JP5436632B2 - Automatic train control device and train control method - Google Patents

Description

  The present invention relates to an automatic train control device and a train control method for automatically controlling the speed of a train, and in particular, manages the train position mainly on the vehicle, and uses the means such as a wireless device to connect the train position to the ground device. The present invention relates to an automatic train control device and a train control method in which information is transmitted and a ground device performs train interval control based on a plurality of train positions.

  In conventional railways, a train control device has been introduced that communicates wirelessly between an on-vehicle device and a ground device, generates a speed control pattern on the vehicle, and controls the speed of the own train. However, if the on-board device of the train located in front of the own train (front train) falls into communication due to power failure etc. and the ground device cannot recognize the forward train, the own train is located further forward of the forward train. In some cases, a train was misrecognized as a forward train and a speed control pattern was generated. Therefore, when train control is performed by generating a speed control pattern, it has been desired to develop a train control device that can obtain accurate position information of the front train even when a failure such as a power failure of the device occurs. .

  As a means for solving such a problem, the conventional technique shown in Patent Document 1 below is configured to set a monitoring area of a ground device and to communicate with each train existing within the monitoring area by radio. ing.

  Hereinafter, the configuration of the prior art will be described as follows. For each train, the antenna for wireless communication between the on-board device and the ground device, the on-board device for receiving the position correction information transmitted from each ground device, and the traveling position of the train are calculated. A speed generator is installed. The ground device stores an antenna for communicating with each on-board device, train identification information (hereinafter simply referred to as “train ID”) for identifying a train existing in the monitoring area, and train position information. A memory is provided.

  For example, even in the case where the ground device is powered off, the related art of the following Patent Document 1 configured as described above has a train ID and train position information (hereinafter simply referred to as “train”) from the memory at the time of recovery. It is possible to calculate the speed control pattern of the following train.

JP 2000-211153 A

  However, in the above conventional technique, it is possible to store in a memory the train ID or the like before the wireless function of the ground device or the on-board device is down, but the wireless function is being down. There is a problem in that the train ID and the like cannot be stored in the memory. Therefore, when the wireless function is restored, the above conventional technique cannot use the train ID of the preceding train held in the memory as it is, and therefore there is a problem that it takes a long time to shift to normal operation. It was.

  The present invention has been made in view of the above, and automatic train control capable of shortening the transition time to normal operation even when the radio function of the ground device or the on-vehicle device is down An object is to obtain a device and a train control method.

  In order to solve the above-described problems and achieve the object, the present invention receives a ground device having a calculation unit that calculates a stop target position of a train, and the stop target position transmitted wirelessly from the ground device. An on-board device that calculates a speed control pattern corresponding to the condition of the route and controls the speed of the train, and an on-vehicle device at the beginning and the end of the train. A vehicle upper element for transmitting train identification information for identifying each train transmitted from a device is installed, and the route has a reception function for receiving the train identification information transmitted from the vehicle upper element on the route. When the vehicle unit installed at the head of each train passes through the ground unit having the reception function, the train identification information received by the ground unit having the reception function is provided. , Approximately centered on the ground And said train of rail section corresponding to the train length to be, to have the on-rail section management unit that manages association, it is characterized.

  According to the present invention, the position correcting ground element is a ground element capable of two-way communication, and the train ID and the train position information are accumulated while the radio function of the ground device or the on-board device is down. Therefore, there is an effect that the transition time to the normal operation can be shortened.

FIG. 1 is a configuration diagram of an automatic train control device according to a first embodiment of the present invention. FIG. 2 is a diagram for explaining the on-line position of each train when the radio function of the ground device or the on-board device is down. FIG. 3 is a configuration diagram of the automatic train control device according to the second embodiment of the present invention. FIG. 4 is a diagram comparing the standing section according to the first embodiment and the standing section according to the second embodiment.

  Hereinafter, embodiments of an automatic train control device and a train control method according to the present invention will be described in detail with reference to the drawings. Note that the present invention is not limited to the embodiments.

Embodiment 1 FIG.
FIG. 1 is a configuration diagram of the automatic train control device according to the first embodiment of the present invention, and FIG. 2 illustrates the position of each train when the radio function of the ground device or the on-board device is down. FIG.

  In FIG. 1, a train A and a train B are shown as an example on a route, and a ground device 7 is installed as an example on the ground. The ground device 7 mainly includes a track section management unit (hereinafter simply referred to as “management unit”) 10 that stores and manages track sections of each train using the train ID transmitted from each train, and track section management. And a calculation unit 9 that calculates a stop target position of the train B that exists behind using the existing line section from the unit 10. The management unit 10 shown in FIG. 1 is incorporated in the ground device 7, but is not limited to this mode, and is installed outside the ground device 7 and connected to the ground device 7. You may comprise as an aspect to do.

  Further, the ground device 7 includes a ground device antenna (hereinafter simply referred to as “ground antenna”) 8 and a wireless function for transmitting and receiving information between the train A and the train B via the ground antenna 8. have.

  The train A existing line section 27 indicates the existing line range of the train A, and the train B existing line section 17 indicates the existing line range of the train B. Each on-line section is set as an installation interval of each ground element as an example.

  On the route on which the train A and the train B travel, a position correction ground element (hereinafter simply referred to as “ground element”) 19 and a ground element 29 with an ID detection function are installed at intervals of, for example, several kilometers. . The ground unit 19 and the ground unit 29 are connected to the management unit 10 and have a function of receiving the train ID and the train position information transmitted from the train A and the train B, as will be described later.

  On the train A, an onboard device 21, an onboard device antenna (hereinafter simply referred to as “onboard antenna”) 25, a speed generator 24, and an onboard member 22 are mounted. The on-board device 21 has a wireless function for exchanging information with the ground device 7. Therefore, the on-board device 21 can transmit the train ID wirelessly to the ground device 7 and can receive the stop target position transmitted from the ground device 7 wirelessly.

  The vehicle upper member 22 has a function of transmitting a train ID that can be identified as the train A to the ground child 19 and the ground child 29.

  On the train B, the on-board device 11, the on-board antenna 15, the speed generator 14, and the on-board child 12 are mounted, and the on-board device 11 transmits and receives information to and from the ground antenna 8 as described above. Have a wireless function. Therefore, the on-board device 11 can transmit the train ID wirelessly to the ground device 7 and can receive the stop target position transmitted wirelessly from the ground device 7.

  The vehicle upper 12 has a function of transmitting a train ID that can be identified as the train B to the ground child 19 and the ground child 29.

  The on-board device 11 and the on-board device 21 configured as described above calculate the train position information by the speed generator, and correct the train position information every time it passes through the ground unit 19 and the ground unit 29. That is, since each ground unit outputs absolute position information, each on-board device corrects the train position information using the output, and the corrected train position information and train ID (hereinafter simply “ Are referred to as “train ID etc.”) and output.

  In FIG. 1, the car upper 12 and the car upper 22 are installed at the head of each train, but may be installed at a place other than the head of the train. In addition, the actual on-vehicle device 21, on-vehicle device 11, and ground device 7 are configured to include other devices and circuits such as a power circuit, but these are omitted in FIG. ing.

  Hereinafter, differences between the ground unit 19 (ground unit 29) and the conventional ground unit according to the present embodiment will be described as follows. The conventional ground unit has only a function of transmitting position correction information to the vehicle upper unit. On the other hand, the ground unit 19 and the ground unit 29 according to the present embodiment not only have the function of transmitting the position correction information described above, but also the function of receiving the train ID and the like sent from the vehicle upper units 12 and 22 ( ID detection function). That is, the ground unit 19 and the ground unit 29 can perform bidirectional communication.

  In addition, the management unit 10 stores the train IDs and the like transmitted from the ground unit 19 and the ground unit 29 during the period from when the on-board device 11 or the on-board device 21 or the ground device 7 is recovered from the system down. Then, the current section of each train is managed.

  More specifically, it is as follows. The management unit 10 associates and manages the train ID received by each ground child and the standing line section corresponding to the installation interval of each ground child (for example, between the ground child 19 and the ground child 29). In addition, when the system down mentioned above occurs, for example, the train ID cannot be transmitted wirelessly from the onboard device 11 or the onboard device 21 to the ground device 7 due to a failure of the wireless function or power supply of each device. A state etc. are assumed.

(Operation when the system is not down)
Hereinafter, the operation of the automatic train control device according to the present embodiment will be described. First, the operation when the system down described above has not occurred will be described.

  The onboard device 21 of the train A transmits a train ID and the like to the ground device 7 via the onboard antenna 25. Similarly, the onboard device 11 transmits the train ID and the like to the ground device 7 via the onboard antenna 15 in the train B.

  The ground device 7 manages the current section of each train using the train ID received from each train, and uses the managed current section of the preceding train A (train A present section 27). The stop target position is calculated. The ground device 7 wirelessly transmits the calculated stop target position information to the on-board device 11 of the subsequent train B.

  The on-board device 11 of the train B that has received the stop target position information calculates the speed control pattern 16 based on the on-board database that it owns and the received stop target position information. In the speed control pattern 16, the height means the train speed, and the portion in contact with the route means the train speed 0. Then, the on-board device 11 sequentially compares the speed control pattern 16 and the position and speed of the own train, and performs brake output control when the speed of the own train exceeds the speed control pattern 16.

(Operation from system down to recovery)
Next, the operation from the occurrence of the system down to the recovery will be described with reference to FIG. FIG. 2A is a diagram for explaining the operation when the conventional ground element 30 and the ground element 31 are installed on a route, and FIG. 2B is the ground element according to the present embodiment. It is a figure for demonstrating operation | movement in case 19 and the ground element 29 are installed in the route.

  In FIG. 2A, when a system down occurs after the train A passes the ground unit 30, the ground device 7 determines whether the train A is stopped in the trouble of the ground unit 31 (section 1). It cannot be managed whether the train A stops at a position (section 2) beyond the ground element 31. This is because the conventional ground unit cannot receive the train ID or the like.

  Therefore, when each device is restored, the conventional automatic train control device has a procedure in which the train A that has been stopped is moved to the next ground element, the position information is fixed, and then the normal travel mode is entered. Had been implemented.

  Hereinafter, the operation of the automatic train control device according to the present embodiment will be described in comparison with the operation of the prior art. First, the case of the prior art will be described. When the system goes down at the position shown in FIG. 2 (a) and the train A stops, for example, in the section 1, the conventional on-board device moves the train A to the ground unit 31 when each device is restored. The position correction information is received from the ground unit 31. Then, the on-board device wirelessly transmits the train ID and the corrected train position information to the ground device. The ground device calculates the stop target position based on the received train ID and the like, and transmits the stop target position information to the subsequent train. As described above, the conventional technique has a problem that it takes a long time to recover from the wireless function to the normal driving mode.

  On the other hand, since the train ID and the like are stored in the management unit 10 even when the system is down, the automatic train control device according to the present embodiment enters the normal travel mode after the wireless function is restored. It is possible to shorten the time until the transition. This will be specifically described as follows. When it is assumed that the system goes down at the position shown in FIG. 2B and the train A stops in the section 1, the ground unit 19 detects the train ID and the like, but the ground unit 29 detects the train ID and the like. Is not detected. Therefore, the management unit 10 recognizes that the train A exists in the section 1, and the calculation unit 9 uses the train A existing line section 27 managed by the management unit 10 when the system is restored. Thus, the stop target position of the train B existing behind the train A is calculated. The ground device 7 transmits the calculated stop target position information to the train B. Thus, in the automatic train control device according to the present embodiment, the procedure performed in the conventional automatic train control device, that is, the stopped train A is moved to the next ground element (for example, ground element 29). There is no need to move to the normal travel mode after moving.

  Furthermore, it will be described below with reference to FIG. For example, when the on-board device 11 and the on-board device 21 are operating normally while the ground device 7 is down, the on-board device 11 and the on-board device 21 are train position information of the own train. Has been updated correctly. When the ground device 7 is restored, the ground device 7 compares the train position information of the preceding train A and the train position information of the succeeding train B. For example, when the train A exists in the train A existing section 27, the train B Is set to the train B existing line section 17, and each train is shifted to the normal travel mode.

  In addition, for example, when the on-board device 11 and the on-board device 21 become indefinite while the ground device 7 is down, the on-board device 11 and the on-board device 21 are restored to the ground device 7. When this occurs, the current section is received, and the tail position of the train is set as the last position of the train section as the temporary position of the own train. This is a process for giving a margin to the distance from the preceding train. The ground device 7 receives the head position and the tail position set by the on-board device 11 and the on-board device 21, calculates the stop target position based on these information, and sets the stop target position to the corresponding train. Send. Each train starts traveling using the own train position information and the stop target position updated based on the temporary position, determines the train position when passing through the ground element, and shifts to the normal traveling mode.

  In the above embodiment, the case where the ground element 19 and the ground element 29 both have a bidirectional communication function is described. For example, a conventional ground element is used as one ground element. On the other hand, the ground element according to the present embodiment may be used as the ground element. This will be specifically described as follows. For example, it is assumed that a conventional ground element and the ground element according to the present embodiment are installed on the route. In this case, the management unit 7 manages the train ID received by the ground unit according to the present embodiment and the standing section corresponding to the installation interval of each ground unit in association with each other. In addition, the management part 10 shall use the train identification information transmitted by radio | wireless in order to manage an existing line area in the installation section of the conventional ground element. In addition, when the failure of the ground device 7 or the like is restored, the calculation unit 9 calculates the stop target position of the train B existing behind using the on-line section managed by the management unit 10. As a result, the number of ground units capable of two-way communication can be reduced, so that the cost of the entire system can be reduced.

  As described above, the automatic train control apparatus according to the present embodiment uses the ground element 19 and the ground element 29 as a ground element capable of two-way communication, and the wireless function is down while the system is down. Since the history such as the train ID is accumulated in the management unit 10, when the wireless function is restored, it is possible to automatically determine the current section of each train. As a result, there is no need for speed-limited confirmation operation or the like up to the next ground element, and therefore it is possible to shift to the normal operation mode in a shorter time than the prior art.

Embodiment 2. FIG.
The automatic train control device according to the second embodiment has a configuration in which the resolution of the current section of each train is further improved. Hereinafter, the same parts as those of the first embodiment are denoted by the same reference numerals, description thereof is omitted, and only different parts are described.

  FIG. 3 is a configuration diagram of the automatic train control device according to the second embodiment of the present invention, and FIG. 4 is a diagram comparing the standing line section according to the first embodiment and the standing line section according to the second embodiment. is there.

  3 is different from FIG. 1 in that the train upper 23 is mounted on the train A, the train 22 is installed at the head in the traveling direction of the train A, and the train 23 is at the end. It is a point that is installed. The vehicle upper element 22 transmits a train ID that can be determined to be the head of the train A to each ground element, and the vehicle upper element 23 is the tail of the train A with respect to each ground element. It has the function to transmit train ID which can distinguish this.

  In the train B as well, the vehicle upper 12 is installed at the head of the train B, and the vehicle upper 13 is installed at the rearmost of the train B. The vehicle upper 12 transmits a train ID that can be determined to be the head of the train B to each ground child, and the vehicle upper 13 is the tail of the train B with respect to each ground child. It has the function to transmit train ID which can distinguish this.

  The train length L of the train A is shown in the train A existing section 27 shown in FIG. The relationship between the train length L and the train A existing section 27 will be described as follows. In the train A, the vehicle upper element 22 is in a state of passing through the ground element 29, and the vehicle upper element 23 is in a state of not passing through the ground element 29.

  In this case, the management unit 10 manages a range corresponding to the train length L around the ground element 29 as the center as the train A existing line section 27. That is, when only the vehicle upper 12 mounted at the head of the train passes the ground element 29, the management unit 10 sets the train ID received by the ground element 29 and the train length L centered on the ground element 29. It manages by associating with the corresponding line segment. In addition, the information regarding this train length L is possessed by each on-board device, and the following train B is also assumed to possess the train length of the own train.

  Next, the difference between the standing line section according to the first embodiment and the standing line section according to the second embodiment will be described with reference to FIG. As shown in FIG. 4A, in the second embodiment, the train B length of the train A is considered in the train B existing line section 17. That is, the boundary portion (C) between the train B existing line section 17 and the train A existing line section 27 is located behind the train A.

  On the other hand, in the first embodiment, as shown in FIG. 4B, for example, the above-described boundary portion (C) in which the vehicle upper element mounted at the head of the train A has passed the ground element 29 is the ground element. 29 is set. That is, the arithmetic unit 9 according to the first embodiment assumes that the entire train A has passed through the ground element 29 even if a part of the train A exists in the train B existing line section 17. The stop target position is calculated.

  As described above, the automatic train control device according to the present embodiment is provided with an upper element at the head and tail of each train, and an ID indicating the head of the train and the tail of the train. Since the ID indicating this is transmitted to the ground unit, for example, the existing section 27 of the preceding train B can be set to a range that more closely matches the actual situation. As a result, the automatic train control device according to the present embodiment can improve the accuracy of the temporary position of the train as compared with the first embodiment.

  As described above, the present invention is applicable to an automatic train control device and a train control method for calculating a speed control pattern, and particularly, even when the radio function of the ground device or the on-vehicle device is down, It is useful as an invention that can be shifted to the normal operation mode in a short time.

  7 Ground device, 8 Ground device antenna, 9 Arithmetic unit, 10 Track section management unit, 11, 21 On-board device, 12, 13, 22, 23 On-board unit, 14, 24 Speed generator, 15, 25 On-board Antenna for equipment, 16 speed control pattern, 17 train B existing section, 19, 29 Position correction ground element with ID detection function, 27 train A present section, 30, 31 conventional ground element, A, B train, C train B The boundary between trained section and train A section, L train length.

Claims (3)

Ground device and, said receiving the stop target position sent by wireless communication from the ground unit and calculates the speed control patterns corresponding to the situation of the route the train having a calculator for calculating the train stop target position An on-board device for controlling the speed of the automatic train control device,
At the head and tail of each train, an onboard child is mounted that sends train identification information for identifying each train sent from the onboard device,
A ground unit having both a reception function for receiving the train identification information sent from the vehicle upper element and a transmission function for transmitting position correction information for correcting train position information to the vehicle upper element is installed on the route. And
The ground device is
The train identification information received by the ground element having the reception function when the vehicle element mounted at the head of each train passes the ground element having the reception function, and the train having the ground element as the center. and said train of rail management section corresponding to the length, have a-rail section management unit that manages association,
The on-board device wirelessly transmits section information for on-line management managed by the on-line section management unit when the function of the wireless communication is restored after a failure occurs in the ground device and the position of the train becomes indefinite. Received by communication, based on this section information, set the tail position of the train to the tail position of the section where the train is located,
The ground device receives the position information set by the on-vehicle device by wireless communication, calculates the stop target position based on the position information, and transmits the calculated stop target position to the on-vehicle device . about,
Automatic train control device characterized by. The computing unit is
When the wireless communication function is restored, the stop target position is determined based on the train identification information managed by the existing line section management unit and the existing line management section while the wireless communication function is down. The automatic train control device according to claim 1, wherein the automatic train control device performs calculation. Ground device and, said receiving the stop target position sent by wireless communication from the ground unit and calculates the speed control patterns corresponding to the situation of the route the train having a calculator for calculating the train stop target position An on-board device that controls the speed of the train, and a train control method applicable to an automatic train control device comprising:
A sending step of sending train identification information for identifying the respective trains mounted on the head and tail of each train,
A receiving step of the ground coil having both a transmission function for transmitting the position correction information for correcting the receiving function and the train position information from each pickup coil to the vehicle upper child receives the train identification information,
It said train identification information before the serial locations upper child has received in the previous SL receiving step, and said train of rail section corresponding to the train length to be substantially centered on said ground element, and a management step of managing in association with,
When the function of the wireless communication is restored after a failure occurs in the ground device and the position of the train is indefinite, the section information for on-line management managed in the management step is received by wireless communication. A position setting step for setting the tail position of the train to the tail position of the section where the train is located,
Receiving the position information set in the position setting step by wireless communication, calculating the stop target position based on the position information, and transmitting the calculated stop target position to the on-vehicle device;
A train control method comprising:

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