JP2003034250A - Train control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a means for automatically stopping a train at a predetermined stopping area such as a station, even when an onboard ATO device has lost distance information because of a power cut or a failure. SOLUTION: In the constitution that a zone-controller on the ground creates an ATC ordinary pattern A, and transmits to the train a speed indication or an acceleration/deceleration indication based on the pattern, the zone-controller identifies whether or not the station the train approaches is the one for stopping based on the train traffic diagram, and creates an ATC station stopping pattern B for the station for stopping. Even when the onboard ATO processor has lost the distance information because of the power cut or the failure of the ATO processor, the speed is gradually slowed down according to the location, by controlling the train according to the safety speed determined by the ATC station stopping pattern B, which stops the train automatically.

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 running of a train, and more particularly to a system for flexibly setting a security speed which is an upper limit speed.

[0002]

2. Description of the Related Art Utilizing both an automatic train control system (hereinafter referred to as ATC system) as a security device and an automatic train operation system (hereinafter referred to as ATO system) as a driving device. The train that does is put to practical use. In such an ATO system for a train, data (ATO
The operation pattern) is stored in the on-board device, and an ATC signal indicating the safety speed as the upper limit speed according to the current position of the train is transmitted from the ATC transmitter provided on the ground side via the rail (track circuit). When it is received, the onboard device determines the ATO target speed according to the current position from this security speed and the driving adjustment information (recovery, normal speed, slow speed) instructed from the ATO ground device installed at the station. Then, each control of start-up, acceleration, constant speed operation, and deceleration is automatically executed.

In such an ATO system, since the control is performed in accordance with the ATO operation pattern, it is necessary for the train to always keep track of its current position. From this purpose,
By multiplying the wheel speed by the number of rotations of the axle obtained from the on-board speed generator (tacho generator), the running distance based on the ATO ground element consisting of the loop coil installed on the track is integrated, Many methods are used to determine the position. The position of the ATO ground element is detected by a power receiver provided on the vehicle.

[0004]

However, according to this method, the distance information accumulated by the ATO due to a power failure or failure is
When the on-board device is lost, the current position, which is the premise for setting the ATO target speed, becomes unknown, and even if the power failure or failure is recovered after that, until the next ATO ground element or other calibration means is obtained. The automatic operation by the ATO system will be restricted.

Further, in the ATO system, in order to accurately stop the train at the stop point at the station, fixed point stop control may be executed near the station. This fixed point stop control is
Based on the position information from the ATO ground element, a stop target speed is set so that the train speed gradually decreases toward the stop point to a speed of 0. In this case as well,
If the ATO on-board device loses the accumulated distance information due to a power failure or failure, or if the position information cannot be acquired due to a failure of the power receiver, the current position becomes unknown. Will not be possible.

In these cases, stopping at the station cannot be done automatically, but manually. On the other hand, the current AT
The C system gradually reduces the instruction speed to the train when an object such as another train exists on the front side in the traveling direction, but is not involved in stopping at the station.

Therefore, an object of the present invention is to provide means for automatically executing a stop to a predetermined stop area such as a station even when the ATO on-board device loses distance information due to a power failure or a failure. It is in.

[0008]

According to a first aspect of the present invention, a security speed setting means for setting a security speed, which is an upper limit speed corresponding to a position of a train on a track, and a position of the train are set to the train and a predetermined position. Train control including position detecting means for detecting based on transmission / reception timing in wireless communication with the reference point, and safety command means for outputting a deceleration command when the current speed of the train exceeds the security speed. System,
The train control system is characterized in that the security speed setting means sets the security speed such that the security speed is gradually reduced to a speed of 0 as a predetermined stop candidate point included in a predetermined stop candidate area is approached. Is.

In the first aspect of the present invention, the position detecting means detects the position of the train based on the transmission / reception timing in the wireless communication between the train and the predetermined reference point. The security speed setting means sets a security speed which is an upper limit speed corresponding to the position of the train on the track. Further, the security command means outputs a deceleration command when the current speed of the train exceeds the security speed.
Here, in the first aspect of the present invention, the security speed setting means sets the security speed such that the security speed gradually decreases to speed 0 as the security candidate approaches a predetermined stop candidate point included in a predetermined stop candidate area. did. Therefore, according to the first aspect of the present invention, even when the ATO on-board device loses the distance information due to a power failure, a failure of the ATO on-board device, or the like, by controlling the train according to the security speed thus set, It is possible to gradually reduce the speed according to the position and automatically stop at a stop candidate area such as a station.

A second aspect of the present invention is the train control system according to the first aspect of the present invention, which determines whether or not the train is scheduled to stop in the stop candidate area based on service schedule information. When the train is scheduled to stop, the security speed setting means may gradually decrease the security speed from a security speed not to stop as the train approaches the stop candidate point to a speed of 0. The train control system is characterized in that the security speed is set to.

In the second aspect of the present invention, the stop schedule determining means is
Whether the train is scheduled to stop in the stop candidate area is determined based on the operation timetable information, and if the train is scheduled to stop, the security speed setting means will stop the train as it approaches the stop candidate point. If it is not, the security speed becomes 0
Set the security speed so that the security speed gradually decreases until. Therefore, in the second aspect of the present invention, the setting of the safety speed that gradually decreases to the speed 0 is performed only when the train is scheduled to stop in the stop candidate area, and the optimum control according to the operation schedule is executed. it can.

A third aspect of the present invention is the train control system according to the first or second aspect of the present invention, in which a travel target speed lower than the security speed is set based on the operating timetable information and the current train position. The train control system further comprises: travel target speed setting means; and travel command means for outputting an acceleration command or a deceleration command so that the current speed of the train matches the travel target speed.

In the third aspect of the present invention, the travel target speed setting means sets a travel target speed lower than the security speed based on the operation timetable information and the current train position, and the travel command means means the current train speed. Outputs an acceleration command or a deceleration command so that the target speed matches the target travel speed. Therefore, the train travels according to the traveling target speed, and the redundant system can be realized by the traveling target speed and the safety target speed.

A fourth aspect of the present invention is the train control system according to the third aspect of the present invention, wherein the train stops at the stop candidate point based on the position information from the ground element provided on the track. A stop target speed setting means for setting a stop target speed of the train, and the travel target speed is selected until the car top provided in the train receives the position information, and the car top is set to the position. After receiving the information, the train control system further includes a selection unit that selects a lower value of the security speed and the stop target speed.

In the fourth aspect of the present invention, the stop target speed setting means sets the train stop target speed so that the train will stop at the stop candidate point based on the position information from the ground element provided on the track. . Then, the selecting means selects the traveling target speed until the car upper child receives the position information, and selects the lower one of the safety speed and the stop target speed after the car upper child receives the position information. . Therefore, in the fourth aspect of the present invention, the train follows the lower one of the security speed and the target stop speed,
You can drive safely.

According to a fifth aspect of the present invention, a security speed setting means for setting a security speed which is an upper limit speed corresponding to a position of a train on a track, and a position of the train between the train and a predetermined reference point. Position detection means for detecting based on the transmission and reception timing in the wireless communication of, the safety command means for outputting a deceleration command when the current speed of the train exceeds the security speed,
A train control system comprising, further comprising a stop schedule determination means for determining whether the train is scheduled to stop in a predetermined stop candidate area based on service schedule information, the security speed setting means, When the train is scheduled to stop, set the security speed so that the security speed gradually decreases from the security speed when the train is not scheduled to stop as it approaches the predetermined stop candidate point included in the stop candidate area. The train control system further comprises stop instruction means for transmitting to the train, by means of the wireless communication, stop candidate area instruction information for instructing stop candidate areas in which the train should stop. Is.

In the fifth aspect of the present invention, the stop schedule determining means determines whether or not the train is scheduled to stop in a predetermined stop candidate area based on the operation timetable information, and the security speed setting means plans the train to stop. In the case, the security speed is set so that the security speed gradually decreases from the security speed when the vehicle is not scheduled to stop as it approaches a predetermined stop candidate point included in the stop candidate area. Then, the stop instruction means transmits, to the train by wireless communication, stop candidate area instruction information indicating a stop candidate area in which the train should stop. Therefore, in the fifth aspect of the present invention, the stop candidate area to be stopped can be recognized in the train based on the stop candidate area instruction information.

A sixth aspect of the present invention is the train control system according to the fifth aspect of the present invention, which comprises stop target speed setting means for setting a target stop speed of the train so that the train stops at the stop candidate point. , Based on the stop candidate area information from the ground element provided on the track and the stop candidate area instruction information received by the wireless communication, whether the train is scheduled to stop in the stop candidate area indicated by the stop candidate area information. The system further comprises: a determining unit for determining, and a selecting unit that operates the stop target speed setting unit for a stop candidate region scheduled to stop and does not operate the stop target speed setting unit for a stop candidate region scheduled not to stop. It is a train control system characterized by.

In the sixth aspect of the present invention, the stop target speed setting means sets the stop target speed of the train so that the train stops at the stop candidate points. The determination means determines whether the train is to stop in the stop candidate area indicated by the stop candidate area information, based on the stop candidate area information from the ground element provided on the track and the stop candidate area instruction information received by wireless communication. Determine. Then, the selecting means operates the stop target speed setting means for the stop candidate area scheduled to be stopped, and does not operate the stop target speed setting means for the stop candidate area scheduled not to be stopped. Therefore, in the sixth aspect of the present invention, the safe operation speed is not set to gradually decrease for the stop candidate area that is not scheduled to stop on the basis of the stop candidate area instruction information in the train, and proper operation can be continued.

A seventh aspect of the present invention is the train control system according to any one of the first to sixth aspects of the present invention, wherein the stop candidate area is set in a station. . The seventh aspect of the present invention can preferably utilize the advantages of the first to sixth aspects of the present invention.

[0021]

BEST MODE FOR CARRYING OUT THE INVENTION Preferred embodiments of the present invention will be described below with reference to the drawings. 1, a train control system according to an embodiment of the present invention includes an operation management device 10, a station control device 20, a wireless network 30.
And the on-board device 40.

The operation management device 10 manages the operation of the train (operation timetable management, route control, operation instruction, facility management, etc.) over the entire line area. In particular, the operation management device 10 has a function of outputting operation adjustment information (recovery, normal, slow speed) to the station ATO device 26 as operation timetable management.

The station controller 20 is a zone controller (Z
C) 22, station radio device (SRS) 24, station ATO device 2
6 and the interlocking device 28.

The ZC 22 detects the positions of all the trains 60 in the control zone (including a plurality of stations) under its control, tracks the trains 60, creates an instruction speed or an instruction acceleration / deceleration for each train 60, and outputs an instruction. , And a report message from the train 60, and at the same time, the station ATO device 26
And communication with the interlocking device 28.

The station ATO device 26 gives instructions to the train 60 about the next stop station and controls departure of the train 60.

The interlocking device 28 controls the route inside the station based on the instruction from the operation management device 10.

The wireless network 30 includes, in addition to the SRS 24 connected to the ZC 22, a plurality of wayside wireless devices (WRS) 32 installed along the track 50, and an onboard wireless device (VRS) 34 provided on the train 60. And are equipped with.

The WRS 32 is a V provided on the train 60.
Train information received from RS34 to ZC22,
The data is sequentially relayed and transmitted between the plurality of WRSs 32. At the time of transmitting this train information, the WRS 32 and the VRS 34 are synchronized with each other, and each WRS 32 receives the train information at a timing delayed according to the distance from the VRS 34 with respect to a predetermined synchronous transmission timing recognized by each other. Therefore, by analyzing the delay time of the train information transmitted to the plurality of WRS32, the V for the plurality of WRS32 is analyzed.
It can detect the relative position of RS34 (ie train 60),
From this relative position and each position of the plurality of WRS 32,
The absolute position of the train 60 can be detected as the position of the VRS 34 on the track 50.

Information (hereinafter referred to as transmission information) including information indicating each delay time as position information and train information is transmitted from each WRS 32 to the ZC 22 wirelessly (for example, by microwave). The transmission information is ZC22
Is transmitted from the WRS 32 on the far side to the WRS 32 on the near side. Each WRS 32 superimposes the information received from the VRS 34 on the transmission information received from the distant WRS 32, and transmits it to the WRS 32 on the side closer to the ZC 22. That is, the transmission information is transmitted by sequentially relaying a plurality of WRSs 32 provided along the track 50.

A communication channel (for example, frequency or code) is set for each WRS 32, and a plurality of WRs are set.
Mutual interference of the transmission information from S32 is prevented. In addition, each WRS32 is at least two WRSs on the ZC22 side.
The transmission information is transmitted with the transmission power at which the transmission information reaches 32. As a result, even when the adjacent WRS32 becomes incapable of relaying due to a failure or the like, the failed WRS32
It is possible to exchange the transmission information via the WRS 32 that is one step ahead.

Further, the VRS 34 wirelessly transmits the train information to the WRS 32 at a predetermined transmission timing.
This train information includes various information such as train attribute information (eg, train number, train type, destination, next stop station code, etc.)
Is included.

The ZC 22 controls the train 60 based on the position information of the train 60 within the section. The ZC22 is provided for each predetermined jurisdiction section, and a plurality of WRS3s in the jurisdiction section are provided.
The transmission information from 2 is aggregated. Based on the aggregated transmission information, the ZC 22 detects the position and attributes of the train 60 within the area under its jurisdiction. And ZC22 is a plurality of trains 6
The control information (for example, speed regulation information or signal control information) for the train 60 is generated based on the status of the line in the 0 control area, the speed regulation in the control area, and the like.
The ZC22 sends this control information to the train 6 via the WRS32.
Send to 0. The ZC 22 is provided, for example, at the station 70 within the controlled area.

ATO ground element 52 installed on orbit 50
Is a well-known electromagnetic induction type non-powered transponder ground element composed of a loop coil or the like, and receivably transmits the position information of the installation point as a position code to the power receiver 64 according to the electric wave from the train 60 side.

The on-board device mounted on the train 60 is a VRS.
34, on-board ATC processing section 62, on-board ATO processing section 63,
Power receiver 64, acceleration / deceleration controller 65 and speed generator 6
It is composed of 6. The onboard ATC processing unit 62 uses the VRS
The ATC signal from 34 is decoded, and the instruction speed or acceleration / deceleration included in the ATC signal is output to the acceleration / deceleration control unit 65.

The on-board ATO processing unit 63 has a function of decoding the position code from the power receiver 64, and is a table format data file in which a position and a target speed are stored in association with each other in a storage unit (not shown). Holds a certain fixed point stop pattern. After passing point P1 in FIG.
The target speed calculated by the on-board ATO processing unit 63 based on the current position is compared with the current speed input from the speed generator 66, and if the current speed exceeds the target speed, the acceleration / deceleration control unit 65. If the braking output for the acceleration / deceleration is lower than the above, the acceleration instruction output for the acceleration / deceleration control unit 65 is performed. However, the vehicle A of the present embodiment
In the TO processing unit 63, between stations (that is, from the stop point P0 of the A station shown in FIG. 2 to the point P1 on the outer side of the B station which is the next station).
During the period), the control is performed by the speed instruction or the acceleration / deceleration instruction from the station ATO device 26 and ZC22. That is, the on-board ATO processing unit 63 according to the present embodiment does not hold a data file relating to position / speed between stations unlike the conventional on-board ATO processing unit.

In the acceleration / deceleration control section 65, when the on-board ATC processing section 62 receives a deceleration instruction from the ZC 22, or the on-board ATO processing section 63 issues a braking instruction or an acceleration instruction, A braking signal / acceleration signal is output to the brake or the motor. By such control, the train 60 is operated so as not to exceed the safety speed and to match the target speed.

The on-board ATC processor 62 and the on-board ATO
The processing unit 63 controls the acceleration / deceleration control unit 65 based on the speed or the acceleration / deceleration instructed by the ZC 22 until the signal from the ATO ground element 52 is received. Also, on-board ATC
The processing unit 62 and the on-board ATO processing unit 63 are the
When the signal from 2 is received, the lower one of the fixed point stop pattern held by the storage unit of the on-board ATO processing unit 63 and the instruction speed or acceleration / deceleration from the ZC 22 is selected and controlled.

The safety speed and the target speed set by the ZC 22 and the target speed set by the on-board ATO processor 63 are both set as a speed pattern according to the distance to the stop point. As shown in FIG. 2, the security speed used for ATC control includes an ATC normal pattern A that is set independently of station stops and an ATC station for overrun prevention that is set when the stations stop. 2 with stop pattern B
There are types. Further, there are two types of target speeds used for the control on the ATO side: an ATO normal pattern C that is set irrespective of station stop and an ATO station stop pattern D that is set when the station is stopped. In FIG. 2, the horizontal axis represents the distance to the stop point, and the vertical axis represents the speed.

The virtual gate position (see FIG. 2) where the speed becomes zero in the ATC station stop pattern B is set on the traveling direction side, which is separated from the stop point P0 by a predetermined margin distance. It is set according to the braking performance of the train 60 (particularly the stopping distance).

Further, the ATO normal pattern C is set to a different value based on an instruction from the operation management device 10, particularly an instruction of recovery, average and slow speed. Specifically, as shown in FIG. 2, in the ATO normal pattern C, a high value is set at the time of recovery and a low value is set at the time of slowing down, whereby the operation interval is adjusted.

The ATO station stop pattern D includes a first pattern D1 created on the condition that the installation point P1 of the ATO ground element on the outermost side of the station is passed, and a next ATO ground element installation point P2. A second pattern D2 created on the condition of passing,
And the installation point P3 of the ATO ground element adjacent to the stop point P0
A third pattern (not shown) that is created on the condition that the vehicle passes through is generated, and in the on-board ATO processing unit 63, the first pattern D1 and the second pattern D2, and the second pattern D2 and the third pattern are , Whichever is higher is adopted as the target speed.

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

The station ATO device 26 performs the processing shown in FIG. First, operation schedule information and operation adjustment information (recovery / normal / slow) are read based on a signal from the operation management device 10 (S10). Also, based on the signal from ZC22, the current position of each train 60 and the train ID
And are read in a fixed cycle (for example, every 0.5 seconds) (S20).

Then, based on the read operation timetable information, the train ID of each train 60, and its position information, it is judged whether the train 60 approaching that station is a train stopping at that station ( S30). In the affirmative, ZC
The close signal of the virtual gate is output to 22 (S40). When the determination is negative, the determination is repeated.

This virtual gate is AT in ZC22.
This is information serving as a criterion for determining whether or not the C station stop pattern B is created, and a predetermined virtual gate flag in the storage unit (not shown) of the ZC 22 is set when the close signal of the virtual gate is received, and will be described later. It is reset when the gate open signal is received.

Next, based on the position information from the ZC22, it is judged whether the train has stopped at that station (S5).
0). In the affirmative case, the next stop station code is transmitted to the train 60 through the ZC 22 and the wireless network 30 (S60). In the negative case, the judgment is repeated.

Next, whether the predetermined station departure conditions are satisfied,
For example, the determination is made based on the station departure permission signal or the train door closing signal from the operation management device 10 (S70), and when the determination is negative, the determination is repeated. In the affirmative, ZC
The open signal of the virtual gate is output to 22 (S
80) and this routine is completed.

On the other hand, the ZC22 performs the processing shown in FIG. 4 when the automatic driving mode is instructed for the train 60. First, a train 6 detected at that time
The speed limit determined according to the position of the other train 60 in front of 0, the route state, and the current position of the train 60, and the operation adjustment information (recovery, normal speed, slow speed) from the operation management device 10 are read. (S110).

Next, it is determined whether the virtual gate flag in the storage unit (not shown) of the ZC 22 is set (S120). Then, in the case of negative, the ATC normal pattern A is created (S130), and in the case of positive, the ATC station stop pattern B is created (S140).

Next, a speed instruction or acceleration / deceleration instruction is created based on the created ATC normal pattern A or ATC station stop pattern B and the current speed of the train 60 detected at that time (S150). , Is output to the train 60 via the wireless network 30 (S16).
0).

On the other hand, the on-board ATO processing unit 63 of the on-board device performs the processing shown in FIG. First, step S
The next stop station code from the station ATO device 26 transmitted at 60 is read (S210). Then, of the ATO ground children 52, the ATO of the P1 point that is the most outward side of the station
Wait until the signal from the ground element 52 is received (S22
0).

When the signal from the ATO ground element 52 at the P1 point is received, it is determined whether the station code included in the received signal matches the previously read next stop station code (S230). ).

If the two match, an ATO station stop pattern D is created (S240). On the other hand, if they do not match, step S240 is skipped and the AT
The O station stop pattern D is not created.

Then, based on the ATO normal pattern C or the ATO station stop pattern D created in step S240, acceleration or deceleration control is performed so as to match the target speed indicated by each pattern (S250).

As described above, in this embodiment, the ZC22
However, the ATC station stop pattern B is set so that the security speed is gradually reduced to 0 as the stop point (position of the virtual gate) included in the station is approached (S140). Therefore, in the present embodiment, a power failure and the on-board ATO processing unit 63
Even when the on-board ATO processing unit 63 loses the distance information due to a failure of the train, the train 60 is controlled according to the security speed defined by the ATC station stop pattern B, and the speed of the train 60 is gradually reduced according to the position. The station can be automatically stopped.

Further, in the present embodiment, whether the train 60 is scheduled to stop at a certain station is judged based on the operation timetable information (S30), and the close output of the virtual gate output according to the judgment result ( Based on S40), in the ZC22, when the train is scheduled to stop, the security speed gradually decreases from the security speed when the train is not scheduled to stop as it approaches the stop candidate point (position of the virtual gate) to speed 0. (That is, according to the ATC station stop pattern B), the security speed is set (S140). Therefore, in the present embodiment, the ATC station stop pattern B is set only when the train 60 is scheduled to stop at that station, and the optimum control according to the service schedule can be executed.

Further, in the present embodiment, the on-board ATO processing unit 6
According to 3, the ATO normal pattern C, which is the traveling target speed lower than the security speed, is set based on the operation timetable information and the current train position, and the train 60 is accelerated so that the current speed of the train 60 matches the traveling target speed. / Outputs an acceleration command or a deceleration command to the deceleration control unit 65. Therefore train 60
Will travel in accordance with the travel target speed, and a redundant system can be realized by the ATO normal pattern C and the ATC normal pattern A.

Further, in the present embodiment, the on-board ATO processing unit 6
3, the ATO which is the stop target speed of the train 60 is set so that the train 60 stops at the stop point (point P0) based on the position information from the ATO ground element 52 provided on the track 50.
The station stop pattern D is set. Then, the ATO normal pattern C is selected until the power receiver 64, which is the car child, receives the position information from the ATO ground wire 52, and after receiving the position information, the ATC station stop pattern B and the ATO station stop The lower value of pattern D is selected. Therefore, in this embodiment, the train 60 can travel safely according to the lower value of the ATC station stop pattern B and the ATO station stop pattern D.

Further, in this embodiment, the ZC22 is the train 6
When 0 is scheduled to stop at the station, the ATC station stop pattern is set. Then, the station ATO device 26 transmits to the train 60 the next stop station code as stop candidate area instruction information for instructing the station at which the train 60 should stop by wireless communication using the wireless network 30 (S6).
0). Therefore, in this embodiment, the train 60 can recognize the station to stop based on the next stop station code.

Further, in the present embodiment, the on-board ATO processing section 63 as the discriminating means uses the station code as the stop candidate area information from the ATO ground element 52 and the next as the stop candidate area instruction information received by wireless communication. Based on the stop station code, it is determined whether the train 60 is scheduled to stop at the station indicated by the next stop station code (S230). Then, an ATO station stop pattern D is created for the station scheduled to stop (S24
0), ATO station stop pattern D is not created for stations not scheduled to stop. Therefore, in the present embodiment, based on the next stop station code in the train, the ATO stop stop pattern D is not set for the station that is not scheduled to stop, and proper operation can be continued.

In addition, the on-board ATO processing unit 63 in the present embodiment is arranged between the stations (that is, the stop point P of the A station shown in FIG. 2).
Between 0 and the point P1 on the outer side of the next station, B station), it is controlled by the speed instruction or acceleration / deceleration instruction from the station ATO device 26 and ZC22. It is not necessary to hold a data file relating to the position / speed between stations like the ATO processing unit, and it is possible to realize simplification of the on-board device and easy control change.

Although the stop candidate area is the station in the above embodiment, the stop candidate area in the present invention is not limited to the station,
It can be set at any point on the orbit.

In the above embodiment, the ATC normal pattern A, the ATC station stop pattern B, the ATO normal pattern C and the ATO station stop pattern D are all train 60.
It was decided to create over the entire area from the current position to the stop point, but it is not possible to calculate the security speed and target speed (that is, future security speed and target speed) at the point in the traveling direction in this way. It is not essential in the present invention. For example, some or all of the ATC normal pattern A, the ATC station stop pattern B, the ATO normal stop pattern C, and the ATO station stop pattern D are not over the entire area from the current position of the train 60 to the stop point. The configuration may be such that only the security speed or the target speed at the current position (that is, the present time) is set, and such a configuration also belongs to the category of the present invention.

[Brief description of drawings]

FIG. 1 is a block diagram showing a schematic configuration of a train control system according to an embodiment of the present invention.

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

FIG. 3 is a flowchart showing an example of processing in a station ATO device.

FIG. 4 is a flowchart showing an example of processing in ZC.

FIG. 5 is a flowchart showing an example of processing in an on-board ATO processing unit.

[Explanation of symbols]

10 operation management device, 20 station control device, 22 ZC
(Zone controller), 24 SRS (station wireless device), 26 station ATO device, 28 interlocking device, 30 wireless network, 32 WRS (railway wireless device), 34
VRS (vehicle radio equipment), 40 vehicle equipment, 50 tracks, 52 ATO grounds, 60 trains, 62 onboard ATC
Processor, 63 On-board ATO processor, 64 Power receiver, 65
Acceleration / deceleration control unit, 66 speed generator, 70 stations, A
ATC normal pattern, B ATC station stop pattern, C
ATO normal pattern, D ATO station stop pattern.

Continued front page    F-term (reference) 5H115 PA08 PC02 PG01 PI01 QE10                       QE12 SF05 SF15 SF30 SJ09                       SJ13 SL01 SL06 SL07 TB01                       TR07 TU07 TU10 TW10 TZ02                       TZ08                 5H161 AA01 BB03 BB06 CC03 CC07                       DD21 EE05 EE07 FF07 JJ01                       JJ40

Claims (7)

[Claims] 1. A security speed setting means for setting a security speed, which is an upper limit speed corresponding to a position of a train on a track, and transmission / reception of the position of the train by wireless communication between the train and a predetermined reference point. A train control system comprising position detecting means for detecting based on timing, and safety command means for outputting a deceleration command when the current speed of the train exceeds the security speed, wherein the security speed setting means is The train control system is characterized in that the security speed is set such that the security speed is gradually reduced to 0 as the vehicle approaches a predetermined stop candidate point included in a predetermined stop candidate area. 2. The train control system according to claim 1, further comprising stop schedule determination means for determining whether the train is scheduled to stop in the stop candidate area based on service schedule information. When the train is scheduled to stop, the security speed setting means sets the security speed so that the security speed gradually decreases from the security speed when the train is not scheduled to stop as it approaches the stop candidate point to a speed of 0. Train control system characterized by setting. 3. The train control system according to claim 1 or 2, further comprising travel target speed setting means for setting a travel target speed lower than the security speed based on operation timetable information and a current train position. A train control system further comprising: a travel command unit that outputs an acceleration command or a deceleration command so that the current speed of the train matches the travel target speed. 4. The train control system according to claim 3, wherein the train is stopped so that the train stops at the stop candidate point based on position information from a ground element provided on the track. Stop target speed setting means for setting a target speed, until the car upper provided in the train receives the position information, the travel target speed is selected, and the car upper receives the position information. From the above, the train control system further comprising: selecting means for selecting a lower value of the safety speed and the stop target speed. 5. A security speed setting means for setting a security speed, which is an upper limit speed corresponding to a position of a train on a track, and transmission / reception of the position of the train by wireless communication between the train and a predetermined reference point. A train control system comprising position detection means for detecting based on timing, and safety command means for outputting a deceleration command when the current speed of the train exceeds the security speed, wherein the train stops for a predetermined time. Further, a stop schedule determination means for determining whether to stop in the candidate area based on the operation timetable information, the security speed setting means, if the train is scheduled to stop, in the stop candidate area Set the security speed so that the security speed is gradually reduced from the security speed when it is not planned to stop as approaching a predetermined stop candidate point included, the train control system, The train control system further comprising stop instruction means for transmitting stop candidate area instruction information for instructing a stop candidate area in which the train should stop by wireless communication. 6. The train control system according to claim 5, wherein a stop target speed setting means for setting a stop target speed of the train so that the train stops at the stop candidate point, and the train control system. Based on the stop candidate area information from the ground terminal and the stop candidate area instruction information received by the wireless communication, a determining means for determining whether the train is scheduled to stop in the stop candidate area indicated by the stop candidate area information. A train further comprising: a selection unit that operates the stop target speed setting unit for a stop candidate region that is planned to stop and does not operate the stop target speed setting unit for a stop candidate region that is not planned to stop. Control system. 7. The train control system according to claim 1, wherein the stop candidate area is set in a station.