JP2003040110A - Train-dominated automatic train control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the operating efficiency of a train. SOLUTION: A ground device 6 transmits a block number for a train to stop to an ATC control part 4 via a block, ATC electricity receiver 9, and ATC receiving part 3. The ATC control part 4 always recognizes the position of the running train, further retains a speed pattern (position-allowable speed pattern indicative of the deceleration process in which the train decelerates from full speed and comes to a halt at the specified position in the block, assuming that the brake performance of the train is fully exerted) preset for each train and block as a database in a memory 45, then reads out a speed pattern corresponding to a stopping block number received from the ground device 6. The ATC control part 4 compares the speed of the train with the read speed pattern and the allowable speed specified by the recognized position of the train, and outputs a brake command according to the deviation between the allowable speed and the speed of the train, thus controlling the speed of the train. An emergency brake is outputted when a signal from the ground device cannot be received in predetermined time.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic train control device, and more particularly to an on-board main body for controlling speed mainly by the train side when performing speed control for decelerating a train such as when there is a preceding train. Type automatic train control device.

[0002]

2. Description of the Related Art In a conventional automatic train control device for a railroad vehicle (hereinafter referred to as an ATC device), blocks are formed by electrically dividing a rail on which a train runs for each length and a ground device for each block. To the train, it sends a signal to the train to indicate the allowable speed. An on-board device is installed on each train on the train, and this on-board device receives a signal indicating this allowable speed through a block and compares the received allowable speed with the own train speed. When the own train speed exceeds the allowable speed, the on-board device automatically gives a brake command to the braking device, and automatically controls the train speed within the allowable speed. If another train (preceding train) is running (or is stopping) ahead of the rail on which the train is running, the ground device will be the train running after (preceding train) As the train approaches the block that is running (or stopped) (the block where the train is located), it gives a low-speed signal to the continuing train.

Since the permissible speed instructed by the ground device does not change in the same block, the continuing train is subjected to a stepwise speed limit in block units so as not to collide with the preceding train.
It is controlled to stop on the rail of the block in front of the preceding train.

[0004]

Considering the operating efficiency, that is, increasing the number of trains and increasing the average speed of trains, it is desirable that the distance between the preceding train and the continuing train is as short as possible to ensure safety.

In the above-mentioned conventional control system, since the allowable speed changes stepwise, when a train enters a block whose allowable speed is lower than before, the train will start at the beginning of the rail section that constitutes the block. , Receives a lower permissible speed than before and immediately brakes. Therefore, the train speed falls below the permissible speed before the train reaches the end of the rail section forming the block, and the applied brake is once released.

In other words, from the viewpoint of reducing the distance from the preceding train, the above-mentioned conventional method requires the brake to operate earlier than necessary. Further, since the permissible speed is changed in steps, the braking operation and the relieving are repeated as many times as there are stairs, which has a bad influence on the riding comfort.

Further, when trains of a plurality of vehicle types having different braking performances travel, the ground device is not able to recognize the braking performance of each train. Therefore, the allowable speed instructed by the ground device is the line segment. Care is taken to maintain safety even for the train with the lowest braking performance. That is, the permissible speed is determined on the premise of the braking distance of a train with low braking performance, and the permissible speed is instructed uniformly to all trains regardless of whether the braking performance is high or low. Therefore, there is a waste of operational efficiency that even a train with high braking performance will be adapted to a train with a train with low braking performance.

An object of the present invention is to improve the operating efficiency of a succeeding train even if the operation of the succeeding train is restricted by the presence of the preceding train.

[0009]

In order to achieve the above-mentioned object, the present invention provides an on-board device with a function of providing, via a rail, information for instructing a train where to stop. In order to stop at the position specified by this information, the device is provided with a function of judging at what speed it is necessary to drive and applying a brake if necessary, and further, If the information provided via the rail is interrupted for a predetermined time,
The emergency brake was used to stop the train.

That is, according to the present invention, the ground device transmits information (for example, a block number) for specifying a block in which the train should stop to the on-board device via the block,
The on-board device always recognizes the position where the own train is traveling, and the speed pattern set in advance for each train and each block (the train concerned is assumed to exhibit the braking performance of the train sufficiently. Holds the position-allowable speed pattern) that indicates the deceleration process of decelerating from the maximum speed of and stopping at the specified position of the block.
The speed pattern corresponding to the information identifying the stop block received from the ground device is read. The on-board device then compares the train speed to the read speed pattern and the permissible speed determined from the recognized train position, and outputs a brake command according to the deviation between the permissible speed and the train speed to output the train speed. Control the speed and stop the train in the block that should be stopped. The onboard device may also receive information transmitted to the onboard device through the block for a predetermined amount of time,
Stop the train with the emergency brake.

Specifically, the first means for achieving the above object is to send a digital signal containing information specifying a block where the train should stop to a rail that is electrically divided to form each block. A ground device, a transponder ground element which is arranged along the rail at a distance from each other and in which information indicating the position is stored in a readable manner, and a signal which is arranged on the train and is transmitted to the rail. ATC receiving means for receiving and outputting, transponder receiving means for reading and outputting the information indicating the position stored in the transponder ground element, speed generator that is coupled to the axle of the train and emits a speed pulse according to the rotation of the axle. An ATC control unit that outputs a brake command based on the output of the ATC receiving unit, the output of the transponder receiving unit, and the speed pulse In the on-board main type automatic train control device configured to include the on-board device, the ATC control unit has a speed pattern set in a one-to-one correspondence with each of the plurality of blocks. And a train for stopping when the train stops at the corresponding block, a speed pattern representing an allowable speed at each position until the train stops is combined with information for identifying the corresponding block, and the memory is stored. The position information output by the means is updated based on the speed pulse to recognize the own train position, and based on the information received by the ATC receiving means for specifying the block to be stopped, the block specified by the information is displayed. The corresponding speed pattern is read from the memory, and based on the read speed pattern and the recognized own train position, The tolerable speed was calculated, a brake command was output according to the deviation between the calculated allowable speed and the train speed, and the ATC receiving means could not normally receive the rail signal continuously for a predetermined time or more. In this case, it is determined that it is abnormal, and a brake command for instructing an emergency brake is output.

Whether or not the block is a continuous short block is specified as an attribute of the information for specifying the block stored in the memory, and the ATC control unit is instructed by the latest information that the ATC receiving unit has normally received. When the attribute of the own block included in the signal is a continuous short / small block, the above-described fixed time may be lengthened to perform the abnormality determination.

The speed pattern is such that the train can stop at the stop target point only when the braking performance of the train is sufficiently exerted, and cannot be realized by the intermittent brake operation. It is desirable to keep it.

In the first means, the position information stored in the transponder ground element includes a number indicating a block in which the transponder ground element is arranged, and a position from the position of the transponder ground element to the end of the block. In addition to including the distance, the memory stores information indicating the arrangement order of blocks and the length of each block,
The C control unit recognizes the position of the own train as a combination of the block number and the distance from the end of this block, and when the distance from the end of the block becomes 0 while updating the own position, the train travel direction is changed. The adjacent block numbers are searched from the data of the arrangement order of the blocks stored in the memory, and the position of the own train is updated using the block length corresponding to the obtained block numbers. You may.

Further, in the above means, the ground equipment is configured such that a signal transmitted to a rail includes information indicating a self block including the rail, and the signal is transmitted to the ATC.
The control unit determines whether or not the block number recognized as the position of the own train and the information indicating the own block received by the ATC receiving means are matched, and if they are not matched, commands the emergency brake. It may be configured to output a brake command to perform.

By applying the above-mentioned means, the train exhibits a deceleration speed pattern commensurate with the braking performance of each train, so that the brake does not operate intermittently but operates continuously until the train stops. Come to do. Therefore, the timing at which the operation of the brake is started is deviated later, the period during which the brake is not operated becomes longer, and the average operating speed is improved. The improvement of the average operation speed means the improvement of the driving efficiency. Also, when the signal transmitted via the rail cannot be received continuously for a predetermined time, the emergency brake is output and the train is stopped, so even in the event of a system failure, it will be controlled to the safe side. .

[0017]

BEST MODE FOR CARRYING OUT THE INVENTION A first embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 shows the configuration of the main part of this embodiment. The illustrated embodiment includes a ground device, an on-board device, a transponder ground element (hereinafter referred to as a transponder ground element) 7 and a block.

The on-vehicle device is a transponder receiving means including an ATC control unit 4, a braking device 5, a speed generator 10, a transponder vehicle upper member 8 and a transponder receiving unit 2,
And an ATC receiving unit including the ATC power receiver 9 and the ATC receiving unit 3. The ATC control unit 4
As shown in FIG. 12, the search processing unit 4A, the own train speed calculation unit 4B, the comparison processing unit 4C, the memory 45, and the position register 41 are provided.

The speed generator 10 outputs a speed pulse to the ATC control section 4 according to the rotation speed of the train wheels. ATC
The power receiver 9 detects a signal flowing through the block (rail) and outputs it to the ATC receiving unit 3. The ATC receiver 3 demodulates the signal input from the ATC power receiver 9 and outputs it to the ATC controller 4. The transponder car core 8 receives the signal from the transponder ground car 7 and outputs it to the transponder receiver 2. The transponder receiver 2 converts the signal input from the transponder car core 8 into point information, and performs ATC control. Output to section 4. The memory 45 has information for identifying the arrangement of block numbers, that is, the block connection information 42.
Information about the length of each block, that is, block length information 43, and a speed pattern set corresponding to each block number are stored.

The ATC control unit 4 stores the spot information input from the transponder receiving unit 2, the information from the ground device input from the ATC receiving unit 3, the speed pulse input from the speed generator 10 and the memory 45. Based on this information, it judges whether the speed of the own train exceeds the permissible speed, and outputs a brake signal if necessary. The brake device 5 operates the brake according to the brake signal input from the ATC control unit 4.

The transponder ground elements 7 are arranged at intervals along the rail, and the transponder ground elements 7 are arranged at intervals.
The block number of the place where is placed, and the distance from the position where the transponder ground element 7 is placed to the end of the rail section that constitutes that block (the remaining distance in the block) are stored as data. This data is transmitted to the transponder rotor 8 passing near the transponder ground conductor 7 as the train progresses.

The ground device 6 generates information to be given on the vehicle,
It is configured to flow it as a digital signal on the rail, and as shown in FIG. 3, a ground control unit 6A, a communication line that individually connects this ground control unit 6A and each block, and is interposed in each communication line. And a transmitting / receiving unit 6B. The ground control unit 6A detects whether or not there is a train in the block via the communication line, and when there is a train, instructs the transmitting / receiving unit 6B interposed in the communication line to transmit information to the block. The transmission / reception unit 6B instructed to transmit the information transmits to the block a signal including the block number (own block number) and the stop block number transmitted from the ground control unit 6A.

The outline of the operation of the automatic train control device having the above configuration will be described below.

The ground device transmits its own block number and the stop block number to the on-board device via the block, and the on-board device stores a speed pattern set for each block number based on the received stop block number. Read from 45. The on-board device always recognizes its own train position based on the block number transmitted from the transponder ground element 7, the remaining distance in the block, and the speed pulse of the speed generator 10,
The speed (allowable speed) at the own train position in the read speed pattern is compared with the current own train speed obtained from the speed generator 10. The on-board device outputs to the brake device 5 a brake command having different strength according to the difference between the speed at the own train position in the speed pattern and the current own train speed, and stops at the rail section of the received stop block number. To control train speed.

Next, the details of the above operation will be further described.

First, a method of recognizing the position of the on-board device will be described. The transponder ground element 7 is installed in various places along the rail as shown in FIG. 3, and the block number where the transponder ground element is installed (4T in FIG. 3).
Then, the distance L from the end of the block to the transponder ground element 7 is stored in the ground element as data that can be read by the transponder vehicle upper element 8. When the transponder car upper member 8 passes directly above the transponder ground member 7, such information is read into the transponder car upper member 8. A position register 41 is provided in the ATC control unit 4 on the vehicle for storing and updating the position of the own train. The position register 41 stores the block number and the remaining distance in the block. Has become. When the transponder car child 8 passes directly above the transponder ground child 7, the transponder car child 8 reads the data of the transponder ground child 7 (the block number 4T and the distance L). The transponder car upper member 8 sends the read data to the ATC control unit 4, and when the ATC control unit 4 receives the information of the block number and the distance L from the transponder car upper member 8, as shown in FIG. The block number and the remaining block distance in the register 41 are set by the information from the transponder rotor 8.

The search processing unit 4A of the ATC control unit 4 can update the train position by taking in the speed pulse from the speed generator 10 and integrating the speed pulse. Therefore, after that, when the train progresses, the search processing unit 4A takes in the speed pulse from the speed generator and integrates the speed pulse, thereby subtracting the remaining distance in the block in the position register 41 as shown in FIG. Then, the contents of the position register 41 are updated. That is, the position of the own train is held and stored in real time as data stored in the block number and the remaining block distance of the position register 41. As the train progresses further, the remaining distance of the position register 41 eventually becomes 0,
That is, the train reaches the end of the block.

In the memory 45 of the ATC control unit 4 on the vehicle,
Information that can specify the arrangement of block numbers, that is, block connection information is stored. Specifically, as shown in FIG. 6, information that shows how the block numbers are actually arranged on the line and the connection information 42 are stored in the memory 45.
When the remaining distance in the block of the position register 41 becomes zero,
The search processing unit 4A searches the block number next to the block number of the current position register from the information on the arrangement of block numbers stored in the memory 45. Further, as shown in FIG. 7, the memory 45 also stores information about the length of each block, that is, the block length information 43, and the logic of the search processing unit 4A stores the block having the new block number searched earlier. The length is retrieved from this information and the new block number and the length of that block are
As shown in FIG. 8, the position register 41 is set as new position information.

In this way, the position register 41 is constantly calculated and updated as the train progresses. If the transponder ground element 7 is newly passed while traveling in this state, the position register 41 is rewritten with the information obtained from the transponder ground element. Position register 41
Since the remaining distance in the block of is updated by the speed pulse, the speed pulse may cause an error due to slipping or sliding of the wheel of the axle to which the speed generator is coupled. It is corrected by receiving the information of the transponder ground element 7.

As described above, the position of the own train is always the block number in motion and the distance to the end of the rail section indicated by the block number (remaining distance in block).
It is held in the ATC control unit 4 in the form of.

Next, the stop block number transmitted from the ground equipment will be described with reference to FIG. The ground control unit 6A constantly detects whether there is a train in each block via a communication line, and when the train A is in a certain block (2T in the example of FIG. 3) (whether the train is running, Whether the train is stopped or not), the transceiver 6B is connected to the communication line connected to the block where the train B is behind it.
5, the block number (for example, 3T) of the block separated from the block number 2T on the train B side by a predetermined distance is transmitted. The transmission / reception unit 6B5 uses the received block number 3T as the stop block number and the block number 5T to which it belongs as its own block number to generate a digital signal of the stop block number and the own block number, and modulates it at a specific frequency (M
SK modulation) and output to block 5T. Of course, train A
Also for the block 2T in which the block A exists, the stop block number determined by the position of the train ahead of the train A and the own block number 2T are output from the transmitting / receiving unit 6B2 via the communication line connected to the block 2T. The signal output to the block 5T is detected from the rail by the ATC power receiver 9,
The signal is demodulated by the ATC receiving unit 3 and input to the ATC control unit 4.

In the memory 45 of the ATC control unit 4, a deceleration state for the train to stop in the rail section of the block designated by the stop block number is defined for each block number designated as the stop block number. The speed pattern is stored. The speed pattern is information on a pair of position and speed, and is a braking curve that makes the train speed zero by the end of the designated block. This speed pattern is defined over a block designated as a stop block and a length outside the block by a certain distance. The fixed length is a distance that allows the train to stop by braking from the maximum speed, for example, about 3 km for a conventional train and about 20 km for a high-speed main line. The distance that a train can stop from the maximum speed by braking depends on the braking performance of the train, the train type, the inclination of the track (rail), the degree of the curve, etc. Therefore, the shape of this speed pattern is set for each train and for each stop block. Usually, it is a parabolic shape as shown in (a) of FIG. 11, but if the section has a downward slope,
Assuming the same braking performance, the effective braking deceleration becomes low due to the downward gradient, so the speed pattern in this case is a curve with a low slope, that is, a "sleeping" curve, as shown in (c). In addition, when there is a sharp curve in the middle, speed limitation may be applied to the section, and the shape may be as shown in (d). These speed patterns are stored in the memory 45 for each block number.

The search processing section 4A of the ATC control section 4 reads from the memory 45 the speed pattern corresponding to the received stop block number, for example, the speed pattern shown in FIG. When the search processing unit 4A reads the speed pattern,
Next, from the position of the own train, that is, the contents of the position register 41, the position of the own train on the distance axis of the read speed pattern is obtained. As described above, the memory 45 also stores the connection information 42 of each block and the length information (block length information 43) of each block. Search processing unit 4
A searches for all block numbers between the stop block number and its own block number. Then, all the lengths of these blocks are searched and the sum of them is obtained. Next, the in-block remaining distance of the position register 41 is added. This value is the distance from the end of the stop block to the train position.

The search processing unit 4A assigns this distance to the speed pattern as the distance axis of the read speed pattern,
The speed corresponding to it is determined from the speed pattern. The speed obtained here becomes the permissible speed of the train at that point (the position). Schematically, as shown in FIG. 14, the position of the own train is determined on the speed pattern, and the speed on the pattern at that position is obtained as the allowable speed V1.

The obtained allowable speed V1 is sent to the comparison processing unit 4C, and the own train speed V calculated by the own train speed calculation unit 4B based on the speed pulse output from the speed generator 10.
t is subtracted from the allowable speed V1. Comparison processing unit 4C
15 shows a stepwise braking force braking command, as shown in FIG. 15, according to the value of the deviation ΔV between the own train speed Vt and the allowable speed V1 (= allowable speed V1-own train speed Vt). Output to. That is, as shown in FIG. 10, while the strength of the brake is adjusted on the basis of the speed pattern, the speed is reduced along the speed pattern, and the block 3
The control is performed so that it is stopped by the end of T.

As shown in FIG. 15, when the train speed Vt is lower than the permissible speed V1 by a predetermined value or more (Δ
For V ≧ ΔV ₀ ), no brake command is output, but as the difference becomes smaller, a stronger brake command is gradually output. When the own train speed Vt exceeds the allowable speed V1 defined by the speed pattern, the maximum service brake B7 is output. As a result of this brake output, the actual speed is reduced along the speed pattern, and the actual train speed becomes zero at the end of the pattern. Even if the own train speed Vt is lower than the permissible speed V1, the brake command is output because if the brake is applied after the own train speed Vt exceeds the permissible speed V1, the excess of the speed becomes large. Suddenly applying a strong brake after the speed Vt exceeds the permissible speed V1 may cause a great impact and cause discomfort.
Is the reason.

Incidentally, as shown in FIG. 13, normally, in order to have a control margin, the end of the velocity pattern is
Instead of the position of the remaining distance “0” in the block, a margin distance is set and set to the position of the remaining distance “L ₀ m” in the block. This is used as a margin for an error in distance recognition.

FIG. 2 shows a speed pattern (dashed line) during deceleration of the train according to the present embodiment and a conventional stepwise deceleration pattern (solid line) for comparison. Shown in the lower part is the brake command, and the upper side of the horizontal axis is the case of the related art and the lower side of the horizontal axis is the case of the present invention. As is apparent from the figure, in the case of the conventional technique, the permissible speed is output in block units, so that the signal of the permissible speed 0 is issued at an early stage. Therefore, the brake command is divided into two times, and At an early stage, deceleration starts at point A in the figure. On the other hand, in the case of the present invention, the signal of the allowable speed 0 is the stop point D, and the brake command is continuously output from the deceleration start to the stop without interruption.

As a result, since the traveling distance during the deceleration period is short, the deceleration start timing becomes point A in the figure, which is a position later than the point A in the prior art (a point close to the stop position). Therefore, the traveling distance at the speed V ₀ before deceleration becomes long and the average operating speed becomes high. Further, the train stop position is also point D in the case of the present invention, compared to point C in the case of the conventional technique, and the interval with the preceding train can be shortened.

According to the present embodiment, the train is decelerated with a deceleration pattern making full use of the braking performance of the train, regardless of the division of the track circuit. Without being released, the distance for decelerating travel is shortened. In other words, the start of braking for a stop will be late and the average train speed will increase. In addition, the distance from the preceding train can be reduced, which contributes to improved driving efficiency and riding comfort.

By the way, in the present embodiment, the on-board device transmits the information including the own block number and the stop block number transmitted from the ground device through the rail for a certain period of time. It is received in the form of a telegram formed by a specific signal. However, when the train, that is, the ATC power receiver 9 passes through the part where the rail is electrically divided at the beginning and end of the block or the part where the rail is insulated by points, a part of the message is transmitted. It can happen that the chip is missing. The telegram is a single telegram with a redundant code added, and the redundant code determines whether the entire telegram is correct. If the telegram is incorrect, the telegram is rejected and not used for control. Even if a message is rejected, the train is originally controlled based on the block number that should be stopped, so the control will not be delayed and the train will not immediately be in a dangerous state.

However, if the message is invalid and the message is continuously rejected for a long time, that is, for a time period in which a large number of messages should be received, the block number to be stopped may be changed during that time. Is increased, which is not preferable. Therefore, in the present embodiment, when a new message cannot be correctly received even after a certain time has elapsed from the time when the message was correctly received, it is defined as a non-information state, and an emergency brake is output to stop the train. ing. Normally,
It is usual that one or two telegrams are broken in the rail insulation portion, and the fixed time is set on the basis of the signal loss time occurring in the rail insulation portion. By adopting such control, the train can be stopped safely when there is an abnormality in the transmission path of the electronic message.

However, there are rare places where, for example, the block is short and the insulating portion is continuous. In such places, more messages can be destroyed in a row. Therefore, if the fixed time is set on the basis of the signal loss time that occurs in the previous rail insulation part, a non-information state is detected in a place where the insulation part is continuous,
The emergency brake is output, which is not preferable.
However, if the time setting is made longer according to this rare place, most of the other places will be left in a non-information state, which is also not preferable.

Therefore, in the present embodiment, the attribute indicating whether the block number and the location where such a block is short and the insulating portion is continuous exist in the memory 45 on the vehicle in advance. It has data to associate with. This attribute is called a continuous short block. Based on the own block number in the message received from the ground device, it is searched from the data in the memory 45 whether or not the block has the attribute that it is a continuous short and small block, and only in that case, it is determined that there is no information state. The measure is to extend the reference time (the above-mentioned fixed time).

According to the present embodiment, in a special place where the insulating portion of the rail is continuous at short intervals, a judgment reference time longer than usual is set when judging the no-information state, so that it is mischievous. The emergency brake does not operate, and at the same time, it becomes possible to adopt the time for proper determination in a normal place.

Next, the second embodiment of the present invention will be described.
explain. The difference between the present embodiment and the first embodiment is that the position register 41 is updated also by the own block number in the signal transmitted from the ground device via the block. The rest of the configuration is the same as that of the first embodiment, so description will be omitted.

In the first embodiment, the position register 41 constantly updates the value of the in-block remaining distance by integrating speed pulses. However, since the speed pulse is generated by the rotation of the axle, the slippage of the wheel causes a deviation from the actual position. If the actual position and the recognized position on the vehicle, that is, the position held in the position register 41 are greatly deviated and a large difference is generated, it may be dangerous in control. Position register 41
The data of the transponder ground element 7 is updated with the data of the transponder ground element 7 as described above.
At the position immediately after, the data in the position register 41 becomes accurate. However, the transponder ground element 7 is not always arranged in each block, and the difference may become large until the next transponder ground element 7 is corrected. Therefore, in the present embodiment, the data in the position register 41 is checked by the following method, and traveling is performed while always confirming that there is no large deviation.

That is, the search processor 4A uses the position register 4
The rationality of the data in the position register 41 is determined by checking whether or not the block number of 1 and the own block number in the signal transmitted from the ground device through the block match with each other at a predetermined time interval. To do. If the own block number in the received signal and the block number of the position register match, it is considered to be rational (the data of the position register and the data from the ground device match). If they are different, the connection information (illustrated in FIG. 6) and the block length information (illustrated in FIG. 7) stored in the memory 45 are referred to, and the constant before and after the own position held in the position register 41 is fixed. When the distance is increased, it is calculated whether or not the block number range of the position register 41 is exceeded. When the distance is exceeded, the block number adjacent to the block number held in the position register 41 is searched. Then, if the block number obtained by the search matches the own block number in the signal from the ground device, it is determined to be rational. In other cases, it is determined that the reason is not reasonable, and the search processing unit 4A immediately commands an emergency brake, stops the train, and controls to avoid danger.

According to the present embodiment, even if the train position recognized by the on-board device becomes inaccurate due to the slipping of the wheels, the error of the train position becomes a dangerous size. It is possible to detect before it becomes, and it is possible to prevent control based on inaccurate data.

In each of the above embodiments, all blocks are described as a unit. However, in actual train control, a “blocked section” that is made up of multiple blocks
May be set and control may be performed so that only one train exists in one block section. In such a case, the "block" and "block number" are replaced with "blocked section",
By substituting the “blocking section number” and performing control in “blocking section” units, the present invention is similarly applicable, and similar effects can be expected.

[0052]

According to the present invention, when the operation of the succeeding train is controlled due to the existence of the preceding train, the block to which the succeeding train should stop is designated from the ground device via the rail, The train specified the block to be stopped, in order to stop at the specified block, the train speed is decelerated so that the deceleration pattern is set in advance corresponding to the train and the block. The average operating speed of the train can be increased, and the operation efficiency of the train can be improved. Further, if the signal received from the rail cannot be continuously received for a predetermined time, the train is stopped by the emergency brake, so that the control is performed on the safe side.

[Brief description of drawings]

FIG. 1 is a block diagram showing an overall configuration of a first exemplary embodiment of the present invention.

FIG. 2 is a conceptual diagram showing a change in train speed in the case of the prior art and a change in train speed according to the embodiment shown in FIG.

FIG. 3 is a conceptual diagram showing an example of arrangement of ground devices according to the embodiment shown in FIG.

FIG. 4 is a diagram showing a relation between data of a transponder ground element and data of a position register of the embodiment shown in FIG.

5 is a diagram showing a relationship between velocity pulse data and position register data according to the embodiment shown in FIG. 1;

FIG. 6 is a diagram showing an example of connection information according to the embodiment shown in FIG.

FIG. 7 is a diagram showing an example of block length information according to the embodiment shown in FIG.

8 is a diagram showing a relationship at the time of updating the data stored in the on-vehicle memory and the position register data of the embodiment shown in FIG.

FIG. 9 is a conceptual diagram illustrating the correspondence between stop blocks and speed patterns in the embodiment shown in FIG.

10 is a conceptual diagram showing an example of the relationship between the speed pattern and the brake command according to the embodiment shown in FIG.

11 is a diagram showing an example of a speed pattern of the embodiment shown in FIG.

FIG. 12 is a block diagram showing a configuration example of an ATC control unit of the embodiment shown in FIG.

FIG. 13 is a conceptual diagram showing an example of the relationship between the speed pattern and the position of the starting circuit in the embodiment shown in FIG.

FIG. 14 is a conceptual diagram illustrating a method of searching for an allowable speed based on the speed pattern shown in FIG.

FIG. 15 is a conceptual diagram showing a brake output selection logic according to the embodiment shown in FIG. 1;

[Explanation of symbols]

1 rail 2 Transponder receiver 3 ATC receiver 4 ATC control unit 4A Search processing unit 4B Own train speed calculator 4C Comparison processing unit 5 Brake device 6 Ground equipment 6A control unit 6B2-6B5 transmitter / receiver 7 transponder ground child 8 Transponder car child 9 ATC power receiver 10 speed generator 41 Position Register 42 Connection information 43 Block length information 45 memory

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Ikuo Shimada             1070 Ichimo, Hitachinaka City, Ibaraki Prefecture Stock Association             Hitachi, Ltd. Transportation Systems Division Mito Transportation             System headquarters (72) Inventor Tamotsu Kurashima             2-2-2 Yoyogi, Shibuya-ku, Tokyo Tohnichi             Inside the passenger railway (72) Inventor Toshiyuki Sato             2-2-2 Yoyogi, Shibuya-ku, Tokyo Tohnichi             Inside the passenger railway F term (reference) 5H115 PA08 PC02 PG01 PI01 PU01                       QI00 QN02 QN03 QN05 QN06                       SF12 SJ07 SJ09 SJ13 SL01                       SL06 SL07 TB03 TD03                 5H161 AA01 BB02 BB06 BB07 CC03                       DD21 EE01 EE04 GG04

Claims (2)

[Claims] 1. A ground device for transmitting a digital signal containing information for specifying a block to be stopped by a train to rails which are electrically divided into respective blocks and are spaced apart from each other along the rail. A transponder ground element that is arranged and readablely stores information that represents the position, ATC receiving means that receives and outputs a signal sent to the rail, and information that represents the position that is stored in the transponder ground element. Based on the output of the ATC receiving means and the output of the transponder receiving means and the speed pulse, the transponder receiving means for reading and outputting the speed generator, the speed generator coupled to the axle of the train and transmitting the speed pulse according to the rotation of the axle. Outputs brake command A
In an on-board main type automatic train control device configured to include an on-board device having a TC control unit and arranged on a train, the ATC control unit is provided in each of a plurality of blocks.
A speed pattern that is set in correspondence with the pair 1 and that represents an allowable speed at each position until the train stops at the corresponding block,
A memory for storing the corresponding block in combination with the information for specifying the block is stored, the position information output by the transponder receiving means is updated based on the speed pulse to recognize the own train position, and the ATC receiving means receives it. Based on the information specifying the block to be stopped, the speed pattern corresponding to the block specified by the information is read from the memory, and based on the read speed pattern and the recognized own train position, the allowable at that position When the speed is calculated, the brake command is output according to the deviation between the calculated allowable speed and the own train speed, and the ATC receiving unit cannot continuously receive the rail signal normally for a predetermined time or more. Is configured to output a brake command for instructing emergency braking when it is determined to be abnormal on the vehicle. Integrated automatic train control system. 2. The on-board type automatic train control device according to claim 1, wherein whether or not the block is a continuous short block is specified as an attribute of the block number stored in the memory. The ATC control unit is configured to extend the above-described fixed time and make an abnormality determination when the attribute of the own block included in the latest signal normally received by the ATC receiving unit is a continuous short / small block. The on-board type automatic train control device characterized by the above.