JP4695303B2 - Train control system and train control method - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a train control system and a train control method for performing train control based on a signal system using radio.
[0002]
[Prior art]
2. Description of the Related Art Conventionally, a plurality of signal systems that support safe operation of trains have been realized in accordance with levels such as line density operation density. Each of these signal systems is a combination of a track circuit and a transmission means between the ground and the vehicle. Recently, however, a signal system using radio by mobile communication is being realized.
[0003]
This radio-based signal system is a signal system that takes advantage of the characteristics of mobile communication. The minimum information required for train operation is supplied by the point control ATS, and appropriate information is obtained using radio. Is a system for improving the continuation performance of trains by providing train crews with the aim of improving safety and performing train control using preceding train information within the reach of radio.
[0004]
The signal system using radio is constructed using radio technology, position detection technology, and network technology. In particular, position detection is performed by combining the track circuit and point control ATS when the radio zone is discontinuous, such as in the initial stage of system introduction. When the radio zone is continuous, point control is performed without using the track circuit. This is performed by combining ATS and multi-information ground unit.
[0005]
As a result, the wireless signal system is introduced in stages while receiving backup of existing technology until the wireless reliability is established, and after the wireless reliability is confirmed. It becomes possible to shift to a signal system that uses radio for control entirely.
[0006]
In addition, the wireless signal system detects a train that is in an unclosed operation state of the point control ATS via the wireless function, and continuously runs the train while preventing a rear-end collision with the preceding train. Have In particular, in the wireless zone, the confirmation work by the driver or the like can be reduced by displaying the preceding train position as an in-vehicle signal.
[0007]
Moreover, since the signal system using the radio uses not only the preceding train position information but also various signals as in-vehicle signals, accidents due to misreading of signals by the driver are prevented, and the own train position is determined in the vehicle. By displaying, it is possible to make an accurate judgment by a driver or the like.
[0008]
In addition, since appropriate information such as the driving situation of the destination is provided to the crew member via the radio, the improvement of the security level for the signal system using the radio is further promoted.
[0009]
Next, various functions provided in the wireless signal system will be described.
The basic functions of the signal system using radio are a semi-continuous ATS function, an in-vehicle signal function, a driving notification function, a non-blocking driving protection function, and the like.
[0010]
Here, the semi-continuous ATS function performs the stop control of the train by the point control ATS, and performs the control depending on the forward train using the radio in the vicinity of the station, and the in-vehicle signal function is provided in the cab. The speed limit indication curve, own train position, preceding train position, etc. are displayed on the display.
[0011]
The operation notification function is a wireless operation notification, transmission of receipt confirmation for the command, display of the operation notification content on the indicator installed in the above cab, notification by train designation and simultaneous notification without notification of train designation, notification Includes conversion of contents into text data.
[0012]
The unoccluded driving protection function is a function that supports the operation of the train by sending an unoccluded signal from the vehicle to a nearby train and receiving the unoccluded signal to notify the command or control device. is there.
[0013]
Here, the unoccupied driving state is a case where the position of the preceding train is unknown, and corresponds to, for example, a case where the system is reset during traveling. In addition, the own train position is detected by the track circuit and reflected in the control of the following train.
[0014]
In particular, when the transmission source of the unoccluded signal is the subsequent train, a signal indicating the state of the own train such as the position and speed and a stop signal are transmitted to the subsequent train.
[0015]
Equipment necessary for the basic function is a point control ATS system, a digital radio system, a network control system, and a command system, and a base station is installed at each station. An area outside the wireless zone may exist in the middle of the station.
[0016]
In addition, the wireless signal system has a command calling function, an operation information providing function, a protective alarm function, and a business communication function that can be realized by adding software to the equipment necessary for the basic function. Has various attached functions.
[0017]
Here, the call command function is a call function for a train attendant or station staff to inquire about the command, and the operation information providing function is a function for providing the train crew with train operation information in the service line section or connection line.
[0018]
When the train is in a dangerous state or when a dangerous state is detected, the protective alarm function sends a protection signal to other trains that are traveling around and stops the other trains. It is a function, and the business communication function is a function for performing a meeting between train crews and station staff.
[0019]
In addition, the above-mentioned signal system using radio replaces the ATS ground device with a multi-information ground unit, and further adds a unit corresponding to the multi-information ground unit to the on-board device, and the forward route not based on the track circuit is realized. Various extended functions such as a display function, a movement blocking function realized by establishing a base station in the middle of the station and making the wireless zone continuous, and a train proximity alarm function for railway workers realized by the wireless zone continuous Have
[0020]
Furthermore, the signal system using radio has a railroad crossing state display function and a field equipment monitoring function realized by installing a radio terminal in a predetermined facility along the track.
[0021]
Here, the forward route display function is a function to display the number of the arrival station and the opening status on the indicator provided in the cab, and the movement blockage function is a distance to the preceding train, preceding train speed data, and It is a function that calculates the speed limit of the own train based on the position data of the own train and provides a travel target such as route opening information, etc. It is a function that issues a warning and collects worker information and registers it in the database.
[0022]
The level crossing status display function is a function to transmit the level crossing status to the approaching train, such as the presence or absence of obstacles and the operation of the barrier fence. Is transmitted.
[0023]
The on-site equipment monitoring function is a function for transmitting monitor data of various devices such as a switch and a track circuit transceiver in which a monitor for recording an operation history is incorporated, using a wireless terminal.
[0024]
In addition, base stations are installed in places such as stations where detailed control is required, and the status of preceding trains is collected via the base stations, so it is possible to continue without finely dividing the track circuit around the station. Minutes are improved. In particular, the signal indication changes gently based on the speed limit according to the state of the preceding train and the stop target of the own train, except for the indication change accompanying the opening of the route due to the operation of the switch.
[0025]
When the radio zone is discontinuous, the radio signal system acquires the absolute position information of the train by using the ground equipment and the track circuit of the point control ATS and the attribute of the base station connected at the time of radio, When the multi-information ground unit is introduced with continuous radio zones, the train's absolute position information is acquired from the multi-information ground unit and the attributes of the base station without using the information of the track circuit.
[0026]
The current position of the train is calculated by adding the output data from the speed generator by the built-in CPU to calculate the travel distance, and further, the calculated travel distance is added to the previously recorded absolute position data. At this time, the train is provided with one or two speed generators other than the drive shaft in order to avoid the error of sliding and slipping.
[0027]
[Problems to be solved by the invention]
However, the conventional train control system has the following problems. When a train enters the track circuit of the R indication (red light) when there is an oversight or misrecognition of a driver or a malfunction of the equipment, and when the power is turned on again, the train It becomes a non-closed operation state.
[0028]
At this time, the trains in the above-mentioned non-closed operation state are protected from non-closed blocks by sending out a non-closed signal from the train to notify that the own train is in the non-closed operation state, and stopping all the surrounding trains. However, according to this method, there is an adverse effect that even an unrelated train (for example, a train running on another different track) that does not need protection is stopped.
[0029]
An object of the present invention is to provide necessary and minimum protection for a train existing in a predetermined range including a train in an unoccupied operation state in a train control system that performs train control based on a signal system using radio. A train control system and a train control method are provided.
[0030]
[Means for Solving the Problems]
In order to solve such a problem, the present invention has the following features. In the following description of the means, the configuration corresponding to the embodiment is shown as an example in parentheses. Reference numerals and the like are reference numerals for drawings to be described later.
[0031]
The invention described in claim 1
An on-vehicle device (for example, the control device 21 to the vehicle upper member 26 shown in FIG. 2) and a ground device (for example, the control device 11 to the base station 16 shown in FIG. 1), the on-vehicle device and the ground device; In the train control system (for example, the train control system 100 shown in FIG. 1) that controls the operation of the train (for example, the train 20 shown in FIG. 1) based on the train control information wirelessly communicated between the
The on-board device is
It is mounted on the train that runs on the track,
On-vehicle communication means (for example, a digital wireless device 23 shown in FIG. 2) for performing wireless communication via a wireless line set between the ground device and other trains,
When the own train is in an unoccupied operation state, if a wireless line is not set between the own train and the ground device, a control signal for stopping a train existing in a predetermined range including the own train is sent to the predetermined signal. Directly transmit to trains within the range, and if a wireless link is set between the own train and the ground device, a signal notifying that it is in an unoccupied operation state is transmitted to the ground device. Vehicle upper side control means (for example, the control device 21 shown in FIG. 2) for controlling the vehicle upper side communication means;
When a control signal for stopping the train is received by the vehicle upper side communication means, a train stop instruction means (for example, the control device 21 shown in FIG. 2) for instructing the train stop based on the received control signal; With
The ground device is
Installed along the trajectory,
A ground side communication means (for example, the base station 16 shown in FIG. 1) for performing wireless communication via a wireless line set between the train traveling on the track,
When the ground side communication means receives a signal notifying that it is in the unoccupied operation state, the train in the unoccupied operation state On the same orbit Send a control signal to stop the train On the same orbit Send to train and stay within a predetermined range including the train in the non-closed operation state On a track other than the above track Control signal to run the train On another orbit Ground side control means (for example, the control device 11 shown in FIG. 1) for controlling the ground side communication means to transmit to the train of the vehicle,
It is provided with.
[0032]
According to the first aspect of the present invention, an on-vehicle device mounted on a train traveling on a track and a ground device installed along the track are provided, and wirelessly communicated between the on-vehicle device and the ground device. In the train control system for controlling the operation of the train based on the train control information to be communicated, in the on-board device, the on-vehicle side communication means has a wireless line set between the ground device and another train. When the own train is in an unoccupied operation state, the vehicle upper side control means is within a predetermined range including the own train unless a wireless line is set between the own train and the ground device. If a control signal for stopping the train in line is directly transmitted to the train in line within the predetermined range, and a wireless line is set between the own train and the ground device, it means that the vehicle is in an unclosed operation state. A signal to notify the ground device When the control signal for stopping the train is received by the vehicle upper side communication means, the train stop instruction means instructs the train stop based on the received control signal. In the ground device, the ground-side communication means performs wireless communication via a wireless line set between the train traveling on the track, and the ground-side control means is controlled by the ground-side communication means. When a signal notifying that the vehicle is in operation is received, the train in that state On the same orbit Send a control signal to stop the train On the same orbit Send to train and stay within a predetermined range including the train in the non-closed operation state On a track other than the above track Control signal to run the train On another orbit The ground side communication means is controlled to transmit to the train.
[0033]
The invention described in claim 3
On-board devices (for example, the control devices 21 to 26 shown in FIG. 2) mounted on a train traveling on the track, and ground devices (for example, the control device 11 shown in FIG. 1) installed along the track. To a base station 16), and a train control system for controlling the train operation based on train control information wirelessly communicated between the on-board device and the ground device (for example, the train control system shown in FIG. 1) 100) in the train control method for controlling
In the on-vehicle device,
A step of performing wireless communication via a wireless line set between the ground device and other trains;
When the own train is in an unoccupied operation state, if a wireless line is not set between the own train and the ground device, a control signal for stopping a train existing in a predetermined range including the own train is sent to the predetermined signal. Transmitting directly to a train existing in the range, and transmitting a signal notifying that the vehicle is in an unoccupied operation state to the ground device if a wireless link is set between the own train and the ground device; ,
Receiving a control signal to stop the train, and instructing to stop the train based on the received control signal,
In the ground device,
Performing wireless communication via a wireless line set between the train traveling on the track, and
When receiving a signal notifying that the vehicle is in an unoccupied operation state, the train in the unoccupied operation state On the same orbit Send a control signal to stop the train On the same orbit Send to train and stay within specified range from train in unclosed operation On a track other than the above track Control signal to run the train On another orbit Sending to the train of
It is characterized by including.
[0034]
According to a third aspect of the present invention, there is provided an on-board device mounted on a train traveling on a track, and a ground device installed along the track, between the on-vehicle device and the ground device. In the train control method for controlling the train control system that controls the train operation based on the train control information that is wirelessly communicated, in the on-board device, the radio set between the ground device and another train When wireless communication is performed via a line and the own train is in an unoccupied operation state, if a wireless line is not set between the own train and the ground device, a train that is within a predetermined range including the own train A signal for notifying that it is in an unoccupied operation state if a control signal for stopping is directly transmitted to a train existing within the predetermined range and a wireless line is set between the own train and the ground device. To the ground device and When a control signal for stopping is received, the train is instructed to stop based on the received control signal, and the ground device performs wireless communication via a wireless line set with the train traveling on the track. And when receiving a signal notifying that the vehicle is in the unoccupied operation state, the train in the unoccupied operation state is received. On the same orbit Send a control signal to stop the train On the same orbit Send to train and stay within specified range from train in unclosed operation On a track other than the above track Control signal to run the train On another orbit Send to train.
[0035]
Therefore, according to the first and third aspects of the invention, when the driver has overlooked or misrecognized, or there has been a failure of the equipment, the own train has entered the track circuit of the R indication (red signal). If the train is in an unclosed operation state when the power is turned on, a plurality of trains that are stopped in response to a signal that directs the train stop transmitted directly from the own train It is possible to cancel the stop state of the train that is not subject to unblocking protection according to the control signal transmitted from the side communication means, so the minimum necessary for only the train directly related to the own train in the unblocked operation state It is possible to provide protection against non-closure.
[0036]
The invention according to claim 2
In a traveling section where the wireless line cannot be set (for example, a wireless dead zone shown in FIG. 1), a ground element (for example, a ground element 19 shown in FIG. 1) provided on the track of the traveling section and the train are provided. Operation of the train in the travel section based on train control information transmitted and received between the ground device and the on-board device via a vehicle upper piece (for example, the vehicle upper piece 26 shown in FIG. 2). A non-radio section train control system (for example, a point control ATS system) for controlling
The on-board device is
When a wireless line is set up with the ground device, the operation of the own train is controlled based on train control information wirelessly communicated via the wireless line, and wirelessly connected with the ground device. When the line is not set, the operation control method is switched so as to control the operation of the own train based on the non-wireless section train control system.
[0037]
According to the invention of claim 2, the non-wireless section train control system includes a ground unit provided on a track of the traveling section and a vehicle provided on the train in a traveling section where the wireless line cannot be set. Based on train control information transmitted and received between the ground device and the on-board device via a child, the operation of the train in the travel section is controlled, and the on-board device is connected to the ground device. If a wireless line is set between the two, the operation of the own train is controlled based on train control information wirelessly communicated via the wireless line, and the wireless line is set with the ground device. If not, the operation control method is switched to control the operation of the own train based on the non-wireless section train control system.
[0038]
The invention according to claim 4
In a traveling section where the wireless line cannot be set (for example, a wireless dead zone shown in FIG. 1), a ground element (for example, a ground element 19 shown in FIG. 1) provided on the track of the traveling section and the train are provided. Operation of the train in the travel section based on train control information transmitted and received between the ground device and the on-board device via a vehicle upper piece (for example, the vehicle upper piece 26 shown in FIG. 2). Controlling a non-radio section train control system (eg, a point control ATS system) that controls
In the on-vehicle device,
When a wireless line is set up with the ground device, the operation of the own train is controlled based on train control information wirelessly communicated via the wireless line, and wirelessly connected with the ground device. If the line is not set, switching the operation control method to control the operation of the own train based on the non-wireless section train control system,
Is further included.
[0039]
According to the invention of claim 4, in the traveling section where the wireless line cannot be set, the ground is provided via the ground element provided on the track of the traveling section and the vehicle element provided on the train. Based on the train control information transmitted and received between the device and the on-board device, the non-wireless section train control system that controls the operation of the train in the travel section is controlled. If a wireless line is set between the two, the operation of the own train is controlled based on train control information wirelessly communicated via the wireless line, and the wireless line is set with the ground device. If not, the operation control method is switched to control the operation of the own train based on the non-wireless section train control system.
[0040]
Therefore, according to the second and fourth aspects of the present invention, even if there is a traveling section (non-wireless section) where a wireless line cannot be set, the operation control method is automatically switched, so that the wireless section and the non-wireless section are mixed. In this case, it is possible to safely and effectively protect the train without any interference even when the non-wireless train control is switched to the wireless train control step by step.
[0041]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, the train control system 100 to which the present invention is applied will be described in detail with reference to FIGS.
The train control system 100 to which the present invention is applied includes a radio train control system constructed by installing a base station having a predetermined radio zone at each station, ground elements 19 and 27 provided on each track, and each train. And a point control ATS system constructed using the provided vehicle upper part 26. The train control system 100 performs train control based on a semi-continuous ATS system that uses both the wireless train control system and the point control ATS system.
[0042]
That is, in the train control system 100 that performs train control based on the semi-continuous ATS system, the train 20 having a radio is located in the radio zone of the predetermined base station 16 and the radio line is connected between the base station 16 and the train 20. Is set, the train control is performed wirelessly. If the train 20 is not located in the wireless zone and the wireless line cannot be set between the base station 16 and the train 20, the point control ATS system is used. Train control is performed (see FIG. 1).
[0043]
Therefore, the train control system 100 is backed up by the existing point control ATS system until the wireless reliability is established, and after the wireless reliability is established, the train control system 100 fully uses the radio for train control. Can be smoothly transitioned to.
[0044]
In addition, the train control system 100 includes basic functions such as the semi-continuous ATS function, the in-vehicle signal function, the driving notification function, the non-blocking driving protection function, the forward route display function, the movement block function, and the train approach warning function for workers along the line. In addition, it has extended functions such as a field device monitoring function and a level crossing state display function, and auxiliary functions such as a command calling function, a business communication function, an operation information providing function, and a protective alarm function.
[0045]
Although not described in detail in the description of the present embodiment, the train control system 100 is a point control ATS system constructed using the ground elements 19 and 27 and the vehicle upper element 26, and a radio link using a digital radio. In addition to the digital wireless system that constructs the network, the system further comprises a network control system that performs train control using wireless and wired communication lines, and a train operation command system that comprehensively manages and operates train operations. The
[0046]
First, the configuration of the train control system 100 will be described.
FIG. 1 is a block diagram showing a configuration of a train control system 100 to which the present invention is applied.
[0047]
As shown in FIG. 1, the train control system 100 includes a control device 11, a train database 12, an operation database 13, a command terminal 14, an address conversion unit 15, a base station 16, a railway worker 17, a portable radio telephone 18, a ground unit 19, configured with a train 20.
[0048]
The control device 11 controls the train position detection information by the point control ATS by the ground elements 19 and 27-the vehicle upper element 26 (see FIG. 2), and each data and control signal in an integrated manner.
[0049]
When the control device 11 receives the non-blocking protection signal transmitted from the train in the non-blocking operation state, the control device 11 refers to the information stored in advance in the train database 12 and the operation database 13 to identify the target train for non-blocking protection, Various information such as the train ID of the identified unoccluded protection target train is transmitted to a plurality of trains located in the vicinity of the unoccupied operation train so that only the unoccluded protection target train is stopped. Control train operation.
[0050]
The train database 12 stores various data relating to the train such as the train ID, and the operation database 13 stores various data related to the operation such as line information, departure time / minute information, crew operation, operation schedule, and the like.
[0051]
The command terminal 14 is provided with input keys for inputting various commands such as operation notification such as a change in the number of lines, a schedule change, a train operation and a crew member operation change.
[0052]
Based on the control signal output from the control device 11, the address conversion unit 15 connects to the portable radio telephone 18 via the base station 16 described later, and from the predetermined portable radio telephone 18 via the base station 16. When connecting to the control device 11, the train ID assigned to the train 20, the portable wireless phone ID assigned to each portable wireless telephone 18, and the wireless zone in which the portable wireless telephone 18 exists are assigned. Absorbs differences in ID systems such as zone IDs and facilitates connection with the mobile radio telephone 18.
[0053]
The base station 16 is installed in a station and has a radio zone in which a radio line can be set between the train 20 and the mobile radio telephone 18. The mobile radio telephone 18 is a mobile radio telephone carried by the line operator 17, and the ground element 19 is an input / output terminal for point control ATS system information provided on the ground.
[0054]
In addition, as shown in FIG. 1, there may be a wireless dead zone where the wireless zones of the base stations 16 installed at adjacent stations do not overlap. Note that FIG. 1 shows a train control system 100 in which a radio base station is newly provided in the radio dead zone in order to cover the radio dead zone and radio zones are continuous.
[0055]
Next, the configuration of the train 20 will be described.
FIG. 2 is a block diagram showing an internal configuration of the train 20 in the train control system 100 to which the present invention is applied.
[0056]
As shown in FIG. 2, the train 20 includes a control device 21, a display device 22, a digital wireless device 23, an antenna 24, an ATS transmitter / receiver 25, a vehicle upper element 26, a ground element 27, and the like.
[0057]
The control device 21 integrally controls each data such as train position detection information by a point control ATS by a ground element 19, 27-car upper element 26, which will be described later, a control signal, a brake signal, and the like.
[0058]
When the train 20 is in an unoccupied operation state, the control device 21 transmits an unoccluded protection signal to a plurality of trains located around the train 20 or to the base station 16 in which the train 20 and the radio line are set. .
[0059]
The indicator 22 is provided in the cab or the like, and displays a current speed and a limit speed of the train 20, an operation pattern, a preceding train position, a distance to the preceding train, various warning displays, and the like.
[0060]
The digital radio 23 controls communication with the base station 16 via the antenna 24, and the ATS transmitter / receiver 25 controls transmission / reception between the ground units 19 and 27 and the vehicle unit 26 described later.
[0061]
Next, the operation | movement which concerns on the various basic functions etc. which the train control system 100 provided with the said structure has is demonstrated roughly. Here, the basic functions of the train control system 100 are a semi-continuous ATS function, an in-vehicle signal function, a driving notification function, and a non-blocking driving protection function.
[0062]
When the train 20 is located in the radio zone of the predetermined base station 16 such as near the station, the train control system 100 operates the train 20 by the point control ATS using the ground elements 19 and 27 and the vehicle upper element 26. Simultaneously with the control, wireless communication is performed between the base station 16 and the digital wireless device 23 included in the train 20 (semi-continuous ATS function).
[0063]
In addition, as shown in FIG. 3, when the train 20 is located in the wireless dead zone outside the wireless zone of the base station 16, the train control system 100 shifts to a system that controls the operation of the train 20 by the point control ATS. To do. Also in this case, an operation pattern of the train 20 is generated based on data such as the position of the preceding train obtained in the wireless zone, and operation at a speed higher than the speed limit indicated by the point control ATS becomes possible.
[0064]
When shifting from the semi-continuous ATS to the control by the combination of the point control ATS and the radio data or the control by the point control ATS alone, it is based on whether or not the absolute position information of the train 20 is acquired. Shall.
[0065]
Further, in the train control system 100, the speed limit indicating curve, the current position of the train 20, the preceding train position information, the positional relationship between the preceding train and the train 20 at the time of abnormality, etc. are displayed on the display 22 provided in the train 20. The display prevents accidents caused by misreading signals, and allows the driver and commander to make accurate decisions (in-vehicle signal function).
[0066]
Furthermore, in the train control system 100, the commander communicates directly to the station manager and the driver using radio, or the commander communicates to the station manager and the station manager communicates to the driver, so that information exchange (operation notification) is appropriate. (Driving notification function). In addition, the train control system 100 displays the notification content on the display 22 or the like provided in the cab of the train 20.
[0067]
Furthermore, when the train 20 is in an unoccupied operation state, the train control system 100 transmits an unoccluded protection signal to a plurality of other trains existing around the train 20 via a radio or a base installed in the vicinity. It is transmitted to the station 16 to provide protection without closing. (Non-closure operation protection function).
[0068]
Next, the operation in the train control system 100 to which the present invention is applied will be described.
FIG. 4 is a flowchart for explaining the operation in the train control system 100 to which the present invention is applied.
[0069]
First, the control device 21 of the train 20 performs an initial process after power-on shown in FIG. 5 described later (step S100). Next, the control device 21 shifts to a semi-continuous ATS process shown in FIG. 8 described later (step S200).
[0070]
Next, the control device 21 proceeds to a communication function process shown in FIG. 9 described later (step S300), and finally determines whether or not the power is OFF (step S400).
[0071]
When the power supply is ON (step S400; No), the control device 21 proceeds to step S200, executes the semi-continuous ATS process and the communication process again, and when the power supply is OFF (step S400; Yes), the above series. End the operation.
[0072]
Next, the initial process in the train control system 100, that is, the operation from when the power is turned on to when shifting to the steady state will be described.
FIG. 5 is a flowchart for explaining the initial process in the train control system 100.
[0073]
First, when the power of the train is turned on (step S110), the control device 21 reads the train position information immediately before the power is turned off (step S120), and the read train position information and the position information by GPS (Global Positioning System). And the temporary position of the train 20 is set (step S130).
[0074]
Next, the control device 21 determines whether or not there is a radio link with the base station 16 installed in the radio zone of the train 20 (step S140). If there is a radio link (step S140; Yes), It is determined whether or not the vehicle upper member 26 on the train 20 is combined with the ground members 19 and 27 (step S150).
[0075]
In step S150, when the vehicle upper element 26 is combined with the ground elements 19 and 27 (step S150; Yes), the control device 21 obtains the control device 11 on the ground side based on the track circuit information and the attribute of the base station. The current position data of the train 20 is acquired via the ground elements 19 and 27, and the process proceeds to the semi-continuous ATS process (see step S200 shown in FIG. 4 and the flowchart shown in FIG. 8) described later (step S170). ).
[0076]
In step S140, when there is no wireless link with the train 2 (step S140; No), the control device 21 operates as an unoccluded operation state (step S180), and an unoccluded protection process described later (shown in FIG. 6). (Refer to the flowchart) (step S190), the process proceeds to step S150.
[0077]
Next, non-blocking protection processing in the train control system 100 will be described.
FIG. 6 is a flowchart for explaining the non-blocking protection process in the train control system 100.
[0078]
When the train 20 enters the inside of the R circuit (red light) track circuit when there is an oversight or misrecognition of the driver, or a malfunction of the equipment, or when the power is turned on, the train 20 The non-blocking operation state shown in step S180 of FIG. At this time, the control device 21 of the train 20 first protects in a non-blocking manner based on the direct protection mode (step S191).
[0079]
When the train 20 is in the predetermined radio zone and the position registration data on the base station 16 side matches the train ID and the track on the train 20, the position information is transmitted to the train 20. Therefore, the train 20 is not in an unclosed operation state.
[0080]
Here, the direct protection mode is to perform protection without closing by sending and receiving a protection signal between the train 20 and a plurality of trains located around the train 20 and stopping these surrounding trains. .
[0081]
For example, as shown in FIG. 7 (a), a train 20a in an unoccupied operation state transmits and receives an unoccluded protection signal between a preceding train 20b and a train 20c on another track. By doing so, these surrounding trains 20b and 20c are stopped and protected without closing.
[0082]
At this time, the control device of the train 20a (corresponding to the control device 21 of the train 20) is not only the preceding train 20b related to the non-blocking protection but also the train 20c on other tracks that are not covered by the non-blocking protection. Step S19, which will be described later. 4 As a result of the non-blocking protection process based on the indirect protection mode, the train 20c on the other track is excluded from the non-blocking protection target.
[0083]
Next, the control device 21 determines whether or not the ground elements 19 and 27 are detected (step S192), and when the ground elements 19 and 27 are not detected (step S192; No), in the radio zone of the train 20 It is determined whether or not a wireless connection has been established with the base station 16 (step S193).
[0084]
In step S193, when the wireless connection has not been established with the base station 16 (step S193; No), the control device 21 proceeds to step S191 and the wireless connection has been established with the base station 16. In the case (step S193; Yes), protection is performed without blocking based on the indirect protection mode (step S194).
[0085]
Here, the indirect protection mode refers to a plurality of trains located around the base station 16 by the control device 21 exchanging protection signals with the base station 16 with which the radio connection of the train 20 is established. Train control communication, etc., and among the trains that have been stopped by the direct protection mode in step S192, only the train that is subject to non-blocking protection is stopped, and the stop state of the non-blocking protection target train is released. To do.
[0086]
For example, as shown in FIG. 7B, the train 20a in an unoccupied operation state transmits and receives an unoccupied protection signal to and from the base station 16 with which wireless connection has been established. Based on the blockade protection signal, the preceding train 20 located around b Train control communication is performed for each of the trains 20c on the other tracks.
[0087]
Through the train control communication, the base station 16 stops only the preceding train 20b related to the unblocked protection (that is, maintains the stop state in the direct protection mode in step S191) and is not covered by the unblocked protection. The stop state of the train 20c on the other track (that is, the stop state in the direct protection mode in step S191) is released.
[0088]
Next, the control device 21 of the train 20 determines whether or not the ground elements 19 and 27 are detected (step S195), and when the ground elements 19 and 27 are not detected (step S195; No), the process proceeds to step S194. When it moves and the ground elements 19 and 27 are detected (step S195; Yes), it transfers to step S150 shown in FIG.
[0089]
Returning to step S196, description will be made. If the ground unit 19 or 27 is detected in step S192 (step S192; Yes), the control device 21 cancels the unoccupied operation state of the train 20 when the ground unit 19 or 27 is detected. 27 is switched to the point control ATS that performs train control via the terminal 27 (step S196).
[0090]
Next, the control device 21 determines whether or not a wireless connection has been established with the base station 16 in the wireless zone of the train 20 (step S197), and no wireless connection has been established with the base station 16. In the case (step S197; No), the process proceeds to step S196, and when the wireless connection is established with the base station 16 (step S197; Yes), the process proceeds to step S150 illustrated in FIG.
[0091]
Next, a semi-continuous ATS process that operates in a steady state in the train control system 100 will be described.
FIG. 8 is a flowchart for explaining the semi-continuous ATS process in the train control system 100.
[0092]
First, the control device 21 mounted on the traveling train 20 integrates the traveling distance based on an output signal from a speed generator (not shown) included in the train 20 (step S201), and the train 20 is connected to the predetermined base station 16. It is determined whether or not there is a wireless link with the base station 16 (step S202).
[0093]
In step S202, when there is no wireless link (step S202; No), the control device 21 obtains the current position information of the point control ATS during traveling (step S203).
[0094]
Next, the control device 21 determines again whether or not the train 20 is located in the wireless zone of the predetermined base station 16 and there is a wireless link with the base station 16 (step S204). In step S204; No), the accumulated travel distance and elapsed time are confirmed (step S205). If there is a wireless link (step S204; Yes), the process proceeds to semi-continuous ATS again.
[0095]
When the confirmed travel distance and elapsed time exceed a predetermined value (step S206; Yes) and the current position information in the point control ATS received by the train 20 is lost (step S207), the control device 21 20 is located in the radio zone of the predetermined base station 16, and it is further determined whether or not there is a radio link with the base station 16 (step S208). If there is no radio link (step S208; No), step S20 7 Migrate to
[0096]
In step S206, when the travel distance and elapsed time do not exceed the predetermined values (step S206; No), the control device 21 proceeds to step S203.
[0097]
In step S208, when the train 20 is located in the radio zone of the predetermined base station 16 and there is a radio link with the base station 16 (step S208; Yes), the control device 21 indicates that the vehicle upper element 26 is a ground element. 27 is determined (step S209), and if not combined with the ground unit 27 (step S209; No), the process proceeds to step S207.
[0098]
That is, in Step S208 and Step S209, when there is a wireless link and the vehicle upper 26 is coupled to the ground 27 (Step S208; Yes, Step S209; Yes), the control device 21 determines that the current train 20 The position is confirmed, and the transition is made again to the semi-continuous ATS.
[0099]
Returning to step S202, description will be given. In step S202, when the train 20 is located in the wireless zone of the predetermined base station 16 and there is a wireless link with the base station 16 (step S202; Yes), the control device 21 uses the wireless link. The preceding train information and the route information are acquired through the steps (steps S212 and S213).
[0100]
Next, the control device 21 sets a stop target position of the train 20 based on the preceding train information, route information, and the like (step S214), and generates a speed limit curve of the train 20 with respect to the set stop target position (step S215). ).
[0101]
Next, the control device 21 checks the current speed of the train 20 detected by the speed generator (not shown) and the speed limit curve, and determines whether the current speed of the train 20 exceeds the speed limit. (Step S216).
[0102]
In step S216, when the current speed of the train 20 exceeds the speed limit (step S216; Yes), the process proceeds to semi-continuous ATS again, and the current speed of the train 20 does not exceed the speed limit (step S216; No), the warning sound of the brake control for the train 20 is output (step S217).
[0103]
Next, the control device 21 determines whether or not the brake of the train 20 is in the released state, that is, whether or not the brake control is performed in the train 20 (step S218), and if the brake is in the released state, that is, the brake When control is not performed (step S218; No), it transfers to step S217 and a brake warning sound is output continuously.
[0104]
In step S218, when the brake of the train 20 is not in the released state, that is, when the brake control is performed (step S218; Yes), the control device 21 detects that the speed limit is detected by the speed generator (not shown). It is determined again whether or not the current speed has been exceeded (step S219).
[0105]
When the speed limit does not exceed the current speed of the train 20 in step S219 (step S219; No), the control device 21 proceeds to step S217, and when the speed limit exceeds the current speed of the train 20 ( (Step S219; Yes) The brake release of the train 20, that is, the release of the brake control is detected (Step S220), and the process proceeds to the semi-continuous ATS again.
[0106]
Next, an operation related to the communication function of the train control system 100 in a steady state will be described.
FIG. 9 is a flowchart for explaining the operation related to the communication function of the train control system 100 in a steady state.
[0107]
First, the control device 21 monitors whether or not the train 20 is located in the radio zone of the predetermined base station 16 and there is a radio link with the base station 16 (step S301). S301; Yes), the presence / absence of driving notification information and along-line worker information is detected via the wireless link (steps S302 and S303), and the presence / absence of field devices and mobile wireless telephones 18 in the radio zone of the train 20 Is detected (step S304).
[0108]
Next, the control device 21 acquires various information such as the presence / absence of the on-site equipment and the mobile radio telephone 18 in the radio zone of the train 20 and the driving notification information and along-line worker information detected via the radio link ( In step S305, the acquired various information is transmitted to the base station 16 via the wireless link.
[0109]
Next, the control device 11 on the ground side records the various data transmitted through the base station 16 in the train database 12 and the operation database 13, and ends the operation related to the communication function in the train control system 100. .
[0110]
In addition, when any abnormality occurs after the transition to the semi-continuous ATS, the control device 11 on the ground side and the control device 21 of the train 20 disconnect the function in which the abnormality has occurred, and the train only with the remaining normal functions. The control system 100 is executed.
[0111]
For example, the control device 11 on the ground side and the control device 21 of the train 20 may switch the system from the semi-continuous ATS to the point control ATS when the wireless semi-continuous ATS does not function, When the control ATS does not function, the train 20 is caused to travel while performing wireless protection.
[0112]
In addition, the control device 11 on the ground side and the control device 21 of the train 20 deal with voice notification when data transmission is not possible. The train 20 is operated based on the procedures and documents.
[0113]
Next, speed control in the train control system 100 will be described with reference to FIGS.
FIG. 10 (a) shows that in the speed control for a stop target in a station premises or the like, or in the speed control of the subsequent train for the stop target in the wireless zone by the preceding train, the subsequent train passes through the preceding train that stops at the stop target. FIG. 10B is a characteristic diagram showing the speed control of the following train at the time, and FIG. 10B is a speed control for the stop target in the station premises, etc. It is a characteristic view which shows the speed control of a succeeding train when a preceding train and a succeeding train stop at a stop target.
[0114]
The speed curve of the following train using only the conventional point control ATS system shown in FIG. Target In this case, the speed limit of the following train is suppressed by the length of the closed section, and unnecessary acceleration and deceleration are repeated.
[0115]
On the other hand, the speed curve of the following train in the train control system 100 shown in FIG. 10 (a) can be controlled in real time by the semi-continuous ATS by radio even when the preceding train is stopped. You can pass through.
[0116]
In addition, when the subsequent train stops at the stop target following the preceding train that stops at the stop target, the speed curve of the subsequent train using only the conventional point control ATS system shown in FIG. It is to stop while repeating.
[0117]
In contrast, FIG. b The following trains in the train control system 100 shown in FIG. 3) can be stopped smoothly because the train speed can be controlled in real time by the semi-continuous ATS by radio even when there is a preceding train that is stopped.
[0118]
Therefore, according to the train control system 100, even if there is a preceding train in any situation, the train speed can be controlled in real time by the wireless semi-continuous ATS, and smooth train operation can be performed.
[0119]
As described above, the non-blocking protection function provided in the train control system 100 to which the present invention is applied is that the non-blocking protection signal is directly transmitted from the train 20 in the non-blocking operation state to a plurality of trains existing in the surrounding area. A direct protection mode in which protection is performed, and a train 20 in an unclosed operation state transmits a non-closed protection signal to the base station 16, and the base station 16 that has received the non-closed protection signal trains a plurality of trains existing around it. It has an indirect protection mode in which a control signal is transmitted to perform protection without blocking.
[0120]
Therefore, when there is an oversight or misrecognition of a driver or a failure of a device, the train 20 enters the inside of the track circuit of the R indication (red light) or when the power is turned on. Was sent from the base station 16 in the indirect protection mode among a plurality of trains that received the non-closure protection signal sent from the train 20 in the direct protection mode and became in the stopped state It is possible to cancel the stop state of trains that are not covered by non-blocking protection via the train control communication, and to hold and decelerate control of trains that are not covered by non-blocking protection. Only the trains directly related to 20 can be protected with the minimum unblocked protection.
[0121]
【The invention's effect】
According to the first and third aspects of the invention, when the own train enters the inside of the track circuit of the R indication (red signal) when there is an oversight or misrecognition of the driver or a failure of the equipment, Alternatively, when the power train is turned on, when the own train enters an unoccupied operation state, among the multiple trains that have been stopped in response to a signal that directs the train stop transmitted from the own train, ground side communication Because it is possible to cancel the stop state of a train that is not subject to unblocking protection in accordance with the control signal transmitted from the means, the minimum necessary amount for only the train directly related to the own train in the unblocked operation state Close protection can be provided.
[0122]
According to the second and fourth aspects of the present invention, even when there is a traveling section (non-wireless section) where a wireless line cannot be set, the operation control system is automatically switched, so that the wireless section and the non-wireless section are mixed. In particular, even when switching from non-wireless train control to wireless train control step by step, unblocked train protection can be performed safely and effectively.
[Brief description of the drawings]
FIG. 1 is a block diagram showing a configuration of a train control system 100 to which the present invention is applied.
FIG. 2 is a block diagram showing an internal configuration of a train 20 in the train control system 100 to which the present invention is applied.
3 is a block diagram of the train control system 100 showing a case where the train 20 shown in FIG. 2 is located in a wireless dead zone outside the wireless zone of the base station 16. FIG.
FIG. 4 is a flowchart illustrating an operation in the train control system 100 to which the present invention is applied.
FIG. 5 is a flowchart illustrating an initial process in the train control system 100 to which the present invention is applied.
FIG. 6 is a flowchart for explaining non-blocking protection processing in the train control system 100 to which the present invention is applied.
7A is a diagram showing a state of transmission / reception of an unblocked protection signal in the direct protection mode in the train control system 100 to which the present invention is applied, and FIG. It is a figure which shows the mode of transmission / reception, such as a block protection signal and train control communication.
FIG. 8 is a flowchart illustrating a semi-continuous ATS process in the train control system 100 to which the present invention is applied.
FIG. 9 is a flowchart illustrating an operation related to a communication function in a steady state of the train control system 100 to which the present invention is applied.
FIG. 10 shows that in the train control system 100 to which the present invention is applied, among the speed control for the stop target in the station premises and the like, and the speed control of the subsequent train for the stop target in the radio zone by the preceding train, (a) It is a characteristic view which shows the speed control of the succeeding train when a succeeding train passes with respect to the preceding train which stops to a target, (b) is the speed of the succeeding train when both a preceding train and a succeeding train stop at a stop target. It is a characteristic view which shows control.
[Explanation of symbols]
100 Train control system
11 Control device
12 Train database
13 Operation database
14 Command terminal
15 Address converter
16 base station
17 Line workers
18 Mobile wireless phone
19 Ground child
20 trains
20a-20c train
21 Control device
22 Display
23 Digital radio
24 Antenna
25 ATS transceiver
26 Car upper
27

Claims (4)

In a train control system that controls an operation of a train, based on train control information that includes an on-board device and a ground device, and is wirelessly communicated between the on-board device and the ground device.
The on-board device is
It is mounted on the train that runs on the track,
On-vehicle communication means for performing wireless communication via a wireless line set between the ground device and other trains,
When the own train is in an unoccupied operation state, if a wireless line is not set between the own train and the ground device, a control signal for stopping a train existing in a predetermined range including the own train is sent to the predetermined signal. Directly transmit to trains within the range, and if a wireless link is set between the own train and the ground device, a signal notifying that it is in an unoccupied operation state is transmitted to the ground device. Vehicle upper control means for controlling the vehicle upper communication means;
When a control signal to stop the train is received by the vehicle upper side communication means, the train stop instruction means for instructing the train stop based on the received control signal,
The ground device is
Installed along the trajectory,
Ground-side communication means for performing wireless communication via a wireless line set between the train traveling on the track,
When a signal notifying that it is in the unoccupied operation state is received by the ground side communication means, a control signal for stopping the train on the same track as the unoccupied operation state train is transmitted on the same track. A control signal is transmitted to the train on the other track, in addition to the train on the other track other than the track existing in the predetermined range including the train in the non-closed operation state. A ground side control means for controlling the ground side communication means;
A train control system characterized by comprising: In a traveling section where the wireless line cannot be set, between the ground device and the on-board device via a ground element provided on the track of the traveling section and a vehicle upper element provided on the train Based on train control information transmitted and received, further comprising a non-wireless section train control system that controls the operation of the train in the travel section,
The on-board device is
When a wireless line is set up with the ground device, the operation of the own train is controlled based on train control information wirelessly communicated via the wireless line, and wirelessly connected with the ground device. 2. The train control system according to claim 1, wherein when the line is not set, the operation control system is switched so as to control the operation of the own train based on the non-wireless section train control system. On-board device mounted on a train traveling on a track, and a ground device installed along the track, based on train control information wirelessly communicated between the on-board device and the ground device, In the train control method for controlling the train control system for controlling the train operation,
In the on-vehicle device,
A step of performing wireless communication via a wireless line set between the ground device and other trains;
When the own train is in an unoccupied operation state, if a wireless line is not set between the own train and the ground device, a control signal for stopping a train existing in a predetermined range including the own train is sent to the predetermined signal. Transmitting directly to a train existing in the range, and transmitting a signal notifying that the vehicle is in an unoccupied operation state to the ground device if a wireless link is set between the own train and the ground device; ,
Receiving a control signal to stop the train, and instructing to stop the train based on the received control signal,
In the ground device,
Performing wireless communication via a wireless line set between the train traveling on the track, and
When a signal notifying that the vehicle is in an unoccupied operation state is received, a control signal for stopping the train on the same track as the unoccupied operation train is transmitted to the train on the same track , and A step of transmitting a control signal to the train on the other track other than the track existing in the predetermined range from the train in a closed operation state to the train on the other track;
The train control method characterized by including. In a traveling section where the wireless line cannot be set, between the ground device and the on-board device via a ground element provided on the track of the traveling section and a vehicle upper element provided on the train Based on train control information to be transmitted and received, controlling a non-wireless section train control system that controls the operation of the train in the travel section;
In the on-vehicle device,
When a wireless line is set up with the ground device, the operation of the own train is controlled based on train control information wirelessly communicated via the wireless line, and wirelessly connected with the ground device. If the line is not set, switching the operation control method to control the operation of the own train based on the non-wireless section train control system,
The train control method according to claim 3, further comprising:

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