JP2009166671A - Train control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a train control device which enables a subsequent train to be driven without colliding against another train running in a reverse direction even when a reverse running is allowed to a train of which position cannot be detected and a train of which position can be detected. <P>SOLUTION: This train control device detects a position of a train through communication between a ground device 1 and a train-mounted device 3. The ground device 1 generates a signal for locking an advancing path when a train 21 of which position detection becomes impossible is freely released to operate and at the same time the ground device 1 supplies a signal for stopping a subsequent train 22 to the train-mounted device 3 of the subsequent train 22. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a train control device useful for opening a train.

  Two types of train position detection methods are known, one using a track circuit and the other not using a track circuit. Among these, as a train detection method that does not use a track circuit, a check-in / check-out method using a loop coil, a train control method based on a pulse count of a speed generator and on-vehicle / ground communication (Patent Document 1) Etc.) are known. In these train detection methods, train detection does not function unless power is supplied to a device mounted on the train. In the state where train detection does not function, the existing line cannot be recognized from other trains. In order to avoid such a danger, in principle, the train should not be moved in a state where the power is not turned on or in a state where the equipment is broken.

  However, since such a train cannot be stopped at the same position, it is necessary to move it without turning on the power. In such a case, conventionally, the driver has carefully moved the vehicle after carefully setting the line closure so that the surrounding trains do not approach the moving train.

However, when a train whose position cannot be detected is opened, the risk of a subsequent train colliding with the train cannot be avoided when the train runs backward in an open operation. Even if a reverse-traveling is permitted for a position-detectable train below a certain speed, or even if a reverse-traveling is permitted without speed limitation, the following train can prevent a collision with a reverse-traveling train. Can not.
JP 2000-211153

  The subject of this invention is providing the train control apparatus which can prevent a rear-end collision even when carrying out reverse driving | running | working by open operation, when carrying out open operation of the train from which position detection became impossible.

  Another object of the present invention is to provide a train control device that can operate without causing a subsequent train to collide with a backward traveling train even when the backward traveling is permitted at a certain speed or lower with respect to a position-detectable train. It is to be.

  Yet another object of the present invention is to provide a train control device capable of preventing a subsequent train from colliding with a backward traveling train even when the backward traveling is permitted without speed limitation for the position-detectable train. is there.

  In order to solve the above-described problem, the train control device according to the present invention detects the train position based on information obtained by communication between the ground device and the on-board device. The ground device generates a signal for locking the route when opening the train in which the position detection is disabled, and sends a signal for stopping the subsequent train to the on-board device of the subsequent train. Supply.

  As already mentioned, the check-in / check-out method using a loop coil and the train control method based on the speed generator pulse count and on-vehicle / ground-to-ground communication, etc. Train detection will not work if is not supplied. The train control system and the on-board device according to the present invention also belong to such a category.

  In such a case, the ground device identifies a train whose position cannot be detected from the communication result with the on-vehicle device, and generates a signal for locking the route. Based on this signal, the route for the train whose position cannot be detected is locked so that the train whose position cannot be detected does not derail in the switch. The path lock in this case can be set manually. Trains that have become undetectable are moved by the driver with careful safety checks. The operation in this case is an open operation.

  However, when a train whose position cannot be detected travels backward in an open operation, the risk of a collision with the train cannot be avoided if the following train advances. As means for solving this problem, in the present invention, the ground device generates a signal that locks the course when opening the train in which the position detection is disabled, and at the same time, a signal that stops the subsequent train. Is supplied to the on-board device of the following train. This makes it possible to avoid a rear-end collision even when a train whose position cannot be detected is reversely driven in an open operation.

  As another aspect, even when a malfunction occurs in the on-board device, the communication function is maintained, the position can be detected, and the malfunctioned train can be operated at a certain speed or less including reverse running. You may be allowed to drive. In such a case, the ground device transmits a signal for controlling the subsequent train while ensuring a safe distance to the on-board device of the subsequent train. Thereby, it is possible to avoid the subsequent train from colliding with a reverse traveling train.

  As another aspect, even when a problem occurs in the on-board device, the communication function is maintained, the position can be detected, and an open operation may be permitted for the train in which the problem has occurred. . In such a case, the ground device transmits a signal that stops the subsequent train that follows the train that performs the open operation and prevents a collision to the on-board device of the subsequent train. Thereby, it is possible to avoid the subsequent train from colliding with a reverse traveling train.

  In this case, it is preferable that the ground device transmits a signal that enables the open operation after confirming that the following train has completely stopped to the on-board device of the train that performs the open operation. According to this configuration, it is possible to more reliably avoid the subsequent train from colliding with a reverse traveling train.

  Other objects, configurations and advantages of the present invention will be described in more detail with reference to the accompanying drawings. However, the attached drawings are merely examples.

  FIG. 1 is a diagram illustrating a schematic configuration of a train control device according to the present invention, and illustrates a train control device that maintains security by data communication between on-ground vehicles. The illustrated train control device includes a ground device 1 and an onboard device 3 mounted on the trains 21 and 22, and detects a train position by communication between the ground device 1 and the onboard device 3. The ground device 1 is installed along the track 4 along which the trains 21 and 22 travel. The ground device 1 detects the positions of the plurality of trains 21 and 22 existing in the control section, ensures a safe train interval Ls, and controls the train. I do.

  Data communication between the ground vehicles is performed by wireless communication between the ground antenna 10 provided in the ground device 1 and the vehicle antennas 20 provided in the trains 21 and 22. The ground antenna 10 transmits the transmission signal supplied from the ground device 1 as a radio wave in the air, and supplies the received signal to the ground device 1. The on-board antenna 20 supplies a reception signal to the on-board device 3 mounted on the trains 21 and 22, and transmits the transmission signal supplied from the on-board device 3 as a radio wave.

  FIG. 2 is a diagram schematically showing the configuration of the ground device 1 and the on-vehicle device 3. Referring to the figure, the ground device 1 includes a data communication unit 11, a standing line detection unit 12, a stop limit management unit 13, a protection area setting unit 14, and a path locking unit 15. The data communication unit 11 is a wireless communication facility for performing data communication between ground vehicles. Specifically, there are a radio communication device of GHz band, an induction wireless device using a leaky coaxial cable, and the like. This enables train position detection and train control when communication is established between the ground and the vehicle.

  The standing line detection unit 12 specifies the positions of the trains 21 and 22 using the on-board data received through the data communication unit 11. As the train position specifying means, the position of the trains 21 and 22 is specified using a method of specifying the positions of the trains 21 and 22 from the pulse count of the speed generator, or a radio having a distance measuring function in the data communication unit 11. The method of doing is known. In any case, generally, when normal reception data is not obtained from the data communication unit 11 for a predetermined time or more, it is determined that the position of the train 21 (or 22) can no longer be detected.

  The stop limit management unit 13 is a stop limit at which each train 21 and 22 can travel based on the positions of both ends of the trains 21 and 22 identified by the presence line detection unit 12, the unopened route entrance point, the track end point, and the like. And the speed limit of the section are managed, and the stop point distance, speed limit, and the like are transmitted to the trains 21 and 22 via the data communication unit 11.

  The protection area setting unit 14 has a function of setting a protection area in order to protect the trains 21 and 22 whose position cannot be detected due to a radio failure or the like. The section designated by the manual operation from the route lock section 15 can be set as the protection area, and when the trains 21 and 22 that can no longer be detected by the on-line detection unit 12 are determined, Protect the range of the existing line when it was. Information on the protection area set by these is output to the stop limit management unit 13, so that the travel permission range of the trains 21 and 22 is limited.

  The route locking unit 15 has a function of fixing the trains 21 and 22 so that they do not change while passing through the branch. The route locking unit 15 fixes the route based on the train detection result by the on-line detection unit 12 (the lock is locked). In addition, when moving the trains 21 and 22 whose position cannot be detected, it is possible to manually set the course and lock it.

  The on-board device 3 provided in the trains 21 and 22 includes a data communication unit 31, an ATC control unit 32, an operation mode operation unit 33, a brake device 34, and the like. The data communication unit 31 has a function of performing data communication with the ground device 1, and always performs communication between the ground and the vehicle.

  The ATC control unit 32 creates an ATC travel pattern according to the stop point distance, the speed limit, and the like received from the ground device 1 via the data communication unit 31. The brake device 34 and the brake 35 are controlled so that the train speed does not exceed the speed set by the ATC travel pattern while comparing the speed detected by the own train with the speed of the created ATC travel pattern. Ensure security. In addition, the ATC control unit 32 counts output pulses of the speed generator 36 necessary for the ground device 1 to track the positions of the trains 21 and 22 and transmits the output pulses to the ground device 1 via the data communication unit 31. . When a radio device capable of measuring distance is used for the data communication unit 31, it is not always necessary to transmit the output pulse count of the speed generator 36 to the ground device 1.

  The operation mode operation unit 33 selects one of ATC operation, speed limit operation, and open operation by the operation of the crew. When communication between the ground and the vehicle is possible, the ATC control unit 32 switches to the operation mode selected by the operation mode operation unit 33 only when the ground device 1 permits switching.

  When the data communication unit 31 breaks down or the power of the train 21 or 22 is cut off, data transmission between the vehicle and the ground is interrupted. In such a case, when a train that has failed and cannot be detected is moved, it is necessary to limit the operation of the train before and after that in order to prevent a collision and ensure safety. In some cases, the train is moved in a state where the safety function including the speed limiting function is bypassed due to a failure of the safety device. This is called open operation.

  FIG. 3 is a non-communication train control flowchart when the train position becomes unknown, and FIG. 4 is an example of non-communication train control. Communication between the ground and the vehicle is not possible and the position of the train 21 cannot be detected. A specific example of the case is shown. It is assumed that the train 23 is present in front of the train 21 and the train 22 is present behind the train 21 with respect to the route opening direction. When the position of the train 21 can no longer be detected, the protection area setting unit 14 of the ground device 1 sets the existing line range at the time of detection as the protection area.

  When the train 21 that has become unable to communicate is not opened, the stop limit (stop point) of the subsequent train 22 becomes the end of the protection area of the train 21 as shown in FIG. The ground device 1 calculates the distance from the train 22 to the stop point by the stop limit management unit 13 and communicates the data to the train 22. Thereby, it is possible to prevent the train 22 from colliding with the train 21.

  From the ground device 1 to the train 23, the distance to the stop point set according to the ATC operation is transmitted. The train 23 generates a speed pattern set by its own on-board device 3 and normal ATC operation is performed.

  In the train 21 incapable of communication, an open operation that bypasses the safety function can be selected by the operation mode operation unit 33 of the own on-board device 3. In this operation mode, the driving direction and the driving speed can be freely moved under the safety check by the driver. FIG. 4B shows a specific example. Prior to the start of movement of the train 21, the ground device 1 previously locks the route on which the train 21 travels by manual operation of the route locking unit 15 by security personnel (or commanders). Thereby, as shown in FIG. 4 (B), the standing line setting for the route locking is made in front of the train 21.

  Since the train 21 can travel in reverse at an arbitrary speed, the subsequent train 22 is stopped by transmitting a stop command from the ground device 1. Thereby, the danger that the train 22 collides with the train 21 is avoided. Moreover, since the ground device 1 can confirm that the train 22 has stopped, after confirming that the train 22 has stopped, the commander gives the operator of the train 21 permission to start traveling by train radio or the like. Keep it safe.

  Since the preceding train 23 is not traveling toward the train 21, the normal ATC operation is continued according to the speed pattern set by the own on-board device 3.

  FIG. 5 shows a flowchart in the case where communication between the train and the vehicle is secured, and the position of the train can be specified, and FIG. 6 shows a specific example of train control in that case. Yes. FIG. 6 shows three cases for the train 25: normal ATC operation (A), speed limit operation (B), and open operation (C). Hereinafter, a specific example of FIG. 6 will be described with reference to FIG.

  First, as illustrated in FIG. 6A, when the train 25 is moved by a normal ATC operation, all the trains 24, 25, and 26 are stopped based on the on-line positions detected by the ground device 1. It is controlled according to the speed pattern set for each so that it can travel safely in the section up to.

  When the train 25 is speed-restricted, the speed-restricted operation is selected in the operation mode operation unit 33 included in the on-board device 3 of the train 25 as illustrated in FIG. The selected result is notified to the ground device 1 via the data communication unit 31. The train 25 for speed limit operation can travel either forward or backward at a speed V that does not exceed the limit speed VL determined as the maximum speed during speed limit operation. The stop limit management unit 13 of the ground device 1 determines the stop limit for the train 24 by subtracting the maximum distance Lm that the train 25 can move to the next control command transmission time from the distance LB to the last position of the train 25. .

  As this processing method, there is a method in which a distance L is added before and after the existing line range of the train 25 and extended, and the distance to the stop limit is calculated using the end point of the extended existing line range as the train head (tail). Thus, the train 24 can travel safely without colliding with the train 25 that travels in the reverse direction. FIG. 7 is a diagram illustrating an example of extension of the existing line range. FIG. 7A illustrates a distance that is expanded at every constant period ΔT when the train 25 travels forward (in the direction of the train 26) F1 at a speed Vft. FIG. 7 (B) shows a distance amount that is expanded every fixed period ΔT when the train 25 travels backward (in the direction of the train 24) R1 at a speed Vrt. The speeds Vft and Vrt are lower than the speed limit Vmax.

  In FIG. 7 (A), the front end position Pft1 of the train 25 at T11 moves forward F1 by a distance Vmax · ΔT at the maximum every fixed period ΔT, and the front end of the train 25 at T12 has passed the fixed period ΔT. The position Pft2 is (Pft1 + Vmax · ΔT).

  In FIG. 7 (B), the rear end position Prt1 of the train 25 at T21 moves to the rear R1 by a distance Vmax · ΔT at the maximum every fixed period ΔT, and the train 25 at T22 has passed the fixed period ΔT. The rear end position Prt2 is (Prt2 + Vmax · ΔT).

  In this way, before and after the current line range of the train 25, every predetermined period ΔT is expanded by adding a maximum distance (Pft1 + Vmax · ΔT) or (Prt1 + Vmax · ΔT), and the end points of the expanded current line range are The distance to the stop limit is calculated as the train head (tail).

  Next, the case where the train 25 is opened will be described with reference to FIG. Since the position of the train 25 can be detected by the ground device 1, it is not necessary for the security personnel to lock the route in advance before traveling. The result of selecting the open operation by the operation mode operation unit 33 of the on-board device 3 provided in the train 25 is notified to the ground device 1 via the data communication unit 31. The train 25 can run in reverse at an arbitrary speed.

  Since the moving range of the train 25 is increased, the ground device 1 transmits a stop command to the subsequent train 24 to stop the train. Then, after confirming that the train 24 has stopped, the ground device 1 adds a function that allows the train 25 to shift to the open operation mode via the data communication unit 11, thereby realizing safer operation. can do. The train 26, which is the preceding train, can perform normal ATC operation, and its speed is controlled according to the speed pattern set in its own on-board device 3.

  Although the contents of the present invention have been specifically described with reference to the preferred embodiments, various modifications can be made by those skilled in the art based on the basic technical idea and teachings of the present invention. It is self-explanatory.

It is a figure which shows schematic structure of the train control apparatus which concerns on this invention. It is a figure which shows roughly the structure of a ground apparatus and a vehicle-mounted apparatus. It is a non-communication train control flowchart when a train position becomes unknown. As an example of incommunicable train control, it is a figure which shows the specific example in case the communication between the ground and the vehicle is disconnected and the position of the train cannot be detected. It is a flowchart in case the communication between the ground and on-vehicle of a train has been ensured and the position of the train has been specified. It is a figure which shows the specific example of the train control in case the communication between the ground and on-vehicle of a train has been ensured, and the position of the train has been pinpointed. It is a figure which shows an example of a standing line range expansion in the train control apparatus which concerns on this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Ground apparatus 11 Data communication part 12 Standing line detection part 13 Stop limit management part 14 Protection area setting part 3 On-board apparatus 31 Data communication part 32 ATC control part 33 Operation mode operation part 34 Brake device

Claims (4)

A train control device that detects a train position based on information obtained by communication between a ground device and an on-vehicle device,
The ground device generates a signal for locking the route when opening the train in which the detection of the train position is disabled, and sends a signal for stopping the succeeding train to the on-board of the succeeding train. Supply to the device,
Train control device. A train control device that detects a train position based on information obtained by communication between a ground device and an on-vehicle device,
The ground device is capable of detecting a position, and a signal for controlling a succeeding train with respect to a train permitted to operate at a certain speed or less including reverse running while ensuring a safe distance, Send to the onboard equipment of the following train,
Train control device. A train control device that detects a train position based on information obtained by communication between a ground device and an on-vehicle device,
The ground device is capable of detecting a position, and transmits a signal to stop the subsequent train that follows the open train to prevent a collision to the on-board device of the subsequent train.
Train control device.   4. The train control device according to claim 3, wherein after the ground device confirms that the succeeding train has completely stopped, a signal that enables the open operation is transmitted to a vehicle of the train that performs the open operation. Train control device that transmits to the upper device.

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