JP2016005920A - Train control system, train control device and on-vehicle device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To solve a problem that, when a fixed blocking zone and a movable blocking zone exist on one rail track, a train should be temporarily stopped in blocking-system connecting points, or facilities of both the blocking systems should be overlappingly arranged in a constant zone.SOLUTION: When a train intrudes into a movable blocking system from a fixed blocking system, virtual fixed blocks (21 to 26) are arranged in a movable blocking zone, and a train control device 20 converts an advanceable distance length in the movable blocking zone into a virtual fixed blocking block. Then, the train control device transmits the virtual fixed blocking block to a train control device 10 by using an information transmission network 3. The train control device 10 and an on-vehicle device 5 of the train 41 perform train control on the basis of the transmission of the block. When the train intrudes into the fixed blocking system from the movable blocking system, the train control device 10 converts an accessible block in a control range of the fixed block into a kilometer base, transmits it to a train control facility 20, and controls the train on the basis of the kilometer base.

Description

  The present invention relates to a train control system, a train control device, and an on-board device.

  As background art in this technical field, there is JP-A-2002-240715 (Patent Document 1). This publication states that “Even if trains equipped with on-board devices of different types of train control systems run on the same track (area), the position of each train is grasped and "Ground equipment capable of transmitting train control signals" is described (see summary).

JP 2002-240715 A

For example, when a train control system on a track is replaced step by step, different train control systems exist on one track. In such a case, when trains enter each other between the control ranges of the different train control systems, there is a problem of how to perform train control continuously.
In Patent Document 1, the train devices of the different train control systems are not connected to each other, and in some sections, the different train control systems are provided redundantly, and the train is in the overlap section. It is described that the train control system is switched.

  However, in the train control system of Patent Document 1, the different train control system has a problem that the range of control by the overlapping section is expanded and the scale of the train control device is increased. Furthermore, since the length of the overlapping section tends to increase with an increase in the train traveling speed, the train control system becomes enlarged as the train operation speeds up.

Therefore, the present invention provides a system that realizes train control without laying redundant facilities of different train control systems on the same track (area).
In the present application, “section” means a region where one track is divided, and “control range” means a region where one train control device performs control.

In order to solve the above-mentioned problem, the present invention, when a train existing in the control range of one train control system enters a control range to which another train control system is applied,
The other train control system performs position conversion of the position information where the train can enter within the control range of the other train control system into position information recognizable by the one train control system,
The information converted position information is transmitted by communicating with the one train control system,
The one train control system performs train control of a train existing in the control range of the one train control system based on the information-converted position information transmitted from the other train system. is there.

ADVANTAGE OF THE INVENTION According to this invention, the enlargement of the scale of both train control systems can be suppressed to the minimum in the track | line where a train mutually passes between train control systems of a different system.
Problems, configurations, and effects other than those described above will be clarified by the following description of embodiments.

It is the figure which showed the structure of the train control apparatus of a fixed block system. It is the figure which showed the structure of the train control apparatus of a movement obstruction | occlusion system. It is the figure which showed the structure in case a train approachs from the control range of a train control apparatus of a fixed block system to the control range of a train control apparatus of a movement block system. It is the figure which showed the structure in case a train approachs into the control range of the train control apparatus of a fixed block system from the control range of a mobile block system train control apparatus. It is the figure which showed the structure of the on-board apparatus.

  First, as an example of a train control system of a different system which is a premise of the present invention, an outline of a train control system of a fixed block system and a mobile block system will be described with reference to FIGS. 1 and 2, respectively.

  FIG. 1 shows an outline of a fixed block type train control system centering on a control range of a train control device 10. The fixed blockage method is a method of determining a block block by dividing a track and controlling the train interval based on information on whether or not a train exists in the block. For this reason, a ground communication device, a track circuit, and the like for detecting the presence of the train are laid for each block (for example, every 11 to 16) on the track that performs the control of the fixed block system. Moreover, the train control apparatus 10 can recognize whether the train is present for each fixed block, using the ground communication device or track circuit provided for each fixed block.

  Further, as shown in FIG. 1 as the control range of the train control devices 9 and 11, the control range of the fixed block train control device is continuously provided in the section where the fixed block train control is performed. Each train control device is connected using the information transmission network 3 or the like. In addition, in the fixed block system line, the position information display method that can uniquely indicate the block block in all control ranges can be commonly recognized by each train control device and on-board device in the train. It is defined as.

  In the example of FIG. 1, when the train control device 10 performs the presence line detection, the train 41 that travels within the control range is fixed to the fixed block 16 using a ground communication device, a track circuit, or the like provided for each fixed block. It is possible to detect the presence of a line. Similarly, it is possible to detect that the preceding train 42 is on the fixed block 12 as well.

  When performing train control, first, the train control device 10 uses the on-line position information and stop point information of the train 41 as the train control signal Sk for the on-board device 5 mounted on the train 41, etc. Send through the device. Here, the “located line position information” is position information indicating the fixed block block 16 which is a block block where the train 41 is positioned. Further, the “stop point information” is information on a limit point where the train can travel, and in the example of FIG. 1 adopting the fixed block system, it is a fixed block block at the rear where the preceding train 42 is present. This is position information indicating a certain fixed block 13.

On the other hand, the on-board device 5 mounted on the train 41 receives the on-line position information (fixed blockage block 16) and stop point information (fixed blockage block 13) indicated by the train control signal Sk from the train control device 10.
Using these, the on-board device 5 creates a brake pattern for stopping the train by the end of the fixed block shown as the stop point information, or retrieves a brake pattern from the created brake pattern database. select. And train control can be performed by repeating updating of stop point information.
In such train control, even if the train 41 and the preceding train 42 are in different control ranges of the train control device, the train control is performed in the same manner as described above by performing communication between the train control devices. It can be carried out.

FIG. 2 shows an outline of the moving block type train control device with the control range of the train control device 20 as the center. The movement blockage method is a blockage method in which the block is moved together with the movement of the train. For this reason, the train control device 20 detects the position information of the train on-line position by detecting position information through wireless communication or the like at regular intervals between the train 41 and the on-board device 5 of the preceding train 42 in the control range. Perform detection.
In addition, as shown in FIG. 2 as the control range of the train control devices 19 and 21, the control range of the mobile block train control device is continuously provided in the section where the mobile block train control is performed. Each train control device is connected using the information transmission network 3 or the like.
The existing line position, which is position information in the movement blockage method, is defined as “about kilometer” indicating the number of kilometers from a specific base point on the line, and can be commonly recognized by each train control device and the on-board device in the train.

In the example of FIG. 2, the on-board device 5 of the train 41 travels based on information from the ground communication device for correcting the position information on the track and the rotational speed of the axle since the start of the device. The position information inside can be detected by itself. The on-board device 5 notifies the train control device 20 of the travel information including the detected position information, so that the train report signal Ss1 is directed to a wireless antenna or the like provided near the track at a constant cycle. Send. Then, the train report signal Ss1 received by the wireless antenna is transmitted to the train control device 20 through a cable or the like.
Similarly, in order to notify the train control device 20 of the traveling information including the position information from the preceding train 42 from the preceding train 42, the train report signal Ss2 is a wireless antenna provided near the track. Are transmitted at a constant cycle. The train report signal Ss2 is also transmitted to the train control device 20 through a cable or the like, similar to Ss1.
In this way, the train control device 20 can recognize the position information of the train 41 traveling within the control range and the position information of the preceding train 42.

When performing train control, the train control device 20 first calculates a distance that the train 41 can travel after securing a distance (safety margin) that can ensure the safety behind the preceding train 42, and this is a movement blockage. It becomes stop point information in the system. Then, the calculated travelable distance length is transmitted as the train control signal Sm to the on-board device 5 mounted on the train 41. The on-board device 5 mounted on the train 41 sends the train to the stop point based on the on-line position detected by itself and the travelable distance length indicated by the train control signal Sm received from the train control device 20. Create a brake pattern to stop. And train control can be performed by repeating updating of stop point information.
In such train control, even when the train 41 and the preceding train 42 are in different control ranges of the train control device, the train control can be similarly performed by performing communication between the train control devices. .

In a normal case, the track is unified by one kind of train control system such as the fixed block system and the movable block system as described above. However, when exchanging the train control system on the track, it is necessary to perform this step by step while dividing the section. In such a case, different types of train control systems must coexist on one track temporarily.
In such a case, it may be possible to switch the train control system after a temporary stop at the connection point of a different type of train control system. However, it is not preferable in terms of railway transportation efficiency to temporarily stop or reduce the traveling speed. .
On the other hand, in order to switch the train control system without reducing the traveling speed, it is conceivable that different types of train control systems coexist in a certain section. Here, the fixed section is, for example, a section corresponding to a distance traveled by a traveling train during the time required for switching the train control system. However, in this case, as described above, there is a problem that the equipment burden increases by arranging the equipment in duplicate. In addition, with the speeding up of train operations, such overlapping sections must be lengthened.

The present invention solves such problems and can be operated without redundantly installing different train control systems and without reducing the traveling speed of the train. In other words, stop point information related to the control of a train cannot normally be set in the control range of a train control system with a different control method, and a train that is traveling within the control range of one train control system The control stops at the connection point (boundary) with the control range of the train control system. Therefore, in the present invention, it is possible to extend and update the stop point information from the same control range that can be set conventionally to the control range of a different train control method. In other words, in order to update the stop point information across different train control systems, one train control system is a virtual train that has been recognizablely converted to the one train control system from another train control system. The point is to obtain stop point information. The conversion to stop point information that can be recognized by one train system may be performed by another train control system or by one train control system.
In the following embodiments, an example in which the fixed block method and the moving block method are connected will be described.
(Example 1)
In the present embodiment, an example will be described in which a train enters the control range of the train control device 20 of the mobile block system from the control range of the train control device 10 of the fixed block system.
FIG. 3 shows the respective control ranges of the fixed block system on the left side and the mobile block system on the right side with the connection point of the train control system of the fixed block system and the mobile block system as the center.
In addition to the control functions described in FIGS. 1 and 2 described above, the fixed block train control apparatus 10 and the mobile block train control apparatus 20 have functions to be described later. The train control device is connected by an information transmission network 3 for communication. This information transmission network may be a newly established cable, or may be configured by an existing communication cable that connects stations.

  In addition, the train 41 and the preceding train 42 that travel in both the fixed block system section and the mobile block system section are vehicles that can support both the fixed block system and the mobile block system train control system as the on-board device 5. The upper device is installed.

In this embodiment, first, the train control device 20 on the side of the mobile blockage method adjacent to the fixed blockage method sets a “virtual fixed blockage block” in the control range of the mobile blockage method. This virtual fixed block is defined by the kilometer of its start and end, and the length of each virtual fixed block can be arbitrarily determined.
In addition, since the virtual fixed block is a virtual block, there is no need to install equipment such as a ground communication device or track circuit for detecting the presence of a train for each block of the normal fixed block. .

In the virtual fixed block, not only the train control device 20 on the movable block system side but also the on-board device 5 mounted on the train control device 10 on the fixed block system side and the train 41 on the track is the same as the fixed block block. And can be used for train control of the fixed block system.
For this reason, the train control device 20 on the moving block system side has information indicating the correspondence between the virtual fixed block position number, the kilometer of the track, and the virtual fixed blocked block as the setting contents of the virtual fixed blocked block. . Based on such information, the train control device 10 and the on-board device 5 of the train 41 recognize the virtual fixed block block so that it can be handled as information for train control in the same manner as the fixed block block.
For example, the train control device 20 holds data about the correspondence between kilometer and virtual fixed block as shown in Table 1. And the virtual fixed block corresponding to it can be specified from the position information of the preceding train 42 grasped | ascertained with the kilo block in a movement block system. In addition, when the position number of the virtual fixed block is transmitted from the train control device 20 on the fixed block system side, the train control device 10 on the fixed block system side is fixed from the train control apparatus on the other fixed block system side. Similar to the case where the position number of the block block is transmitted, it can be recognized as the position number of the virtual fixed block and transferred to the on-board device of the train 41. In addition, when the on-board device 5 of the train 41 receives a virtual fixed block position number as stop point information from the train control device 10, it creates, searches, or selects an appropriate brake pattern based on this. Train control.

  In the example of FIG. 3, the virtual fixed block is defined as 21 to 26 in the control range of the movement block method. The lengths of the virtual fixed blocking blocks 21 to 26 can be arbitrarily set as described above. Further, the range that defines the virtual fixed blockage block may be set over all of the plurality of control ranges of the moving blockage method adjacent to the fixed blockage control method, or limited to the range covered by the brake pattern of the train 41. May be set.

Thus, by setting a virtual fixed block in the control range of the mobile blockage method, position information as a fixed block block can be given to a train existing in the control range of the mobile blockage method. Become.
For example, in the case of FIG. 3, the preceding train 42 that is in the moving blockage system is recognized as being in the virtual fixed blockage block 21, 22 from the head or tail kilometer. Then, it can be recognized that the virtual fixed blockage block reachable by the train 41 is 23.

  The control procedure when the train 41 enters the control range of the moving block train control device 20 from the control range of the fixed block train control device 10 is as follows. First, the train control device 20 uses the stop point information indicating that the train 41 can reach the virtual fixed blockage block 23 behind the preceding train 42 (the train control device 10 and its on-board device 5). The position number of the recognizable virtual fixed block 23 is transmitted as the inter-control device transmission signal Sl using the information transmission network 3. Next, the train control device 10 provides on-board position information indicating the on-line position of the train 41 to the on-board device 5 mounted on the train 41 (the fixed block block 16 that can be recognized by the train control device 10 and the on-board device 5). Position number) and stop point information indicating that the virtual fixed block 23 within the control range of the train control device 20 indicated by the inter-control device transmission signal Sl can be reached is transmitted as the train control signal Sk.

  As a result, the on-board device 5 mounted on the train 41 has the on-line position information (fixed block block 16) and stop point information (control of the train control device 20) indicated by the train control signal Sk received from the train control device 10. By creating a brake pattern that stops the train from the virtual fixed blockage block number 23) within the range to the end of the virtual fixed blockage block number 23, or by searching and selecting from the created brake pattern database, Train control that enters the control range of the train control device 20 of the moving block system from the control range of the train control device 10 is performed.

In addition, since the length of the virtual fixed blockage blocks 21 to 26 can be arbitrarily set, the fixed blockage block of the fixed blockage method used previously in the same section with the position numbers, start points, and end points of the virtual blocks 21 to 26. May be set the same.
When the virtual fixed block is set to be the same as the fixed block previously used, information on the virtual fixed block that the train control device 10 or the on-board device 5 must have is newly added. Instead, the same information as in the previous fixed block block can be used. In addition, after the train enters the control range of the train control device 20, the control may be switched to the control by the train control device 20 at an arbitrary timing.

(Example 2)
In the present embodiment, an example will be described in which a train enters the control range of the fixed block train control device 10 from the control range of the mobile block train control device 20. Even in the case of this embodiment, train control can be performed without laying the two control devices redundantly and without reducing the traveling speed of the train.
As in FIG. 3, FIG. 4 also shows the control ranges of the fixed block system on the left and the movable block system on the right, centering on the connection points of the fixed block system and the movable block system.
In addition to the control functions described in FIGS. 1 and 2 described above, the fixed block train control apparatus 10 and the mobile block train control apparatus 20 have functions to be described later. The train control device is connected by an information transmission network 3 for communication. Note that this information network may be a newly established cable, or may be configured with an existing communication cable that connects stations, as in the case of the first embodiment.

In Example 2, the train control device 10 on the fixed block system side holds data of the fixed block block length indicating the length of the fixed block blocks 11-16. Specifically, data as shown in Table 2 below is held.

  In the case of FIG. 4, the preceding train 42 is on the fixed block block 11, and the train 41 is ahead of the connection point from the fixed block block 12 behind the preceding train 42 to the control block connection point. It is possible to travel a distance corresponding to a total of up to 16 fixed block length data.

  Here, when the train 41 enters the control range of the fixed block type train control device 10 from the control range of the movement block type train control device 20, the train control device 10 makes a preceding train to the train control unit 20. 42. The inter-controller transmission signal S1 using the information transmission network 3 as the distance distance that can be entered as the total length of the fixed block block length data from the fixed block 12 at the rear to the fixed block 16 that is the connection point of the control range. Send as. The train control device 20 is connected to the on-board device 5 mounted on the train 41 from the approachable distance indicated by the inter-control device transmission signal S1 and the position of the train 41 where the control range ends (connection). The travelable distance length (the distance from the current line position of the train 41 to the fixed block 12 within the control range of the train control device 10) is added as the train control signal Sm.

  As a result, the on-board device 5 mounted on the train 41 is recognized by the on-board device 5 mounted on the train 41 and the travelable distance indicated by the train control signal Sm received from the train control device 20. A train that enters the control range of the fixed block train control device 10 from the control range of the mobile block train control device 20 by creating a brake pattern that stops the train from the position to the travelable distance length Take control.

  In any case of Example 1 and Example 2, the on-board device 5 sends a signal of any method when it passes through the connection point of the train control system of the fixed block system and the mobile block system. It will be switched whether to receive and train control. FIG. 5 shows a specific example of such an on-vehicle device.

  The on-board device 5 includes an on-board wireless device 51 that communicates with the train control device 10 of the fixed block system and the train control device 20 in the case of the mobile block system, and a brake pattern device 53 that creates, selects, and searches a brake pattern. And a signal system determination device 52, a brake output device 54, and the like. By including an instruction signal for switching to the movement blockage method or the fixed blockage method in the signal received by the on-board wireless device, the signal method determination device 52 performs brake control according to either the movement blockage method or the fixed blockage method. Determine whether. The brake pattern device determines a brake pattern based on the signal method adopted by the signal method determination device 52 and outputs a brake control signal to the brake output device 54.

Note that the on-vehicle device of the present invention is not limited to the above-described one, and includes various other modified examples. Each different control method may have each wireless device, and may receive a signal directly from a track circuit or the like as well as the wireless device. In addition, regarding the creation, selection / search of the brake pattern, each brake pattern device may be provided for each different control method.
Furthermore, the on-board device 5 does not determine which of the different control methods the train uses, but the on-board device determines, and each of the train control devices 10 and 20 determines and determines. And the result may be transmitted to the on-board device 5.

  In addition, the on-board device and the train control device may be related to various signal facilities such as a traffic signal, a switch device, an interlock device, an automatic train security device, an operation management device, and a railroad crossing safety device related to train traveling. Needless to say. Therefore, when it is unclear which control method should be adopted, it may be interlocked with a mechanism for taking a risk-avoidance measure that determines that the state is unsafe.

  In the above embodiment, an example in which the control range between the fixed block method and the mobile block method is not overlapped has been described. However, in the present invention, the control range is partially overlapped in consideration of the signal method determination time and the like. Also good. In that case, it is determined whether the starting point of the position information that can be entered in the train control system of the approach destination is the end point of the control range of the fixed blockage method or the end point of the control range of the mobile blockage method. What is necessary is just to arrange between the train control device 10 of the block system and the train control device 20 of the mobile block system.

0 Track 10 Fixed block train control devices 11-16 Fixed block block 20 Travel block train control devices 21-26 Virtual fixed block 3 Information transmission network 41 Train 42 Previous train 5 On-board device 51 On-board radio device 52 Signal judging device 53 Brake pattern device 54 Brake output device 251 Start point 252 of virtual fixed block block 25 End point Sk of virtual fixed block block 25 Train control signal Ss1, 2 corresponding to fixed block type train controller Train declaration signal Sm corresponding to the device Train control signal S1 corresponding to the movement blockage type train control device Transmission signal between the control devices

Claims (10)

When a train located in the control range of one train control system enters the control range to which another train control system is applied,
The other train control system performs position conversion of the position information where the train can enter within the control range of the other train control system into position information recognizable by the one train control system,
The information converted position information is transmitted by communicating with the one train control system,
The one train control system performs train control of a train existing in the control range of the one train control system based on the information-converted position information transmitted from the other train system. system. In the train control system according to claim 1,
The one train control system is a fixed block system,
The other train control system is a moving block system,
The information conversion is performed by providing a virtual fixed blocking block in the control range of the mobile blockage method, and converting an accessible distance length in the control range of the mobile blockage method into a reachable virtual fixed block. Train control system. In the train control system according to claim 1,
The one train control system is a moving block system,
The other train control system is a fixed block system,
The train conversion system characterized in that the information conversion is performed by converting a reachable fixed block in the control range of the fixed block method into a distance length from the reachable fixed block block end point to a connection point. . In a line where one section of the line is controlled by the moving block system and the other section is controlled by the fixed block system,
A mobile block system train controller that converts position information in the control range of the mobile block system into position information applicable to the fixed block system,
A fixed block system train control device that converts position information in the fixed block system into position information applicable to the mobile block system,
The moving block train control device and the fixed block train control device are connected to each other so that position information can be transmitted and received between them,
The moving block system control device and the fixed block system controller are train control systems that perform train control based on the transmitted and received position information. In one train control device that controls the travel of the train by updating the stop point information that is the information of the limit point where the train can travel,
The stop point information is updated based on the position information of the preceding train existing in front of the train,
When the first section controlled by the one train control device is adjacent to the second section controlled by another train control device having a different control method,
The one train control device acquires position information of the preceding train existing in the second section from the other train control device, and the stop point when the train exists in the first section. A train control device that updates information by extending the information from the first section to the second section. In the train control device according to claim 5,
The one train control device acquires the position information of the preceding train existing in the second section and is converted so that the one train control device can be recognized. Control device. In the train control device according to claim 6,
Said one train control apparatus acquires the virtual block information for converting the positional information of the said preceding train with which said other train control apparatus is provided. The train control apparatus characterized by these. In the train control device according to claim 5,
The one train control device acquires position information of the preceding train existing in the second section, and converts the position information itself into position information recognizable by the one train control device. Train control device. On-vehicle that can receive stop point information, which is information on the limit point where the train can travel, from either one train control device or another train control device having a different control method from the one train control device. In the device
When the train exists in the first section controlled by the one train control device, the train is a section adjacent to the first section, and is present in the second section controlled by the other train control device. When the one train control device acquires the position information of the preceding train to be received and the train receives the stop point information from the one train control device, the stop point information is obtained from the first section to the second An on-board device that is updated to extend to the section. The on-board device according to claim 9,
A signal system determination device for determining the format of a signal to be received;
A brake pattern device for generating a brake pattern corresponding to the format of the signal to be determined;
An on-vehicle device comprising: a brake output device that outputs a brake based on the generated brake pattern.

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