KR102118672B1 - Train control method and train control system - Google Patents

Abstract

The present invention is a train control method for controlling train operation by performing a transfer between a driving mode of moving occlusion and a driving mode of fixed occlusion, when the driving mode of train 3a is switched from moving occlusion to fixed occlusion, immediately before The ATP pattern C1 of the moving occlusion of is effective to enable driving as it is. Thereby, the driving mode can be switched between the moving occlusion and the fixed occlusion without stopping the running train once, so that the operation of the train can be controlled.

Description

Train control method and train control system {TRAIN CONTROL METHOD AND TRAIN CONTROL SYSTEM}

The present invention relates to a train control method for controlling train operation by performing switching between a driving mode of moving occlusion and a driving mode of fixed occlusion, more specifically The present invention relates to a train control method for controlling a train operation by performing a transfer between a moving occlusion and a fixed occlusion without stopping the train traveling once, and a train control system for implementing the method.

Conventional train control systems of this type perform train detection using on-rail information of a physical location detection device, and a linkage device for setting a backup route and a CBTC route as a route, and wireless from a train In a wireless train control system equipped with an ATP terrestrial device for detecting re-election based on location information via a route, the wireless train control system for controlling trains is set for each section in which a wireless unloaded vehicle and a CBTC control train (wireless equipped vehicle) travel. By switching the course, it is possible to enable two-way mixed operation on the same pioneer (for example, see Patent Document 1).

Patent Document 1: Japanese Patent Application Publication No. 2011-116212

The radio train control system described in Patent Document 1 is equipped with an ATP terrestrial device for detecting re-training of a train by receiving location information from the train via radio, and is equipped with a wireless unmounted vehicle and a wireless onboard vehicle (CBTC control train) By switching the course set for each section in which) runs, it is possible to operate both of them on the same line, and wireless non-mounted vehicles and wireless on-board vehicles (CBTC control trains) that cannot detect the location by wireless are simultaneously on the same line. You can drive safely. This is to ensure that both wireless unloaded vehicles and other CBTC-controlled trains can be mixed and operated on both sides of the same pioneer. It does not run by switching between them.

On the other hand, in recent years, there have been many cases in which a plurality of trains are driven by the driving mode of movement occlusion on the same pioneer. However, in the related art, when the train is moving in the driving mode of the moving occlusion, when the system is switched to the driving of the driving mode of the fixed occlusion due to a failure or failure of the wireless system or the train, the train must stop once for the switching of the driving mode. did. Once the train stopped like this, the probability of a delay in operation increased.

Accordingly, in response to this problem, the problem to be solved by the present invention is a train control method for controlling train operation by transferring a driving mode between a moving occlusion and a fixed occlusion without stopping the running train once. The aim is to provide a train control system.

In order to solve the above problems, the train control method according to the present invention is a train control method for controlling train operation by switching between the driving mode of moving occlusion and the driving mode of fixed occlusion, wherein the driving mode is fixed from the movement occlusion. When it is switched to the occlusion, the ATP (Automatic Train Protection) pattern of the previous movement occlusion is valid to enable driving as it is.

In addition, the train control system according to the present invention is a train control system that controls the train operation by performing a transfer between the driving mode of the moving occlusion and the driving mode of the fixed occlusion, and is installed on the track and provides information on the ATP pattern of the fixed occlusion. The ground and the train that transmits the train operation information, the car box that is mounted on the train and communicates with the ground, and the operation mode is changed while the transfer mode is switched and the operation mode of the fixed occlusion is fixed. When it is transferred to the stationary occlusion, the on-board device that controls the train operation that enables the ATP pattern of the previous movement occlusion to be able to travel as it is, and a wireless device that transmits/receives location information of the train and is installed at the front of the train direction. Therefore, it has a measuring means for measuring the distance to the tail position of the preceding train.

According to the train control method according to the present invention, when the driving mode of a traveling train is switched from a moving occlusion to a fixed occlusion, the ATP pattern of the previous moving occlusion is enabled and can travel as it is, so that the traveling train stops once. Without having to do this, the driving mode can be switched between the moving occlusion and the fixed occlusion to control the train operation. Therefore, it is possible to reduce the probability that the running delay of the traveling train will occur.

Further, according to the train control system according to the present invention, train operation information including information of a fixed occluded ATP pattern is transmitted by a grounder installed on a track, and communication between the grounder and the vehicle box mounted on the train is carried out. Then, the train operation information including the information of the ATP pattern of the fixed occlusion is received, and the operation mode of the movement occlusion and the fixed occlusion is switched by the onboard device mounted on the train, and the driving mode is changed from the movement occlusion to the fixed occlusion. When it is transferred, the ATP pattern of the previous movement occlusion is enabled to control train operation to enable driving as it is, and the location information of the train is transmitted and received by a wireless device mounted on the train, installed at the front of the train direction The distance to the aft position of the preceding train can be measured by the distance measuring means. Thereby, by implementing the above train control method, it is possible to perform control of train operation by switching the driving mode between the moving occlusion and the fixed occlusion without stopping the running train once. Therefore, it is possible to reduce the probability that the running delay of the traveling train will occur.

1 is a schematic diagram showing an embodiment of a train control system according to the present invention.
[Fig. 2] Fig. 2 is a schematic explanatory diagram showing the distance measuring device of the train control system.
3 is an explanatory diagram showing an embodiment of a train control method according to the present invention, and shows a state in which the driving mode of the train is switched from moving occlusion to fixed occlusion.
4 is an explanatory diagram showing various situations of a pattern in which the train after moving to a fixed occlusion in the above train control method travels and stops due to the stoppage of the beacon.
5 is an explanatory diagram showing a pattern in which the train traveling while decelerating to a predetermined speed in the ATP pattern of the previous occlusion in the train control method, while maintaining the speed, measures the distance from the preceding train and stops. to be.

EMBODIMENT OF THE INVENTION Hereinafter, embodiment of this invention is described based on attached drawing.

1 is a schematic diagram showing an embodiment of a train control system for implementing a train control method according to the present invention. This train control system is to control the train operation by performing a transfer between the driving mode of moving occlusion and the driving mode of fixed occlusion. First, the fixed occlusion as the driving mode of the train and the moving occlusion will be described.

Fixed occlusion is a conventional train control method, which prevents different trains from occupying the same section at the same time, and usually only one train is allowed to enter one section (occlusion section). Since this section is set between signalers, it is set as a fixed section. In this case, the train is not allowed to enter the section until the signal signals the progress. Therefore, when the section of the fixed occlusion becomes longer, the line capacity decreases and the running efficiency deteriorates.

Mobile occlusion is a method of train control introduced in recent years and aims to improve the defects of fixed occlusion. This movement obstruction is based on information measured by various sensors, tachometers, speedometers, etc. provided on a track or car, and the current exact position, speed, and direction of each train is determined, and the computer can detect the different trains for each train. By calculating the range that does not allow entry, the train's instructions are sent directly to the train (signaling becomes unnecessary). In this case, it is possible to approach the train as close as possible while maintaining the minimum train interval required for safety. Therefore, it is possible to increase the line capacity, and thus the operation efficiency is improved.

The train control system according to the present invention, as shown in FIG. 1, is mounted on the ground 2 installed on the track 1, the car box 4 mounted on the train 3, and the train 3 The onboard device 5, the wireless device 6 mounted on the train 3, the speed sensor 7 mounted on the train 3, and the ranger 8 installed in the front of the train 3 ). In Fig. 1, reference numeral 9 denotes an antenna of the wireless device 6, and reference numeral 10 denotes a wheel of the train 3.

The grounder 2 sends train operation information including information of a fixed occluded ATP pattern to the car box 4 of the train 3, and is installed on the track 1 side. Here, "ATP" is an abbreviation of "Automatic Train Protection" in English, and is called "automatic train security device" in Japanese. This ATP is a system to protect the safety of trains and avoid accidents by forcibly braking when the driver is wrong and the speed limit is not observed. The "ATP pattern" is a driving curve (brake pattern) calculated in the ATP system based on information on the remaining distance to the position where the train should stop, and realized by the brake performance of the train. By inspecting (checking) the speed not exceeding this ATP pattern, the safety of the train is maintained. The ATP pattern includes a fixed occluded ATP pattern that is an ATP pattern in a fixed occluded driving mode, and a movable occluded ATP pattern that is an ATP pattern in a movable occluded operating mode.

The vehicle box 4 communicates with the grounder 2 to receive train operation information including information of a fixed occluded ATP pattern, and is mounted on the train 3. In addition, train operation information is electronically communicated between the above-mentioned grounder 2 and the car box 4.

The on-board device 5 performs a transfer of the operation mode of the movement occlusion and the fixed occlusion, and at the same time, when the operation mode is switched from the movement occlusion to the fixed occlusion, the train enabling the ATP pattern of the immediately preceding movement occlusion to be able to travel as it is. By controlling the operation, it is mounted on the same train 3. The on-board device 5 is equipped with a computer, and calculates by inputting information from the car box 4, a wireless device 6 to be described later, a speed sensor 7, a ranger device 8, and the like, and operates the train. It is to be controlled. In addition, both the ATP pattern of the moving occlusion and the ATP pattern of the fixed occlusion are created and held in the onboard device 5.

The wireless device 6 transmits and receives location information of the train 3 and is mounted on the same train 3. This wireless device 6 enables the operation of the train by moving occlusion while transmitting and receiving the current exact position of each train between other trains. In addition, train operation information such as a speed other than the position, a direction of travel, and a driving mode may be transmitted and received.

The speed sensor 7 measures the traveling speed of the own train 3 and is mounted on the same train 3.

A distance measuring device 8 is provided at the front portion of the train 3 in the forward direction (the head of the train). The distance measuring device 8 serves as a distance measuring means for measuring the distance to the tail position of the preceding train. For example, as a medium for distance measurement, light or radio waves are used to receive reflections from the tail of the preceding train. It is supposed to be measured. As shown in Fig. 2, a distance measuring device 8 including a light-emitting light-receiving unit or a radio transmission/reception unit is provided at the front of the train 3a in the traveling direction to transmit light or radio waves from the ranger 8, and By receiving light or radio waves reflected from the rear body of the preceding train 3b running, the distance to the rear position of the preceding train 3b is measured.

Alternatively, the distance measuring device 8 may acquire an image of the trailing part of the preceding train 3b as a medium for distance measurement, and perform image analysis to measure it. For example, in Fig. 2, an imaging device is provided as a distance measuring device 8 in front of the traveling direction of the own train 3a, and an image of the rear body of the preceding train 3b running forward with the imaging device is shown. By photographing and analyzing the images obtained, the angle at which the rear body of the preceding train 3b of a known size is measured is measured, and the distance from the size of the angle to the rear position of the preceding train 3b is calculated. May be

In addition, measurement of the distance to the aft position of the preceding train 3b by the distance measuring device 8 is not limited to using light or radio waves or using an imaging device, and the aft position of the preceding train 3b Any other means may be used as long as the distance to the instrument can be measured.

Next, a train control method performed using the train control system configured as described above will be described with reference to FIGS. 3 to 5. This train control method is to control the train operation by switching between the driving mode of the moving occlusion and the driving mode of the fixed occlusion, and when the driving mode is switched from the moving occlusion to the fixed occlusion, the ATP pattern of the previous moving occlusion. To make it possible to run as it is, to decelerate to a predetermined speed with the ATP pattern of the movement obstruction, and then to be able to run while maintaining the speed.

3(a), sections 1 to 5 of the track 1 travel in their driving mode in which the train 3a (hereinafter referred to simply as the "train 3a") and the preceding train 3b are moving occluded. It shows the state. In this state, both the train 3a and the preceding train 3b are running in a moving occluded driving mode, and the reelection ranges of the train 3a and the preceding train 3b are as shown in the respective trains 3a. , 3b) The length of the train from the head to the end is as long as minutes. Thus, the train 3a can be brought closer to the rectilinear rear of the preceding train 3b. The broken line curve C1 shows the ATP pattern of the movement occlusion of the train 3a running in the operation mode of the movement occlusion. The ATP pattern C ₁ of the movement obstruction shows that the vehicle can travel while changing the speed according to the curve C ₁ and can stop at the rectilinear rear position of the preceding train 3b.

Fig. 3(b) is a view of the on-board device 5 of the train 3a when it is determined that the train 3a in Fig. 3(a) cannot continue driving in the driving mode of the movement occlusion due to some obstacle. The control mode shows a state in which the operation mode is automatically switched from a moving occlusion to a fixed occlusion. In this state, since the train 3a is in a fixed occluded driving mode, as shown, the entire section 2 becomes the re-election range of the train 3a (hereinafter, the same applies to the descriptions in FIGS. 4 and 5). . That is, section 2 becomes one occlusion section. Therefore, the subsequent train of the train 3a cannot enter section 2, and the train 3a is not allowed to enter section 3. In Fig. 3(b), the signal device 11a provided at the end of section 2 is a stop display (× mark). In addition, since the preceding train 3b is in the operation mode of the movement occlusion, the re-election range is equal to the length of the preceding train 3b.

However, as shown in Fig. 3(b), the ATP pattern of the fixed occlusion after the ATP pattern C ₁ of the movement occlusion when the operation mode of the train 3a is switched from the movement occlusion to the fixed occlusion (train 3a) )) is aimed at a position farther than the pattern that stops by traveling to the end of section 2) and is unable to stop in the fixed occlusion ATP pattern, of the previous movement occlusion shown in Fig. 3(a). The ATP pattern C ₁ is made valid so that it can travel as it is. That is, it is possible to safely travel from the movement occlusion to the end of the ATP pattern C ₁ of the movement occlusion when the transition is made to the stationary occlusion, and the train 3a travels as it is. In this case, it becomes possible to enter the next section 3 shown in Fig. 3(b).

Fig. 4(a) shows a state in which the train 3a in Fig. 3(b) enters section 3 and travels, and is stopped by the stop display of the signal device 11b at the end of section 3. In this state, when the train 3a enters from section 2 to section 3, the ATP pattern C ₁ of the previous moving block is valid and enters. It is possible to become impossible. Thus, when the operation mode is switched from the moving occlusion to the fixed occlusion, it may not be possible to stop in the ATP pattern of the fixed occlusion, and the ATP pattern C ₁ of the immediately preceding occlusion is valid to enable driving as it is, immediately before the above. After decelerating (randomly specified speed) to a predetermined speed with the ATP pattern C ₁ of the moving occlusion of, it is possible to run on the driving curve C ₂ maintaining the speed (at the speed limit reached state). Thereafter, the train 3a passes over the stationary occlusion ground 2a installed near the end of section 3, so that the car box 4 of the train 3a is electronically coupled to the ground 2a. Thus, the fixed occlusion ATP pattern is updated. Then, the train 3a is switched to the driving according to the ATP pattern of the fixed occlusion, since the preceding train 3b is re-elected in the section 4, and the beacon 11b at the end of the section 3 is a stationary manifestation, so the ATP of the fixed occlusion. Along the driving curve C ₃ by the pattern, the train 3a stops in front of the beacon 11b.

4(b), the train 3a in FIG. 3(b) enters and travels in section 3, updates a fixed occluded ATP pattern in section 3, travels as it is, and signals at the end of section 4 (11c) ). In this state, from the state shown in Fig. 4(a), the preceding train 3b enters the section 5 in front of it. In this case, the train 3a decelerates to a predetermined speed with the ATP pattern C ₁ of the previous movement occlusion in section 3, and then travels with the driving curve C ₂ maintaining the speed, and the stationary occlusion near the end of section 3 by passing over the support of the box (2a) for, by the car box (4) and the support box (2a) of the rail (3a) electrically coupled to, and updates the ATP patterns which are fixed and closed ₄ C. At this time, the train is not re-elected in section 4, and the beacon 11b at the end of section 3 is in progress (○ mark), so train 3a increases section 4 to ATP pattern C4 with a fixed occlusion after updating. To enter. The train 3a travels in the section ₄ in accordance with the ATP pattern C ₄ of the fixed occlusion as it is, since the preceding train 3b is reelected in the section 5, and the signal signal 11c at the end of section 4 is a stationary manifestation. According to the stop curve C ₅ by the fixed occluded ATP pattern C ₄ , the train 3a stops in front of the signal 11c.

FIG. 5 shows a state in which the train 3a in FIG. 3(b) enters section 3, enters section 4 from section 3 in a decelerated state, measures the distance from the preceding train 3b, and stops. have. This measures the distance between the preceding train 3b while the train 3a enters the next section 3, decelerates to a predetermined speed with the ATP pattern C ₁ of the previous movement occlusion, and maintains that speed. By doing so, the train 3a is controlled to stop by applying a brake at a time when the deceleration driving speed approaches a distance that can stop.

That is, when the train 3a enters from section 2 to section 3, the ATP pattern C ₁ of the previous moving block is valid and travels and enters as it is, so the fixed block ATP pattern is updated while driving in section 3 There is a possibility that you will not be able to. Thus, as in Fig. 4, when the operation mode is changed from a moving occlusion to a fixed occlusion, it may not be possible to stop in the ATP pattern of the fixed occlusion, and the ATP pattern C ₁ of the immediately preceding occlusion may be valid and travel as it is Thus, after decelerating to a predetermined speed (randomly specified speed) with the ATP pattern C ₁ of the previous movement blockage, driving at the driving curve C ₂ maintaining the speed (at the speed limit reached state) is possible. To do. In this state, the distance to the trailing position of the preceding train 3b is measured by the distance measuring device 8 mounted at the head of the train 3a shown in FIG. 2 while driving in the driving curve C ₂ of reaching the speed limit. Then, the brake is applied at the point of approach from the traveling speed at which the speed limit is reached by the driving curve C ₂ to a distance that can be stopped. Then, along the driving curve C ₆ by this brake operation, the train 3a stops just before the trailing position of the preceding train 3b. Reference numeral 2c denotes a ground occupant for fixed occlusion provided near the end of section 4, and reference numeral 11d denotes a beacon (stop display) at the end of section 4.

The above has described a train control method when the driving mode of the train 3a is switched from a moving occlusion to a fixed occlusion, but below is a fixed occlusion driving mode, while the train is running, to the driving occlusion driving mode. A description will be given of a case where switching is possible. At this time, the in-vehicle device 5 shown in Fig. 1 automatically switches the driving mode from fixed occlusion to mobile occlusion. The ATP pattern used for speed investigation is also switched from the fixed occlusion ATP pattern to the moving occlusion ATP pattern. In this state, when the following conditions are satisfied, the operation mode of the train can be switched from fixed occlusion to mobile occlusion.

Condition 1: The ground-to-car communication for mobile occlusion has been restored, and an ATP pattern of mobile occlusion has been prepared.

Condition 2: After satisfying condition 1, the re-election of the train is completely eliminated from the section in front of the train (referred to as train A) (referred to as section B), and the section opposite to train A (section C) ) Has been re-elected, so that only train A entered the section B (conditions to confirm that there are no other trains in the same section).

Condition 3: When the condition 2 is satisfied, there should be no stopping factor in the section B (condition for confirming whether there is no danger even when the train A runs).

After satisfying the above conditions and switching the driving mode from fixed occlusion to mobile occlusion, train A travels according to the ATP pattern of the movement occlusion.

1 orbit
2, 2a, 2b, 2c grounders
3 trains
3a own train
3b preceding train
4 car box
5 onboard gear
6 wireless devices
7 speed sensor
8 Rangefinder
11a, 11b, 11c, 11d signal
ATP pattern of C ₁ shift occlusion
C ₂ Driving curve with reduced speed
ATP pattern of C ₄ fixed occlusion

Claims (7)

Controlling train operation by performing switching between the moving-block operation mode and the fixed-block operation mode. As a train control method,
A train control method characterized in that when the driving mode is switched from a moving occlusion to a fixed occlusion, the ATP pattern of the previous moving occlusion is valid, and driving is possible as it is. The train control method according to claim 1, wherein, after decelerating to a predetermined speed in the ATP pattern of the previous occlusion, the speed is maintained to enable driving. According to claim 1, After decelerating to a predetermined speed with the ATP pattern of the previous movement occlusion, while maintaining the speed while measuring the distance between the preceding train, it is possible to stop from the decelerated driving speed A train control method characterized by stopping with a brake when approaching the street. A train control system for controlling train operation by performing a transfer between a driving mode of moving occlusion and a driving mode of fixed occlusion,
A ground ruler installed on a track and sending train operation information including information of a fixed occluded ATP pattern,
When the vehicle is mounted on a train and communicates with the above grounders, and when the driving mode is switched from the moving obstruction to the fixed obstruction at the same time as the operation mode of the moving obstruction and the fixed obstruction is performed. , An on-board device that controls the train operation to enable driving as it is by validizing the ATP pattern of the previous occlusion, and a wireless device that transmits and receives location information of the train,
Train control system, characterized in that it is installed at the front of the direction of travel of the train and has a measuring means to measure the distance to the aft position of the preceding train. The train control system according to claim 4, wherein the on-board device creates and holds both ATP patterns of moving occlusion and ATP patterns of fixed occlusion. The train control system according to claim 4 or 5, wherein the distance measuring means receives and measures reflections from the tail of the preceding train by using light or radio waves as a medium for distance measurement. The train control system according to claim 4 or 5, wherein the distance measuring means acquires an image of the trailing part of a preceding train as a medium for distance measurement, and performs image analysis to measure the image.

Images