JP2016137731A - Vehicle control system, on-train device, and ground device - Google Patents
Vehicle control system, on-train device, and ground device Download PDFInfo
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Abstract
Description
本発明は、車両制御システム、車上装置、および地上装置に関する。
The present invention relates to a vehicle control system, an on-board device, and a ground device.
鉄道システムでは、列車の衝突が起きないように信号保安システムによって列車制御が実施されている。従来は、列車の在線位置を軌道回路を用いて把握していたが、近年は設備の導入・保守費用軽減のため軌道回路の代わりに列車と地上とで無線通信を行う無線列車制御システムの導入が進められている。
無線列車制御システムでは、列車に搭載された車上装置が列車の位置情報を算出し続けることで自列車位置を把握している。しかし、例えば、列車が一日の運行を終えて、次の運行開始まで停車している滞泊中の場合は、通常は車上装置の電源はオフにしているため、次の運行開始のために再度電源を立ち上げる際、車上装置の電源のオフに伴って列車の位置情報がリセットされているため、自列車の在線位置の把握が困難になる問題がある。
車上装置の電源のオフ・オン前後で列車の在線位置を把握する技術として、特開２００７−０１５５１７号公報（特許文献１）がある。この公報には「在線管理装置は、前記地上制御装置が電源ＯＦＦから回復したとき、電源ＯＦＦとなる直前にその地上制御装置から得た在線管理情報をその地上制御装置に送信する」という記載がある。
In a railway system, train control is performed by a signal security system so that a train collision does not occur. Previously, the position of the train was tracked using a track circuit, but in recent years, a wireless train control system that performs wireless communication between the train and the ground instead of the track circuit has been introduced in order to reduce equipment installation and maintenance costs. Is underway.
In the radio train control system, the on-board device mounted on the train keeps calculating the position information of the train, thereby grasping the own train position. However, for example, if the train is stopped until the next operation starts after the day's operation has been completed, the onboard device is normally turned off, so the next operation starts. When the power is turned on again, since the train position information is reset as the on-board device is turned off, there is a problem that it is difficult to grasp the position of the current train.
Japanese Unexamined Patent Application Publication No. 2007-015517 (Patent Document 1) is a technique for grasping the position of a train line before and after the power of an on-board device is turned on and off. This publication states that "the on-line management device transmits to the ground control device the on-line management information obtained from the ground control device immediately before the power is turned off when the ground control device recovers from the power off". is there.
特許文献１では、車上装置の電源が回復してから列車の位置を把握するものであるため、車上装置の電源がオフとなってから回復するまでの間、地上装置はその列車の位置を把握することが出来ない。流転等により車上装置の電源がオフの状態の列車が動いてしまうと、他の列車と衝突する可能性が生まれてくるため列車の保安上好ましくない。
一方、列車の在線位置を把握するために常に車上装置の電源を起動させておくことは、省エネの観点で課題がある。
In Patent Literature 1, since the power of the on-board device is recovered and the position of the train is grasped, the ground device is in the position of the train until the on-device is turned off and recovered. I can not grasp. If a train in which the on-board device is powered off due to current flow or the like moves, there is a possibility of collision with another train, which is not preferable in terms of train security.
On the other hand, it is problematic from the viewpoint of energy saving to always start the power source of the on-board device in order to grasp the on-line position of the train.
上記課題を解決するために、代表的な本発明の列車制御システムの一つは、軌道を走行する車両に搭載される車上装置であって、車両の移動を検知するセンサ、車両の位置情報を算出するための車上制御部、及びセンサ又は車上制御部の信号を外部に出力するための車上無線機、を備える車上装置と、車上無線機と無線通信を行い、車両を制御する地上装置と、を有する車両制御システムであって、車両制御システムは、車上制御部がセンサによる検知結果に基づいて位置情報を算出し、車上無線機が位置情報を地上装置に送信する第１のモードと、車上制御部への給電を遮断し、地上装置が、車上無線機を介して取得するセンサによる検知結果に基づいて位置情報を算出する第２のモードと、を備える。
In order to solve the above problems, one of the representative train control systems of the present invention is an on-board device mounted on a vehicle traveling on a track, and includes a sensor for detecting movement of the vehicle, and vehicle position information. An on-vehicle device comprising: an on-vehicle controller for calculating the vehicle and an on-vehicle radio for outputting a signal from the sensor or the on-vehicle controller to the outside; A vehicle control system including a ground device to be controlled, wherein the vehicle control unit calculates position information based on a detection result of the sensor, and the vehicle radio transmits the position information to the ground device. And a second mode in which power supply to the on-board controller is cut off, and the ground device calculates position information based on a detection result by a sensor acquired via the on-board radio. Prepare.
本発明によれば、停車中の車両の在線位置をより少ない消費電力で検知することが出来る。 According to the present invention, it is possible to detect the standing position of a stopped vehicle with less power consumption.
以下、本発明の実施例を図面に基づいて説明する。 Embodiments of the present invention will be described below with reference to the drawings.
図８を用いて無線を用いた車両制御システムの概要について説明する。車両８０１、８０２は軌道に沿って走行する車両である。車両８０１は、地上子８０３を通過時に得られる位置情報と、車両８０１の車軸に搭載される速度発電機等のセンサから得られる移動距離８０５から自車両位置８０６を算出し、無線通信によって地上制御装置８０４に送信する。地上制御装置８０４は、車両８０２等の他の車両の位置情報を元に、車両８０１が安全に進行できる限界地点である停止限界８０７を算出し、車両８０１に送り返す。車両８０１は、自車両位置情報８０６、自車両の減速（ブレーキ）性能、及び受信した停止限界８０７を元に、ブレーキパターン８０８を作成する。このブレーキパターン８０８の速度を超えない様に走行制御することで、停止限界８０７よりも先に進むことを防ぐことができ、先行する車両８０２と衝突することはない。車両８０２が前方へ進行すると、それに伴い停止限界８０７も車両８０１の前方へと更新されてゆくため、車両８０１は継続して走行することができる。 The outline of the vehicle control system using radio will be described with reference to FIG. Vehicles 801 and 802 are vehicles that travel along a track. The vehicle 801 calculates its own vehicle position 806 from position information obtained when passing through the ground element 803 and a moving distance 805 obtained from a sensor such as a speed generator mounted on the axle of the vehicle 801, and controls the ground by wireless communication. To device 804. The ground control device 804 calculates a stop limit 807 that is a limit point where the vehicle 801 can travel safely based on position information of other vehicles such as the vehicle 802 and sends it back to the vehicle 801. The vehicle 801 creates a brake pattern 808 based on the own vehicle position information 806, the deceleration (brake) performance of the own vehicle, and the received stop limit 807. By controlling the travel so as not to exceed the speed of the brake pattern 808, it is possible to prevent the vehicle from moving ahead of the stop limit 807 and not collide with the preceding vehicle 802. When the vehicle 802 travels forward, the stop limit 807 is updated to the front of the vehicle 801 accordingly, so that the vehicle 801 can continue to travel.
本発明は、車両を所定時間停車させる場合、例えば営業運転終了後から次の営業運転まで停車させておく滞泊の場合、車両の位置検知の応答性は通常の運行時よりも低くても安全上問題ない点に着目し、地上側で演算可能な処理は地上側で行い、その分車上装置の消費電力・演算コストを抑える点がポイントである。 In the present invention, when the vehicle is stopped for a predetermined time, for example, when the vehicle is stopped from the end of the commercial operation until the next commercial operation, it is safe even if the responsiveness of the position detection of the vehicle is lower than during normal operation. Focusing on the point that there is no problem, the point that the processing that can be calculated on the ground side is performed on the ground side, and the power consumption and calculation cost of the on-vehicle device is reduced.
図１は本発明の第１の実施形態である無線列車制御システムの構成図の例である。本実施形態の無線列車制御システムは、列車に設置する無線機Ａ１００、車上保安制御部１０１、センサＡ１０２、センサＢ１０３、給電制御部１０６、ＡＰＳ１０７（Ａｕｘｉｌｉａｒｙ Ｐｏｗｅｒ Ｓｕｐｐｌｙ）、バッテリ１０８、コンバータ１０９、変圧器１１０、パンタグラフ１１１、架線１１２、及び地上に設置される無線機Ｂ１０４、地上保安制御部１０５から構成される。なお、車上保安制御部１０１は、車上制御部と呼んでもよい。 FIG. 1 is an example of a configuration diagram of a radio train control system according to the first embodiment of the present invention. The radio train control system of the present embodiment includes a radio A100 installed in a train, an onboard security control unit 101, a sensor A102, a sensor B103, a power supply control unit 106, an APS 107 (Auxiliary Power Supply), a battery 108, a converter 109, and a transformer. Device 110, pantograph 111, overhead line 112, radio B 104 installed on the ground, and ground security control unit 105. The onboard security control unit 101 may be called an onboard control unit.
架線１１２は、列車に電力を供給するものであり、モノレールに適用する場合は軌条を用いてもよい。パンタグラフ１１１は、架線１１２から受電する充電手段である。変圧器１１０は、パンタグラフから受電した電力を変圧する。コンバータ１０９は、変圧器１１０により変圧された電力を直流電力に変換する。ＡＰＳ１０７は、電力変換手段であり、列車内の照明器具などへ電力を供給する。バッテリ１０８は、コンバータ１０９からの電力を蓄える蓄電手段であり、一例は無停電電源手段ＵＰＳ（Ｕｎｉｎｔｅｒｒｕｐｔｉｂｌｅ Ｐｏｗｅｒ Ｓｕｐｐｌｙ）である。給電制御部１０６は、点線で囲んだ装置である、車上保安制御部１０１、各センサ、無線機Ａへの電力供給（オン・オフ）を制御する手段である。給電を制御する方法は、各装置、或いは各装置へ給電する電力線上に遮断器を設け、当該遮断器を制御すればよい。車上保安制御部１０１は、センサＡ１０２、センサＢ１０３で計測した情報を元に列車位置を算出し、その算出した列車位置を無線通信によって地上装置に送信する。これらにより車上装置を構成する。 The overhead line 112 supplies electric power to the train, and when applied to a monorail, a rail may be used. The pantograph 111 is a charging unit that receives power from the overhead line 112. The transformer 110 transforms the electric power received from the pantograph. Converter 109 converts the power transformed by transformer 110 into DC power. The APS 107 is power conversion means, and supplies power to lighting equipment in the train. The battery 108 is a power storage unit that stores electric power from the converter 109, and an example is an uninterruptible power supply unit UPS (Uninterruptable Power Supply). The power supply control unit 106 is a unit that controls power supply (on / off) to the on-vehicle security control unit 101, each sensor, and the wireless device A, which are devices surrounded by a dotted line. As a method for controlling power feeding, a circuit breaker may be provided on each device or a power line supplying power to each device, and the circuit breaker may be controlled. The onboard security control unit 101 calculates the train position based on the information measured by the sensors A102 and B103, and transmits the calculated train position to the ground device by wireless communication. These constitute the on-board device.
地上保安制御部１０５は、送信されてきた各列車の列車位置を元に、各列車の安全に進行できる停止限界を算出し、その停止限界を各列車の車上保安制御部１０１に無線通信によって送信する。 The ground security control unit 105 calculates a stop limit at which each train can proceed safely based on the transmitted train position of each train, and transmits the stop limit to the on-board security control unit 101 of each train by wireless communication. Send.
車上保安制御部１０１、地上保安制御部１０５は、２つのＣＰＵ（ＣＰＵ−Ａ２００とＣＰＵ−Ｂ２０１）と比較器２０２で構成され、２つのＣＰＵの出力を照合できる装置とする。各ＣＰＵの出力は比較器によって照合され、不一致であれば、出力された内容に関わらず、ＣＰＵ故障の可能性を考慮し、保安制御部を安全側に制御し停止させることで安全を確保する。各ＣＰＵの出力が一致すれば、その一致した出力が外部へ送信されることになる。ＣＰＵの数に関しては、３つ以上のＣＰＵであっても良く、その場合、過半数以上のＣＰＵの出力が一致した場合に、その出力が外部へ送信されることになる。 The on-vehicle security control unit 101 and the ground security control unit 105 are configured by two CPUs (CPU-A 200 and CPU-B 201) and a comparator 202, and are devices that can collate outputs from the two CPUs. The output of each CPU is checked by a comparator, and if they do not match, safety is ensured by controlling the safety control unit to the safe side and stopping it in consideration of the possibility of CPU failure regardless of the output contents. . If the output of each CPU matches, the matched output is transmitted to the outside. Regarding the number of CPUs, three or more CPUs may be used. In this case, when the outputs of the majority of the CPUs match, the output is transmitted to the outside.
なお、コンバータ１０９は直流架線の場合は必ずしも必要ではなく、またバッテリ１０８は、コンバータ１０９と接続せず、予め充電された蓄電池手段としても良い。 Note that the converter 109 is not necessarily required in the case of a DC overhead line, and the battery 108 may be a precharged storage battery means without being connected to the converter 109.
図２は車上装置の車上保安制御部に係る部分の例である。車上保安制御部１０１、センサＡ１０２とセンサＢ１０３が図２の（１）で示した構成であれば、各ＣＰＵが、センサＡ１０２とセンサＢ１０３の両方の情報を取得し、センサＡ１０２とセンサＢ１０３の情報、あるいはセンサＡ１０２から算出した位置情報とセンサＢ１０３から算出した位置情報を比較する。もしその乖離が大きければ、センサの故障と判断し異常処理を実施し、乖離が誤差の範囲内であればその両方の情報を元に制御に使用する位置情報を決定する処理を実施する。処理実施後、これらの処理に伴う各ＣＰＵの出力が比較器２０２によって照合され、一致していれば、その出力は外部へ送信され、不一致であれば車上保安制御部１０１を安全側に制御し停止させるといった異常処理を実施する。なお、各ＣＰＵは、地上子を通過する際に取得する絶対位置情報（図示しない）と、各センサからの情報を取得することで、より正確な車両の位置情報を算出する。 FIG. 2 is an example of a portion related to the onboard security control unit of the onboard device. If the on-vehicle security control unit 101, the sensor A102, and the sensor B103 are configured as shown in (1) of FIG. 2, each CPU acquires information on both the sensor A102 and the sensor B103, and the sensor A102 and the sensor B103. The position information calculated from the information or the sensor B102 and the position information calculated from the sensor B103 are compared. If the divergence is large, it is determined that the sensor is faulty, and abnormality processing is performed. If the divergence is within an error range, processing for determining position information used for control is performed based on both pieces of information. After the processing is performed, the outputs of the CPUs associated with these processes are collated by the comparator 202. If they match, the output is transmitted to the outside, and if they do not match, the onboard security control unit 101 is controlled to the safe side. Then, abnormal processing such as stopping is performed. Note that each CPU calculates more accurate vehicle position information by acquiring absolute position information (not shown) acquired when passing through the ground unit and information from each sensor.
ＣＰＵ間で照合する情報に関しては、上記の図２の（１）の場合のように、複数のセンサの情報そのもの、あるいは複数のセンサの情報を元に演算した位置情報等の演算結果でも良いし、同じ車軸に速度発電機を２つ取付けた場合等、複数の同じセンサから同一のデータが取得できるのであれば、図２の（２）の場合のように、各ＣＰＵが取得したセンサの情報そのもの、あるいはその一つのセンサの情報を元に演算した位置情報等の演算結果を照合する方式でも良い。 As for the information to be collated between the CPUs, as in the case of (1) in FIG. 2 described above, the information itself of a plurality of sensors or the calculation result such as position information calculated based on the information of the plurality of sensors may be used. If the same data can be acquired from a plurality of the same sensors, such as when two speed generators are attached to the same axle, the sensor information acquired by each CPU as in (2) of FIG. A method of collating calculation results such as position information calculated based on the information of the sensor itself or the one sensor may be used.
センサＡ１０２、センサＢ１０３は、センサの情報を位置情報として使用できるセンサで、列車制御に使用することを考慮し、列車の揺れや外部環境の影響を受けにくい精度の高いセンサとすればよい。例えば従来では、速度発電機、ＰＧ（Ｐｕｌｓｅ Ｇｅｎｅｒａｔｏｒ）等がセンサとして使用されており、センサの情報を元に算出した累積移動距離を利用し、位置情報を作成している。また、センサＡ１０２が速度発電機でセンサＢ１０３がＰｕｌｓｅ Ｇｅｎｅｒａｔｏｒ等、センサＡ１０２とセンサＢ１０３で異ならせることで、センサ特有のセンシング異常に対して冗長化でき、また、３つ以上のセンサを使用して冗長化しても良い。 The sensors A102 and B103 are sensors that can use sensor information as position information, and in consideration of using them for train control, they may be high-precision sensors that are not easily affected by train shaking or the external environment. For example, conventionally, a speed generator, a PG (Pulse Generator), or the like is used as a sensor, and position information is created using an accumulated movement distance calculated based on sensor information. In addition, sensor A102 is a speed generator and sensor B103 is different from sensor A102 and sensor B103, such as Pulse Generator, etc., so that it is possible to provide redundancy for sensor-specific sensing abnormalities, and using three or more sensors. Redundancy may be used.
次に、本発明のポイントである列車の検知モードについて説明する。例えば営業運転中は、センサの故障やＣＰＵ故障といった異常時に、動いている列車に対してすぐに異常処理を実施することが求められるため、照合した結果が不一致であった場合の応答性が重要になる。そのため、営業運転中は、第１のモードとして、車上保安制御部１０１で、センサＡ１０２、センサＢ１０３の情報を元に演算した位置情報の照合を実施する。この際、給電制御部１０６は、車上保安制御部１０１、センサＡ１０２、センサＢ１０３、無線機Ａに給電する。営業運転中は、架線１１２から電力を受けるため、ＡＰＳ１０７からの電力を供給すればよい。照合した結果が一致していた場合は、その情報が、無線機Ａ１００、無線機Ｂ１０４を経由して地上保安制御部１０５へ送信され、各列車の位置情報として制御に使用される。地上装置と通信をせずに自列車位置を算出できるため、早く在線位置を把握できる。 Next, the train detection mode, which is the point of the present invention, will be described. For example, during business operation, when abnormalities such as sensor failures or CPU failures occur, it is required to immediately perform abnormality processing on moving trains, so responsiveness is important when the results of matching do not match become. Therefore, during commercial operation, the on-board security control unit 101 collates the position information calculated based on the information of the sensors A102 and B103 as the first mode. At this time, the power supply control unit 106 supplies power to the vehicle safety control unit 101, the sensor A102, the sensor B103, and the wireless device A. During commercial operation, power from the overhead line 112 is received, so power from the APS 107 may be supplied. If the collated results match, the information is transmitted to the ground security control unit 105 via the radio device A100 and the radio device B104, and used for control as position information of each train. Since the position of the own train can be calculated without communicating with the ground device, the on-line position can be grasped quickly.
一方、例えば列車が長時間停車状態となる営業運転終了後の滞泊中は、列車が風等で動くとしてもごく低速であるため、高い応答性は求められない。その事を生かし、当該停車中は、第２のモードとして、車上保安制御部１０１で位置情報の算出・照合を行う代わりに、センサＡ１０２、センサＢ１０３から取得した情報を無線機Ａ１００、無線機Ｂ１０４を経由して地上保安制御部１０５へ送信し、地上保安制御部１０５で、受信したセンサＡ１０２、センサＢ１０３の情報を元に各ＣＰＵで演算した位置情報の照合を実施する。この際、給電制御部１０６は、車上保安制御部１０１への給電を遮断し、センサＡ１０２、センサＢ１０３、無線機Ａ１００へ給電する。滞泊中で、パンタグラフ１１１が下がり、架線１１２から受電できない場合は、バッテリ１０８の電力を供給すれば良い。もし、長時間停車状態であっても、架線１１２から受電可能な場合は、ＡＰＳ１０７の電力を供給しても良い。低速とはいえ、停止中であるはずの電車が長時間移動し続けると、ある程度の距離を移動するため、滞泊中であっても、列車の移動検知は重要となる。 On the other hand, for example, during staying after the end of commercial operation in which the train is stopped for a long time, high responsiveness is not required because the train is very slow even if it is moved by wind or the like. Taking advantage of this, while the vehicle is stopped, the information acquired from the sensor A102 and the sensor B103 is used as the second mode instead of calculating / verifying the position information by the onboard safety control unit 101. The information is transmitted to the ground security control unit 105 via B104, and the ground security control unit 105 collates the position information calculated by each CPU based on the received information of the sensors A102 and B103. At this time, the power supply control unit 106 cuts off the power supply to the vehicle safety control unit 101 and supplies power to the sensor A102, the sensor B103, and the wireless device A100. When the pantograph 111 is lowered and the power cannot be received from the overhead line 112 during staying, the power of the battery 108 may be supplied. If power can be received from the overhead line 112 even when the vehicle is stopped for a long time, the power of the APS 107 may be supplied. Even if the train is supposed to be stopped even though the speed is low, the train moves for a certain distance, so that it is important to detect the movement of the train even if it is staying.
図３は、地上保安制御部１０５の制御フローの例である。車上装置から情報を受信し（３００）、車上装置から受信したセンサＡ１０２、センサＢ１０３の情報を元に各ＣＰＵで列車の位置情報を演算する（３０１）。センサＡ１０２から算出した位置情報とセンサＢ１０３から算出した位置情報を比較し、乖離が誤差の範囲内か確認する（３０２）。誤差の範囲内でなければセンサの故障が起きた場合等を想定した異常処理Ａを実施する（３０３）。誤差の範囲内であればその２つの位置情報を元に制御に使用する位置情報を決定し（３０４）、列車が停止しているかを確認する（３０５）。列車が動いたと判断した場合は、列車が存在する可能性が有る区間に他の列車が進入できないように処理する、あるいは指令員に列車が動いた事を伝えるといった異常処理Ｂを実施する（３０６）。列車が動いていないと判断した場合は、位置情報の更新やその位置情報を元に更新した停止限界の送信といった正常処理を実施する（３０７）。これらの処理３０３、３０６、３０７に伴う各ＣＰＵの出力が比較器２０２によって照合され（３０８）、不一致であれば、車上保安制御部１０１を安全側に制御し停止させるといった異常処理Ｃを実施し（３０９）、一致していれば、その出力が外部へ送信される（３１０）。 FIG. 3 is an example of a control flow of the ground security control unit 105. Information is received from the on-board device (300), and the position information of the train is calculated by each CPU based on the information of the sensors A102 and B103 received from the on-board device (301). The position information calculated from the sensor A102 is compared with the position information calculated from the sensor B103, and it is confirmed whether the deviation is within the error range (302). If it is not within the error range, an abnormal process A assuming a failure of the sensor or the like is performed (303). If it is within the error range, position information used for control is determined based on the two position information (304), and it is confirmed whether the train is stopped (305). When it is determined that the train has moved, an abnormal process B is performed such that other trains cannot enter the section where the train may be present or that the trainer is informed that the train has moved (306). . If it is determined that the train is not moving, normal processing such as updating the position information and transmitting the stop limit updated based on the position information is performed (307). The outputs of the CPUs associated with these processes 303, 306, and 307 are collated by the comparator 202 (308), and if they do not match, the abnormal process C is performed such that the onboard security control unit 101 is controlled to the safe side and stopped. If it matches (309), the output is transmitted to the outside (310).
このようにすることで、例えば営業運転終了後も車上装置の電源を切らないという運用に対し、車上装置の電力消費の大きい車上保安制御部１０１の電源を切る事が可能となり、消費電力を下げつつ、列車検知を行うことができる。 In this way, for example, for the operation in which the power of the on-board device is not turned off even after the end of the commercial operation, it becomes possible to turn off the power of the on-board safety control unit 101 that consumes a large amount of power of the on-board device. Train detection can be performed while lowering power.
第２のモードにおける地上装置から車上装置に送信する情報に関しては、センサから取得した情報をそのまま送信しても良いし、無線機のコントローラで不要なデータを省くなどしてデータを加工すれば、より通信時間・消費電力を削減できる。 As for the information to be transmitted from the ground device to the on-board device in the second mode, the information acquired from the sensor may be transmitted as it is, or if the data is processed by omitting unnecessary data by the controller of the wireless device. , Communication time and power consumption can be further reduced.
第２のモードにおける車上装置と地上装置の通信間隔に関しては、営業運転中と異なり、センサから取得した情報を車上装置から地上装置に高頻度で送信し続ける必要はなく、バッファにデータを記憶しておき、通信間隔を空けることで無線機の電力消費量を下げる事ができる。また、滞泊中の列車の在線状況に応じて通信間隔を定めても良い。滞泊する列車の近くに他の列車がいない場合は、通信頻度を更に少なくすることができる。また、風の強さ、雨などの天候データを更に取得し、流転し易い気象条件の場合はより通信頻度を高くすることで安全性をより高めてもよい。 Regarding the communication interval between the on-board device and the ground device in the second mode, unlike during commercial operation, it is not necessary to frequently transmit the information acquired from the sensor from the on-board device to the ground device, and the data is stored in the buffer. It is possible to reduce the power consumption of the wireless device by storing the communication interval. In addition, the communication interval may be determined according to the status of the line of the train that is staying overnight. If there are no other trains near the delayed train, the communication frequency can be further reduced. Further, the weather data such as wind strength and rain may be further acquired, and in the case of weather conditions that are easy to flow, safety may be further increased by increasing the communication frequency.
モードの切替えのタイミングに関しては、手動で切り替えてもよいし、パンタグラフ１１１を下ろした時点や車上保安制御部１０１の電源を切った時点で自動的に切り換えてもよい。また、本発明は営業運転終了後から再開するまでの「滞泊」に限らず、列車の位置検知において高い応答性が求められない場面で利用可能である。例えば営業運転中に車上保安制御部の故障を検知した場合に、少なくとも自列車の位置情報を車上保安制御部を介さずに地上に知らせることで復旧時の在線検知をスムーズに行うことが出来る。また、ダイヤが乱れて、列車が長時間停車・もしくは徐行する場合に、車上装置での演算コストを下げるために第２のモードへ切り換えてもよい。 The mode switching timing may be switched manually or may be switched automatically when the pantograph 111 is lowered or when the on-vehicle security control unit 101 is turned off. In addition, the present invention is not limited to “staying” from the end of commercial operation to resumption, and can be used in situations where high responsiveness is not required in train position detection. For example, when a failure of the onboard security control unit is detected during commercial operation, at least the position information of the own train is notified to the ground without going through the onboard security control unit, so that the on-line detection at the time of restoration can be performed smoothly. I can do it. Further, when the schedule is disturbed and the train stops or slows down for a long time, the mode may be switched to the second mode in order to reduce the calculation cost in the on-board device.
図４は本発明の第２の実施形態の車上装置の構成図の例である。本実施例は、地上装置、及び車上装置の給電制御部等は実施例１と同様であるが、第１、第２のモードの各々で異なるセンサを用いる点が異なる。つまり、第２のモードは、何か異常があって列車が動いてしまったことさえ分かれば良い場合には、第１のモードの際よりも安価で精度が低いセンサを使用することができる。第１のモードの場合、給電制御部１０６は車上保安制御部１０１、センサＡ１０２、センサＢ１０３、無線機Ａ１００へ給電し、第２のモードの場合、更に加速度センサＣ４００、加速度センサＤ４０１へ給電し、車上保安制御部１０１への給電は遮断する。後述する振動源については、少なくとも故障診断時に起動するように給電すればよい。 FIG. 4 is an example of a configuration diagram of the on-board device according to the second embodiment of the present invention. This embodiment is similar to the first embodiment in the ground device and the power supply control unit of the on-board device, but differs in that different sensors are used in each of the first and second modes. That is, in the second mode, if it is sufficient to know that something has gone wrong and the train has moved, a sensor that is less expensive and less accurate than in the first mode can be used. In the first mode, the power supply control unit 106 supplies power to the onboard security control unit 101, the sensor A102, the sensor B103, and the wireless device A100. In the second mode, the power supply control unit 106 further supplies power to the acceleration sensor C400 and the acceleration sensor D401. The power supply to the onboard security control unit 101 is cut off. A vibration source to be described later may be supplied with power so as to be activated at least during failure diagnosis.
なお、停止中の場合、センサが故障し出力が０になっている場合の情報と、列車が停止して出力が０になっている場合の情報の区別がつかず、故障したセンサと正常なセンサの両方の情報を地上保安制御部１０５で取得し比較するだけではセンサの故障を検出することができない。その状態で、もう片方のセンサが故障してしまうと、センサの故障が潜在化し、列車が動いたとしても地上保安制御部１０５で検知出来なくなってしまうため、もし、停止中に両方のセンサが故障する確率を無視できない信頼性の低いセンサを用いる場合は、停止中にセンサの故障診断を実施することがより望ましい。 In addition, when it is stopped, the information when the sensor is broken and the output is 0 cannot be distinguished from the information when the train is stopped and the output is 0. A sensor failure cannot be detected simply by acquiring and comparing both pieces of sensor information at the ground security control unit 105. In this state, if the other sensor fails, the sensor failure will become latent, and even if the train moves, the ground security control unit 105 will not be able to detect it. When using a low-reliability sensor in which the probability of failure cannot be ignored, it is more desirable to perform sensor failure diagnosis during stoppage.
そこで図４では、第２のモードにおけるセンサとして、安価で消費電力が少なく、累積移動距離を計算することで位置情報として使用できる加速度センサを使用する。加速度センサは、意図的に振動を加えることで故障診断が可能なため、列車が停止中であっても故障診断が可能となる。そのため、第２のモードとして加速度センサを使用すれば、信頼性の低い安価なセンサを用いても安全性を確保する事が可能となる。 Therefore, in FIG. 4, an acceleration sensor that is inexpensive and consumes less power and can be used as position information by calculating the cumulative movement distance is used as the sensor in the second mode. Since the acceleration sensor can perform failure diagnosis by intentionally applying vibration, the failure diagnosis can be performed even when the train is stopped. Therefore, if an acceleration sensor is used as the second mode, it is possible to ensure safety even if an inexpensive sensor with low reliability is used.
この場合の地上保安制御部１０５の制御フローは、図５で示したように、振動させた結果がセンサの情報に反映されているかを確認する故障診断の処理（５００）が追加される。 In the control flow of the ground security control unit 105 in this case, as shown in FIG. 5, a failure diagnosis process (500) for confirming whether the vibration result is reflected in the sensor information is added.
振動を加えて、当該振動を検知するか否かによる故障診断を行うタイミングは、任意のタイミングで行えば良い。第２のモードへ移行することが予め分かっていれば、第１のモードの最中に、故障診断を実施すれば、振動を加えずに故障診断を実施できる。また、両加速度センサを隣接させ、その両センサの近くに振動を加える振動源を設置すれば、１つの振動源で複数の加速度センサの故障を診断できる。 The timing for performing the failure diagnosis based on whether or not to detect the vibration by applying vibration may be performed at an arbitrary timing. If it is known in advance that the mode is shifted to the second mode, the failure diagnosis can be performed without applying vibration if the failure diagnosis is performed during the first mode. Further, if both acceleration sensors are adjacent to each other and a vibration source for applying vibration is installed in the vicinity of both the sensors, failure of a plurality of acceleration sensors can be diagnosed with one vibration source.
本実施例では、既存の車上装置に、新たに安価な加速度センサを取り付ければよいため、実装がより容易となる。また、第１のモードと第２のモードとで異なる無線機を用いても良い。 In the present embodiment, it is only necessary to newly install an inexpensive acceleration sensor to an existing on-vehicle device, so that mounting becomes easier. Different radios may be used in the first mode and the second mode.
図６は、第３の実施例の車上装置の構成図の例である。記憶媒体６００とコントローラ６０１を追加し、営業運転終了後に、車上保安制御部１０１の電源を切り、電源を切っている間のセンサの情報をコントローラ６０１が記憶媒体６００に記憶する。その後、営業開始時に車上保安制御部１０１を起動させ、車上保安制御部１０１は、各ＣＰＵで記憶媒体６００から電源を切っていた間のセンサの情報を取得し、その情報を元に演算した位置情報を照合する。コントローラは、センサの情報を記憶媒体に記憶する機能だけあれば良く、安価で消費電力の低いものを用いる事ができるため、このようにすることで、消費電力の大きい車上保安制御部１０１の電源を切り、消費電力を減らすことができる。 FIG. 6 is an example of a configuration diagram of the on-board device of the third embodiment. The storage medium 600 and the controller 601 are added, and after the business operation ends, the vehicle safety control unit 101 is turned off, and the sensor 601 stores the sensor information in the storage medium 600 while the power is turned off. Thereafter, the vehicle safety control unit 101 is activated at the start of business, and the vehicle safety control unit 101 obtains sensor information while the power is turned off from the storage medium 600 by each CPU, and calculates based on the information. Check the location information. The controller only needs to have a function of storing sensor information in a storage medium, and can use a low-cost and low-power-consumption device. By doing so, the on-board safety control unit 101 with high power consumption can be used. Power can be turned off to reduce power consumption.
図７は、上記の場合の車上保安制御部１０１の制御フローの例である。電源を切った状態から（７００）車上保安制御部１０１を起動し（７０１）、記憶媒体６００から電源を切っていた間のセンサＡ１０２、センサＢ１０３の情報を取得する（７０２）。取得したセンサＡ１０２とセンサＢ１０３の情報から位置情報を算出し（７０３）、その位置情報の乖離が誤差の範囲内か確認する（７０４）。誤差の範囲内でなければセンサの故障が起きた場合等を想定した異常処理Ａを実施する（７０５）。誤差の範囲内であればその２つの位置情報を元に制御に使用する位置情報を決定し（７０６）、列車が動いていないかを確認する（７０７）。列車が動いたと判断した場合は、列車の位置が不定である事を地上保安制御部へ送信するといった異常処理Ｂを実施する（７０８）。列車が動いていないと判断した場合は、位置情報を地上保安制御部へ送信するといった正常処理を実施する（７０９）。これらの処理７０５、７０８、７０９に伴う各ＣＰＵの出力が比較器２０２によって照合され（７１０）、不一致であれば、車上保安制御部１０１を安全側に制御し停止させるといった異常処理Ｃを実施し（７１１）、一致していれば、その出力が外部へ送信される（７１２）。 FIG. 7 is an example of a control flow of the onboard security control unit 101 in the above case. When the power is turned off (700), the on-board security control unit 101 is activated (701), and information on the sensors A102 and B103 while the power is turned off is acquired from the storage medium 600 (702). The position information is calculated from the acquired information of the sensors A102 and B103 (703), and it is confirmed whether the deviation of the position information is within the error range (704). If it is not within the error range, an abnormal process A assuming that a sensor failure has occurred is performed (705). If it is within the range of error, position information used for control is determined based on the two position information (706), and it is confirmed whether the train is moving (707). If it is determined that the train has moved, an abnormality process B is performed in which the fact that the position of the train is indefinite is transmitted to the ground security control unit (708). If it is determined that the train is not moving, normal processing such as transmitting position information to the ground security control unit is performed (709). The outputs of the CPUs associated with these processes 705, 708, and 709 are collated by the comparator 202 (710), and if they do not match, an abnormal process C is executed such that the onboard security control unit 101 is controlled to the safe side and stopped. (711), if they match, the output is transmitted to the outside (712).
以上のようにモードを切替えることにより、営業運転終了後の停止中に車上保安制御部１０１の電源を切る事が出来るようになり、消費電力を削減することができる。 By switching the mode as described above, it becomes possible to turn off the power of the onboard security control unit 101 during the stop after the end of the business operation, and the power consumption can be reduced.
なお、本発明は上記した実施例に限定されるものではなく、様々な変形例が含まれる。例えば、上記した実施例は本発明を分かりやすく説明する為に詳細に説明したものであり、必ずしも説明した全ての構成を備えるものに限定されるものではない。また、ある実施例の構成の一部を他の実施例の構成に置換することも可能であり、また、ある実施例の構成に他の実施例の構成を加えることも可能である。また、各実施例の構成の一部について、他の構成の追加・削除・置換をすることが可能である。例えば、１両の車両や、複数の車両から成る編成列車のいずれに適用可能であり、またモノレール等軌道上を走行し、無線で制御を行う移動体システムに適用しても本発明の効果は得られる。無架線区間を走行するバッテリ電車や、エンジンを積んだ列車においても、ＡＰＳ１０７、バッテリ１０８を適宜選択することで、本発明を実施することが可能である。また、各構成を実現するプログラム、テーブル、ファイル等の情報は、メモリや、ハードディスク、ＳＳＤ（Ｓｏｌｉｄ Ｓｔａｔｅ Ｄｒｉｖｅ）等の記録装置、または、ＩＣカード、ＳＤカード、ＤＶＤ等の記録媒体に置くことができる。
In addition, this invention is not limited to an above-described Example, Various modifications are included. For example, the above-described embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described. Further, a part of the configuration of a certain embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of a certain embodiment. Further, it is possible to add, delete, and replace other configurations for a part of the configuration of each embodiment. For example, the present invention can be applied to either a single vehicle or a train train composed of a plurality of vehicles, and even when applied to a mobile system that travels on a track such as a monorail and wirelessly controls the effect of the present invention. can get. The present invention can be implemented by appropriately selecting the APS 107 and the battery 108 even in a battery train that travels in a non-overhead section or a train loaded with an engine. Information such as programs, tables, and files for realizing each configuration may be placed in a memory, a hard disk, a recording device such as an SSD (Solid State Drive), or a recording medium such as an IC card, an SD card, or a DVD. it can.
１００、１０４ 無線機
１０１ 車上保安制御部
１０２、１０３、４００、４０１ センサ
１０５ 地上保安制御部
２００、２０１ ＣＰＵ
２０２ 比較器
６００ 記憶媒体
６０１ コントローラ
100, 104 Radio 101 On-board security controller 102, 103, 400, 401 Sensor 105 Ground security controller 200, 201 CPU
202 Comparator 600 Storage medium 601 Controller
Claims (9)
前記車上無線機と無線通信を行い、前記車両を制御する地上装置と、を有する車両制御システムであって、
前記車両制御システムは、
前記車上制御部が前記センサによる検知結果に基づいて前記位置情報を算出し、前記車上無線機が前記位置情報を前記地上装置に送信する第１のモードと、
前記車上制御部への給電を遮断し、前記地上装置が、前記車上無線機を介して取得する前記センサによる検知結果に基づいて前記位置情報を算出する第２のモードと、を備える車両制御システム。 An on-vehicle device mounted on a vehicle traveling on a track, comprising: a sensor for detecting movement of the vehicle; an on-vehicle controller for calculating position information of the vehicle; and the sensor or on-vehicle controller An on-board device comprising an on-board radio for outputting a signal to the outside;
A vehicle control system having a ground device for performing wireless communication with the on-board wireless device and controlling the vehicle,
The vehicle control system includes:
A first mode in which the on-board controller calculates the position information based on a detection result by the sensor, and the on-board radio transmits the position information to the ground device;
A vehicle having a second mode in which power supply to the on-board control unit is cut off, and the ground device calculates the position information based on a detection result by the sensor acquired via the on-board wireless device. Control system.
前記車両が運行中の場合は前記第１のモードにより前記位置情報を算出し、
前記車両が所定時間停車する場合は前記第２のモードにより前記位置情報を算出すること
を特徴とする車両制御システム。 The vehicle control system according to claim 1,
When the vehicle is operating, the position information is calculated by the first mode,
When the vehicle stops for a predetermined time, the position information is calculated in the second mode.
前記車上装置は、更に
前記第１のモードの際は、前記センサと前記車上制御部と前記車上無線機へ給電し、
前記第２のモードの際は、前記車上制御部への給電を遮断し、前記センサと前記車上無線機へ給電する給電制御部を備える車両制御システム。 The vehicle control system according to claim 1,
The on-board device further supplies power to the sensor, the on-board controller, and the on-board radio in the first mode,
In the second mode, a vehicle control system including a power supply control unit that cuts off power supply to the on-board control unit and supplies power to the sensor and the on-board wireless device.
前記センサは、第１のセンサと第２のセンサとを備え、
前記車上装置は、更に
前記第１のモードの際は、前記第１のセンサと前記車上制御部と前記車上無線機へ給電し、
前記第２のモードの際は、前記第１のセンサと前記車上制御部への給電を遮断し、前記第２のセンサと前記車上無線機へ給電する給電制御部を備える車両制御システム。 The vehicle control system according to claim 1,
The sensor includes a first sensor and a second sensor,
The on-board device further supplies power to the first sensor, the on-board control unit, and the on-board radio in the first mode,
In the second mode, a vehicle control system including a power supply control unit that cuts off power supply to the first sensor and the on-board control unit and supplies power to the second sensor and the on-board wireless device.
前記第２のセンサは加速度センサであり、
前記車上装置は前記加速度センサに振動を与える振動源を備え、
前記第２のモードの際に、前記加速度センサが前記振動を検知するか否かに基づいて前記加速度センサの故障を検知する車両制御システム。 The vehicle control system according to claim 4,
The second sensor is an acceleration sensor;
The on-vehicle device includes a vibration source that applies vibration to the acceleration sensor,
A vehicle control system that detects a failure of the acceleration sensor based on whether or not the acceleration sensor detects the vibration during the second mode.
前記給電制御部は、
前記第１のモードの際は、架線または軌条から得られる電力を前記センサと前記車上制御部へ給電し、
前記第２のモードの際は、前記車両の備えるバッテリーの電力を前記センサへ給電する車両制御システム。 The vehicle control system according to claim 1,
The power supply control unit
In the first mode, the electric power obtained from the overhead wire or the rail is supplied to the sensor and the on-vehicle controller,
In the second mode, the vehicle control system supplies electric power of a battery included in the vehicle to the sensor.
前記車上無線機は、前記第１のモードでの通信間隔よりも、前記第２のモードでの通信間隔を長くする車両制御システム。 The vehicle control system according to claim 1,
The on-vehicle wireless device is a vehicle control system in which a communication interval in the second mode is longer than a communication interval in the first mode.
前記車両の移動を検知するセンサと、
前記車両の位置情報を算出するための車上制御部と、
前記センサ又は前記車上制御部の信号を外部に出力するための車上無線機と、を有し、
前記車上装置は、
前記車上制御部が、前記センサによる検知結果に基づいて前記位置情報を算出し、前記車上無線機が前記位置情報を前記地上装置に送信する第１のモードと、
前記車上制御部への給電を遮断し、前記車上無線機が前記センサによる検知結果を前記位置情報を算出するために前記地上装置へ出力する第２のモードと、を備える車上装置。 An on-vehicle device mounted on a vehicle traveling on a track and performing wireless communication with a ground device that controls the vehicle based on position information of the vehicle,
A sensor for detecting movement of the vehicle;
An on-board control unit for calculating position information of the vehicle;
An on-board radio for outputting a signal of the sensor or the on-board controller to the outside,
The on-board device is:
A first mode in which the on-board controller calculates the position information based on a detection result by the sensor, and the on-board radio transmits the position information to the ground device;
An on-vehicle device comprising: a second mode in which power supply to the on-vehicle control unit is interrupted and the on-vehicle wireless device outputs a detection result of the sensor to the ground device to calculate the position information.
前記車上制御部が前記センサによる検知結果に基づいて算出する前記位置情報を受信する第１のモードと、
前記車上装置が前記車上制御部への給電を遮断し、前記地上装置が前記センサによる検知結果を受信し、前記位置情報を算出する第２のモードと、を備える地上装置。 Position information of the vehicle by performing wireless communication with an on-board device including a sensor for detecting movement of the vehicle traveling on the track and an on-board control unit that outputs the position information of the vehicle to the outside via an on-board radio. A ground device for controlling the vehicle based on
A first mode in which the on-board controller receives the position information calculated based on a detection result by the sensor;
A ground device comprising: a second mode in which the on-board device cuts off power supply to the on-board controller, the ground device receives a detection result by the sensor, and calculates the position information.
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| JP2015011927A JP2016137731A (en) | 2015-01-26 | 2015-01-26 | Vehicle control system, on-train device, and ground device |
| SG10201600509PA SG10201600509PA (en) | 2015-01-26 | 2016-01-22 | Train control system, on-vehicle device, and wayside device |
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| JP2015011927A JP2016137731A (en) | 2015-01-26 | 2015-01-26 | Vehicle control system, on-train device, and ground device |
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