JP2009232574A - Train control apparatus - Google Patents

Train control apparatus Download PDF

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JP2009232574A
JP2009232574A JP2008074834A JP2008074834A JP2009232574A JP 2009232574 A JP2009232574 A JP 2009232574A JP 2008074834 A JP2008074834 A JP 2008074834A JP 2008074834 A JP2008074834 A JP 2008074834A JP 2009232574 A JP2009232574 A JP 2009232574A
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speed
train control
train
information
vehicle
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JP4645667B2 (en
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Yoichi Sugita
洋一 杉田
Tei Watabe
悌 渡部
Tomoki Inoue
智己 井上
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Hitachi Ltd
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Hitachi Ltd
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a safe train control method capable of reducing the installation number of beacons without increasing a safety allowance distance and of providing ride comfort. <P>SOLUTION: A train control apparatus transmits information to a ground train control unit to control trains. The train control apparatus has an onboard storage unit for previously storing the maximum wheel diameter of which wheel diameter can vary, the minimum wheel diameter and a speed protection pattern. Further, the train control apparatus includes an onboard control unit that generates the present location information and speed information of vehicle based on the maximum wheel diameter, the detected rotational frequency of the wheel, and the location information of the vehicle received from a beacon, extracts the corresponding speed protection pattern from the onboard storage unit based on the present location information and stopping position target information received from the ground train control unit, and outputs the extracted speed protection pattern and brake output based on the generated present location information and speed information. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

鉄道およびモノレール，ＬＲＴ（Light Rail Transit：軽量軌道交通），ＡＧＴ（Automated Guideway Transit：案内軌条鉄道）などの都市交通等、軌道上を移動する列車の列車制御装置に関する。   The present invention relates to a train control device for a train moving on a rail, such as a railroad, a monorail, an LRT (Light Rail Transit), and an AGT (Automated Guideway Transit).

車両システムが進行可能な境界（以下停止位置目標情報）を地上システムから与えられ、これを超えて進行しないための速度防護パターンを有し、自らの位置と速度防護パターンを照らし合わせてこれを超えないよう速度制御を行うなど、自らの位置に対応した速度制御を行うことで保安を実現する列車制御方法において、自位置を算出するために、車輪の回転数を積分して求める方法が採用される場合が多い。従来は、初期値または定期検査によって得られる測定値を用いて設定された車輪径を用いて自位置を算出するが、磨耗や乗客の乗降によって車輪径は変動するため、算出した自位置に誤差が発生し、ゴムタイヤを利用しているモノレール，新交通システムではこの誤差が顕著であった。このため、算出誤差を補正するために位置情報を伝送するトランスポンダなどの地上子を一定の間隔に設置していた（特許文献１）。   A boundary where the vehicle system can travel (hereinafter referred to as stop position target information) is given from the ground system, and has a speed protection pattern to prevent it from proceeding beyond this, and exceeds this by comparing its own position with the speed protection pattern In the train control method that realizes security by performing speed control corresponding to its own position such as speed control so that there is no speed control, the method of integrating and finding the rotation speed of the wheel is adopted to calculate its own position There are many cases. Conventionally, the own position is calculated using the wheel diameter set using the initial value or the measurement value obtained by periodic inspection.However, the wheel diameter fluctuates due to wear and passengers getting on and off, so there is an error in the calculated own position. This error was prominent in monorails and new transportation systems using rubber tires. For this reason, in order to correct the calculation error, a ground element such as a transponder that transmits position information is installed at a constant interval (Patent Document 1).

特開２００１−１０６０７０号公報JP 2001-106070 A

乗客の乗降や膨張などによって変動する車輪径が＋側に変動した場合、実際の列車の位置が車両システムの認識する列車の位置よりも進行方向側にあり、速度防護パターンによって停止制御を行っても停止位置目標を超える可能性がある。このため、停止位置目標の手前で最も近い位置補正用地上子との距離から発生しうる最大距離誤差を安全余裕距離として停止位置目標と速度防護パターンの起点との間に設定していた。この安全余裕距離が大きいと列車間隔の拡大や、駅停車を困難にするなどの課題が発生するため、これらを回避可能な、停止位置目標から近い距離に追加的に位置補正用地上子を設置する必要があった。   When the wheel diameter that fluctuates due to passengers getting on and off, expansion, etc. changes to the + side, the actual train position is closer to the traveling direction than the train position recognized by the vehicle system, and stop control is performed using the speed protection pattern. May exceed the stop position target. For this reason, the maximum distance error that can occur from the distance from the closest position correction ground element before the stop position target is set as the safety margin distance between the stop position target and the start point of the speed protection pattern. If this safety margin is large, problems such as increasing the train interval and making it difficult to stop at the station will occur, so an additional position correction ground unit will be installed at a distance close to the stop position target, which can be avoided. There was a need to do.

また、位置補正用地上子により伝送される補正情報を取りこぼした場合、設定された安全余裕距離では安全が保障されないため、取りこぼしを考慮して位置補正用地上子を２台設置する必要があった。   In addition, when the correction information transmitted by the position correction ground element is missed, safety is not guaranteed at the set safety margin distance, so it is necessary to install two position correction ground elements in consideration of the missing data. .

本発明の目的は、安全余裕距離を追加することなく、且つ地上子の設置数が低減でき、乗り心地の良い安全な列車制御方法を提供することである。   An object of the present invention is to provide a safe train control method that can reduce the number of ground units installed without adding a safety margin distance and is comfortable to ride.

本発明は、上記課題を解決するために、地上列車制御部と情報を伝送して列車を制御する列車制御装置において、予め車輪径の変動しうる最大車輪径及び最小車輪径と速度防護パターンとが格納された車上格納部を有し、最大車輪径と検出された車輪の回転数と地上子から受信された車両の位置情報とに基づいて、車両の現在の位置情報及び速度情報を生成し、現在の位置情報と地上列車制御部から受信された停止位置目標情報とに基づいて、車上格納部から対応する速度防護パターンを抽出し、抽出された速度防護パターンと、生成された現在の位置情報及び速度情報に基づいてブレーキ出力を出力する車上制御部を有する構成とする。   In order to solve the above-described problems, the present invention provides a train control device that transmits information to a ground train control unit and controls a train. The vehicle's current position information and speed information are generated based on the maximum wheel diameter, the detected wheel speed and the vehicle position information received from the ground unit. Then, based on the current position information and the stop position target information received from the ground train control unit, a corresponding speed protection pattern is extracted from the on-board storage unit, and the extracted speed protection pattern and the generated current protection pattern are extracted. The vehicle has an on-board control unit that outputs a brake output based on the position information and the speed information.

安全余裕距離を追加することなく、且つ地上子の設置数が低減でき、乗り心地の良い安全な列車制御方法が提供できる。   It is possible to provide a safe train control method that is easy to ride without adding a safety margin distance and can reduce the number of ground units installed.

本発明の主な特徴は、実験値もしくは経験値などから車輪径の変動量を予測し、取りうる最大の車輪径を車輪径として定常的に利用する。これにより、車輪径の変動は−側となり、実際の位置は車両システムの把握する位置よりも手前となるため、安全余裕距離追加する必要がない。また、この場合、地上子による位置補正は、停止位置目標よりも手前に止まってしまうことを防ぐための処理となるため、取りこぼしても安全側となり多重化する必要がなく、地上子の設置数を低減可能となることである。   The main feature of the present invention is that a variation amount of the wheel diameter is predicted from an experimental value or an empirical value, and the maximum possible wheel diameter is constantly used as the wheel diameter. Thereby, the fluctuation of the wheel diameter is on the negative side, and the actual position is in front of the position grasped by the vehicle system, so there is no need to add a safety margin distance. Also, in this case, the position correction by the ground unit is a process to prevent it from stopping before the stop position target, so even if it is missed, there is no need to multiplex and the number of ground units installed Is to be reduced.

以下、本発明の実施例を図に従って説明する。図１に本発明の列車制御方法を実現するための全体システムの構成例を示す。   Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows a configuration example of an overall system for realizing the train control method of the present invention.

全体システムは、車両１０１の列車制御装置，地上子１０２，地上列車制御装置１０３，送受信器１０４，伝送手段１０６および制御用ＬＡＮ１０７で構成される。   The entire system includes a train control device for the vehicle 101, a ground unit 102, a ground train control device 103, a transceiver 104, a transmission means 106, and a control LAN 107.

地上列車制御装置１０３は、ループコイル，ＬＣＸ（Leaky Coaxial Cable）などの伝送手段１０６によって、車両１０１から車両を特定するＩＤなどの情報もしくは車両１０１が自ら算出した位置情報を受信し、車両１０１の在線位置を把握する。地上列車制御装置１０３は、車両１０１の在線分布を基に衝突や、脱線を回避するための各車両１０１の進行可能な限界位置である停止位置目標情報１０８を算出し、送受信器１０４および伝送手段１０６を介して車両１０１へ送信する。車両１０１は、地上列車制御装置１０３から送信された停止位置目標情報１０８を基に、これを超過して進行しないために必要な、位置情報に対応した上限速度である速度防護パターン１０５を生成し、速度防護パターン１０５を超えないように自らの速度を制御する。トランスポンダなどで実現される地上子１０２は、自らの設置された場所を情報として有しており、地上子１０２上を車両１０１が通過する際に、該位置情報を車両１０１へ伝送する。   The ground train control device 103 receives information such as an ID for identifying the vehicle from the vehicle 101 or position information calculated by the vehicle 101 by the transmission means 106 such as a loop coil or LCX (Leaky Coaxial Cable). Know where the line is. The ground train control device 103 calculates stop position target information 108, which is a limit position where each vehicle 101 can travel to avoid collision and derailment based on the distribution of existing tracks of the vehicle 101, and transmits / receives the transmitter / receiver 104 and transmission means. It transmits to the vehicle 101 via 106. Based on the stop position target information 108 transmitted from the ground train control device 103, the vehicle 101 generates a speed protection pattern 105, which is an upper limit speed corresponding to the position information, so as not to proceed beyond this. The speed is controlled so as not to exceed the speed protection pattern 105. The ground unit 102 realized by a transponder or the like has a place where the ground unit 102 is installed as information, and transmits the position information to the vehicle 101 when the vehicle 101 passes over the ground unit 102.

図２に、車両１０１の列車制御装置の一構成例を示す。車両１０１の列車制御装置は、地上列車制御装置１０３と情報を伝送して列車を制御する装置であり、車両１０１は、車上制御部２０１，速度検出部２０２，駆動部２０３，車上通信手段２０４，車上通信手段２０５，受信部２０６，送受信部２０７およびＭＭＩ（マンマシンインターフェイス）部２０８で構成される。   In FIG. 2, the example of 1 structure of the train control apparatus of the vehicle 101 is shown. The train control device of the vehicle 101 is a device that controls the train by transmitting information with the ground train control device 103. The vehicle 101 includes an on-board control unit 201, a speed detection unit 202, a drive unit 203, on-vehicle communication means. 204, on-vehicle communication means 205, receiving unit 206, transmitting / receiving unit 207, and MMI (man machine interface) unit 208.

車上制御部２０１は、地上列車制御装置１０３において実施される列車検知のために、自らのＩＤもしくは後述する方法で算出した自らの位置情報を送受信部２０７および車上通信手段２０５を介して地上列車制御装置１０３へ伝送する。送受信部２０７はデータ信号の変復調を行い、車上通信手段２０５は伝送手段１０６と通信を行うためのアンテナである。   The on-board control unit 201 receives the own ID or the own position information calculated by a method described later via the transmission / reception unit 207 and the on-board communication unit 205 for train detection performed in the ground train control device 103. Transmit to the train control device 103. The transmission / reception unit 207 performs modulation / demodulation of the data signal, and the on-vehicle communication unit 205 is an antenna for communicating with the transmission unit 106.

また、車上制御部２０１は、地上列車制御装置１０３から送信された停止位置目標情報１０８を基に速度防護パターンを生成し、これを超えないように自らの速度を減速させる指令を駆動部２０３へ送信する。さらに、速度発電機などで実現される速度検出部２０２で検出や算出された車両１０１の速度情報および車輪の回転数から自らの位置情報を算出する処理も行う。   Further, the on-board controller 201 generates a speed protection pattern based on the stop position target information 108 transmitted from the ground train controller 103, and issues a command to reduce its own speed so as not to exceed this. Send to. Furthermore, a process of calculating its own position information from the speed information of the vehicle 101 and the rotation speed of the wheels detected and calculated by the speed detection unit 202 realized by a speed generator or the like is also performed.

具体的には、車上制御部２０１は、最大車輪径と検出された車輪の回転数と地上子から受信された車両の位置情報とに基づいて、車両の現在の位置情報及び速度情報を生成し、その現在の位置情報と地上列車制御部から受信された停止位置目標情報とに基づいて、車上ＤＢから対応する速度防護パターンを抽出し、抽出された速度防護パターンと、生成された現在の位置情報及び速度情報に基づいてブレーキ出力を出力するものである。   Specifically, the on-board control unit 201 generates the current position information and speed information of the vehicle based on the maximum wheel diameter, the detected wheel rotation speed, and the vehicle position information received from the ground unit. Then, based on the current position information and the stop position target information received from the ground train control unit, the corresponding speed protection pattern is extracted from the on-board DB, and the extracted speed protection pattern and the generated current protection pattern are extracted. The brake output is output based on the position information and speed information.

図３に車上制御部２０１の構成を示す。車上制御部２０１は、在線位置管理部３０１，防護パターン生成部３０２，ブレーキ制御部３０３および車上格納部である車上ＤＢ３０４で構成される。   FIG. 3 shows the configuration of the on-board control unit 201. The on-board control unit 201 includes an on-line position management unit 301, a protection pattern generation unit 302, a brake control unit 303, and an on-board DB 304 that is a on-board storage unit.

防護パターン生成部３０２は、送受信部２０７を介して地上列車制御装置１０３より送信された停止位置目標情報１０８と在線位置管理部３０１より送信された現在位置から対応する速度防護パターン１０５を車上ＤＢ３０４から抽出し、ブレーキ制御部３０３へ送信する。   The protection pattern generation unit 302 receives the stop position target information 108 transmitted from the ground train control device 103 via the transmission / reception unit 207 and the speed protection pattern 105 corresponding to the current position transmitted from the standing line position management unit 301 on the on-board DB 304. And is transmitted to the brake control unit 303.

図４に車上格納部である車上ＤＢ３０４の構成を示す。車上ＤＢ３０４は、予め車輪径の変動しうる最大車輪径及び最小車輪径が格納された車輪径テーブル４０１と、速度防護パターン１０５と車両の現在の位置と車両の停止位置目標情報とが関連付けられて格納された速度防護パターンテーブル４０２で構成される。   FIG. 4 shows the configuration of the on-board DB 304 that is the on-board storage unit. The on-board DB 304 associates the wheel diameter table 401 in which the maximum wheel diameter and the minimum wheel diameter that can change the wheel diameter are stored in advance, the speed protection pattern 105, the current position of the vehicle, and the stop position target information of the vehicle. And a speed protection pattern table 402 stored therein.

車輪径テーブル４０１は、車輪径の変動しうる最大値と最小値（それぞれ最大車輪径，最小車輪径）を格納する。これらの値は、実験的に得られた車輪径の統計値、もしくは経験的に得られた車輪径を基に予め決定される。速度防護パターンテーブル４０２は、現在の車両の位置情報，停止位置目標情報１０８に対応した速度防護パターン１０５を格納する。速度防護パターン１０５は、現在の車両の位置情報，停止位置目標情報１０８と車両性能の関係から一意に決定されるため、現在位置情報と停止位置目標情報１０８との関係から予め速度防護パターン１０５を算出し、速度防護パターンテーブル４０２に格納する。   The wheel diameter table 401 stores a maximum value and a minimum value (maximum wheel diameter and minimum wheel diameter, respectively) that can change the wheel diameter. These values are determined in advance based on a statistical value of the wheel diameter obtained experimentally or on the wheel diameter obtained empirically. The speed protection pattern table 402 stores the speed protection pattern 105 corresponding to the current vehicle position information and the stop position target information 108. Since the speed protection pattern 105 is uniquely determined from the relationship between the current vehicle position information, the stop position target information 108, and the vehicle performance, the speed protection pattern 105 is previously determined from the relationship between the current position information and the stop position target information 108. Calculated and stored in the speed protection pattern table 402.

図３に示すブレーキ制御部３０３は、防護パターン生成部３０２より送信された速度防護パターン１０５と在線位置管理部３０１より送信される車両１０１の現在の位置情報および現在の速度情報から、現在の位置情報に対応した速度防護パターン１０５上の速度と現在の速度情報とを比較し、現在の速度情報の値が速度防護パターン１０５を超えないようにブレーキ出力を駆動部２０３へ送信する。   The brake control unit 303 shown in FIG. 3 calculates the current position from the current position information and current speed information of the vehicle 101 transmitted from the speed protection pattern 105 transmitted from the protection pattern generation unit 302 and the on-line position management unit 301. The speed on the speed protection pattern 105 corresponding to the information is compared with the current speed information, and the brake output is transmitted to the drive unit 203 so that the value of the current speed information does not exceed the speed protection pattern 105.

在線位置管理部３０１では車両１０１の在線位置を算出する。在線位置管理部３０１の構成を図５に示す。在線位置管理部３０１は、先頭位置算出部５０１と列車長算出部５０２で構成される。   The standing line position management unit 301 calculates the standing line position of the vehicle 101. The configuration of the standing line position management unit 301 is shown in FIG. The standing line position management unit 301 includes a head position calculation unit 501 and a train length calculation unit 502.

先頭位置算出部５０１では、速度検出部２０２より伝送された車輪の回転数と車上ＤＢ３０４の車輪径テーブル４０１から抽出した最大車輪径と最小車輪径から、回転数を積分することで走行距離を求め、車両１０１の先頭位置を算出する。このとき、走行距離は直近の地上子１０２より伝送された位置情報を起点に、そこから車輪の回転数を積分した値を加算することで求められる。地上子１０２の情報は、アンテナである車上通信手段２０４および復調部である受信部２０６を介して在線位置管理部３０１へ伝送される。算出された走行距離は車輪の設置された部位の存在する位置に相当するため、先頭位置はこれに車輪から先頭までのオーバーハングを加算して求める。最大車輪径をＲｍａｘ、車輪回転数の積分値をＮｒ、オーバーハングをＤとすると、先頭位置は下式で与えられる。   The head position calculation unit 501 integrates the rotation number from the rotation number of the wheel transmitted from the speed detection unit 202 and the maximum wheel diameter and the minimum wheel diameter extracted from the wheel diameter table 401 of the on-board DB 304 to calculate the travel distance. The head position of the vehicle 101 is calculated. At this time, the travel distance is obtained by adding the value obtained by integrating the rotational speed of the wheel from the position information transmitted from the latest ground element 102 as a starting point. The information of the ground unit 102 is transmitted to the on-line position management unit 301 via the on-vehicle communication means 204 that is an antenna and the reception unit 206 that is a demodulation unit. Since the calculated travel distance corresponds to the position where the part where the wheel is installed exists, the head position is obtained by adding an overhang from the wheel to the head. When the maximum wheel diameter is Rmax, the integrated value of the wheel rotation speed is Nr, and the overhang is D, the head position is given by the following equation.

先頭位置＝Ｒｍａｘ・π・Ｎｒ＋Ｄ
本実施例では先頭位置を算出したが、これは速度防護パターン１０５が先頭位置に対応した速度の上限値であるためであり、速度防護パターン１０５と対応する列車の部位によってシステムとして把握するべき列車位置は異なる。 First position = Rmax · π · Nr + D
In the present embodiment, the head position is calculated because the speed protection pattern 105 is the upper limit value of the speed corresponding to the head position, and the train to be grasped as a system by the part of the train corresponding to the speed protection pattern 105. The location is different.

先頭位置算出部５０１は、受信部２０６より地上子１０２の位置情報が伝送される度に、それまで算出された位置情報を放棄し、地上子１０２の位置情報にオーバーハングを加算した新たな値を先頭位置として採用する。   Each time the position information of the ground unit 102 is transmitted from the receiving unit 206, the head position calculation unit 501 abandons the position information calculated so far and adds a new value obtained by adding an overhang to the position information of the ground unit 102. Is adopted as the head position.

列車長算出部５０２では、列車後尾を仮想的に長く処理を行う。図６に列車後尾を長くして列車長を増大させる処理の概念図を示す。本発明によれば、最大車輪径を用いて先頭位置を算出するため、車両１０１の実際の位置は、在線位置管理部３０１の把握する位置よりも進行方向に対して絶えず手前に存在する。このため、カーブなどの速度制限領域６０１があった場合、速度制限領域６０１の手前では、領域到達の前に速度が減じられるよう速度防護パターン１０５が生成されるが、速度制限領域６０１の終端では、制限領域を通過する地点を実際の位置よりも手前にあると判断して再加速を許容し、速度制限を犯す可能性が生じる。   In the train length calculation unit 502, the train tail is virtually lengthened. FIG. 6 shows a conceptual diagram of processing for increasing the train length by lengthening the tail of the train. According to the present invention, since the head position is calculated using the maximum wheel diameter, the actual position of the vehicle 101 is always in front of the traveling direction with respect to the position grasped by the existing line position management unit 301. Therefore, when there is a speed limiting area 601 such as a curve, the speed protection pattern 105 is generated so that the speed is reduced before reaching the area before the speed limiting area 601, but at the end of the speed limiting area 601. Therefore, it is determined that the point passing through the restricted area is in front of the actual position, re-acceleration is permitted, and there is a possibility that the speed restriction is violated.

そこで列車長算出部５０２では、直近の地上子１０２から受けた位置情報からの走行距離に応じて車両１０１の後尾が実際に取りうる位置情報を算出し、これと該先頭位置との距離を列車長として管理する。直近の地上子１０２より受けた位置情報からの走行距離Ｘ、最大車輪径をＲｍａｘ、最小車輪径をＲｍｉｎとすると、車両１０１の後尾が取りうる距離誤差は、下式で与えられる。   Therefore, the train length calculation unit 502 calculates position information that can be actually obtained by the tail of the vehicle 101 according to the travel distance from the position information received from the latest ground element 102, and calculates the distance between the position and the head position. Manage as long. When the travel distance X from the position information received from the latest ground element 102, the maximum wheel diameter is Rmax, and the minimum wheel diameter is Rmin, the distance error that the tail of the vehicle 101 can take is given by the following equation.

距離誤差＝Ｘ・（Ｒｍａｘ−Ｒｍｉｎ）／Ｒｍａｘ
この値を列車長に加算して車両後尾を仮想的に長くすることで速度制限領域６０１を守った運行が可能となる。 Distance error = X · (Rmax−Rmin) / Rmax
By adding this value to the train length to virtually lengthen the tail of the vehicle, operation that protects the speed limit area 601 becomes possible.

つまり、最大車輪径と最小車輪径に基づいて、地上列車制御部が把握する走行距離と、実際の走行距離との最大距離誤差を算出し、算出された前記最大距離誤差を列車長に加算し、加算された列車長を用いて列車制御することで、車両後尾を仮想的に長くでき、速度制限領域６０１を守った運行が可能となる。このとき、算出された最大距離誤差は、列車の後端に加算されるものとする。   That is, based on the maximum wheel diameter and the minimum wheel diameter, the maximum distance error between the travel distance grasped by the ground train control unit and the actual travel distance is calculated, and the calculated maximum distance error is added to the train length. By controlling the train using the added train length, the tail of the vehicle can be virtually lengthened, and operation while keeping the speed limit area 601 is possible. At this time, the calculated maximum distance error is added to the rear end of the train.

また、算出された最大距離誤差は、地上子から位置情報が受信された場合に、０リセットされ、列車長は、予め定められた列車長を用いるものとする。   Further, the calculated maximum distance error is reset to 0 when position information is received from the ground unit, and a predetermined train length is used as the train length.

本実施例では、車両１０１からのＩＤや位置情報の地上列車制御装置１０３への伝送により、列車検知を行う例を示したが、軌道回路など地上側のみで列車検知を行う方法でも、車上制御部２０１からのＩＤ，位置情報等の伝送を廃止するだけで同様に実施可能である。   In the present embodiment, an example is shown in which train detection is performed by transmitting the ID and position information from the vehicle 101 to the ground train control device 103. However, even if the train detection is performed only on the ground side such as a track circuit, It can be similarly implemented only by abolishing transmission of ID, position information, etc. from the control unit 201.

本発明によれば、車輪径の変動は絶えずマイナス側となり、実際の位置は車両システムの把握する位置よりも手前となるため、安全余裕距離を追加する必要がない。また、地上子による位置補正は、停止位置目標情報よりも手前に止まってしまうことを防ぐための処理となるため、取りこぼしても安全側となり多重化する必要がなく、地上子の設置数を低減可能となる。   According to the present invention, the fluctuation of the wheel diameter is constantly on the negative side, and the actual position is in front of the position grasped by the vehicle system, so there is no need to add a safety margin distance. In addition, the position correction by the ground unit is a process to prevent it from stopping before the stop position target information, so even if it is missed, there is no need to multiplex and reduce the number of ground units installed It becomes possible.

現状では２つの地上子を設置していても安全を確実にするため、２つロスト（地上子からの受信失敗）を検知したら非常ブレーキによる停止処理を行っているが、この場合、非常ブレーキ停止による乗り心地悪化や再出発処理の煩雑さ（停止理由を地上と確認し、位置を確定した後出発可など）に起因する長い再出発時間などの課題があった。   At present, in order to ensure safety even if two ground elements are installed, stop processing by emergency brake is performed when two lost (reception failure from ground element) is detected. There was a problem such as a long restart time due to the deterioration of the ride comfort and the complexity of the restart process (confirmed the reason for stoppage on the ground and the position can be started after confirming the position, etc.).

一方、本発明ではロストした場合でも非常ブレーキの必要はなく、速度防護パターンによって緩やかに停止可能となり、乗り心地は悪化しない。また、ロストによって手前に止まったとしても前方進路が開通するとパターンが更新され、容易に再出発可能となる。すなわち、本発明では基本的にロスト時も非常停止をする必要がなく運用を継続できるため、稼働率向上が期待できる。   On the other hand, in the present invention, even when the vehicle is lost, there is no need for emergency braking, and the vehicle can be stopped gently by the speed protection pattern, so that the riding comfort does not deteriorate. Moreover, even if it stops at the front due to lost, the pattern is updated when the forward path is opened, and it is possible to easily start again. That is, in the present invention, it is basically unnecessary to perform an emergency stop even during a lost time, and the operation can be continued.

さらには、従来は定期的に車輪径を測定し、車両システムに設定しなおしていたのに対し、本発明によれば、一旦設定した車輪径を変更する必要がなく、保守性の向上も期待できる。   Furthermore, in the past, the wheel diameter was periodically measured and reset in the vehicle system. However, according to the present invention, it is not necessary to change the wheel diameter once set, and improvement in maintainability is also expected. it can.

本発明に係る列車制御方法を実現する全体システムの一構成例を示す図である。It is a figure which shows the example of 1 structure of the whole system which implement | achieves the train control method which concerns on this invention. 本発明に係る列車制御方法を実現する車上制御装置の一実施例を示す図である。It is a figure which shows one Example of the on-board control apparatus which implement | achieves the train control method which concerns on this invention. 図２の車上制御装置の車上制御部の一実施例を示す図である。It is a figure which shows one Example of the vehicle upper control part of the vehicle upper control apparatus of FIG. 図３の車上制御部の車上ＤＢの一例を示す図である。It is a figure which shows an example of onboard DB of the onboard control part of FIG. 図３の車上制御部の在線位置管理部の一実施例を示す図である。It is a figure which shows one Example of the track location management part of the on-board control part of FIG. 図５の在線位置管理部の列車長算出部の処理の概略図を示す図である。It is a figure which shows the schematic of the process of the train length calculation part of the track location management part of FIG.

符号の説明Explanation of symbols

１０１ 車両
１０２ 地上子
１０３ 地上列車制御装置
１０４ 送受信器
１０５ 速度防護パターン
１０６ 伝送手段
１０７ 制御用ＬＡＮ
１０８ 停止位置目標情報
２０１ 車上制御部
２０２ 速度検出部
２０３ 駆動部
２０４，２０５ 車上通信手段
２０６ 受信部
２０７ 送受信部
２０８ ＭＭＩ部
３０１ 在線位置管理部
３０２ 防護パターン生成部
３０３ ブレーキ制御部
３０４ 車上ＤＢ
４０１ 車輪径テーブル
４０２ 速度防護パターンテーブル
５０１ 先頭位置算出部
５０２ 列車長算出部
６０１ 速度制限領域 DESCRIPTION OF SYMBOLS 101 Vehicle 102 Ground element 103 Ground train control apparatus 104 Transmitter / receiver 105 Speed protection pattern 106 Transmission means 107 Control LAN
108 Stop position target information 201 On-vehicle control unit 202 Speed detection unit 203 Driving unit 204, 205 On-vehicle communication means 206 Receiving unit 207 Transmission / reception unit 208 MMI unit 301 Standing line position management unit 302 Protection pattern generation unit 303 Brake control unit 304 On-vehicle DB
401 Wheel diameter table 402 Speed protection pattern table 501 Leading position calculation unit 502 Train length calculation unit 601 Speed limit area

Claims (7)

地上列車制御部と情報を伝送して列車を制御する列車制御装置において、
予め車輪径の変動しうる最大車輪径及び最小車輪径と速度防護パターンとが格納された車上格納部を有し、前記最大車輪径と検出された車輪の回転数と地上子から受信された車両の位置情報とに基づいて、車両の現在の位置情報及び速度情報を生成し、前記現在の位置情報と前記地上列車制御部から受信された停止位置目標情報とに基づいて、前記車上格納部から対応する前記速度防護パターンを抽出し、抽出された前記速度防護パターンと、生成された前記現在の位置情報及び速度情報に基づいてブレーキ出力を出力する車上制御部を有する列車制御装置。 In the train control device that controls the train by transmitting information with the ground train control unit,
It has an on-vehicle storage section in which the maximum wheel diameter and the minimum wheel diameter that can change the wheel diameter and the speed protection pattern are stored in advance, and is received from the maximum wheel diameter, the detected number of rotations of the wheel, and the ground unit. Based on the position information of the vehicle, the current position information and speed information of the vehicle are generated and stored on the vehicle based on the current position information and the stop position target information received from the ground train control unit. A train control device comprising: an on-vehicle control unit that extracts the corresponding speed protection pattern from a unit, and outputs a brake output based on the extracted speed protection pattern and the generated current position information and speed information. 請求項１記載の列車制御装置において、
前記車輪の回転数を検出する速度検出部を有する列車制御装置。 In the train control device according to claim 1,
The train control apparatus which has a speed detection part which detects the rotation speed of the said wheel. 請求項１記載の列車制御装置において、
前記車上格納部は、前記速度防護パターンと、車両の現在の位置と、車両の停止位置目標情報とが関連付けられて格納された列車制御装置。 In the train control device according to claim 1,
The on-vehicle storage unit is a train control device in which the speed protection pattern, the current position of the vehicle, and stop position target information of the vehicle are stored in association with each other. 請求項１記載の列車制御装置において、
前記車上制御部は、前記ブレーキ出力の送信を制御するブレーキ制御部を有し、
前記ブレーキ制御部は、抽出された前記速度防護パターンと生成された前記現在の位置情報及び速度情報から、前記現地の位置情報に対応した前記速度防護パターン上の速度と前記現在の速度情報とを比較し、前記現在の速度情報の値が、前記速度防護パターンを超えないように前記ブレーキ出力を送信する列車制御装置。 In the train control device according to claim 1,
The on-vehicle control unit has a brake control unit that controls transmission of the brake output,
The brake control unit obtains the speed on the speed protection pattern corresponding to the local position information and the current speed information from the extracted speed protection pattern and the generated current position information and speed information. A train control device that compares and transmits the brake output so that the value of the current speed information does not exceed the speed protection pattern. 請求項１記載の列車制御装置において、
前記車上制御部は、前記最大車輪径と前記最小車輪径に基づいて、前記地上列車制御部が把握する走行距離と、実際の走行距離との最大距離誤差を算出し、算出された前記最大距離誤差を列車長に加算し、加算された列車長を用いて列車制御する列車制御装置。 In the train control device according to claim 1,
The on-board control unit calculates a maximum distance error between a travel distance grasped by the ground train control unit and an actual travel distance based on the maximum wheel diameter and the minimum wheel diameter, and calculates the maximum A train control device that adds a distance error to the train length and controls the train using the added train length. 請求項５記載の列車制御装置において、
算出された前記最大距離誤差は、前記列車の後端に加算される列車制御装置。 In the train control device according to claim 5,
The calculated maximum distance error is added to the rear end of the train. 請求項５又は６記載の列車制御装置において、
算出された前記最大距離誤差は、地上子から位置情報が受信された場合に、０リセットされ、前記列車長は、予め定められた列車長を用いる列車制御装置。 In the train control device according to claim 5 or 6,
The calculated maximum distance error is reset to 0 when position information is received from the ground unit, and the train length is a train control device that uses a predetermined train length.
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