JP5275962B2 - Wireless train control system - Google Patents

Description

  In the ATP ground device that detects the presence of a train by receiving position information from a train via radio, the present invention provides a non-radio-equipped vehicle and a radio-equipped vehicle (CBTC controlled train: Communication) that cannot detect the position by radio. Based Train Control) and a wireless train control system that safely travels on the same track at the same time.

  In a radio train control system, there are many users who request a backup system in the event of a radio failure because of the reliability of radio communication. However, it is unrealistic in terms of cost to install two systems, a radio train control system and a backup signal security system on a new route, which corresponds to the current ATC / ATS (Automatic Train Control / Automatic Train System). No security system has been implemented.

  Instead, by performing position detection using a track circuit capable of physical train detection, a check-in / check-out method using an accelerator counter, a check-in / check-out method using a phototube, etc., and setting a traffic light at the site, When the train operation cannot be continued by the wireless train control system such as when the wireless device is broken, a backup system in which the driver looks at the traffic light on the spot and runs the train is the mainstream.

  Conventionally, when the wireless control system fails, the interlocking device switches the system for all lines at once due to the difference in the line coverage between the CBTC system and the backup system, or the difference in the interlocking charts, and then switches to control by visual operation with a traffic light. I was switching.

  For this reason, even if a radio-equipped vehicle (CBTC control train) breaks down, the train cannot be run unless the entire line system is switched to the backup system, so the influence on train operation at the time of radio failure is very large.

  When a wireless train control system is introduced on a new route or the like, wireless reliability may become a problem, and a physical train position detection device may be installed. In addition, the reliability of radio becomes a problem in train control, and many users desire to introduce a backup system when a radio failure occurs.

  However, if a backup system having an advanced security function is introduced while introducing a radio train control system, the cost is very high, which is not preferable for a railroader or a signal manufacturer. Therefore, there is a demand for a radio train control system that can be introduced at the minimum necessary cost while having a backup function in the event of a radio failure.

  Further, in the wireless train control system, the ground device grasps the train position by receiving the position information from the on-board device via the wireless detection of the train position. Therefore, when wireless communication becomes impossible or when a vehicle not equipped with a wireless device such as a maintenance vehicle travels in the wireless train control system, there is a problem that the position of the vehicle cannot be grasped.

  However, when a vehicle failure occurs or when a maintenance vehicle or the like is run, there is a problem that if the wireless train control system is stopped and responded, the train operation is greatly affected. Therefore, there is a demand for a wireless train control system that can minimize the influence on train operation even in situations where ground devices such as vehicle breakdowns and maintenance vehicles cannot grasp the train position.

  In order to solve the above problems, in the wireless train control system of the present invention, as a backup system, a train detection system is implemented by visual operation by providing an interlocking device, a position detection device that can physically detect a train, and a traffic signal. Thus, as a wireless train control system, an interlocking device, a position detection device that can physically detect a train, an ATP device, and a wireless device are provided, and train control information / train position information is exchanged via wireless communication. Train control with ATP function to stop the train continuously and automatically. In the interlocking device, the route control is carried out using the position information from the position detection device that can physically detect the train whether it is operated by CBTC or by backup, and by having a backup route and a CBTC route, No need to switch the system in the interlocking device.

The course setting conditions are shown below.
(1) Since the CBTC control and the backup control are both closed in the station yard, the route composition conditions of the in-field route and the premises route can be set by checking the branch opening and the competing route. In addition, as the presenting condition, the presence / absence of a line in the inner section is a condition.

(2) In the middle of the station, in the case of CBTC control, since the movement blocking control is performed between the stations, it is necessary to run a plurality of trains, and the CBTC route is used. In the case of backup, a backup route is used in order to carry out one closing control even in the middle of the station. Therefore, as the CBTC route, a CBTC route is provided as a departure route to the middle of the station and an in-field route from the middle of the station.

The conditions for setting the departure route to the middle of the station on the backup route are shown below.
(A) As a condition of the backup route configuration on which the non-wireless-equipped vehicle or the radio-failed train travels, the route setting is performed when branch opening and competitive route check are performed and the in-field route of the partner station is set as the backup route. As a presenting condition, when there is no track inward in the course, the progress is controlled by a traffic light installed at the site. As a result, the non-wireless vehicle can travel to the route section only when the train is not in the front section even in the middle of the station.

The conditions for setting the departure route to the middle of the station on the CBTC route are shown below.
(B) As a setting condition for a CBTC departure route in which a radio-equipped vehicle (CBTC controlled train) travels in the middle of the station, a CBTC departure route can be set when a competing backup route is not set. Thereby, it becomes possible for the radio-equipped vehicle (CBTC control train) to perform the movement blockage control in the middle of the station.

  By using this backup route and CBTC route in combination, non-wireless and wireless-equipped vehicles (CBTC-controlled trains) can be operated in a mixed manner, and even when a wireless train fails, the impact on train operation is kept to a minimum. That is, it becomes possible to continue the train operation while limiting the backup section.

  As described above, according to the present invention, when a non-wireless vehicle and a wireless vehicle (CBTC controlled train) need to travel together on the route, the route corresponding to the travel mode is set for each train. By setting, it becomes possible to separate the travel sections of the non-wireless-equipped vehicle and the wireless-equipped vehicle (CBTC controlled train), and the train operation can be continued safely.

  In addition, even if the on-board signal device breaks down while a radio-equipped vehicle (CBTC-controlled train) is running, setting up a backup route reduces the impact on train operation by running only a limited backup section. It becomes possible to do.

FIG. 1 is a functional configuration diagram of an embodiment of the present invention. FIG. 2 is a mixed operation diagram of the embodiment of the present invention. FIG. 3 shows the backup path conditions of the embodiment of the present invention. FIG. 4 shows the CBTC path conditions of the embodiment of the present invention. FIG. 5 is a mixed pattern diagram (a) to (d) of intermediate station travel according to the embodiment of the present invention. FIG. 6 is a mixed pattern diagram (e) to (i) of intermediate station travel according to the embodiment of the present invention.

  Hereinafter, an embodiment of the present invention will be described with reference to FIGS. First, the radio train control system according to the present invention will be described. FIG. 1 shows an overview of the entire function in one example.

  As shown in FIG. 1, the interlocking device 1 includes a route control unit 11 and a standing line detection unit 12, and an IF (Interface) between the route setting device 5, the physical detection device 6, and the ATP (Automatic Train Protection) ground device 2. )have.

  The ATP ground device 2 includes a train control unit 21 and a presence line detection unit 22, and has an ATP on-board device 3 and an IF via the interlocking device 1 and the wireless device 4. The ATP on-vehicle device 3 includes a brake control unit 31 and a position detection unit 32, and has an ATP ground device 2 and an IF via a wireless device 4.

  The standing line detection unit 12 of the interlocking device 1 recognizes the standing line position by receiving train detection information from the connected physical detection device 6. The route control unit 11 performs route control (presentation, branching change, locking, etc.) of the route instructed by the route setting instruction (CBTC route, backup route) from the route setting device 5.

  The ATP ground device 2 recognizes a continuous position based on the train position information from the ATP onboard device 3. Moreover, the train control unit 21 calculates a stop position where the train does not collide based on the route setting state from the interlocking device 1 and the recognized train position.

  In this train control unit 21, depending on the route type from the interlocking device 1, if it is a CBTC route, the setting / presentation state is reflected in the stop position creation, but if it is a backup route, protection is set for the route section. Thus, even if a radio-equipped vehicle (CBTC control train) accidentally enters the section, it has a function of outputting an emergency stop so that it cannot travel.

  Based on the train control information (stop position information) from the ATP ground device 2, the brake control unit 31 of the ATP on-board device 3 performs brake control such that the vehicle stops at the designated stop position.

  Further, the position detection unit 32 recognizes the current traveling position based on information from the speed generator, the ground unit, and the like.

  In the radio train control system having the above-described functional configuration, a method of operating a vehicle equipped with a radio (CBTC control train) and a vehicle not equipped with a radio will be described with reference to FIG.

  Blocks B1 to B10 in FIG. 2 indicate sections that are detection units of physical detection. R1 to R8 indicate CBTC paths. S1 to S8 indicate on-site traffic lights, and show a progress / stop indication when a backup route is set. T1 to T3 indicate radio-equipped vehicles (CBTC-controlled trains), and non-T1 to non-T3 indicate non-radio-equipped trains.

  Here, since the departure route is a route indicating entry into the station intermediate blocks B3 and B8, R3 and R8 correspond to the CBTC route, and S3 and S8 correspond to the backup route.

  The non-T1 train is not permitted to travel to the inward section B8 of the S8 route because the forward backup route S8 has a stop indication (red indication: x). Even if the interlocking device receives a setting instruction from the route setting function for the backup route S8, since the non-T2 train is present in the route inward section B8, the progress is not displayed.

  Next, the non-T2 train is permitted to enter the inward section B7 of the S7 route because the forward backup route S7 has a progress indication (blue indication: A).

  For the T3 train, the forward CBTC route R3 is shown as progressing, so the stop position for the T3 train from the ATP ground device is a position away from the rear margin of the forward T2 train.

  The CBTC route R3 does not depend on the in-line state of the route inward section, and further, since the competing backup route S3 is not set, the route can be set, so the CBTC route R3 shows the progress.

  Here, setting conditions for the backup route and the CBTC route will be described with reference to FIGS. FIG. 3 is a flow showing the setting conditions of the backup route.

  In step S301 in FIG. 3, when the interlocking device receives the backup route setting from the route setting function, in step S302, it is confirmed that the branch condition is opened in a predetermined direction. ) In step S303, the competitive course is confirmed. If the branch direction is not opened (N), the route setting is NG in step S310.

  Next, in step S303, a competing route is confirmed. If no competing route (including CBTC route) is set for the designated route (Y), a route type is confirmed in step S304. When the competitive route (including the CBTC route) is set (N), the route setting is NG in step S310.

  In the course type confirmation in step S304, if the designated course is the departure course (Y), in step S305, it is confirmed whether or not the other party's on-site backup course is set. In cases other than the departure route (N), the route setting is OK in step S306. In the case of the departure route (Y), in the case where the other party backup route is set in step S305 (Y), the route setting is OK in step S306. When the other party backup route is not set (N), the route setting is NG in step S310.

  Subsequently, after the course setting is OK in step S306, the in-line condition inside the course is determined in step S307, and the presenting is set to proceed / stop. When there is no standing line in the inward section (Y), the progress indication (blue indication), and when there is a standing line (N), the stop indication (red indication).

  FIG. 4 is a flow showing the setting conditions of the CBTC route. In step S401 of FIG. 4, when the interlocking device receives the CBTC route setting from the route setting function, in step S402, it is confirmed that the branch condition is opened in a predetermined direction. ) In step S403, the competitive path is confirmed. If the branch direction is not opened (N), the route setting is NG in step S410.

  Next, in step S403, the competing route is confirmed, and when the competing route (including the backup route) is not set for the designated route (Y), the route setting is OK in step S404. In step S403, when the competitive route (including the backup route) is set (N), the route setting is NG in step S410.

  Subsequently, after the route setting is OK in step S404, the route type of the route is confirmed in step S405, and if it is a departure route (Y), the progress is displayed in step S406.

  In cases other than the starting route (N), the existing line condition of the inner section of the route is determined in step S407, and the presenting is made to proceed / stop in steps S406 and S408. If there is no standing line in the inward section (Y), the progress indication (blue indication) is set in step S406, and if there is a standing line (N), the stop indication (red indication) is set in step S408.

  Based on the above setting conditions, whether or not a route can be set for a radio-equipped vehicle (CBTC controlled train) and a non-radio-equipped vehicle in the middle of the station will be described with reference to FIGS. 5 and 6, R1 and R2 indicate CBTC paths, and S1 and S2 indicate backup paths.

  Further, non-T1 to non-T3 indicate vehicles not equipped with wireless communication, and T1 and T2 indicate vehicles equipped with wireless communication (CBTC control train). Blocks B1 to B3 indicate physical detection intervals. Routes R1 and S1 are departure routes, and routes R2 and S2 are in-field routes.

  FIG. 5A shows a state before a non-T1 that is a non-wireless vehicle travels from A station to B station. Since the backup route S2 that is the route in the B station area is not set, the A station departure route S1 cannot be set.

  In FIG. 5B, since the backup route S2 which is the route in the B station area is set, the A station departure route S1 can be set. In addition, since there is no train at the station middle B2, the display of the route S1 is progressing.

  In (c) of FIG. 5, after non-T1 advanced to the middle of the station, non-T2 that is a non-wireless vehicle arrived at station A. At this time, the non-T2 forward course S1 is a stop indication.

  Thereafter, in FIG. 5 (d), since the forward train non-T1 has arrived at station B, the station middle B2 becomes non-existing, and the A station departure course S1 becomes a progress indicator. As described above, when the non-wireless-equipped vehicles are in continuous operation, it is possible to realize a safe train traveling by realizing a one-way traveling between stations.

  Next, in (e) of FIG. 6, when T1 which is a radio-equipped vehicle (CBTC control train) arrives at the A station, the backup route S1 is being set, so the CBTC route R1 cannot be set.

  In FIG. 6F, after the forward train non-T2 arrives at the B station, the A station backup route S1 is restored, and a new CBTC route R1 can be set. By opening the route, the ATP ground device transmits stop position information to the train T1 as the route outside the B station, and the ATP on-board device of the train T1 controls the train based on the received train control (stop position) information. .

  In this way, when the front is a non-radio-equipped vehicle and the continuation is a radio-equipped vehicle (CBTC-controlled train), the section in which the non-radio-equipped vehicle travels achieves one closed travel, and the radio-equipped vehicle (CBTC) The control train is prevented from traveling to the non-wireless vehicle section.

  In addition, the ATP ground device outputs an emergency immediate stop to the radio-equipped vehicle (CBTC control train) when it accidentally enters the route by setting protection in the section where the backup route is set. To stop the train.

  Next, in FIG. 6 (g), when T2, which is a radio-equipped vehicle (CBTC controlled train), arrives at station A, the forward route R1 of the continuation train T2 is a progress indicator, so the train moves to the middle of the station. You can enter.

  As a result, as shown in FIG. 6 (h), a plurality of radio-equipped vehicles (CBTC-controlled trains) can travel in the middle of the station. In this way, when the forward train and the continuation train are radio-equipped vehicles (CBTC control train), it is possible to travel in the middle of the station by moving block control.

  Next, in (i) of FIG. 6, when a non-T3 train that is a non-wireless vehicle arrives at A station, the front train arrives at B station, and CBTC route R2 is set. The backup path S1 cannot be set.

  Thus, when the front is a radio-equipped vehicle (CBTC-controlled train) and the continuation is a non-radio-equipped vehicle, there is not one open space between the radio-equipped vehicle (CBTC-controlled train) and the radio-equipped vehicle (CBTC-controlled train). As long as it is not possible to continue to the middle of the station, it is possible for a non-wireless vehicle to enter the middle of the station safely.

DESCRIPTION OF SYMBOLS 1 Interlocking apparatus 2 ATP ground apparatus 3 ATP on-board apparatus 4 Wireless apparatus 5 Course setting apparatus 6 Physical detection apparatus 11 Course control part 12 Track detection part 21 Train control part 22 Track detection part 31 Brake control part 32 Position detection part
B1 to B10 Sections that are detection units for physical detection R1 to R8 CBTC route S1 to S8 Backup route and on-site traffic light T1 to T3 Cars with radio (CBTC controlled train)
Non-T1 to non-T3 wireless non-vehicle

Claims (3)

The interlocking device that recognizes the train position using the track position information detected by the physical position detection device that detects the track status on the track, and the track position information obtained via radio from the wireless vehicle In a wireless train control system equipped with an automatic train security ground device that recognizes the train position,
A backup route that implements one block control based on the train line position recognized by the interlocking device for each predetermined section for a non-wireless mounted vehicle and a line section where the wireless mounted vehicle travels, or the automatic train A route setting device for setting the route of any one of the CBTC routes that implement the movement blockage control based on the train standing position recognized by the security ground device,
When a request for setting a backup route is made by the route setting device, a backup route is set for the specified route on the condition that no CBTC route is set for the designated route, and the interlock device is the position detection device. Generate a progress indication based on the track position information of the route detected in
When a setting request for a CBTC route is made by the route setting device, a CBTC route is set for the route on the condition that there is no backup route setting for the designated route, and the automatic train security ground device Generate either stop position information with the outside of the backup path adjacent to the CBTC path as a stop position, or stop position information based on the on-line position information of other radio-equipped vehicles that are on the CBTC path,
By switching the backup route on which the non-wireless-equipped vehicle can travel and the CBTC route on which the wireless-equipped vehicle can travel on a predetermined section according to the route setting state, A wireless train control system that enables mixed operation of onboard vehicles.   The wireless train control system according to claim 1, wherein the automatic train security ground device sets a protection range in a section in which the backup route on which the non-wireless-equipped vehicle travels is set, and the wireless-equipped vehicle is erroneously set. A wireless train control system that stops the train in an emergency even if it breaks in.   3. The wireless train control system according to claim 2, wherein the section where the backup route is set performs one block operation by the non-wireless vehicle, and the section where the CBTC route is set is the wireless vehicle. A wireless train control system characterized in that movement blockage control is performed by allowing a plurality of vehicles to enter.

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