JP2002315115A - Train control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To simplify an information transmission path and arithmetic processing and enhance the processing speed by making the objective velocity of an ATO system from the upper limit velocity of an ATC system, when setting the upper limit velocity and the objective velocity. SOLUTION: An ATO driving pattern being the objective velocity on ATO side is set, based on the ATC emergency brake pattern EB of the upper limit velocity of on ATC side set by ATC controller. In contrast to the objective speed on ATO side having been set based on the positional information from a ground piece 21 hitherto, this system obviates the necessity to perform the detection of the present position for performing the command output with the ATO controller separately from the detection of the present position for performing the command output with an ATC controller, and this can enhance the processing velocity by simplifying the information transmission path and the arithmetic processing.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a train control system for controlling the running of a train, and more particularly to a control for running the train so as not to exceed an upper limit speed and a control for running the train at a target speed. Train control system to perform.

[0002]

2. Description of the Related Art In recent years, an automatic train control system (hereinafter referred to as ATC) as a security device has been developed.
) And an automatic train operation system (hereinafter referred to as ATO) as a driving device have been put into practical use.

In FIG. 10, such a conventional train 5
7, when an ATC signal indicating an upper limit speed corresponding to the current position of the train 57 is output from an ATC transmitter 55 provided on the ground side, the ATC signal is transmitted to a power receiver provided under the floor of the train 57. 59 receives via the rail (track circuit) 53. This ATC signal is decoded by the ATC receiver 61 and converted into an upper limit speed signal. ATC controller 6
In 3, the upper limit speed is compared with the current speed input from a speed detector 65 including a speed generator provided on the upper side of the vehicle, and when the current speed exceeds the upper limit speed,
A braking command is output to a train control system including the brake device (including the main control device). Under the control of the ATC system, the train 57 is operated so as not to exceed the upper limit speed. The control means of the ATC system includes ATC emergency braking and ATC regular braking described later. However, the control of the ATC system is separate from the ATO system described later, and the ATO control including the TASC control is not performed.

On the other hand, a position code transmitted from a ground child 71 provided on the ground side is received by a vehicle child 73 provided under the floor of the train 57 and converted into a position signal by an ATO transceiver 75. In accordance with the position signal, the ATO controller 77 reads a correspondingly set target speed from a position-target speed table held in advance in an appropriate storage means, and reads the target speed and the speed. The current speed input from the detector 65 is compared with the current speed, and an acceleration command or a braking command for a brake is issued to a train control system (main control device) that controls the main motor so that the current speed matches the target speed. Output. The braking command may be a regenerative braking request to a main controller (not shown).
Under the control of the ATO system, the train 57 is operated so as to match the target speed. However, the control of the ATO system is separate from the control of the ATC system.

[0005] Both the upper limit speed and the target speed are set as a speed pattern corresponding to the position (in particular, the distance to the stop point). As shown in FIG. 11, as the upper limit speed used for the control on the ATC side, two types of an ATC emergency braking pattern EB and an ATC regular braking pattern NB are set, and as the target speed used for the control on the ATO side, , A single ATO operation pattern SB is set. FIG.
In FIG. 1, the horizontal axis represents the distance to the stop point (stop point X0 =
0), the vertical axis is speed.

[0006] The ATC emergency braking pattern EB is such that when the current speed is exceeded, the brake does not relieve until the train completely stops, and is set at a position closest to the stop point X0.

In the ATC regular braking pattern NB, braking is performed when the current speed exceeds the current speed, but the brake is released when the current speed falls below the current speed.
It is set on the front side of the TC emergency braking pattern EB.

The ATO operation pattern SB is controlled so that the current speed coincides with the current speed as described above, and is set further forward with respect to the ATC emergency braking pattern EB and the ATC regular braking pattern NB. .

Thus, the train is normally operated at the speed according to the ATO operation pattern SB, and when the train is exceeded, the train is braked along the ATC regular braking pattern NB.
When exceeding the C regular braking pattern NB, braking is performed along the ATC emergency braking pattern EB.

[0010]

However, the ATC emergency braking pattern EB / ATC regular braking pattern NB and the AT
The O-operation pattern SB is common in that all of them are the basis of the speed. If the information transmission and the arithmetic processing are performed by different systems, the program becomes complicated and the processing speed is slow. There is a point.

Therefore, an object of the present invention is to set the upper limit speed and the target speed by setting the ATC system upper limit speed to the target speed.
An object of the present invention is to provide a means capable of simplifying an information transmission path and arithmetic processing and improving a processing speed by creating a target speed of a TO system.

[0012]

According to a first aspect of the present invention, there is provided an upper limit speed setting means for setting an upper limit speed of a train corresponding to a position of a train, and a braking command when a current speed of the train exceeds the upper limit speed. A first command means for outputting a train speed, a target speed setting means for setting a target speed of the train, and a second command means for outputting an acceleration command or a braking command so that the current speed of the train matches the target speed. A train control system comprising: a target speed setting unit that sets the target speed based on an upper limit speed set by the upper limit speed setting unit.

In the first aspect of the present invention, when the upper limit speed setting means sets the upper limit speed of the train corresponding to the position of the train, the first
The command means outputs a braking command when the current speed of the train exceeds the upper limit speed. When the target speed setting means sets the target speed of the train, the second command means outputs an acceleration command or a braking command so that the current speed of the train matches the target speed.

In the first aspect of the present invention, the target speed setting means sets the target speed based on the upper limit speed set by the upper limit speed setting means. Detection of the current position to perform
It is not necessary to separately perform the detection of the current position for outputting the command by the command means, thereby simplifying the information transmission path and the arithmetic processing, and improving the processing speed.

According to a second aspect of the present invention, there is provided the train control system according to the first aspect of the present invention, wherein the correcting means corrects the target speed based on position information from a ground member provided on the track and transmitting position information. The train control system further comprises:

According to the second aspect of the present invention, the correction means corrects the set target speed based on the position information from a ground member provided on the track and transmitting position information. Therefore, in the second aspect of the present invention, the target speed can be set accurately, and the train can be correctly stopped at the stop point, even if the accuracy of the position information used for setting the upper limit speed is low.

[0017]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 shows a train control system 1 according to a first embodiment of the present invention. The rail 3 constitutes a track circuit, and one ATC transmitter 5 is electrically connected to the rail 3 for each divided section. Under the floor of train 7, A
A power receiver 9 configured to receive a signal from the TC transmitter 5 is provided. The ATC receiver 11 mounted on the train 7 decodes the ATC signal from the power receiver 9 and
This is converted into a position signal and output. The position signal is ATC
It is input to the controller 13. Also, the output of the speed detector 15 including a speed generator (tach generator)
It is input to the C controller 13.

As shown in FIG. 3, the ATC controller 13
The storage unit 17 includes a storage unit 17 composed of a nonvolatile memory such as a ROM, an arithmetic processing unit 19 that performs various types of arithmetic processing described later, and a working memory 20 including a random access memory. The storage unit 17 stores a position-upper limit speed table (not shown) in which a distance to a stop point and an upper limit speed corresponding thereto are stored in association with each other. The arithmetic processing unit 19 includes a fail-safe microprocessor.

The ATC controller 13 includes an ATC receiver 11
The upper limit speed that is repeatedly and continuously inputted from the speed detector 1
The current speed is compared with the current speed input from step S5, and when the current speed exceeds the upper limit speed, a braking signal is output to the brake. By controlling the ATC system, the train 7
Is operated so as not to exceed the upper limit speed.

Referring again to FIG. 1, near the rail 3,
Ground members 21 are provided at predetermined intervals. This ground child 2
Reference numeral 1 denotes a well-known electromagnetic induction type non-powered transponder grounding element, which transmits a position code indicating the installation position of the grounding element 21 in response to a power wave from the train 7 side. Under the floor of the train 7, an on-vehicle child 23 configured to be able to receive a signal from the ground child 21 and to transmit a power wave to the ground child 21 is provided. ATO transceiver 25 mounted on train 7
Outputs a power wave, decodes a position code from the vehicle arm 23, converts it into a position signal, and outputs it to the ATO controller 27. The output of the speed detector 15 is also input to the ATO controller 27. Further, the ATO controller 27 receives an upper limit speed signal from the ATC controller 13.

As shown in FIG. 3, the ATO controller 27
The storage unit 29 includes a storage unit 29, an arithmetic processing unit 31 that performs various types of arithmetic processing described below, and a working memory 32. The storage unit 29 stores a position-target speed table (not shown) in which the upper limit speed and the corresponding target speed are stored in association with each other. The arithmetic processing unit 31
It includes a well-known fail-safe microprocessor.

In the ATO controller 27, the ATC controller 13
The corresponding target speed is read from the upper limit speed-target speed table in accordance with the upper limit speed signal from the CPU, and the target speed is compared with the current speed input from the speed detector 15. An acceleration command signal for the motor or a braking signal for the brake is output so that the current speed matches the target speed. The braking signal may be a regenerative braking request to a main controller (not shown).
Under the control of the ATO system, the train 7 is operated so as to match the target speed.

The upper limit speed set by the ATC controller 13 and the target speed set by the ATO controller 27 are both set as speed patterns corresponding to the distance to the stop point. As shown in FIG. 2, the upper limit speed used for the control on the ATC side includes an ATC emergency braking pattern EB,
ATC normal braking pattern NB and two types are set.
The target speed used for control on the TO side is a single A
The TO operation pattern SB is set. In FIG. 2, the horizontal axis is the distance to the stop point X0, and the vertical axis is the speed.

The ATC emergency braking pattern EB is such that when the current speed is exceeded, the brake does not relieve until the train 7 is completely stopped.
Is set to a position close to. The ATC emergency stop target point X1 at which the speed becomes zero in the ATC emergency braking pattern EB is set on the near side away from the stop point X0 by a predetermined allowance M, and the allowance M is determined by the braking of the train 7. It is set according to the performance (especially the stopping distance).

In the ATC regular braking pattern NB, braking is performed when the current speed exceeds this, but when the current speed falls below this, the brake is released. A
A at which the speed becomes zero in the TC regular braking pattern NB
The TC regular stop target point X2 is the ATC emergency braking pattern E
B is set on the near side.

ATC emergency braking patterns EB and ATC
Each of the service braking patterns NB is created by the arithmetic processing unit 19 of the ATC controller 13 on the condition that the distance to the next stop point in the traveling direction is input, and
Is held. ATC emergency braking patterns EB and AT
The C regular braking pattern NB is created over the entire area from the current position of the train 7 to the stop point. Further, the ATC emergency braking pattern EB and the ATC regular braking pattern NB created and stored in the memory 20 are updated each time the distance to the stop point is input thereafter.

The ATO operation pattern SB is controlled so that the current speed coincides with the target speed as described above, and is set further forward with respect to the ATC emergency braking pattern EB and the ATC regular braking pattern NB. You.
AT at which the speed becomes zero in the ATO operation pattern SB
The O stop target point X3 is set at a position separated by a certain distance L from the stop point X0.

Here, the ATO operation pattern SB is represented by AT
This is set based on the upper limit speed information corresponding to the C emergency braking pattern EB. The processing for setting the target speed is performed by the arithmetic processing unit 31 of the ATO controller 27 as shown in FIG.
It is performed as follows. First, the upper limit speed-target speed table is read from the storage unit 29 (S1). Next, AT
The ATC emergency braking pattern EB from the C control unit is read (S2). Then, an ATO operation pattern SB is created based on the upper limit speed-target speed table (S3). This ATO operation pattern SB is, as shown in FIG.
The vehicle speed set below the emergency braking pattern EB / ATC regular braking pattern NB, that is, on the front side of the ATC emergency braking pattern EB / ATC regular braking pattern NB, and the set vehicle speed is the ATC emergency braking pattern EB / ATC regular braking It is set to be always lower than the pattern NB.
The ATO operation pattern SB is created over the entire area from the current position of the train 7 to the stop point X0.

In FIG. 2, the ATO operation pattern SB
Is not so different from the inclination of the ATC emergency braking pattern EB / ATC regular braking pattern NB, but the inclination of the ATO operation pattern SB is actually the inclination of the ATC emergency braking pattern EB / ATC regular braking pattern NB. The deceleration is set to be smaller, that is, the deceleration is smaller.

The brake in this embodiment is set so that it releases only when the braking output is not performed, and operates on the braking side when there is no signal.

The processing at the time of running in the train control system 1 of the present embodiment configured as described above will be described.

In the ATC controller 13, the processing of FIGS. 5 and 6 is executed at predetermined time intervals according to the clock frequency of the arithmetic processing unit 19. First, in FIG.
TC emergency braking pattern EB / ATC regular braking pattern N
B. The current speed V is read (S101). Next, it is determined whether the current speed V exceeds the upper limit speed defined by the ATC emergency braking pattern EB (S102). If it is, the process proceeds to the ATC emergency braking process (S105).

When the current speed V is the ATC emergency braking pattern EB
If the current speed V does not exceed the upper limit speed set by the ATC normal braking pattern NB, it is determined whether the current speed V exceeds the upper limit speed set by the ATC normal braking pattern NB (S103).
A braking command for the brake is output (S104).

The ATC emergency braking process (S105) is performed as shown in FIG.
It is as follows. First, a braking command for the brake is output (S151), and then it is determined whether the vehicle speed is zero (S152). This braking command is continued until the vehicle speed becomes zero.

In the ATO controller 27, the processing of FIG. 7 is executed at predetermined time intervals according to the clock frequency of the arithmetic processing unit 31. In FIG. 7, first, the ATO operation pattern SB / current speed V is read (S201).
Next, it is determined whether the current speed V is higher than the target speed defined by the ATO operation pattern SB (S202). If it is, a braking command is output (S203).

Next, it is determined whether the current speed V is lower than the target speed defined by the ATO operation pattern SB (S20).
4) If lower, an acceleration command for the motor is output (S205).

By the above processing, the train 7 is normally
The vehicle is driven at a speed according to the O-operation pattern SB, and when the speed is exceeded, braking is performed along the ATC normal braking pattern NB. When the current speed V of the train 7 exceeds the ATC regular braking pattern NB, the ATC emergency braking pattern E
Braking along B. In the above processing,
The position information from the ground child 21 is not used.
3. The ATO transceiver 25 is not used,
1. The vehicle arm 23 and the ATO transceiver 25 are used for other processing, for example, for high-precision stopping in a station yard.

As described above, in this embodiment, when the upper limit speed of the train 7 corresponding to the position of the train 7 is set in the ATC controller 13, the current speed V of the train 7 is accordingly changed to the upper limit speed. Is exceeded, a braking command is output (S104 / S105). Further, when the target speed of the train 7 is set by the ATO controller 27, an acceleration command or a braking command is output according to the target speed so that the current speed V of the train 7 matches the target speed (S203 / S20).
5).

In this embodiment, the ATO controller 27
In the above, since the ATO operation pattern SB which is the target speed is set based on the ATC emergency braking pattern EB which is the upper limit speed set by the ATC controller 13 (S3), the ATO controller 27 outputs a command output. It is not necessary to separately detect the current position for performing the current position detection for performing the command output in the ATC controller 13, thereby simplifying the information transmission path and the arithmetic processing, and reducing the processing speed. Can be improved.

In this embodiment, the ATO stop target point X3 at which the speed becomes zero in the ATO operation pattern SB is set.
Is set at a position separated by a certain distance L from the stop point X0, so that the ATO stop target point X from the stop point X0 is set.
It is necessary to make the distance L to 3 constant for all the operating sections of the train 7, especially for all stations. However, for example, the stop point number (or station number) and the distance L
Is stored in the storage unit 29, and for each stop point (or for each station) by referring to the table.
It is also possible to set different distances L according to the slope, the terrain, and the presence or absence of the land by providing a configuration in which different distances L are set in the vehicle or by giving similar information from the ground plane. In addition, for the same purpose, a configuration in which a plurality of types of correspondence between the upper limit speed and the target speed are prepared, that is, for example, a plurality of types of upper limit speed-target speed tables are prepared and these are set according to the stop point number (or station number). The same effect can be obtained even if the configuration is used selectively. Also, A
The configuration may be such that the TC regular braking pattern NB is not set.

Next, a second embodiment will be described. In the first embodiment, the current speed V is set to the ATO controller 13
Target speed (ATO operation pattern S
Since the train 7 is controlled to always match B), the train 7
ATO with zero speed in TO operation pattern SB
It stops at the stop target point X3 (see FIG. 2). However, since the transmission and reception by the ATC transmitter 5 uses the rail 3 as a medium, the amount of information (or the number of bits) that can be transmitted is limited, and it is expected that the position signal includes an error of a unit of meter. ATO operation pattern SB
May be deviated in meters from the correct stop position. The second embodiment is to solve such a disadvantage.

That is, in the second embodiment, as shown in FIG. 8, the ATO operation pattern SB once set based on the ATC emergency braking pattern EB is corrected based on the position information from the ground arm 21, An ATO correction pattern SBm, which is a pattern of a desired target speed, is created. Note that the mechanical configuration and the setting of the upper limit speed, the setting of the target speed, the ATC process, and the ATC emergency braking process in the second embodiment are the same as those in the first embodiment, and a description thereof will be omitted. In FIG. 8,
The illustration of the ATC regular braking pattern NB is omitted.

The pattern correction processing on the ATO side in the second embodiment will be described with reference to FIG. First, AT
Position information on the C emergency stop target point X1 and the ATO stop target point X5 is read, for example, in the form of a distance from the current position (S301). Next, it is determined whether the vehicle child 23 has detected the ground child 21 (S302), and if not detected, steps S301 and S302 are repeatedly executed.

When the ground child 21 is detected, the current position information held by the train 7 is corrected based on the position information from the ground child 21 (S303). This current position correction process is performed by adding the current position information read based on the signal from the grounding element 21 to the current position held by the ATC controller 13 based on the integration of the speed information output from the speed detector 15. This is realized by overwriting.

Next, it is determined whether the previously read ATC emergency stop target point X1 is present in the track circuit (S304).

If the ATC emergency stop target point X1 is in the current track circuit (ie, if the ATC emergency stop target point X1 is relatively close), then the previously read A
ATO operation pattern SB, which is the TO target speed pattern
Is corrected based on the position information from the grounding element 21 and the ATO correction pattern SB which is a new target speed pattern.
m is created (S305). In the ATO correction pattern SBm, the installation point X4 of the stop signal 31 which should be the original stop target stop point is determined by the ATO correction pattern SB.
It is set to be the point of zero speed in Bm, that is, the ATO stop target point (see FIG. 8).

If the determination in step S304 is negative, the ATC emergency stop target point is in the next track circuit adjacent to the traveling direction, that is, the ATC emergency stop target point is relatively far away. This routine is terminated without being created.

As described above, in the present embodiment, the ATO operation pattern SB, which is the target speed set by the ATO controller 13, is based on the position information from the ground member 21 provided on the track and transmitting position information. Make the correction, A
Since the TO correction pattern SBm is created, even if the accuracy of the position information used for setting the ATC emergency braking pattern EB, which is the upper limit speed, is low, the target speed (AT
ATO correction pattern SBm which is the O side operation pattern)
Can be set accurately, and the train 7 can be correctly stopped at the stop point.

Further, in the present embodiment, the current position information held by the train 7 is corrected based on the position information from the ground child 21 (S303). There is an advantage that the position information based on the integrated speed information can be calibrated at any time.

In each of the above embodiments, the arithmetic processing unit 19 of the ATC controller 13 and the arithmetic processing unit 31 of the ATO controller 27 are constituted by separate microprocessors. Instead of the configuration, AT
The system may be configured using a single fail-safe microprocessor having the functions of both the C controller and the ATO controller.

In each of the above embodiments, the ATC emergency braking pattern EB / ATC regular braking pattern NB / ATO
The operation pattern SB is created over the entire area from the current position of the train 7 to the stop point. In this manner, the upper limit speed and the target speed at the point in the traveling direction (that is, the upper limit speed in the future) And the target speed) are not essential in the present invention. For example, the ATC emergency braking pattern EB / ATC regular braking pattern NB / ATO
A configuration in which a part or all of the operation pattern SB is set not only over the entire area from the current position of the train 7 to the stop point, but only as the upper limit speed or the target speed at the current position (that is, at the present time). Is also good.

In each of the above embodiments, the ATC emergency braking pattern EB / ATC regular braking pattern NB / ATO
The configuration in which the operation patterns SB are all set by the table processing has been described. However, instead of such a configuration, the configuration may be set using a predetermined function, and such a configuration also belongs to the scope of the present invention.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a schematic configuration of a train control system according to a first embodiment.

FIG. 2 is an explanatory diagram showing setting of an operation pattern.

FIG. 3 is a block diagram illustrating a configuration example of a control system.

FIG. 4 is a flowchart showing a target speed setting process.

FIG. 5 is a flowchart showing processing on the ATC side.

FIG. 6 is a flowchart showing an emergency braking process in ATC.

FIG. 7 is a flowchart showing processing on the ATO side.

FIG. 8 is an explanatory diagram illustrating setting of an operation pattern according to a second embodiment.

FIG. 9 is a flowchart showing a correction process on the ATO side.

FIG. 10 is a block diagram showing a schematic configuration of a train control system before improvement according to the present invention.

FIG. 11 is an explanatory diagram showing setting of an operation pattern before improvement according to the present invention.

[Explanation of symbols]

1,51 train control system, 3,53 rail, 5,
55 ATC transmitter, 7,57 train, 9,59 power receiver, 11,61 ATC receiver, 13,63 ATC controller, 15,65 speed detector, 17,29 storage unit, 1
9,31 Arithmetic processing unit, 21,71 Ground child, 27,7
7 ATO controller, EB ATC emergency braking pattern, N
B ATC regular braking pattern, SB ATO operation pattern, SBm ATO correction pattern, X0 stop point.

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Yuji Kato 1-10-14 Kitaueno, Taito-ku, Tokyo Japan Railway Construction Corporation Kanto Branch Office (72) Inventor Takayoshi Goto 2-6-1 Moto Asakusa, Taito-ku, Tokyo No. Within Metropolitan Area New Urban Railway Co., Ltd. (72) Inventor Toshiji Kurihara 1-13-8 Kamikizaki, Urawa-shi, Saitama Japan Signaling Co., Ltd.Yono Office (72) Inventor Hidetaka Saegusa 1 13-13-8 Nippon Signal Co., Ltd. Yono Works (72) Inventor Hideaki Chikamatsu 1-13-8 Kamikizaki, Urawa-shi, Saitama Japan Signal Co., Ltd. Yono Works F-term (reference) 5H115 PC02 PG01 QN03 SF07 SF13 SJ12 SJ13 SL01 SL06 TB03 TD03 TD07

Claims (2)

[Claims] 1. An upper limit speed setting means for setting an upper limit speed of a train corresponding to a position of a train; a first command means for outputting a braking command when a current speed of the train exceeds the upper limit speed; A train control system comprising: target speed setting means for setting a target speed; and second command means for outputting an acceleration command or a braking command so that the current speed of the train matches the target speed. A train control system, wherein the speed setting means sets the target speed based on the upper limit speed set by the upper limit speed setting means. 2. The train control system according to claim 1, further comprising: a correction unit configured to correct the target speed based on position information from a ground member provided on a track and transmitting position information. A train control system characterized by the following.