JP4565752B2 - Train control system - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a train control system, and more particularly to a train control system applied to a route with a relatively small amount of transportation.
[0002]
[Prior art]
There are several types of signal systems that support the safe operation of trains, depending on the level of route operation density. These systems can be considered as a combination of a track circuit that detects the position of the preceding train and a transmission means between the ground and the vehicle that transmits the detected position in order to protect against a collision with the preceding train. As a combination, there is a signal system using radio. This radio-based signal system uses radio as a means of communication between the ground and the vehicle, and builds a signal system that utilizes the characteristics of mobile communication. It provides appropriate information to the crew, It is intended to improve. In addition, it is a system for improving the train continuation performance by performing control using preceding train information within the reach of radio. That is, a signal system is constructed using wireless technology, position detection technology, and network technology.
[0003]
When train detection is performed by a track circuit in the vicinity of the station, the signal display of the continuation train does not change until the preceding train leaves the station and the last vehicle leaves the track circuit.
[0004]
[Problems to be solved by the invention]
However, according to the track circuit system, it is necessary to divide the track circuit of the station portion finely as shown in FIG. And of course, equipment costs will increase. On the other hand, in the signal system using radio, in order to keep the train safe, the radio zone must be continuous so that the train can be stopped from the ground anytime and anywhere. Rather than introducing the system from the beginning, a gradual system migration is desirable.
[0005]
The present invention is constructed in order to meet these conventional demands, and an object thereof is to provide a train control system capable of realizing stepwise introduction while ensuring a safety level equal to or higher than that of a conventional system. And
[0006]
[Means for Solving the Problems]
A train control system according to the present invention includes a radio train control system having a predetermined radio zone and configured by installing a radio base station that transmits and receives information with a radio mounted on a vehicle at least at a station, and is provided along a track. A point control ATS system constructed using a grounded base and a car base provided on a train, and a vehicle having a radio is located in a radio zone of the radio base station, and the radio base station and the vehicle When the wireless line can be set between the two, the current position of the train is confirmed by the point control ATS system, and the train control is performed based on the control information such as the preceding train position information and the route information by the wireless train control system. Is located in a wireless dead zone outside the wireless zone of the wireless base station, and when a wireless line cannot be set between the wireless base station and the vehicle, train control is performed by the point control ATS system. Therefore, in the middle of the station on a route with a relatively small amount of transportation, the train control is performed by the low-cost point control ATS, and in the train control around the station with high operation density, the position information based on the radio and the position of the preceding train More detailed control can be performed with information, and a train control system can be constructed up to the transition to a wireless train control system by continuation of wireless zones.
[0007]
Also, when the train is located outside the radio zone and a radio link cannot be set up between the radio base station and the vehicle, the vehicle is located within the radio zone and a radio link is set up between the radio base station and the vehicle. Train control by the point control ATS system is performed in consideration of control information such as preceding train position information and route information obtained through the wireless train control system. Therefore, in the wireless dead zone between the discontinuous wireless zones, it is possible to perform train control while maintaining the degree of security including not only the point control ATS but also the control information.
[0008]
DETAILED DESCRIPTION OF THE INVENTION
A train control system according to the present invention includes a radio train control system configured by installing a radio base station having a predetermined radio zone in a station, a ground unit provided on a track, and a vehicle upper unit provided on a train. And a point control ATS system constructed using it. And when the vehicle which has a radio | wireless machine is located in a radio zone, and the radio link is set between the radio base station and the vehicle, train control by a radio train control system is performed. On the other hand, when the vehicle is located outside the wireless zone and a wireless line cannot be set between the wireless base station and the vehicle, train control is performed by the point control ATS system. Therefore, it is possible to receive a backup of the existing system until the wireless reliability is established, and smoothly transition to a system that uses the wireless for full control after the reliability is established.
[0009]
【Example】
FIG. 1 is a block diagram showing a configuration of a train control system according to an embodiment of the present invention. In the figure, the train control system of the present embodiment includes a control device 11 that integrally controls vehicle position detection information, each data, control signal, and the like by a point control ATS by a ground element-car element, a train number, and the like. Train database 12 storing data related to train 20, train line information, departure time / minute information, operation database 13 storing data related to operations such as crew operation and operation schedule, operation notification such as change of train number, schedule change, A command terminal 14 to which a command such as a change in vehicle operation or crew operation is input, and a wireless base station 16 (to be described later) based on a control signal from the control device 11 to connect to a target wireless device, When connecting to the target control device 11 via the radio base station 16, the number assigned to the radio of the train, the number assigned to the portable radio, and the zone where the radio exists It is installed at the station part, and the address conversion part 15 for absorbing the difference in the number system such as the number assigned to the station, facilitating the connection based on the position of the radio, and further expanding A wireless base station 16 having a wireless zone indicated by a chain line, a wireless device mounted on the train 20 and a portable wireless device 18 carried by a worker along the line 17, and a ground unit 19 provided on the track to construct a point control ATS. It is comprised including. Further, in FIG. 1, there may be a wireless dead zone where the wireless zones of the wireless base stations 16 installed at adjacent stations between the stations do not overlap each other. In addition, in order to cover the said wireless dead zone in FIG. 1, the wireless base station 16 is newly provided and the wireless zone which the installed wireless base station 16 has (it shows with a broken line in the figure) can aim at continuation of a wireless zone, as mentioned above. Let's show an ideal system.
[0010]
FIG. 2 is a block diagram showing the configuration of the vehicle in this embodiment. As shown in the figure, the vehicle 21 includes a control device 22 that comprehensively controls vehicle position detection information, each data and control signal, a brake signal, and the like by point control ATS by a ground child-vehicle upper member, which will be described later, A display 23 that displays the current speed limit, driving pattern, preceding train position, distance to the preceding train, warning display, and the like in the cab, etc., and a digital radio 24 that manages communication with the radio base station via the antenna 25 And an ATS transmitter / receiver 26 that controls transmission / reception between a ground unit and a vehicle unit, which will be described later, and a vehicle unit 27. A ground element 28 is installed in the orbit. In addition, as facilities necessary for realizing the basic functions of the present embodiment, a point control ATS system constructed using a ground unit and a vehicle upper unit, and a digital radio system constructing a radio link using a digital radio unit A network control system that performs train control using a communication line via wireless and wired, and a train operation command system that manages and manages train operations in an integrated manner.
[0011]
Next, an outline of the operation of the train control system of the present embodiment shown in FIG. 1 and the configuration of the point control ATS shown in FIG. 2 and the vehicle 21 having the digital radio 24 will be described.
[0012]
First, when the vehicle 21 is located within the radio zone of the station performs a radio communication with the radio base station 16 and the digital radio 24 of the vehicle performs control by point control ATS, to help train driver Can do. In other words, utilizing the radio, the point control ATS alone detects the state of unoccluded operation by turning on the power again, etc., and the train is transmitted by transmitting to the surrounding trains by radio that the train is in an unoccluded state. The rear-end collision can be prevented while moving, and the position of the preceding train is displayed in the wireless zone to assist the driver. In addition, by using the in-vehicle signal, accidents caused by mistakes in the signal can be prevented, and the positional relationship between the preceding train and the train that is important in the event of an abnormality can be displayed to assist the driver and commander in making accurate judgments. To do. In addition, we will endeavor to provide appropriate information to the crew, such as the driving conditions at the destination, and improve the safety level. Then, as shown in FIG. 3, when the vehicle is located in a wireless dead zone that is outside the wireless zone between stations, the system shifts to a system controlled by point control ATS . At this time as well, an operation pattern is generated using data such as the preceding train position obtained in the wireless zone in the previous station, and operation at a speed higher than the speed limit indicated by the ATS is made possible. It should be noted that when shifting from semi-continuous ATS by radio to control by a combination of point control ATS and radio data or control by point control ATS alone, it is assumed that absolute position information is acquired or not.
[0013]
Next, FIG. 4 is a flowchart showing a series of operations in the train control system of the present embodiment. First, in step S1, initial processing after power-on shown in FIG. Next, the process proceeds to a semi-continuous ATS process shown in FIG. In step S3, the process proceeds to the communication function processing shown in FIG. Finally, in step S4, it is determined whether or not the power is OFF. If the power is not OFF (step S4; NO), the process returns to step S2 to perform the semi-continuous ATS process and the communication function process again. . On the other hand, if the power is turned off (step S4; YES), the series of operations of the train control system of this embodiment is terminated.
[0014]
FIG. 5 is a flowchart showing the initial process in the train control system of the present embodiment, that is, the operation from the time of turning on the power to the transition to the steady state. First, when the vehicle is turned on, the train position information immediately before the power is turned off is read (steps S101 and S102). The read train position information and the GPS position information are collated to set a temporary position (step S103). Then, it is checked whether or not there is a radio link, and if there is a radio link, it is checked whether or not it is combined with the ground unit (step S104; YES, step S105). Then, when coupled with the ground unit, the ground control device acquires the current position based on the ground unit, the track circuit information, and the attributes of the wireless base station, and wirelessly transmits to the vehicle. Shifts to a semi-continuous ATS which is a train control system (step S105; YES, step S111). On the other hand, when not connected to the ground unit, the system is based on the point control ATS (step S105; NO, step S106). Further, when there is no wireless link in step S104, it operates as an unblocked state (step S104; NO, step S107). Then, it is checked whether or not it is coupled to the ground element. If it is coupled to the ground element, the unoccluded state is canceled and a system based on the point control ATS is set (step S108; YES, step S109). Thereafter, if there is a wireless link, the operation proceeds to step S105 (step S110; YES). If it is not connected to the ground unit in step S108, the operation shifts to step 104 (step S108; NO). By such an operation when the power is turned on, the operation shifts to a semi-continuous ATS which is a train control system of the present embodiment described later.
[0015]
Next, FIG. 6 is a flowchart showing the operation of the semi-continuous ATS in the train control system of this embodiment. First, the distances are integrated based on the speed generator output of the traveling vehicle (step S201). Then, it is checked whether or not there is a radio link. If there is no radio link, the current position information of the point control ATS is obtained (step S202; NO, step S203). Further, it is checked again whether or not there is a wireless link. If there is no wireless link, the travel distance and elapsed time are confirmed (step S204; NO, step S205). If the mileage and elapsed time exceed the predetermined values, the point control ATS checks whether or not there is a radio link when there is no current position information. (Step S206; YES, Step S207, Step S208; YES, Step S209). Here, in the case where there is no wireless link in step S208 and in the case where it is not coupled to the ground unit in step S209, the process returns to step S207. If it is connected to the ground unit, the current position is confirmed, and the process moves again to the semi-continuous ATS that is the train control system of this embodiment (step S209; YES, step S210). On the other hand, when there is a wireless link in step S204, the process shifts again to the semi-continuous ATS (step S204; YES). If the travel distance and elapsed time do not exceed the predetermined values in step S206, the process returns to step S203. Furthermore, when there is a wireless link in step S202, preceding train information and route information are acquired (step S202; YES, steps S212 and S213). Then, a stop target is set, and a speed limit curve for the set stop target is generated (steps S214 and S215). If the speed is checked and the result is OK, the process proceeds to semi-continuous ATS again (step S216; YES). If the result of the speed check is not OK, a warning sound for brake control is issued (step S216; NO, step S217). Further, it is checked whether the brake is released or not. If the brake is released, the speed is checked again, and the result is OK. After confirming the brake release, the process proceeds to the semi-continuous ATS again (step S218; YES, step S219). YES, step S220). On the other hand, if it is not handled as a brake release in step S218, or if the speed is checked in step S219 and the result is not OK, the process returns to step S217.
[0016]
Moreover, FIG. 7 is a flowchart which shows operation | movement at the time of the steady state of the communication function in the train control system of a present Example. First, it is checked whether or not there is a wireless link. If there is a wireless link, the operation notification information and the information of the workers along the line are confirmed (step S301; YES, steps S302 and S303). After the confirmation, the presence / absence of field devices or portable wireless devices in the communication area of the own train is confirmed (step S304). These data are acquired and registered in the database in the central control center (steps S305 and S306). By performing such an operation, a communication function in the semi-continuous ATS is performed in a steady state.
[0017]
When an abnormality occurs after the transition to such a semi-continuous ATS, the function in which the abnormality has occurred is disconnected, and control that is possible with the remaining functions is performed. At this time, the abnormal state is naturally displayed. As an example, if wireless semi-continuous ATS does not function, it operates with point control ATS. In addition, when the point control ATS does not function, such as in the case of disconnection of the vehicle armature, the operation is performed while performing wireless protection. If data transmission is not possible, take action by voice notification. If it loses its function at all, it operates based on a predetermined procedure and documents such as meetings between stations.
[0018]
Further, in the speed control for the stop target in the station premises and the speed control of the succeeding train for the preceding train to the stop target in the radio zone, FIG. 8 (a) follows the preceding train that stops at the stop target. FIG. 9B is a characteristic diagram illustrating the speed control of the succeeding train and the present embodiment when the train is about to pass, and FIG. 8B is a diagram of the succeeding train when the preceding train and the succeeding train stop at the stop target. It is a characteristic view which shows the speed control of a present Example. The speed limit is suppressed by the length of the block so that the subsequent train using only the conventional point control ATS system indicated by the alternate long and short dash line in FIG. 8 (a) passes through acceleration and deceleration intermittently. Repeated useless acceleration and deceleration, I could not operate the train smoothly. On the other hand, the succeeding train by the train control system of the present embodiment shown by the solid line in FIG. 8A can be performed in real time by wireless semi-continuous ATS even when there is a preceding train that is stopped. Therefore, a smooth passage is possible. In addition, when the following train stops at the stop target following the preceding train that stops at the stop target, the subsequent train using only the conventional point control ATS system indicated by a one-dot chain line in FIG. 8B intermittently accelerates and decelerates. Stop while repeating. On the other hand, the succeeding train by the train control system of the present embodiment shown by the solid line in FIG. 8A can be performed in real time by wireless semi-continuous ATS even when there is a preceding train that is stopped. Therefore, a smooth stop is possible. Therefore, according to the train control system of the present embodiment, even if there is a preceding train in any situation, it can be performed in real time by wireless semi-continuous ATS, and smooth train operation can be realized.
[0019]
According to the present embodiment described above, a radio base station is installed at each station, the presence of a place outside the radio zone area is allowed in the middle of the station, and basic functions are assumed to be an in-vehicle signal, semi-continuous ATS, and driving notification. Will be. In addition, the basic functions that can be realized by adding software are positioned as attached functions, such as prevention of erroneous departure, overrun protection, and business communication. The extended function is accompanied by the addition of equipment and software. The ATS ground equipment is replaced with a multi-information ground element, and a multi-information ground element-compatible unit is added to the on-board device to realize a forward course display independent of the track circuit. In addition, it is possible to achieve movement blocking by installing a radio base station in the middle of the station and making the radio zone continuous, and it is possible to realize a train approach warning for workers along the line only by making the radio zone continuous.
[0020]
In addition, this invention is not limited to the said Example, It cannot be overemphasized that various deformation | transformation and substitution are possible if it is description in a claim.
[0021]
【The invention's effect】
As described above, a radio train control system that has a predetermined radio zone and is constructed by installing a radio base station that transmits and receives information with a radio mounted on a vehicle at least at a station, and is provided along a track A point control ATS system constructed using a ground unit and a vehicle upper unit provided on a train, and a vehicle having a radio is located in a radio zone of the radio base station, and the radio base station and the vehicle When a wireless line can be set in between, the current position of the train is confirmed by the point control ATS system, and the train is controlled by the wireless train control system based on the control information such as the preceding train position information and the route information. When it is located in a wireless dead zone outside the wireless zone of the base station and a wireless line cannot be set between the wireless base station and the vehicle, train control is performed by the point control ATS system. Therefore, in the middle of the station on a route with a relatively small amount of transportation, the train control is performed by the low-cost point control ATS, and in the train control around the station with high operation density, the position information based on the radio and the position of the preceding train More detailed control can be performed with information, and a train control system can be constructed up to the transition to a radio train control system by continuation of radio zones.
[0022]
In addition, when the vehicle is located outside the wireless zone and a wireless line cannot be set up between the wireless base station and the vehicle, the vehicle is located within the wireless zone and a wireless line is set up between the wireless base station and the vehicle. Train control by the point control ATS system is performed in consideration of control information such as preceding train position information obtained through the wireless train control system when it is completed. Therefore, in the wireless dead zone between the discontinuous wireless zones, it is possible to perform train control while maintaining the degree of security including not only the point control ATS but also the control information.
[Brief description of the drawings]
FIG. 1 is a block diagram showing a configuration of a train control system according to an embodiment of the present invention.
FIG. 2 is a block diagram showing a configuration of a vehicle in the present embodiment.
FIG. 3 is a block diagram showing a state when the vehicle is located in a wireless dead zone.
FIG. 4 is a flowchart showing a series of operations in the train control system of the present embodiment.
FIG. 5 is a flowchart showing an operation of initial processing at power-on in the train control system of the present embodiment.
FIG. 6 is a flowchart showing the operation of semi-continuous ATS in the train control system of the embodiment.
FIG. 7 is a flowchart showing an operation in a steady state of a communication function in the train control system of the embodiment.
FIG. 8 is a diagram showing a state of train speed control in the present embodiment.
FIG. 9 is a diagram showing a configuration of a current system in a station premises.
[Explanation of symbols]
11, 22; control device, 12; train database, 13; operation database,
14; command terminal, 15; address conversion unit, 16; radio base station,
17; Line workers, 18; Portable radio, 19, 28;
20, 21; vehicle, 23; indicator, 24; digital radio, 25; antenna,
26; ATS transceiver, 27;

Claims (2)

A radio train control system that has a predetermined radio zone and is built by installing at least a radio base station that transmits and receives information to and from a radio mounted on a vehicle, and is provided on a ground unit and a train provided along a track. A point control ATS system constructed using the vehicle upper
Located in the vehicle is within the radio zone of the radio base station having a radio, when said settable wireless channel between the wireless base station and the vehicle to confirm the current location of the train by the point control ATS system Train control based on control information such as preceding train position information and route information by the wireless train control system,
When the train is located in a wireless dead zone outside the wireless zone of the wireless base station and a wireless line cannot be set between the wireless base station and the vehicle, train control is performed by the point control ATS system. Train control system. When the train is located outside the radio zone and a radio channel cannot be set up between the radio base station and the vehicle, the vehicle is located in the radio zone and the radio channel is located between the radio base station and the vehicle. 2. The train control system according to claim 1, wherein train control is performed by the point control ATS system in consideration of control information such as preceding train position information and route information obtained by the wireless train control system.

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