JP2002337688A - Train control device automatically correcting on-vehicle data - Google Patents

Abstract

PROBLEM TO BE SOLVED: To automatically correct on-vehicle data during traveling of a train, in a train control device controlling a train by referring to the on-vehicle data. SOLUTION: A control device 2 generally obtains continuous N pieces of measuring data of ground facilities, checks an error with the on-vehicle data, and determines whether or not the ground facilities having an error within a permissible range is not more than M pieces. M is not more than N. In case of YES, the control device 2 obtains a plurality of measuring data by conducting plural traveling about the ground facilities having an error exceeding the permissible range. Then, the control device 2 processes the plurality of the measuring data, respectively calculates the measuring data subjected to statistical processing, checks whether or not the on-vehicle data corresponding to the on-vehicle data subjected to the statistical processing, exist, permutes the on- vehicle data by the measuring data subjected to the statistical processing in case of YES, and automatically corrects the on-vehicle data.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a train control device which holds on-vehicle data indicating the position of ground equipment such as the position of a ground child and the position of a track circuit boundary, and performs control with reference to the on-vehicle data. It mainly relates to an automatic train stop device (hereinafter referred to as ATS).

[0002]

2. Description of the Related Art An ATS-P type is used in a main line section of the Tokyo metropolitan area, in which a distance from a P-type ground terminal to a stop signal is directly transmitted by digital information for control. However, the ATS-P type requires expensive ground facilities, and ATS-SN, ATS-SW, ATS-ST, etc. based on the ATS-S type are still used for local line sections and inter-city line sections. . These ATSs generate an alarm outside a predetermined distance of a stop signal.

[0003] In the ATS-S type, a vehicle child has only binary information of "stop" or "not stop" which is disposed at a predetermined distance before a traffic signal (hereinafter referred to as "AT").
ATS)
-When the "stop" information is transmitted from the S type ground child via the vehicle child to the control device on the vehicle, an alarm bell is issued at that time to call the driver's attention, and if no predetermined operation is performed, 5 seconds The brake will be activated later. When an alarm sound is generated, the brakes are automatically activated unless the driver presses the confirmation button. On the other hand, the automatic brakes are not activated due to the reflexive and unconscious confirmation operation, so the ATS-S type The reality is that accidents cannot be completely prevented.

On the other hand, the ATS-SP type stores distance data to a stop signal on a vehicle and stops information from an ATS-S type grounding element as disclosed in, for example, Japanese Patent Application Laid-Open No. Hei 6-227397. , An advanced A that generates a stop pattern, that is, a position-speed pattern, based on the distance data on the car and safely stops the train by the stop signal
This implements the TS function.

[0005] However, ground equipment such as ground terminals and traffic lights are frequently changed due to construction work such as yard improvement, and the ATS-SP type must reflect this in the on-vehicle data each time. In addition, the ATS-SP type performs maintenance of on-vehicle data in accordance with a change in the installation position of a ground carrier for all trains that perform complicated operations, so that the maintenance system becomes complicated. Further, in order to improve the curve passing speed, vehicle body inclination control, also called pendulum control, is performed. When the position is changed, new data is written to the memory when the position is changed, and this data is replaced. The maintenance is being carried out in this way, and although there are only a few honorable trains, it is a very cumbersome operation with a considerable number of manpower.

[0006]

A first problem to be solved by the present invention is to hold on-vehicle data indicating the position of ground equipment such as the position of a grounding element and a track circuit boundary position. In the train control device that performs reference and control, by automatically correcting the on-board data while the train is running,
This eliminates or greatly simplifies on-vehicle data maintenance work, which is bothersome and costly. A second problem to be solved by the present invention is to provide an on-vehicle data automatic correction system that facilitates realization of a train control device having various high-level functions enabled by holding data on the vehicle. It is to provide.

[0007]

According to the first aspect of the present invention, there is provided an on-vehicle data representing a position of ground equipment such as a ground position and a track circuit boundary position, and referring to the on-vehicle data. In the train control device that performs the control, when the M measurement data out of the substantially continuous N measurement data measured on the vehicle has an error with the on-vehicle data within an allowable range, In addition, when the addition, removal, or change of position of the grounding element or track circuit boundary is not transmitted to the vehicle,
Multiple measurements of NM individual measurement data of ground equipment or ground equipment that does not correspond to on-vehicle data where the error between the measurement data and the on-board data is out of the allowable range The statistical data obtained by acquiring the data and performing the processing of the data is replaced with the corresponding on-vehicle data, and the measured data on which the statistical processing is not performed corresponding to the on-vehicle data is performed. Is added to the on-board data, and if there is no measurement data of the ground equipment corresponding to the on-board data, the on-board data is deleted and the on-board data is automatically corrected.

According to a second aspect of the present invention, there is provided a train which holds on-vehicle data indicating the position of ground equipment such as the position of a ground child and a track circuit boundary position, and performs control with reference to the on-vehicle data. In the control device, when M measurement data out of the N continuous measurement data measured on the vehicle are within the allowable error range of the on-vehicle data, the ground element, track circuit boundary, etc. are added. When the removal or change of position is transmitted to the vehicle by the notification means from the ground to the vehicle, a plurality of measurement data is obtained in a plurality of runs of the ground equipment transmitted by the notification means, and The statistically processed measurement data calculated by processing these data is replaced with the corresponding on-vehicle data, and the statistically processed measurement data that does not correspond to on-vehicle data is converted to on-vehicle data. Add and more cars If there is no measurement data of ground facilities corresponding to the data is configured to automatically modify the on-vehicle data to delete the relevant vehicle data.

According to a third aspect of the present invention, there is provided a train according to the third aspect, wherein on-vehicle data indicating the position of ground equipment such as the position of a ground child or a track circuit boundary position is held, and control is performed with reference to the on-vehicle data. In the control device, when the error of the M measurement data out of the substantially continuous N measurement data measured on the vehicle is within an allowable range with respect to the on-vehicle data, the ground device and the track circuit boundary When the addition, removal, or change of position is transmitted to the vehicle from the ground by means of notification from the ground to the vehicle, the measurement data of the ground equipment transmitted by the notification means is replaced with the corresponding vehicle data, Measurement data that does not correspond to on-vehicle data is added to on-vehicle data, and if there is no measurement data of ground equipment corresponding to on-vehicle data, the on-vehicle data is deleted and the on-vehicle data is automatically corrected It was configured as follows.

[0010]

FIG. 1 is a diagram showing a basic configuration of an ATS-SP type train control device. That is, the AT of FIG.
The S-SP type train control device receives from the rail 14 a control device 2, a data input unit 3 for inputting ground equipment position data and control fixed data to the control device 2, and a track circuit current signal of the track circuit 11. A power receiver 4 input to the control device 2,
An upper child 5 that receives the present information of the traffic light 12 from the ground child 13 and inputs the information to the control device 2, an alarm device 6 that emits an alarm sound when the vehicle upper child 5 receives the stop information from the ground child 13, an alarm The confirmation button 7 for the driver who heard the sound to indicate the intention of confirmation, the speed generator 8 for detecting the speed of the train 1 and inputting it to the control device 2, and the stop pattern 15 given from the control device 2 And a brake operation unit 9 for controlling the brake 10 based on the brake operation.

The control device 2 of the train 1 counts the pulses generated by the rotation of the speed generator 8 and constantly detects the current position of the train 1. In this way, the train normally measures the position of the own train on the car to perform position detection. However, this need not be a strict sense of position detection, but may be rough position detection if it is sufficiently secure in data retrieval. There is no problem if the correspondence between the detected ground equipment position and the data equipment position can be tracked based on the relative distance between the ground equipment. In this case, the distance between the equipments may not be a distance based on actual measurement, but may be a relative distance with a wheel diameter of 1, for example. Must represent.

The control device 2 includes a fail-safe CP.
U and a memory in which ground equipment position data and control fixed data are stored.

The present invention relates to a control device 2 as shown in FIG.
That is, the present invention is applied to a train control device that holds on-vehicle data indicating the position of ground equipment such as the position of a ground child and the position of a track circuit boundary, and refers to the on-vehicle data to perform control.

Hereinafter, the automatic correction of on-vehicle data according to the present invention will be described in detail with reference to the drawings.

(First Embodiment) First, in the case where the installation location of the ground equipment is slightly changed as a result, the fact that the installation location of the ground equipment has been changed is not transmitted from the ground to the vehicle. Automatic correction of on-vehicle data in one embodiment will be described with reference to FIGS.

In normal maintenance, for example, when the performance of the grounding element is deteriorated and it is necessary to replace the grounding element in a short train interval, a new grounding element is placed in a close place where the control is not affected in the first train interval. A step-by-step switching operation may be performed, such as mounting, replacing the terminal of the connection cable of the new or old ground wire between the second trains, and removing the old ground wire between the third trains. When such a work is performed, the equipment position of the ground child slightly shifts in distance, and the accuracy of the data of the ground equipment position held on the vehicle, that is, the accuracy of the on-vehicle data, deteriorates. Therefore, it is necessary to correct the on-board data.

FIG. 2 is a layout diagram of ground equipment for explaining automatic correction of on-vehicle data in the first embodiment.
FIG. 5 is a layout diagram of ground equipment in a track including _four consecutive closed sections T ₁ , T ₂ , T ₃ , and T ₄ . Ground facility to be measured in FIG. 2, closed and block section T ₁ track circuit boundary 21 between the block section T _2, track circuit boundary 22 between the block section T ₂ and the closing section T _3, a block section T ₃ track circuit boundary 23 between the sections T _4, current-of ground coils 25 and traffic 33 for transmitting ground coil 24 for transmitting the current-information of the traffic signal 31 on the vehicle, the current-information of the traffic signal 32 on the car It is a ground child 26 for transmitting information to the vehicle.

Position data of ground equipment measured on the vehicle,
That measurement data, as shown in the upper part of FIG. 2, the position _{A 1} of the track circuit boundary 21, the position _{A 2} of the track circuit boundary 22, the position _{A 3} of the track circuit boundary 23, the position _{B 1} of the ground element 24, a ground coil position _{B 2} of 25, a six data locations _{B 3} of the ground coil 26.

On the other hand, the position data of the ground equipment held on the vehicle, ie, the on-vehicle data, is as shown in the lower part of FIG.
Position _{a 1} of _the track circuit boundary 21, the position _{a 2} of track circuit boundary 22, the position _{a 3} of track circuit boundary 23, the position _{b 1} of the ground element 24, the position _{b 2} of the ground element 25, the position _{b 3} of the ground coils 26 Are the six data.

[0020] Figure 2 of the first embodiment, the ground coil 25 the previous position, i.e. the on-board data b ₂ is changed to a position at a distance d from the installation position when the measured, and the other five In this case, the position of the ground equipment has not been changed. The first embodiment is a case where the change of the ground equipment is not transmitted from the ground side to the vehicle upper side.

Automatic correction of on-vehicle data in the first embodiment is performed according to the flowchart of FIG.

In FIG. 4, the control device 2 on the vehicle acquires measurement data of N ground facilities which are substantially continuous (10
1) Store these measurement data in the memory. In the section where the on-board data is automatically corrected as shown in FIG.
The number of pieces, that is, N is 6. The measurement data acquired by the control device 2 as the train advances from left to right in FIG.
B ₃ , A ₃ , B ₂ , A ₂ , B ₁ and A ₁ .

Subsequently, the control device 2 controls the six ground equipments, namely, the grounding element 26, the track circuit boundary 23, the grounding element 25, the tracking circuit boundary 22, the grounding element 24 and the tracking circuit boundary 21,
The measurement data and the on-vehicle data corresponding to the measurement data are read out from the memory, and respective errors are calculated (102) and stored in the memory. The calculated errors are ε _b3 , ε _a3 , ε _b3 , ε _a3 , for the grounding element 26, track circuit boundary 23, grounding element 25, track circuit boundary 22, grounding element 24, and track circuit boundary 21, respectively.
ε _b2 , ε _a2 , ε _b1 and ε _a1 .

After step 102, the control device 2
For each of the ground facilities, the memory is searched, the number of ground facilities having an error between the measurement data and the on-vehicle data within an allowable error range is counted, and it is determined whether or not the number is M or more (103). Here, M is an integer equal to or less than N. In step 103, in the train control apparatus for automatically correcting on-vehicle data according to the present invention, it is determined whether or not the measurement system of the ground equipment is operating normally.

Here, the error calculated in step 102 is
Difference, ie ε_b3, Ε_a3, Ε_b2, Ε _a2, Ε_b1And ε
_a1It was determined whether or not the six errors were within the allowable error range.
As a result, the error ε between the measured data of the ground element 25 and the on-board data
_b2It is assumed that only the value exceeds the allowable error range. Do
And the number of ground equipment within the tolerance range is five.
You. Therefore, the determination in step 103 is YES.
The control device 2 proceeds to the next step 104.

In step 104, the control device 2 sets the measurement data
Ground setting where the error between the
Perform multiple runs on the equipment and obtain multiple measurement data
To get. Here, the hovering of the ground child 25 is performed h times.
And h measurement data B ₂₁~ B_2hTo get.

Following step 104, the control device 2
H measurement data B obtained for the upper child 25₂₁~ B
_2hStatistically processed, and the statistically processed measurement data
TAB ₂₀Is calculated (105), and this is stored in the memory.
You. This statistical processing is performed, for example, on a single piece of measurement data.
This is a pure average calculation. However, in actual operation,
High reliability established in the field of train control
A statistical processing method is chosen.

Subsequent to step 105, the control device 2 searches the memory and checks whether or not the data calculated in step 105, that is, the measured data subjected to the statistical processing and the corresponding on-vehicle data exist (step 105). 106). Here, there is a car on the data b _2. Therefore, the judgment result is YES in step 106, the control unit 2 is replaced with measured data _{B 20} subjected to statistical processing on-board data _{b 2} of ground coil 25 (107), the automatic fix car on data Terminate. In this way, the current position of the moved ground equipment is accurately measured, the measured data is automatically replaced with the corresponding on-vehicle data, and the on-vehicle data is automatically corrected.

If the decision result in the step 106 is NO, the control unit 2 checks whether or not the measured data subjected to the statistical processing exists and the corresponding on-vehicle data does not exist (108). If the determination result of step 108 is Y
If it is ES, the control device 2 adds the measurement data subjected to the statistical processing as on-vehicle data (109), and terminates the on-vehicle data automatic correction program. The operation of the control device 2 proceeds to step 109 when ground equipment is newly added. However, in the first embodiment shown in FIG. 2, there is no data corresponding to step 109.

If the decision result in the step 108 is NO, that is, if the on-vehicle data exists and the corresponding measurement data does not exist, the control device 2 deletes the on-vehicle data (110), Terminate the automatic correction program. The operation of the control device 2 proceeds to step 110 because
This is when the ground equipment is removed. However, in the first embodiment shown in FIG. 2, there is no data corresponding to step 110.

Further, in step 103, if the error between the measured data and the on-vehicle data is within the allowable error range, the number of ground facilities is less than M or the number exceeds N, the control is performed. The device 2 determines that the measurement system of the ground equipment is abnormal, and terminates the on-vehicle data automatic correction program.

(Second Embodiment) Next, the case where the installation location of the ground equipment is changed to exceed the allowable error range,
A first example of automatic correction of on-vehicle data in the second embodiment in which a change in the installation location of the ground equipment is transmitted from the ground to the vehicle will be described with reference to FIGS. 3 and 5.

FIG. 3 is a layout diagram of ground equipment for explaining automatic correction of on-vehicle data in the second embodiment.
FIG. 5 is a layout diagram of ground equipment in a track including _four consecutive closed sections T ₁ , T ₂ , T ₃ , and T ₄ . Ground facility to be measured in FIG. 3, and obstruction block section T ₁ track circuit boundary 21 between the block section T _2, track circuit boundary 22 between the block section T ₂ and the closing section T _3, a block section T ₃ track circuit boundary 23 between the sections T _4, traffic ground coil 24 for transmitting the current-information on the car 31, the ground coil 25 for transmitting current-information on the car of the traffic 32, current-signal unit 33 An on-board element 26 for transmitting information to the vehicle, and an on-board element 27 and 28 for transmitting information indicating the construction section to the vehicle.

Position data of the ground equipment measured on the vehicle,
That measurement data, as shown in the upper part of FIG. 3, the position _{A 1} of the track circuit boundary 21, the position _{A 2} of the track circuit boundary 22, the position _{A 3} of the track circuit boundary 23, the position _{B 1} of the ground element 24, a ground coil 25 position B ₂ , ground child 26 position B ₃ , ground child 27
At position C ₁ , 8 data.

In FIG. 3, the signal 31 is a traveling signal G. Since the train 16 to the block section T ₂ is rail, current-signal unit 32 is current-stop signal R, and the traffic light 33 is attention signal Y. The block section T _4, the subsequent train 17 are rail.

On the other hand, the position data of the ground equipment held on the vehicle, ie, the on-vehicle data, is as shown in the lower part of FIG.
Position _{a 1} of _the track circuit boundary 21, the position _{a 2} of track circuit boundary 22, the position _{a 3} of track circuit boundary 23, the position _{b 1} of the ground element 24, the position _{b 2} of the ground element 25, the position _{b 3} of the ground coils 26 Are the six data.

FIG. 3 of the second embodiment is similar to FIG.
5 is the previous position, ie, on-board data b ₂Is measured
Is changed to a position separated by the distance d from the installation position of
Ground child 27 and ground child 28 are added, and the other five
In this case, the position of the ground equipment has not been changed. Soshi
In the second embodiment, the change of the ground equipment is performed from the ground side.
This is a case that can be transmitted to the upper side of the vehicle. Ground child 25
The means of transmitting the change of the vehicle to the vehicle
Place C₁On the car to inform the entry of the construction section installed in
27 and the position C inside the ground child 25₂Construction installed in
This is the ground child 28 that informs the advance of the section to the vehicle.

As the grounding element 27 and the grounding element 28, a plurality of grounding elements having different frequencies are used in combination, but the data is transmitted by the characteristic of the installation interval of the grounding element having the same frequency or by a P-type grounding element. You may. Ground child 27 and ground child 28
Is used at a low cost. Of course, on-vehicle data can also be corrected using a means capable of transmitting digital information such as a transponder. In this case, the code of the ground equipment type, that is, the ID and the change data are transmitted from the ground, and the correction can be made on the vehicle without adding the statistical processing. In addition, a unique ID is transmitted for each work, and data correction can be managed on the vehicle by the ID. The construction section is, of course, a section where the construction is completely completed.

When the train 17 passes over the ground child 26, the ATS function of the on-board device transits from the ATS-SP to the ATS-S type that does not use a stopping distance or the degenerated ATS function. Even in this case, the train 17 continuously measures the position of the ground child and the position of the track circuit boundary.

As the train 17 advances, its control device 2
Is the continuous 8 grounds from the grounding element 26 to the track circuit boundary 21
Upper equipment, ie, ground wire 26, ground wire 27, track circuit boundary 2
3, ground child 25, ground child 28, track circuit boundary 22, ground
The position of the armature 24 and the track circuit boundary 21 is measured, and the measurement data
TAB₃, C₁, A₃, B₂, C₂, A₂, B₁And A ₁
Are obtained and stored in the memory.

FIG. 5 is a flowchart of the first embodiment in the case where the on-vehicle data is automatically corrected in the second embodiment.

In FIG. 5, the control device 2 on the vehicle acquires measurement data of N ground facilities which are substantially continuous (20).
1) Store these measurement data in the memory. As shown in FIG. 3, in the section where the on-board data where the ground equipment is arranged is to be automatically corrected, the number of the ground equipment measured by the control device 2 is eight continuous.
The number of pieces, that is, N is 8. The measurement data acquired by the control device 2 as the train advances from left to right in FIG.
There are eight of B ₃ , C ₁ , A ₃ , B ₂ , C ₂ , A ₂ , B ₁ and A ₁ .

Subsequently, the control unit 2 controls the eight ground facilities, that is, the ground arm 26, the ground arm 27, the track circuit boundary 23, and the ground arm 2.
5. With respect to the grounding element 28, the track circuit boundary 22, the grounding element 24, and the track circuit boundary 21, the measurement data and the corresponding on-vehicle data are read from the memory, and respective errors are calculated (202) and stored in the memory. I do. The calculated errors are ε _b3 , ε _a3 , ε _b2 , ε _a2 , ε _b1, and ε for the ground element 26, track circuit boundary 23, ground element 25, track circuit boundary 22, ground element 24, and track circuit boundary 21, respectively. _a1
It is.

After step 202, the control device 2
For each of the ground facilities, the memory is searched, the number of ground facilities having an error between the measured data and the on-vehicle data within an allowable error range is counted, and it is determined whether or not the number is M or more (203). Here, M is an integer equal to or less than N. By this step 203, in the train control apparatus for automatically correcting on-vehicle data according to the present invention, it is determined whether or not the measurement system of the ground equipment is operating normally.

Here, the error calculated in step 202
Difference, ie ε_b3, Ε_a3, Ε_b2, Ε _a2, Ε_b1And ε
_a1It was determined whether or not the six errors were within the allowable error range.
As a result, the error ε between the measured data of the ground element 25 and the on-board data
_b2It is assumed that only the value exceeds the allowable error range. Do
And the number of ground equipment within the tolerance range is five.
You. Location of on-vehicle data stored on the car in the section of FIG.
The number of upper facilities is six. Five grounds for these six
The error between the equipment measurement data and the on-board data is within the allowable error range.
Therefore, the determination in step 203 is YES.
The control device 2 proceeds to the next step 204.

Subsequent to step 203, when the control device 2 receives the construction section entry signal (204) and receives the construction section entry signal (205), it proceeds to the next step. Here, as shown in FIG. 3, it receives a work period entry signal C ₁ from the ground coil 27, so and the ground coil 28 is receiving a work period entry signal C _2, the flow proceeds to the next step.

That is, following step 205, the control device 2
Checks whether there is measurement data of ground facilities in the construction zone entry signal C ₁ and the construction period entry signal C ₂ at the specified construction section (206). Here, as shown in FIG.
Since the measurement data _{B 2} of ground coils 25 are present, the determination result of step 206 is YES.

Since the result of the determination in step 206 is YES, the control device 2 travels the ground equipment in the construction section a plurality of times to acquire a plurality of measurement data.
For ground coils 25 here, to get the h pieces of measured data _B 21 _{.about.B 2h} performs the travel of h times (208), stored in the memory.

After step 208, the control device 2
H measurement data B obtained for the upper child 25₂₁~ B
_2hStatistically processed, and the statistically processed measurement data
TAB ₂₀Is calculated (209), and this is stored in the memory.
You. This statistical processing is performed, for example, on a single piece of measurement data.
This is a pure average calculation. However, in actual operation,
High reliability established in the field of train control
A statistical processing method is chosen.

Subsequent to step 208, the control device 2 searches the memory to determine whether or not the data calculated in step 209, that is, the measured data subjected to the statistical processing and the corresponding on-vehicle data exist (step 208). 210). Here, there is a car on the data b _2. Therefore, the judgment result is YES in step 210, the control unit 2 is replaced with measured data _{B 20} subjected to statistical processing on-board data _{b 2} of ground coil 25 (212), the automatic fix car on data Terminate. In this way, the current position of the moved ground equipment is accurately measured, the measured data is automatically replaced with the corresponding on-vehicle data, and the on-vehicle data is automatically corrected.

If the decision result in the step 210 is NO, the control unit 2 adds the statistically processed measurement data as on-vehicle data (211), and terminates the on-vehicle data automatic correction program. The operation of the control device 2 proceeds to step 211 when the ground equipment is newly added. However, in the second embodiment shown in FIG.
Data corresponding to 11 does not exist.

If the decision result in the step 206 is NO, the control device 2 deletes the on-vehicle data (207),
Terminate the on-board data automatic correction program. The operation of the control device 2 proceeds to step 207 when the ground equipment is removed. However, in the second embodiment shown in FIG. 3, there is no data corresponding to step 207.

Further, in step 203, if the number of ground equipment whose error between the measurement data and the on-vehicle data is within the allowable error range is less than M or exceeds N, the control is performed. The device 2 determines that the measurement system of the ground equipment is abnormal, and terminates the on-vehicle data automatic correction program.

Next, a case where the installation location of the ground equipment is changed so as to exceed the permissible error range, and a second notification that the installation location of the ground equipment is changed is transmitted from the ground to the vehicle.
A second example of automatic correction of on-vehicle data according to the embodiment will be described with reference to FIGS.

FIG. 6 is a flowchart of the second embodiment in the case where the on-vehicle data is automatically corrected in the second embodiment.

Step 301, step 302, step 303, step 304, step 305, step 306, and step 307 of the flowchart of FIG. 6 of the second embodiment of the second embodiment are the same as those of the first embodiment of the second embodiment. Step 20 of the flowchart of FIG.
1, Step 202, Step 203, Step 20
4. Steps 205, 206, and 207 are exactly the same. Step 308 is the same as step 2
10, step 309 is exactly the same as step 211, and step 310 is the same as step 212.

In short, in the second example of the second embodiment, the step of acquiring a plurality of pieces of measurement data in a plurality of runs of the measurement data of the construction section performed in the first example includes the steps of: The step of obtaining measurement data obtained by performing statistical processing on data and performing statistical processing on the data is omitted.

Therefore, in the second example of the second embodiment, the measurement data of the ground equipment in the construction section measured first is used as it is for the automatic correction of the on-vehicle data. For Figure 3, the control unit 2 will be to terminate the substituted (310), on-board data automatically fix the car on the data b ₂ of ground coils 25 in the measurement data B _2.

Instead of measurement data subjected to statistical processing, 1
The second example of the second embodiment, in which the measurement data obtained in the first measurement is used for automatic correction of the on-vehicle data, is applied when a highly reliable measuring device is employed for the position measurement of the ground equipment. Things. The highly reliable measuring device is, for example, a non-contact type measuring device such as a Doppler radar. This is because such a non-contact type measuring device can eliminate the influence of the sliding or idling of the wheels.

[0060]

According to the present invention, in a train control device that refers to on-vehicle data, by processing measurement data of ground equipment measured during traveling for trains of all types of vehicles that perform complicated operations. Automatic correction of on-board data can now be performed easily and reliably. Therefore, the conventional complicated on-board data maintenance system has become unnecessary.

[Brief description of the drawings]

FIG. 1 is a diagram showing a basic configuration of an example of a train control device to which the present invention is applied.

FIG. 2 is a diagram showing an arrangement position of the ground equipment of the first embodiment in which a change of the ground equipment is not transmitted from the ground to the vehicle, wherein an upper diagram shows an arrangement diagram of the ground equipment based on measurement data, and a lower diagram shows a layout diagram of the ground equipment. It is an arrangement plan of the ground equipment based on on-vehicle data.

FIG. 3 is a diagram showing an arrangement position of the ground equipment according to the second embodiment in which a change in the ground equipment is transmitted from the ground to the vehicle;
The upper part is a layout drawing of the ground equipment based on the measurement data, and the lower part is a layout drawing of the ground equipment based on the on-vehicle data.

FIG. 4 is a flowchart showing a flow of processing of an example of automatic correction of on-vehicle data in the first embodiment.

FIG. 5 is a flowchart showing a flow of processing of a first example of automatic correction of on-vehicle data in the second embodiment.

FIG. 6 is a flowchart showing the flow of processing of a second example of automatic correction of on-vehicle data in the second embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1, 16, 17, 18 Train 2 Control device 3 Data input part 4 Power receiver 5 Car upper child 6 Alarm 7 Confirmation button 8 Speed generator 9 Brake operation part 10 Brake 11 Track circuit 12 Traffic light 13, 24, 25, 26 , 27,28 Ground terminal 14 Rail 15 Stop pattern 21,22,23 Track circuit boundary T1, T2, T3, T4 Closed section

Claims (3)

[Claims] 1. A train control device that holds on-vehicle data indicating the position of ground equipment such as the position of a ground terminal and the position of a track circuit boundary, and performs control with reference to the on-vehicle data. It is when M measurement data out of the N consecutive measurement data has an error within the allowable range with the on-vehicle data, and grounding elements, track circuit boundaries, etc. are added, removed or repositioned. When what is done is not transmitted on the car,
Multiple measurements of NM individual measurement data of ground equipment or ground equipment that does not correspond to on-vehicle data where the error between the measurement data and the on-board data is out of the allowable range The statistical data obtained by acquiring the data and performing the processing of the data is replaced with the corresponding on-vehicle data, and the measured data on which the statistical processing is not performed corresponding to the on-vehicle data is performed. Is a train control device that adds to the on-vehicle data and deletes the on-vehicle data when there is no measurement data of the ground equipment corresponding to the on-vehicle data and automatically corrects the on-vehicle data. 2. A train control device that holds on-vehicle data indicating the position of ground equipment such as the position of a ground terminal and the position of a track circuit boundary, and performs control with reference to the on-vehicle data. When M measurement data out of the N consecutive measurement data are within the allowable error range of the on-board data, it is determined that the grounding element, track circuit boundary, etc. have been added, removed, or repositioned. When a plurality of measurement data are acquired in a plurality of runs of the ground equipment transmitted by the notification means when the information is transmitted to the vehicle by the notification means from the vehicle to the vehicle, the statistics calculated by processing the data are obtained. Replace the statistically processed measurement data with the corresponding on-vehicle data, add the statistically processed measurement data that does not correspond to the on-vehicle data to the on-vehicle data, and further correspond to the on-vehicle data Measurement data of ground equipment If there is no data, the train control device deletes the on-board data and automatically corrects the on-board data. 3. A train control device that holds on-vehicle data indicating the position of ground equipment such as the position of a ground terminal and the position of a track circuit boundary, and performs control by referring to the on-vehicle data. When the error of the M measurement data of the N continuous measurement data with the on-vehicle data is within an allowable range, a grounding element, a track circuit boundary, and the like are added, removed, or repositioned. Is transmitted to the vehicle by the notification means from the ground to the vehicle, the measurement data of the ground equipment transmitted by the notification means is replaced with the corresponding on-vehicle data, and there is no measurement corresponding to the on-vehicle data. A train control device that adds data to on-vehicle data and deletes the on-vehicle data when there is no measurement data of ground equipment corresponding to the on-vehicle data and automatically corrects on-vehicle data.