnormality, and then move forward. - Stops between the following stations. This allows you to get as close to the next station as possible.
  • step S603 is executed, and the station platform is reached at the next station that is scheduled to pass and even if there is only one boarding/alighting door.
  • the train stops at a location where passengers can get on and off the train, and after allowing passengers to get off the train, it travels at the emergency speed limit to a location where it can travel in an emergency, and then stops inward from the next station.
  • FIG. 10 is a diagram showing a schematic configuration of a train control system according to a second embodiment of the present invention. The difference from FIG. 1 is that an on-board control device 115 mounted on a train 113 includes an obstacle detection section 129 and an inter-train communication section 130.
  • FIG. 11 is a diagram showing the emergency operation travelable position 108b, emergency operation speed limit 110e, etc. of the train 113 when a safety abnormality occurs in the second embodiment.
  • FIG. 12 is a diagram showing the emergency operation travelable position 108b of the train 113, the emergency operation speed limit 110e, etc. when a control abnormality occurs in the second embodiment.
  • the on-board control device 115 causes the train 113 to travel to the abnormality travel possible position 108a, and then further calculates the travelable route 112c during emergency operation.
  • the vehicle can be driven beyond the abnormal driving speed limit 110e to the emergency driving driving position 108b at an emergency driving speed limit of 110e or less. .
  • the vehicle travels at the emergency speed limit 110d or less to the abnormality travel possible position 108a.
  • train 113 has no choice but to stop between the previous and next stations, and is unable to carry passengers.
  • the inter-train communication unit 130 is used to communicate with the train 113 and the preceding train, and the train interval is recognized from the position information of each train. This allows the train 113 to travel to the emergency operation travel possible position 108b, which is as close as possible to the preceding train. As a result, when the preceding train has stopped at the next station, the train 113 can stop so that one or more doors through which passengers can alight are on the platform of the station. Note that when a continuing train approaches the train 113, the inter-train communication unit 130 is used to communicate between the train 113 and the continuing train.
  • FIG. 13 is a diagram showing transmission and reception between the train 113 traveling between stations and the preceding train stopping at station 107b during emergency operation. If there is no discrepancy between the self-identified approachable distance 137 received from the train in front and the self-identified approachable distance 135 of the train 113, the train 113 runs while detecting obstacles ahead, and when approaching a certain distance. send proximity alerts 136 to each other. Further, the train ahead may transmit an emergency stop command 139, and the train 113 that receives this immediately stops.
  • FIG. 14 is a flowchart showing an example of when an obstacle is detected in the train control system according to the second embodiment.
  • step S700 in order to travel to a position where the vehicle can travel in the event of an abnormality, it is determined whether there is anything that will obstruct travel on the way.
  • step S705 In order to travel to the position where the vehicle can travel in the event of an abnormality, if there is an obstacle to travel on the way (step S700 YES), step S705 is executed, the vehicle travels to the front of the obstacle and stops.
  • step S700 NO In order to travel to the position where it is possible to travel in an abnormal situation, if there is no obstacle to travel on the way (step S700 NO), it is determined whether it is possible to stop at the station by traveling to the position where it is possible to travel in an abnormal situation. If it is possible to stop at the station by traveling to the position where travel is possible in an abnormal situation (step S701 YES), step S706 is executed, the vehicle travels at a speed below the emergency speed limit to the position where travel is possible in an abnormal situation, and stops at the next station.
  • step S701 NO If it is not possible to stop at the station even after traveling to the position where travel is possible in an abnormal situation (step S701 NO), it is determined whether there is a turnout inward from the position where travel is possible in an abnormal situation and between the next station. If there is a turnout between the position where it is possible to travel in an abnormal situation and the next station (step S702 YES), execute step S707, drive at the emergency speed limit or less to the position where it is possible to travel in an abnormality, and then drive in front of the turnout. - Stops between the following stations. Turnouts are difficult to detect even with the obstacle detection unit 129, and are passing points with a high risk of accidents. Therefore, in order to avoid passing through a turnout during emergency operation, make sure to stop at a position in front of the turnout where it is possible to drive in the event of an abnormality. make it possible to
  • step S703 is executed, and if there is no turnout within the range inward from the position where travel is possible in the event of an abnormality and up to the next station, the fault is detected.
  • step S704 YES
  • step S708 is executed, the vehicle travels below the emergency operation speed limit while detecting obstacles, and stops at the next station.
  • step S709 If it is not possible to stop at the next station (step S704 NO), execute step S709, drive to the nearest station at below the emergency operation speed limit while detecting obstacles, and stop between the previous and next stations. .
  • the present invention is not limited to the embodiments described above, and various changes and modifications can be made by those skilled in the art within the scope of the technical thinking disclosed in the present invention, and various modifications are included. .
  • the embodiments described above are examples given to explain the present invention in an easy-to-understand manner, and the present invention is not necessarily limited to having all the configurations described.
  • the case of a security abnormality and a control abnormality was taken up as an abnormality, but this does not preclude application to the occurrence of a failure of a device other than a security device or a control device, a communication failure, or other abnormalities. do not have.
  • the obstacle detection section may use a camera, a sensor that emits radio waves, etc., a sensor such as a GPS that acquires position information, a rail induced voltage, or the like.
  • the communication between the train-to-train communication sections may use Bluetooth or infrared rays, which communicate directly between the train-to-train communication sections, or general public radio, which communicates via a repeater placed on the ground, or mobile communication. Body communication, leaky coaxial cables, etc. may also be used.
  • Ground control device 101 Ground control unit 102 Ground communication unit 103 Running line section database 104 Ground safety device 105a Driving pattern 105b Normal driving pattern speed 105c Abnormal driving pattern speed 106 Driving permission position 107a Arrival station 107b Station 108a Abnormal time Travelable position 108b Travelable position during emergency operation 109 Line position 110a Speed limit 110b Normal speed limit 110c Abnormal speed limit 110d Emergency speed limit 110e Emergency operation speed limit 111 Stopping limit point 112a Travel route 112b Travelable during normal operation Route 112c Travelable route during emergency operation 113 Train 114 On-board safety device 115 On-board control device 116 On-board communication section 117 On-board control section 118 Position acquisition section 119 Storage section 120 Track 129 Obstacle detection section 130 Train-to-train communication section 135 Self-recognized approachable distance 136 Approach warning 137 Self-recognized approachable distance 138 Approach alarm 139 Emergency stop command

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

Abstract

L'objet de la présente invention est de fournir un système de commande de train qui, lorsqu'une anomalie se produit dans un train, amène le train à circuler au moyen d'une opération automatique vers une position de circulation possible sur le temps d'anomalie. Par conséquent, le système de commande de train selon la présente invention est pourvu d'un dispositif de commande embarqué ou au sol servant à commander un train circulant le long d'un itinéraire prescrit, et d'un dispositif de sécurité embarqué ou au sol servant à gérer la limite de vitesse du train. Lorsqu'une anomalie se produit, le système commande le train de sorte que ledit train circule vers une position de circulation possible sur le temps d'anomalie, ladite position étant déterminée sur la base de la position de circulation autorisée du train immédiatement avant l'apparition de l'anomalie. En particulier, le train peut se déplacer vers une position de circulation autorisée sur le temps d'anomalie à une vitesse inférieure ou égale à une limite de vitesse d'urgence. En outre, le dispositif de commande embarqué comprend : une unité de détection d'obstacle qui détecte un obstacle en avant du trajet ; et une unité de communication entre trains, moyennant quoi un train précédent ou suivant communique avec le train. Lorsqu'une anomalie se produit, un train peut circuler au-delà d'une position de circulation autorisée sur le temps d'anomalie vers une position de circulation autorisée sur le temps de fonctionnement d'urgence à une vitesse inférieure ou égale à une limite de vitesse de fonctionnement d'urgence.
PCT/JP2023/020616 2022-08-05 2023-06-02 Système de commande de train WO2024029184A1 (fr)

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JP2022-125282 2022-08-05

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0872718A (ja) * 1994-09-05 1996-03-19 Nippon Tetsudo Kensetsu Kodan 列車自動連結・解放制御方法及びそれに用いる制御装置
JP2003246269A (ja) * 2002-02-22 2003-09-02 Toshiba Corp 軌道車両の運行支援方法および同運行支援システム
JP2013258847A (ja) * 2012-06-13 2013-12-26 Mitsubishi Electric Corp 列車運行管理システム、車上装置および列車運行管理方法

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH0872718A (ja) * 1994-09-05 1996-03-19 Nippon Tetsudo Kensetsu Kodan 列車自動連結・解放制御方法及びそれに用いる制御装置
JP2003246269A (ja) * 2002-02-22 2003-09-02 Toshiba Corp 軌道車両の運行支援方法および同運行支援システム
JP2013258847A (ja) * 2012-06-13 2013-12-26 Mitsubishi Electric Corp 列車運行管理システム、車上装置および列車運行管理方法

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