JPH11178122A - Automatic train control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an ATC device which maintains high safety and high reliability of a train operation, even if an absolute position of a self-train is not known when the operation of the ATC device is started and enables the efficient train movement. SOLUTION: Identifiable loop coils 1A, 1B... which have predetermined communication enable regions respectively are provided. When the operation of an ATC device is started, the current position of its own train 10A is recognized in accordance with the position of the loop coil. An on-vehicle pattern P1 is formed between the end La1 of the loop coil close to the side of a train stop position X and the train stop position. An on-vehicle pattern P2 upto the end La2 of the loop coil far from the train stop position is formed in accordance with an allowable speed at the position La1 of the on-vehicle pattern P1. Both the patterns are combined with each other to form a final on-vehicle pattern and the speed is verified in accordance with the final on-vehicle pattern to control a train speed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic train control device (hereinafter, referred to as an ATC device), and more particularly to a train according to a position / speed curve (hereinafter, referred to as an on-board pattern) of an own train created on a car. The present invention relates to a technique for improving train operation efficiency in a system for controlling traveling of trains.

[0002]

2. Description of the Related Art An ATC device transmits permissible operating speed information from the ground to a vehicle for each closed section in accordance with an interval from a preceding train and a route opening condition, and continuously checks a train speed on an upper side of the vehicle. Then, deceleration control is automatically performed so that the train speed becomes equal to or lower than the allowable speed.

[0003] In recent years, as a method of checking the train speed on the upper side of the vehicle, train-specific information (brake performance, brake idle time,
Knitting growth, knitting weight, etc.), ground equipment information (track gradient, track curvature, point location, tunnel position, etc.) and transmission information from the ground side such as the distance from the preceding train and the route opening status etc. Create an on-board pattern based on the upper side of the vehicle, compare the position and speed of the own train detected on the upper side with the on-board pattern, determine whether the speed is over, and determine the safety of train running. Some of them are ensured (see, for example, JP-A-2-109,770).

[0004] Generally, the position and speed information of the own train is created by processing a signal of a speed generator mounted on the train. When the position information is created using the signal of the speed generator, this position information becomes relative position information, so the position information of the own train is calculated using the integrated distance from the point where the absolute position is known. I'm trying to get In addition, since errors may be accumulated due to the integration of the distance and there is a possibility that the position information may deviate greatly, a means for transmitting absolute position information from the ground to the train at an appropriate point is provided, and integration is performed based on the received absolute position information. A method of correcting an error in position information by correcting the distance is generally adopted.

[0005]

However, while the information of the speed generator is continuously processed, the position recognition in the train is performed normally, but in consideration of normal train operation, the ATC at the middle station is considered. It is necessary to shut down the equipment by turning off the power of the equipment, or start the train operation from the station on the way, and when the ATC equipment is started up in such a situation, the absolute position information of the starting point is always obtained. Not necessarily. For this reason, when starting up the ATC device in a situation where the absolute position information of the own train cannot be obtained, conventionally, as shown in FIG. In order to secure the train, the running speed of the train is limited to a uniform low speed (for example, 25 km / h or less), and when the absolute position information is received from the ground, the normal on-board pattern from the train stop position X to the own train A is changed. A control method has been adopted in which the vehicle is prepared and shifted to traveling by checking the on-vehicle pattern. For this reason, although it is possible to run at the speed indicated by the dotted line portion of the on-vehicle pattern in FIG. 7 (indicating the most efficient on-vehicle pattern), conventionally, the train speed is as shown by a solid line in the figure. Until the point Y where absolute position information can be obtained, the speed is much lower than that, and it cannot be said that efficient train operation control is being performed. In the figure, B indicates a preceding train.

The present invention has been made in view of the above circumstances, and provides an ATC apparatus capable of sufficiently efficient train operation control even when the ATC apparatus is started in a situation where absolute position information cannot be obtained. The purpose is to do.

[0007]

According to the present invention, there is provided an automatic train control apparatus according to the present invention, wherein a plurality of communication devices are arranged along a train track, and a communication area with a vehicle upper side is set in advance. Medium, transmitting means for transmitting route information ahead of the train and identification information of the communication medium, etc. to the upper side of the vehicle via the communication medium, receiving means for receiving transmission information from the ground side, Position / speed detecting means for detecting speed, train stop position determining means for determining a stop position of the own train based on the route information received by the information receiving means, train-specific information, ground equipment information, and Information storage means for storing the communicable area boundary position information of the communication medium; and a permission from the train stop position to the own train position based on the storage information of the information storage means and the train stop position information by the train stop position determination means. A pattern creating means for creating an on-board pattern defining the speed, and comparing the permissible speed of the created on-board pattern with the detected own train speed, and operating the braking means when the detected speed exceeds the permissible speed. Control means for controlling the own train speed, wherein the pattern creating means sets a train position as a first pattern calculation point on a communicable area boundary position on the side closer to the train stop position of the communication medium specified based on the identification information. A vehicle-mounted pattern from a stop position to the first pattern calculation point is created, a communicable area boundary position on a side far from the train stop position is set as a second pattern calculation point, and the first pattern based on the created vehicle-mounted pattern is created. The configuration is such that an on-vehicle pattern from the first pattern calculation point to the second pattern calculation point is created at the allowable speed at the calculation point.

With this configuration, the route information and the identification information of the communication medium currently communicating are transmitted from the transmission means to the upper side of the vehicle via the communication medium. When the receiving means receives the information, the stop position of the own train is determined by the train stop position determining means based on the route information, and it is known on which communication medium the own train exists. As a result, the communicable area boundary positions at both ends of the communication medium are specified, and the specified communicable area boundary positions indicate absolute positions. The pattern creating means uses the one of the two specified communicable area boundary positions that is closer to the train stop position as the first pattern calculation point, and uses the train-specific information, ground equipment information, and the like stored in the information storage means. The on-vehicle pattern from the train stop position to the first pattern calculation point is created. Further, the boundary position of the communicable area farther from the train stop position is defined as the second pattern calculation point, and the permissible speed at the first pattern calculation point of the created on-vehicle pattern is calculated from the first pattern calculation point to the second pattern calculation point. On-vehicle patterns are created, and the created on-vehicle patterns are combined to form a final on-vehicle pattern from the train stop position to the second pattern calculation point. The control means compares the allowable speed based on the finally generated on-vehicle pattern with the actual speed of the own train, and controls the speed of the own train within the allowable speed based on the comparison result.

Further, as in the invention according to claim 2, the first pattern calculation point may be a fixed point specified in advance instead of the communicable area boundary position of the communication medium.

[0010]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows a block diagram of an ATC apparatus according to a first embodiment of the present invention. In FIG.
On the ground side, for example, loop coils 1A, 1B, 1C,... Are laid as a plurality of communication media along the train track. Each of the loop coils 1A, 1B, 1C,... Has a unique ID number as identification information of the loop coil, and the communicable area L is set in advance according to the length. Each of the loop coils 1A, 1B, 1C,... Has route information for determining the route of the own train, such as preceding train position information and traffic signal information, and I of the currently communicating loop coil.
Ground information transmitting units 2A, 2B, 2C,... As transmitting means for transmitting D number information and the like to the upper side of the vehicle are connected.

On the other hand, on the train 10 side, a ground information receiving unit 11 as a receiving means for receiving various information from the ground,
A train-specific information storage unit 12 for storing train-specific information such as brake performance, brake idle time, knitting growth, and knitting weight of the own train; and a ground information such as a track gradient, a track curvature, a point position, and a tunnel position. A ground equipment data storage unit 13 for storing equipment data, and loop coils 1A, 1B, 1C,.
A communication area information storage unit 14 for storing the ID number of the communication area and its boundary position (absolute position) in association with each other;
A speed generator 15 for detecting the speed / position of the own train, a signal processing unit 16 for processing a signal from the speed generator 15, and train speed information for generating train speed information based on an output from the signal processing unit 16. The creation unit 17 and the signal processing unit 16
And a stop position of the own train based on the route information of the own train received by the ground information receiving unit 11, and the stop position information and On the basis of the information stored in the train-specific information storage unit 12, the ground equipment data storage unit 13, and the communication area information storage unit 14, the on-board pattern that defines the allowable speed from the train stop position to the current position of the train is determined. On-vehicle pattern creation unit 19 as a pattern creation unit to be created, train speed information creation unit 17 and train position information creation unit 18
The speed checker 20 compares the speed information and the position information of the own train created in the above with the on-board pattern created by the on-board pattern creating unit 19, and the own train speed is determined based on the comparison result of the speed check unit 20. A speed control unit 21 is provided to issue a speed control command to a brake device (not shown) as a braking means so as to decelerate the train to within the allowable speed when the speed exceeds the allowable speed defined by the on-vehicle pattern. Here, the train-specific information storage unit 12, the ground equipment data storage unit 13, and the communication area information storage unit 14 correspond to information storage means, and the on-board pattern creation unit 19 has a function of train stop position determination means, The speed checking unit 20 and the speed control unit 21 constitute a control unit.

The on-board pattern creating method in the on-board pattern creating section 19 will be described with reference to FIGS.
In the figure, 10A indicates the own train, 10B indicates the preceding train, and the description will be made assuming that the own train 10A exists in the loop coil 1B. Power on the ATC device. In this state, the absolute position of the own train is unknown. Therefore, the loop coil 1B in which the own train 10A currently exists
Is received from the ground information transmitting unit 2B to determine in which loop coil the own train 10A is currently located. Further, based on the received ID number information, the data stored in the communication area information storage unit 14 is searched to obtain both ends La1 and La2 of the loop coil 1B, that is, information on the communicable area boundary position. Since the positions of both ends of each loop coil are known in advance, La1 and La2 are absolute position information. As a result, the own train 10A
It can be recognized that it exists between the a1 position and the La2 position. Then, the own train stop position X is determined based on input information such as the position of the preceding train 10B from the ground and traffic signal information. When the own train stop position X is known, the stop position X is determined using La1 as a first pattern calculation point and stored data such as train-specific information and ground facility data.
From the first pattern calculation point La1 (on the side closer to the stop position X)
The on-vehicle pattern P1 is created using, for example, the following equation (1).

[0013] ^{S = (V 2/2 ×} β) + V × T + lg ··· (1) where, S; the train of allowable speed beta;; the train deceleration T of the distance V to the train and the stop position Idle running time of own train lg; In this case, S is the distance from the stop position X to La1.

When the on-vehicle pattern P1 is created,
End L of loop coil 1B farther from train stop position X
a2 is a second pattern calculation point, and the on-vehicle pattern P1
The on-board pattern P2 is created up to the second pattern calculation point La2 at the permissible speed of the first pattern calculation point La1.
Then, the on-vehicle patterns P1 and P2 are combined to form the own train 10
The final on-board pattern from A to the train stop position X is assumed. Note that the dotted line indicates the most efficient on-board pattern.

Next, the speed control operation of the ATC device according to the present embodiment will be described with reference to the flowchart of FIG. Step 1 (indicated by S1 in the figure, the same applies hereinafter)
Then, information necessary for determining the stop position from the ground is input via the loop coil. In step 2, it is determined whether or not distance correction has been performed by passing through the end of the loop coil. If so, go to step 9; if not, go to step 3.

In step 3, as described above, the communication area is determined by recognizing the loop coil that is currently communicating based on the communication with the ground, and the two ends of the loop coil, which are the boundary positions of the communication area, are determined. The end La2 on the far side from the train stop position X is defined as a second pattern calculation point. In step 4, the end La1 on the side closer to the train stop position X is set to the first position.
Let it be a pattern calculation point.

In step 5, an on-board pattern P1 from the train stop position X to the first pattern calculation point La1 is created. In step 6, the on-vehicle pattern P2 up to the second pattern calculation point La2 is created at the allowable speed at the first pattern calculation point of the on-vehicle pattern created in step 5.

In step 7, the on-board patterns P1 and P2 created in steps 5 and 6 are combined to create a final on-board pattern. In step 8, the allowable speed of the on-vehicle pattern created in step 7 and the speed generator 1
5 is compared with the speed / position of the own train, and if the own train speed exceeds the allowable speed of the on-board pattern, deceleration control is performed so that the speed of the own train always falls below the allowable speed of the on-board pattern. The speed control of the own train is executed as described above, and the process returns to step 1.

If the distance is corrected in step 2, the on-board pattern from the train stop position X to the own train position obtained by the distance correction is created in step 9, and the process proceeds to step 10; The speed control of the own train is executed based on the on-vehicle pattern created in the same manner as in step 8, and the process returns to step 1. As described above, according to the ATC device of the present embodiment, when the distance correction is not performed, the loop coils 1A, 1
Since the on-board pattern as shown in FIG. 2 is created based on both end positions which are the absolute positions of B, 1C,... As described above, even when the absolute position of the own train is unknown, the train can be run at a higher speed than the conventional device. As a result, the number of operating trains can be increased while ensuring the same safety as in the past, and the train operation efficiency can be improved.

In the above embodiment, the on-vehicle pattern P1 created from the train stop position X is created in a range up to a position near the train stop position X of the loop coil. You may make it from the train stop position X to a specific point. In this configuration, as shown in FIG. 4, in addition to the configuration of the first embodiment shown in FIG. 1, an absolute position information transmitting unit 31 for transmitting absolute position information is provided on the ground side, and the train 10 'side is provided. An absolute position correction information receiving unit 22 for receiving absolute position information from the absolute position information transmitting unit 31, and an absolute position correction point storage unit for storing installation position data of the absolute position information transmitting unit 31 as absolute position correction point data 23 are provided. The same elements as those in the first embodiment shown in FIG. 1 are denoted by the same reference numerals.

The on-vehicle pattern creating method according to the second embodiment will be described with reference to FIGS. In the figure, 10
A 'indicates the own train and 10B' indicates the preceding train. In this embodiment, when the power of the ATC device is turned on, the ID number information indicating the loop coil 1B in which the own train 10A 'is present is received similarly to the first embodiment.
It is determined in which loop coil the current train 10A 'is currently located, and the end La2 of the loop coil farther from the train stop position is set as the second pattern calculation point. Further, the position of the absolute position information transmitting unit 31 closest to the current own train position is determined based on the data stored in the absolute position correction point storing unit 23, and this point is set as the first pattern calculation point La1. As a result, the first and second pattern calculation points are set. Hereinafter, similarly to the first embodiment, the on-board pattern P1 from the train stop position X to the first pattern calculation point La1 is determined based on Expression (1). Create and 1st
An on-vehicle pattern P2 from the pattern calculation point to the second pattern calculation point is created, and the two on-vehicle patterns P1 and P2 are combined to form a final on-vehicle pattern. In this case, (1)
S in the expression is the distance from the stop position X to the installation point of the absolute position information transmission unit 31.

Next, the speed control operation of the ATC device according to the second embodiment will be described with reference to the flowchart of FIG. Steps 11 to 13 and steps 15 to 20 in FIG.
Are the same as in the first embodiment, and only the step 14 is different. Steps 11 and 12 are the same as in the first embodiment, and input the stop position information of the own train 10A 'and determine whether or not there is distance correction. If the distance correction has been performed, the process proceeds to step 19; otherwise, the process proceeds to step 13
Proceed to.

In step 13, the end La2 of the both ends of the recognized loop coil that is farther from the train stop position X is set as the second pattern calculation point. In step 14, the position where the absolute position information transmission unit 31 closest to the recognized train position is installed is searched from the data stored in the absolute position correction point storage unit 23, and is set as the first pattern calculation point La1.

Steps 15 to 18 are similar to those in the first embodiment. On-board pattern P1 and on-board pattern P2 are created, and both on-board patterns P1 and P2 are combined to form the final on-board pattern. A pattern is created, and the train speed is controlled by comparing the on-vehicle pattern with actual train speed / position information. If the distance is corrected in step 12, the on-board pattern from the train stop position X to the own train position obtained by the distance correction is created in step 19, and the on-board pattern is created in step 20 in step 20. The speed control of the own train is executed based on the on-board pattern thus obtained, and step 1 is executed.
Return to

In the second embodiment, as in the first embodiment, the train can run at a higher speed than in the conventional device.
Train operation efficiency can be improved. Further, by combining the first and second embodiments, further fine-grained train operation control is possible.

[0026]

As described above, according to the first and second aspects of the present invention, even when the absolute position of the own train is not known at the time of starting the ATC device, the on-vehicle is more efficient than the conventional device. Since a pattern can be created and the train can be run at a speed close to the permissible speed, the train operation efficiency can be improved while ensuring safety.

[Brief description of the drawings]

FIG. 1 is a block diagram of a first embodiment of an automatic train control device according to the present invention.

FIG. 2 is an explanatory diagram of an on-vehicle pattern creation method according to the first embodiment;

FIG. 3 is a flowchart illustrating a speed control operation according to the first embodiment;

FIG. 4 is a block diagram of a second embodiment of the present invention.

FIG. 5 is an explanatory diagram of an on-vehicle pattern creation method according to the second embodiment;

FIG. 6 is a flowchart illustrating a speed control operation according to the second embodiment;

FIG. 7 is an on-vehicle pattern diagram created by a conventional device.

[Explanation of symbols]

 1A, 1B, 1C Loop coil 2A, 2B, 2C Ground information transmitting unit 10, 10 'Train 11 Ground information receiving unit 12 Train specific information storage unit 13 Ground equipment data storage unit 14 Communication area information storage unit 15 Speed generator 19 vehicle Upper pattern creation unit 20 Speed checking unit 21 Speed control unit 22 Absolute position correction information receiving unit 23 Absolute position correction point storage unit 30 Running trajectory 31 Absolute position information transmitting unit

Claims (2)

[Claims] 1. A plurality of communication media arranged in a line along a train track and having a predetermined communicable area with the upper side of the vehicle, route information in front of the train via the communication media, identification information of the communication media, and the like. Transmitting means for transmitting the information to the upper side of the vehicle, receiving means for receiving transmission information from the ground side, position / speed detecting means for detecting the position / speed of the own train, and the route information received by the information receiving means. A train stop position determining unit that determines a stop position of the own train based on the train information, an information storage unit that stores train-specific information, ground facility information, and a communicable area boundary position information of each communication medium, and the information storage unit. Pattern creation means for creating an on-board pattern that defines an allowable speed from the train stop position to the own train position based on the stored information and the train stop position information by the train stop position determination means; Control means for controlling the own train speed by operating the braking means when the detected speed exceeds the allowable speed by comparing the allowable speed of the on-vehicle pattern with the detected own train speed, wherein the pattern creating means, The on-board pattern from the train stop position to the first pattern calculation point is created with the communicable area boundary position on the side closer to the train stop position of the communication medium specified based on the identification information as the first pattern calculation point,
The boundary position of the communicable area on the far side from the train stop position is defined as a second pattern calculation point, and the second pattern calculation point from the first pattern calculation point at an allowable speed at the first pattern calculation point based on the created on-board pattern. An automatic train control device, characterized in that it is configured to create on-vehicle patterns up to. 2. The automatic train control device according to claim 1, wherein the first pattern calculation point is a fixed point specified in advance instead of the communicable area boundary position of the communication medium.