JP2003047112A - On-board principal automatic train control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the operating efficiency of a train. SOLUTION: A ground equipment 6 transmits the information on the block wherein a train stops and own block to an ATC control part 4 via other blocks, ATC receiving coil and ATC receiver. The ATC receiver reads the position of own train from a transponder wayside coil 7 via a transponder pickup coil 8 and recognizes it by updating all the time the positional information stored in a positional register by means of a speed pulse; in case no information is stored, the end of own block transmitted from the ground equipment is determined as the position of own train. Speed patterns preset at every train and every block are held in a memory 45 as database. The ATC control part 4 reads the speed pattern corresponding to a stop block number received from the ground equipment 6 and outputs a brake command complying with a difference between the permissible speed and the speed of own train which are determined by the recognized own train position; however, in the block specified beforehand, a slower speed from between the speed determined by the speed pattern and a preset fixed speed is taken to be the permissible speed.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic train control device, 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 permissible speed, the on-board device automatically gives a brake command to the braking device to automatically control the train speed within the permissible 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 (or rail closed section) before 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 object, the on-board device is provided with a function of providing information on a ground device via a rail to indicate where to stop the train. Determines the speed at which it must travel to stop at the position specified by this information based on the position of the train and applies the brakes if necessary. I will let you have it,
When the position of the own train cannot be confirmed, the on-board device may provisionally set the position of the own train.

That is, the ground device transmits the block number at which the train should stop (stop block number) to the on-board device via the block, and the block number to which the stop block number is transmitted is the stop block number. At the same time, it is transmitted to the on-board device as its own block number. The on-board device holds the position information read from the transponder ground element in the position information memory, and updates the data in the position information memory based on the speed pulse output from the speed generator according to the rotation of the axle. Always recognize the position where your train is running. While the position information read from the transponder ground element is not stored in the position information memory, the train shall be located in the block specified by the own block number transmitted from the ground device, and the train traveling direction of that block. Recognize as a train position a position that is a predetermined distance away from the end. This position shall not be updated as the train progresses. The on-board device also sets a preset speed pattern for each train and each block (at the specified position of the block by decelerating from the maximum speed of the train on the assumption that the braking performance of the train is sufficiently exerted. A position (allowable speed pattern) indicating the deceleration process of stopping is held in a memory as a database, and the speed pattern corresponding to the stop block number received from the ground device is read. The on-board device compares the train speed with the read speed pattern and the permissible speed determined from the recognized train position, and outputs the brake command according to the deviation between the permissible speed and the train speed to output the train speed. Control and stop the train in the block that should be stopped.

By the way, the characteristic of the speed generator is several k.
At a low speed of m / h or less, the speed pulse may not be output. Therefore, when the train progresses at an extremely low speed, even if the train is actually moving, the speed pulse is not output, so the progress of the train cannot be detected and the data in the position information memory may not be updated. In this case, the position (distance axis) on the speed pattern does not change, which may result in a dangerous operation.

Therefore, when the own block is the same as the stop block, and the brake command is automatically output when the speed becomes 10 km / h or less, the train moves at an extremely low speed so that the speed pulse is not output. Try not to. This brake is released when the stop block changes due to the progress of the preceding train and the stop block does not match the own block.

However, in this case, when the train stops at a specific block, for example, the block along the platform of the station, even if the train is moved to correct the stop position, the automatic brake command is issued. It cannot be moved because it is covered.

The present invention can cope with such a situation.

Specifically, the first means of the present invention for achieving the above-mentioned object is information for designating a block to be stopped by a train on rails that are electrically divided to form each block, and the information. A ground device for transmitting a digital signal including the number of the block to be transmitted, 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. ATC receiving means arranged on the train for receiving and outputting a signal sent to the rail, transponder receiving means for reading and outputting information indicating a position stored in the transponder ground element, and coupling to a train axle A speed generator that generates speed pulses according to the rotation of the axle, the output of the ATC receiving means, the output of the transponder receiving means, and the speed pulse. In the on-board main type automatic train control that is configured to include, and the onboard system comprising a ATC controller for outputting a brake command based on the ATC
The control unit has a speed pattern set in a one-to-one correspondence with each of the plurality of blocks, and represents a permissible speed at each position until the train stops at the corresponding block. A memory for storing the pattern in combination with the information for identifying the corresponding block and a position information memory for storing the position information output by the transponder receiving unit are provided, and the position information stored in the position information memory is stored in the memory. The train pattern is updated based on the speed pulse to recognize the own train position, and the speed pattern corresponding to the designated block is read from the memory based on the information received by the ATC receiving means and designating the block to be stopped. Based on the speed pattern and the recognized train position, the allowable speed at that position is calculated. When a brake command is output according to the deviation between the speed and the train speed and the position information output by the transponder receiving means is not stored in the position information memory, the block number transmitted from the ground device is specified. The block is the block of the own train position, the specific position distant from the end of the block by a preset distance is recognized as the own train position, and the specific position is not updated until the position information of the transponder receiving means is received. If the train is stopped on a pre-designated block, the deviation between the train speed and the read speed pattern and the predetermined constant speed, whichever is lower, is used as the allowable speed. It is characterized in that it is configured to calculate.

According to a second aspect of the present invention, in the first aspect, the predesignated block includes a rail section along the platform of the station.

A third means of the present invention is the first or second means.
In the means, the ATC control unit takes out the lower speed of the allowable speed calculated based on the speed pattern and the preset speed limit, and responds to the deviation between the taken speed and the own train speed. And outputs a brake command. In this case, it is desirable to use the speed limit included in the speed pattern used to calculate the allowable speed as the preset speed limit.

By applying the above-mentioned means, the train exhibits a deceleration speed pattern commensurate with the braking performance of each train, so that the brakes do not operate intermittently but operate 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. In order to actually apply the present invention, it is necessary to consider the correction of the stop position when the train stops in the block along the platform of the station, but in a specific block, the read speed pattern and A predetermined constant speed, for example, 30 km
/ H is configured to calculate the deviation from the train speed using the lower speed as the allowable speed, and even if the train stops once, it can move at a low speed, so the stop position is corrected. Is possible.

[0019]

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.
Search processing unit 4A, own train speed calculation unit 4B, comparison processing unit 4
C, a memory 45, and a position register 41 which is a position information memory.

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 point 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 rails, 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 own train speed Vt is lower than the allowable 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 is 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.

On the other hand, in this system, the data in the position register 41 is lost when the power is cut off. Therefore, for example, the position is undecided immediately after the train is turned on at the starting station, or when the power is restored after the train is stopped due to a power failure or the like, and the position of the train is fixed until the transponder ground element 7 is passed. I can't. Unless it happens to be directly above the transponder ground element when the power is turned on, the position of the train itself is generally undefined immediately after the power is turned on. The train position is recognized only after traveling in that state and passing the transponder ground element. Therefore, the position of the own train is not recognized by the on-board device when the power is turned on, and the allowable speed cannot be calculated by the above method.

Therefore, in the present invention, when the position is undetermined, such as when the power is turned on, the temporary position is set by the following procedure. That is, the “block number” of the position register 41 is added to the “own block number” transmitted from the ground as shown in FIG.
It is unconditionally set at a specific position separated from the end of the rail of the block designated by the "own block number" by a preset distance. In the present embodiment, the remaining distance "0"
Unconditionally set to a specific position. Normally, the remaining distance of the set position register is subtracted according to the progress of the train, but this position is undetermined, that is, the information of the first transponder ground element is received and the information is set in the position register. Until then, the remaining distance remains "0" even if the train progresses. Once the position has been established by passing through the first transponder ground element, the position register shall start the subtraction. Therefore, until then, the own train position is treated as being at the end of the block indicated by the "own block number" transmitted from the ground, even if the train progresses. In addition, when the train does not pass through the transponder ground element until the train advances to the next block, the “block number” of the position register 41 is updated based on the “own block number” transmitted from the ground. .

Incidentally, the remaining distance set in the "remaining distance within block" of the position register 41, that is, the distance from the end of the train traveling direction of the block where the own train is located, is stored in the memory 45 corresponding to each stop block. It may be set as the remaining distance (marginal distance L ₀ m) at the end of the speed pattern being set.

The ATC control section 4 selects a speed pattern for speed control, which is designated by the "stop block number" transmitted from the ground device, as usual.
Then, on the distance axis of the speed pattern searched by this, the own train position is the "block number" of the position register 41.
The brake command is output based on the logic shown in FIG. 15 with the speed determined to be at the end of the block indicated by as the allowable speed V1.

If the stop block transmitted from the ground is the own block before passing through the transponder ground element, the own train position is just at the end of the pattern, so the speed defined by the speed pattern is "0". ", And the brake is commanded. Even when the remaining distance is set to the allowance distance “L ₀ m”, the speed calculated from the speed pattern is “0”, the brake is instructed, and the train cannot proceed. However, when the route is opened or the preceding train advances and the stop block moves inward (forward in the train traveling direction), the temporary train position, that is, the position stored in the position register 41 causes normal stop. Similarly, train control is performed by pattern search and pattern reference.

Since the position set in the position register 41 is merely a temporary position, if the position is not determined by passing through the transponder ground element while traveling a certain distance, the data in the position register is erased and the position register is again set. It is desirable to make the position of the own train undetermined and to command an emergency brake. In this case, the procedure at the time of turning on the power may be repeated after the stop.

By controlling according to the above logic, even if the position of the own train is undetermined, the safety of train operation is ensured and the control can be smoothly performed. Compared to the case where the position of the own train is fixed, although the speed is limited, it can run to the first transponder ground element, and if it passes through the transponder ground element and the position is fixed, it can transition to normal control. it can. If you enter another block before you receive the next transponder,
Since the "own block number" received from the ground changes,
The train position is given by the same method as above and the same control is continued.

As described above, the train is decelerated with a deceleration pattern that makes full use of the braking performance of the train, regardless of the division of the track circuit, so the brake is released until the train stops after deceleration starts. And the distance for decelerating travel is reduced. 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 shortened, which contributes to improved driving efficiency and improved riding comfort, while ensuring safe train operation even if the position of the own train is undetermined. Control can be performed smoothly.

By the way, the characteristic of the speed generator is several k.
At a low speed of m / h or less, the speed pulse may not be output. Therefore, when the train progresses at an extremely low speed, even if the train is actually moving, the speed pulse is not sent to the ATC control unit 4, so that the progress of the train cannot be detected and the position register 41 is not updated. Can happen. In this case, the distance axis of the speed pattern does not change, which may cause a dangerous operation.

Therefore, the ATC control unit 4 is provided with a logic for automatically outputting a brake command when the own block is the same as the stop block and the speed becomes 10 km / h or less, so that a speed pulse is not output. The train doesn't move. This brake is released when the stop block changes due to the progress of the preceding train and the stop block does not match the own block.

However, if a particular block, for example the block along the station platform, is a stop block,
As described above, in the configuration in which the brake is commanded at a train speed of 10 km / h or less, once stopped, the brake is automatically released unless the stop block changes. There is no inconvenience to stop anywhere on the main line in the middle of the station, but in the case of a block with a platform, sometimes it is necessary to make small movements such as adjusting the stop position, so it will not be possible to adjust the stop position as it is .

The present embodiment has a configuration capable of coping with such a situation, which is shown in FIGS.
Will be described with reference to. The features of this configuration are the following three points.

As shown in FIG. 18, the first point is that, in a specific block such as a station platform, the end of the block is 50.
A loop called 03 loop having a length of about m is laid,
The point is that the 03 ground transmitter 12 that transmits a signal to the 03 loop is connected. When the block is a stop block, this loop sends a signal to the vehicle to stop immediately.

The second point is that, as shown in FIG. 19, a 03 receiver 13 is provided connected to the output side of the ATC power receiver 9.
The output side of the 03 receiver 13 is connected to the brake device 5. The 03 receiver 13 unconditionally outputs a brake command to the brake device 5 when receiving the stop signal of the 03 loop. Although the illustration of the configuration shown in FIG.
It is the same as FIG. 1 except that 3 is provided.

The third point is that the on-vehicle memory 45 has a structure in which each block has its attribute, and when the own block is "home", it has the attribute of "home". , When the own block is a stop block,
If the attribute of the own block is "home", the ATC control unit 4 is configured not to output the brake even if the train speed is 10 km / h or less.

That is, in this embodiment, in a specific block such as a station platform, a loop called 03 loop having a length of about 50 m is laid at the end of the block in addition to the above-ground equipment. A 03 ground transmitter 12 that transmits a signal to this 03 loop is connected. When the block is a stop block, this loop sends a signal to the vehicle to stop immediately. In addition, as shown in FIG. 19, in addition to the above-described on-board device, a 03 receiver 13 is provided by connecting to the output side of the ATC power receiver 9, and the ATC power receiver 9 is connected to the 03 loop. The output signal can also be read. The output side of the 03 receiver 13 is connected to the brake device 5, and when the 03 loop stop signal is received, the brake command is unconditionally output to the brake device 5. Further, the memory 45 has a structure for storing the attribute of each block, and when the own block is "home", the memory 45 has an attribute of "home".

Even if the own block has a stop block, the ATC control unit 4 does not output the brake even if the train speed is 10 km / h or less if the own block has the attribute of "home". I am doing it. As a result, even if the train stops at the platform, the brake will not act and the train will not be released, and small movements are possible. However, in this case, when traveling at an extremely low speed as described above, the position register does not change even though the actual train is moving, and even if the position to brake is reached, the distance of the speed pattern There is a possibility that the axis will be misaligned and the brake will not be output. Therefore, when the train stops in the block having the attribute of “home”, the ATC control unit 4 sets the train speed V1 at the stop position in the speed pattern selected from the memory 45 to a constant speed set in advance (for example, Brake control is performed with an upper limit speed of 30 km / h).

FIG. 21 shows the brake output logic in this case.
Further, the outline of the operation control is shown in FIG. 20, respectively. Here, the preset constant speed (for example, 30 km / h) is a speed at which the brake operates immediately when the train enters the 03 loop and can be stopped in the loop. Even if the position register is not updated continuously due to low speed running and the safety due to the control by the speed pattern cannot be ensured, if the brake is forcibly output by this 03 loop, it will be reached by the end of the block. Can be stopped.

According to the present embodiment, it is possible to make a small movement at the platform and at the same time surely stop the train by the end of the block.

Next, a second embodiment of the present invention will be described with reference to FIG. This embodiment differs from the first embodiment in that the comparison processing unit 4C, as shown in FIG. 17, has an allowable speed V1 calculated from a speed pattern and a preset minimum speed limit value. (Eg 65km / h)
It is configured to output the brake command with the lower speed of the two as the allowable speed. The other configuration is the same as that of the first embodiment in the previous term, and detailed description thereof will be omitted.

The logic of this brake command output is shown in FIG. Here, the predetermined constant speed (65 km / h in the example) is the lowest speed limit value included in the original speed pattern stored in the memory 45 of the on-board device. It is not the speed specified by the deceleration curve for stopping, but the speed limit value specified by the rail conditions such as the existence of a rail curve or branch. For example, the region S in FIG. 11D is limited to a low speed because the rail curve is tight. The train is shown in Figure 11 (d).
It is assumed that there was a power outage at point a and the power was turned on after the power was restored. Based on the logic of the first embodiment, the position set in the position register is set at the end point B of the actual block, and the speed curve based on the stopped block at that time is as shown in FIG. With such a shape, the speed is calculated from the speed pattern assuming that the train is actually at the end (point B) of the block even though the train is actually at the point (d) in FIG.
In this case, the calculated speed is higher than the speed (speed limit value) corresponding to the actual position (point A). In the present embodiment, by selecting the speed on the lower speed side (speed corresponding to the area S) from the speed corresponding to the point B set in the position register and the speed limit value (speed corresponding to the area S). , The control on the safe side corresponds to the actual position.

On the other hand, although the train is actually at the high point C where the permissible speed is high, the above-mentioned logic may output a brake command so that the speed corresponds to a low speed limit value.
However, even in this case, there is an effect that the train operation can be continued at the speed on the safe side without confirming the train position.

In each of the above-mentioned 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.

[0067]

According to the present invention, the average operating speed of a train can be increased, the operating efficiency of the train can be improved, and the train position can be smoothly confirmed even when the transponder ground element cannot be confirmed immediately after the power is turned on. It is possible to control the train. In addition, in a pre-designated block such as a rail section along the platform of a station, even if the block is a stop block, even if the train stops temporarily, it is possible to move at a low speed. Is easy to modify.

[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;

16 is a conceptual diagram showing a method of setting the position register when the power is turned on in the embodiment shown in FIG.

FIG. 17 is a conceptual diagram illustrating the logic of a brake command output in the second embodiment of the invention.

FIG. 18 is a conceptual diagram showing a part of the configuration of the first exemplary embodiment of the present invention.

FIG. 19 is a block diagram showing a configuration of an on-vehicle device according to the first embodiment of the present invention.

FIG. 20 is a conceptual diagram illustrating a logic of speed control at a platform of a station according to the first embodiment of the present invention.

FIG. 21 is a conceptual diagram illustrating a logic of a brake command output according to the first embodiment of the present invention.

[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 12 03 Terrestrial transmitter 13 03 Receiver 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 Shuji Kobayashi             2-2-2 Yoyogi, Shibuya-ku, Tokyo Tohnichi             Inside the passenger railway F term (reference) 5H115 PC01 PG01 PI01 SL01 SL06                       SL10 TB03 TD04                 5H161 AA01 BB02 BB06 CC04 CC14                       DD12 JJ03 JJ28 JJ30

Claims (2)

[Claims] 1. A ground device for transmitting a digital signal including information designating a block on which a train is to be stopped and a block number to which the information is transmitted, to rails which are electrically divided to form respective blocks. And a transponder ground element which is arranged along the rail at a distance from each other and in which information indicating the position is readable stored, and A which receives and outputs a signal sent to the rail.
TC receiving means, transponder receiving means for reading and outputting information representing the position stored in the transponder ground element, speed generator coupled to the axle of the train and emitting speed pulses according to the rotation of the axle, and the ATC reception An on-board type automatic system including an on-board device arranged on a train having an ATC control section for outputting a brake command based on the output of the means, the output of the transponder receiving means, and the speed pulse. In the train control device, the ATC
The control unit has a speed pattern set in a one-to-one correspondence with each of the plurality of blocks, and represents a permissible speed at each position until the train stops at the corresponding block. A memory for storing the pattern in combination with the information for identifying the corresponding block and a position information memory for storing the position information output by the transponder receiving unit are provided, and the position information stored in the position information memory is stored in the memory. The train pattern is updated based on the speed pulse to recognize the own train position, and the speed pattern corresponding to the designated block is read from the memory based on the information received by the ATC receiving means and designating the block to be stopped. Based on the speed pattern and the recognized train position, the allowable speed at that position is calculated. When a brake command is output according to the deviation between the speed and the train speed and the position information output by the transponder receiving means is not stored in the position information memory, the block number transmitted from the ground device is specified. The block is the block of the own train position, the specific position distant from the end of the block by a preset distance is recognized as the own train position, and the specific position is not updated until the position information of the transponder receiving means is received. If the train is stopped on a pre-designated block, the deviation between the train speed and the read speed pattern and the predetermined constant speed, whichever is lower, is used as the allowable speed. An on-board type automatic train control device characterized by being configured to calculate. 2. The on-board type automatic train control according to claim 1, wherein the predetermined block includes a rail section along a platform of a station. apparatus.