JPH06327105A - Automatic train stopping device - Google Patents

Abstract

PURPOSE:To achieve a simple configuration without requiring a large number of complex components such as a speed generator while achieving ATS with a speed verification function. CONSTITUTION:A ground device 5 is laid out at the side of a track 1 for indicating a stop signal to a signalling machine 3 and at the same time for transmitting the stop signal to a train TR driving on the track 1. Two ATS ground station 7a and 7b for transmitting a signal with a specific frequency are installed in the advancing direction of a train at a specific spacing L at the driving part of the track 1. On the other hand, an ATS rolling stock station 11, a receiver 13 for receiving a signal from the ATS ground stations 7a and 7b via the ATS rolling stock upper station 11, a part 15 for measuring signal reception spacing time, vertification time storage part 17, and a control part 19 for automatically actuating an emergency brake which is not shown here and at the same time transmitting an alarm after comparing a signal reception spacing time (t) with a vertification time T and then specific conditions are met are provided on the train TR.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a so-called automatic train stop device, and more particularly to an automatic train stop device having a speed check function.

[0002]

2. Description of the Related Art The safe and stable transportation of trains is based on a detailed transportation plan represented by a train diagram, driving control based on the attention and judgment of the train driver, various safety devices such as traffic lights, and driving support. It depends on the device. Of this,
The driver's attention and judgment always include an element of human error, and an automatic train stop (ATS) device is known as a device for preventing accidents or the like caused by a steering error.

The ATS device issues a warning when a train approaches a certain distance before the traffic light that is currently giving a stop signal, and automatically activates an emergency brake when the driver does not perform a braking operation. The method of stopping is common. However, if the train speed is a speed that can be sufficiently stopped by the traffic signal, it is unnecessary to operate the brake at the alarm point, which unnecessarily reduces the driving efficiency.

Therefore, when the train receives an alarm, the train speed is checked and the brake is applied only when the speed is higher than a certain speed, and the brake is not applied when the speed is lower than the certain speed. Speed check ATS devices are known. In this speed check ATS device,
By providing a plurality of alarm points, the speed of the train calculated based on the output from the speed generator attached to the axle is checked for each alarm speed at each alarm point to perform brake control.

[0005]

However, the above-described speed checking ATS device is a mechanism for calculating the speed of the train based on the output from the speed generator attached to the axle, and requires a complicated and many components. And it will be a relatively large-scale construction.

[0006] Therefore, the present invention provides an automatic train stop device which realizes an ATS having a so-called speed checking function, does not require many complicated and many components such as a speed generator, and has a simple structure. With the goal.

[0007]

The automatic train stopping device of the present invention, which has been made to achieve the above object, automatically stops the train by automatically applying a brake when the train receives a stop signal. An automatic train stopping device that allows at least one combination of track elements for transmitting signals of a predetermined frequency to be installed at predetermined intervals in the train traveling direction on the track part, and on the train at the predetermined intervals. The reception interval time measuring means for receiving signals from the ground conductors installed in each of the trains and measuring the reception interval time corresponding to the traveling time between the two ground conductors by the train, and a predetermined position at the point where the ground conductors are provided. The checking time corresponding to the checking speed of the checking time storage means, and the reception interval time measured by the receiving time measuring means is stored in the checking time storage means. That Shosa compared time, receiving interval is when: Shosa time, characterized in that a brake command output means for outputting a brake command to the brake mechanism.

[0008]

According to the automatic train stopping apparatus of the present invention having the above-mentioned structure, the ground elements installed at predetermined intervals in the train traveling direction are transmitting signals of a predetermined frequency, and the reception interval time measuring means is the ground element. Each of the signals is received and the reception interval time corresponding to the running time between the two ground terminals by the train is measured.

On the other hand, the checking time storage means stores in advance the checking time corresponding to the checking speed at the point where the ground element is provided, and the brake command output means causes the receiving interval time measuring means to measure the receiving interval. The time is compared with the corresponding check time stored in the check time storage means, and if the reception interval time is less than the check time, a brake command is output to the brake mechanism.

These operations are performed when the train receives a stop signal. For example, it is possible to compare the measured reception interval time with the check time only when the train receives the stop signal. Conceivable. Further, the ground device that transmits the stop signal transmits the stop signal to the train, and at the same time, by instructing the ground element to send out a signal of a predetermined frequency, the ground element normally does not transmit the signal, The signal may be transmitted only when the train receives the stop signal.

As described above, when the stop signal is received, the brake command is output only when the reception interval time is less than the check time, that is, when the train continues running at the current train speed, which leads to an accident such as a train collision. When the reception interval time is longer than the checking time, that is, when the train speed is a speed at which the traffic signal can be stopped sufficiently, the brake command is not output and unnecessary reduction of the driving efficiency is prevented.

Further, while realizing the ATS having this so-called speed checking function, a speed generator and a complicated and many components for measuring the speed are not required, and a simple structure is sufficient.

[0013]

Embodiments of the present invention will now be described in detail with reference to the drawings. FIG. 1 is a schematic configuration diagram of an automatic train stop device (hereinafter referred to as an ATS device) that is an embodiment of the present invention. On the side of the track 1, the traffic light 3 and the train TR that runs on the track 1 are caused to show a stop signal.
A ground device 5 for transmitting a stop signal is arranged. Further, in the running portion of the track 1, a predetermined frequency (in this embodiment, 1
Two ATS ground elements 7a, 7b for transmitting a signal of 08.5 KHz) are installed at a predetermined distance L from the traffic light 3 in a predetermined distance in the train traveling direction. The set of two ATS ground elements 7a, 7b is, if necessary,
Two or more sets may be provided for one traffic light 3. FIG. 1 shows a state in which two sets are provided. The ground device 5 causes the traffic light 3 to indicate a stop signal, and
Instruct a and 7b to start signal transmission.

On the other hand, on the train TR, the ATS car train 11
And the ATS ground elements 7a, 7b via the ATS vehicle element 11.
The receiving unit 13 for receiving the signal from the receiving unit, the receiving interval time measuring unit 15, the checking time storage unit 17, and the receiving interval time t and the checking time T are compared, and when a predetermined condition is satisfied, the And a control unit 19 for activating an emergency brake (not shown) and issuing an alarm. Note that normal deceleration / stop etc. are performed using a regular brake (not shown).

The receiving interval time measuring unit 15 receives the receiving interval time t corresponding to the time required for the train TR to travel between the pair of ground terminals 7a and 7b based on the received signal.
To measure. If this reception interval time t is too short, it will not be possible to accurately compare it with the verification time T, which will be described later. Therefore, in order to make the reception interval time t suitable for comparison, various situations (eg, maximum speed and ATS ground elements 7a, 7 according to the normal traveling speed at the point)
The predetermined interval L of b is set appropriately.

Further, the verification time storage unit 17 stores in the ground element 7
The checking time T corresponding to the predetermined checking speed V at the points where a and 7b are provided is stored in advance. Since this checking time T corresponds to the checking speed V, the checking speed V will be described. As shown in FIG. 1, with respect to the stop position SP of the train TR corresponding to the traffic light 3, there is a speed curve C1 (hereinafter referred to as a first deceleration curve) C1 at the time of maximum deceleration that is allowable in driving. The first deceleration curve C1 is the case where the vehicle is stopped by using the service brake. Also, this stop position SP is usually
Is set a predetermined distance before the limit position CP at which the vehicle must stop. Then, there is a speed curve C2 (hereinafter referred to as a second deceleration curve) that can be stopped at this limit position CP when the emergency brake is used.

Incidentally, these first and second deceleration curves C1,
Both C2 are determined by the regular or emergency braking performance of the train TR, idle time, and track gradient conditions at the installation locations of the ATS ground elements 7a, 7b. For example, even if the braking performance is the same, if the track 1 is an uphill grade, the deceleration rate becomes steep, and conversely, if the track 1 is a downhill grade, the deceleration rate becomes slower. That is, if the road is an uphill slope, the distance to stop is relatively short, and if it is a downhill slope, it is long.
As described above, the first and second deceleration curves C1 and C2 change for each train TR depending on various conditions or even for the same train TR depending on surrounding conditions.

If the train speed is sufficient to stop by the traffic light 3, activating the emergency brake at the alarm point unnecessarily lowers the driving efficiency, and unnecessarily sudden braking deteriorates the riding comfort. Therefore, the ATS device of the present embodiment employs a method of operating the emergency brake only when the train speed is higher than a predetermined speed. The predetermined speed is the checking speed V. This checking speed V is the first
Based on the deceleration curve C1 and the second deceleration curve C2, the ground element 7
It is set according to the positions of a and 7b.

Therefore, the checking time T is the above-mentioned checking speeds V and A.
The interval L between the TS ground elements 7a and 7b determines T = L / V, and this verification time T is stored in the verification time storage unit 17. In this embodiment, this check time T is A
The TS ground elements 7a and 7b are set to have a constant value regardless of their positions. That is, the checking speed V
Is different depending on the positions of the ATS ground elements 7a and 7b,
The distance L between the ATS ground elements 7a and 7b at the position where the verification speed V is high is increased, and the ATS ground element 7 where the verification speed V is low is set.
The distance L between a and 7b is made small so that the checking speed V is constant. In the case of FIG. 1, the ATS ground elements 7a and 7b are provided at two locations, and the check time T corresponding to the positions where the respective ATS ground elements 7a and 7b are provided.
Are equal to each other, and the check time T, which is the constant value, is stored in the check time storage unit 17.

In FIG. 1, a region S2 between the first deceleration curve C1 and the second deceleration curve C2 is a region in which the vehicle can be stopped by the emergency brake up to the limit position CP even if the speed is exceeded. Further, the area S1 is an area where the vehicle is scheduled to stop at a predetermined stop position SP, and the area S3 is an area which may exceed the speed and exceed the limit position CP, resulting in an accident.

Next, the ATS of this embodiment having the above structure
The operation of the device will be described with reference to FIG. The erroneous departure train automatic stop process shown in FIG. 2 is started when the on-vehicle control unit 19 receives a stop command from the ground device 5. In addition to this stop command, the ground device 5 causes the traffic signal 3 to show a stop signal and issues a signal transmission execution command to the ATS ground elements 7a and 7b. Accordingly, the ATS ground element 7a,
7b starts transmitting signals.

Returning to FIG. 3, first, the signals from the ATS ground elements 7a and 7b are received via the ATS vehicle upper element 11 (step 100. The step is hereinafter referred to as S) and received based on the received signal. The interval time t is calculated (S110).
Then, the check time T is read from the check time storage unit 17 (S120), and it is determined whether the reception interval time t is equal to or less than the check time T (S130).

When t ≦ T (S130: YE
S), and activate the emergency brake (not shown) (S14
0), an alarm is further issued (S150), and this process is once terminated. On the other hand, if t> T (S130: N
O), without performing the processing of S140 and S150, this processing is temporarily terminated and returns to the original. In the present embodiment, since there are two sets of ATS ground elements 7a and 7b, the above series of processing is always repeated twice before reaching the stop position SP. Note that, for example, when the driver immediately operates the normal brake to stop the train TR up to the position of the ATS ground elements 7a and 7b, S100 is not executed in the above process, and naturally, no subsequent process is performed. .

The control process relating to the automatic train stop is executed as described above, but for the sake of clarity, a specific example of the operation according to the running condition of the train will be described with reference to FIG. For example, as shown in FIG. 1, consider a case where there are two sets of ground elements 7a and 7b by the stop position SP when a stop signal is received.

When the train TR is running as shown by the dotted line in FIG. 1 and the driver does not notice it even when the stop signal is received and proceeds without slowing down (progress) (the straight line portion of the dotted line). ) However, at the first inspection point in the ground element 7a, 7b on the front side (the side far from the traffic light 3), the train speed is within the region S1, so the reception interval time t calculated in the process of S110 of FIG. , S120, which is longer than the check time T read in S120. Therefore, t> T (S130: NO), and the process of S140 is not performed.
The train TR proceeds at the same speed.

However, since the train speed is within the region S2 at the second check point in the next ground element 7a, 7b, the reception interval time t calculated in the process of S110 of FIG. 2 is read out in S120. The check time is less than T. Therefore, if t ≦ T (S130: YES), S140
Is performed, the emergency brake is actuated, and the vehicle is decelerated as shown by the dotted curve in FIG.
Stop before.

As described above, if a plurality of check points are provided, it is possible to have more chances to make a decision on the start, which is preferable in terms of improving safety. The first
If t ≦ T at the check point (S130: YES),
Naturally, the processing of S140 is performed to activate the emergency brake and stop before the limit position CP.

If the driver normally operates the brake to properly decelerate the vehicle, and the deceleration curve of the actual train TR is within the area S1, the judgment is made twice at the first and second verification points. In both cases, when t> T (S130: NO), the emergency brake does not act and the vehicle stops smoothly. In this way, since the emergency brake is not operated at a speed that can sufficiently stop by the stop position SP, the driving efficiency is not unnecessarily reduced, and the riding comfort is not deteriorated by the unnecessary sudden braking.

As described above, according to the ATS device of the present embodiment, when the stop signal is received, the reception interval time t is equal to or less than the check time T (S130: YES), that is, the current train speed is maintained. Then, the limit position CP is exceeded, and the brake command is output only in a state leading to an accident such as a train collision (S140), while the reception interval time t is longer than the check time T (S130: NO), that is, the train speed. If the speed is sufficient to stop by the traffic light 3, the brake command is not output, and it is possible to prevent the driving efficiency from being unnecessarily reduced or the riding comfort being deteriorated by the sudden braking.

Even if the braking performance and idle time of each train TR traveling on the same line are different, the first and second deceleration curves C1 and C2 are determined according to the situation, and the checking speed is based on this. Since V is set and the checking time T is determined by using the checking speed V, it is possible to easily deal with the difference. In the present embodiment, as described above, A
By adjusting the interval L between the ATS ground elements 7a and 7b, the height of the verification speed V at the position where the TS ground elements 7a and 7b are provided is made constant. Therefore, the verification time storage unit 17 is
It is not necessary to store the verification speed V for each position of a and 7b, and even if the ATS ground elements 7a and 7b are installed at a plurality of locations, it is only necessary to store a constant value. Also in the processing of S120 in FIG. 3, the ATS ground elements 7a and 7b are also included.
It suffices to simply read out the check time T regardless of the position where is provided.

Further, while realizing the ATS having the so-called speed checking function as described above, the speed generator and the complicated and many components for measuring the speed from the speed generator unlike the conventional case are not required. , A simple configuration is sufficient. The present invention is not limited to the embodiments as described above, and can be implemented in various modes without departing from the gist of the present invention. For example, in the above-described embodiment, the control related to the ATS is performed by the stop signal from the ground device 5 that causes the traffic light 3 to show the stop signal. However, for example, the stop signal is output when the terminal portion of the dead end line is entered. The same ATS control, or when departing from an arrival or departure line,
In order to prevent an accident where the vehicle departs accidentally even though the route is not open, a stop signal may be output while the route is not open and the same ATS control may be performed.

[0032]

As described in detail above, according to the automatic train stopping apparatus of the present invention, when the stop signal is received, if the reception interval time is less than the check time, that is, if the train runs at the current train speed, A brake command is output only in a state that leads to an accident such as a collision, and while realizing an ATS having a so-called speed checking function, it does not require complicated and many components such as a speed generator, and a simple structure is sufficient. Has the effect.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram showing an embodiment of an automatic train stop device of the present invention.

FIG. 2 is a flowchart showing the operation of this embodiment.

[Explanation of symbols]

C1 ... 1st deceleration curve, C2 ... 2nd deceleration curve,
CP ... limit position, SP ... stop position, TR ... train,
1 ... Orbit, 3 ... Traffic light, 5 ... Ground equipment, 7
a, 7b ... ATS ground child, 11 ... ATS train child, 1
3 ... Receiving unit, 15 ... Reception interval time measuring unit, 1
7 ... Check time storage unit, 19 ... Control unit

Claims (1)

[Claims] 1. An automatic train stopping device for automatically stopping a train when a train receives a stop signal and stopping the train when the train receives a stop signal. At least one set of children installed at predetermined intervals in the train traveling direction shall be provided, and on the train, signals from the above-grounded terminals installed at the above-mentioned specified intervals shall be received, respectively, and the above-mentioned train between the two grounded terminals should be received. A reception interval time measuring means for measuring a reception interval time corresponding to a running time, a verification time storage means for preliminarily storing a verification time corresponding to a predetermined verification speed at the point where the ground element is provided, and the reception The reception interval time measured by the interval time measurement means is compared with the verification time stored in the verification time storage means. Automatic train stop, characterized in that it and a brake command output means for outputting a brake command and.