JP2009142083A - Train controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a train controller capable of deciding a signal by each device of each compartment. <P>SOLUTION: The train controller has a master controller outputting brake commands or power-running commands input to a train and an automatic train driving device outputting the signals of the brake commands or the power-running commands at preset timings. The train controller further has transmission lines transmitting the signals of the brake commands or the power-running commands output from the master controller and the automatic train driving device and brake equipment being connected to the transmission lines and discretely deciding notches from the signals of the brake commands or the power-running commands from the master controller and the automatic train driving device. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a train control device used for automatic train traveling.

  In recent years, with the advancement of train control technology, automatic train operation is progressing. For this reason, during automatic train operation, an automatic train operation device (ATO) or the like calculates an automatic brake command necessary for stopping the train in accordance with the operation mode of the train, and based on the calculated result, a brake signal is generated by the brake device. Is output.

  Further, the reliability of the brake command for the brake device is improved by appropriately switching between two commands, an automatic brake command by ATO and a manual brake command by the master controller.

In Patent Document 1, when two commands, an automatic brake command and a manual brake command, are received and a signal is sent to the brake device by selecting these commands, both the command from the ATO and the command from the master controller are compared. And the structure of the train automatic operation apparatus which gives priority to the high brake side and separates the other drop line is disclosed.
Japanese Patent Laid-Open No. 3-7817

  However, in the train automatic operation device disclosed in Patent Document 1, since the determination of the two commands of the automatic brake command and the manual brake command is performed by one calculation unit, all brakes when the calculation unit fails All commands to the device are wrong, and safety cannot be ensured. Further, when the relay coil for enabling either the automatic brake command or the manual brake command is welded, the pressure remains applied and the brake is applied, so that stability cannot be ensured.

  This invention is made | formed in view of such a situation, and it aims at providing the train controller which makes the command information of a master controller and ATO pass to the whole train, and makes each apparatus of each vehicle judge.

  The train control device according to the embodiment sends all information such as a brake command from the master controller and ATO to all devices (brake devices, etc.) by transmission lines and lead-in lines, and each device individually from the sent information. Judge the notch. In addition, the criteria for judging the information sent by each device individually is high priority when the signals on the transmission side are all the same, if the signal is a brake signal, and low if the signal is a power running signal. Priority. When the transmission side signal type is different, if it is divided into the brake and power running in the 1st and 2nd systems, the brake signal has priority, and if it is divided into the brake command signal and power running command signal in the master controller and ATO, Brake command signal priority. However, when the EB information of the lead-through line is valid, this is given the highest priority. In addition, the result determined by each device is fed back to the central vehicle information.

  As a result of each device individually judging, if a failure is found, the vehicle control device provided in each vehicle is disconnected so that it will not be used from the next time. Further, the vehicle control device outputs a command signal to be borne by another brake device as an alternative to the disconnected brake device to each vehicle. In addition, the information individually determined and fed back by each device is returned to the ATO side and reflected in the next control. Alternatively, a safety device is installed in place of ATO, and a brake command from the master controller and the safety device is sent to all devices to realize the system described above. Alternatively, in addition to the master controller and ATO, a security device is mounted, and a brake command from the master controller, ATO, and security device is sent to all devices to realize the system described above.

  (1) A train controller according to the present embodiment includes a master controller that outputs a brake command or a power running command for an input train, and an automatic train operation device that outputs a brake command or a power running command signal at a preset timing. A transmission path that transmits a signal of a brake command or a power running command output from the master controller and the automatic train driving device, and a brake command from the master controller and the automatic train driving device, And a braking device that individually determines the notch from the power running command signal.

  (2) The train control device according to the present embodiment is the above (1), and when the master device and the automatic train operation device output the same type of command signal, the brake device If the signal is a brake command signal, a high priority is given, and if the signal is a power running command signal, the judgment is made based on a low priority priority.

  (3) The train control device according to the present embodiment is the above (1), and the brake device is configured such that when the master controller and the automatic train operation device output different types of command signals, When the system is divided into a brake command signal and a power running command signal, the brake command signal is given priority, and when the master controller and the automatic train operation device are separated into a brake command signal and a power running command signal, Prioritize command signals.

  (4) The train control device according to the present embodiment is any one of the above (2) or (3), and the brake device provides a lead-through line from the master controller and the automatic train operation device. If the emergency brake information is valid, the emergency brake information is determined based on a criterion that has priority over the brake command signal and the power running command signal.

  (5) The train control device according to the present embodiment is the above (1), and the brake device feeds back the individually determined result to the vehicle control device as vehicle information.

  (6) The train control device according to the present embodiment is the above (5), and the vehicle control device detects a failure in the brake device as a result of the vehicle information individually determined by the brake device. Then, the broken brake device is disconnected.

  (7) The train control device according to the present embodiment is the above (6), and the vehicle control device is a substitute for the disconnected brake device, and the load of the disconnected brake device with a brake device of another vehicle. A command to pay the minute is output.

  (8) The train control device according to the present embodiment is the above (6), and the vehicle control device supplies the vehicle information fed back by the brake device managed by the vehicle control device to the automatic train operation device. return.

  (9) The train control device according to the above (1) according to the present embodiment is any one of the above (2) to (8) in a train on which a security device is mounted instead of the automatic train operation device. Apply.

  (10) The train control device according to (1) according to the present embodiment is equipped with a security device in addition to the master controller and the automatic train operation device, and any one of (2) to (8) above. Apply one.

  According to the present invention, since each brake device of each vehicle determines a signal transmitted from the master controller or ATO, even if one point cannot determine the brake signal due to a failure, the entire train Brake control is not disabled.

  Hereinafter, description will be given with reference to the drawings. FIG. 1 shows a first embodiment of the present invention. Here, a 5-car train will be described. A master controller 3 and an ATO (Automatic Train Operation automatic train operation device) are installed in the first vehicle 8. The master controller 3 is a switch device that remotely controls the speed of the railway vehicle 8 and is installed in the cab. The master controller 3 generates seven levels of brake signals B1 to B7 with different brake sizes by manually combining brake signals having different values. ATO4 is a driving security system that automates the operation of trains.

  Each vehicle 8 has a brake device 5, another device 6, and a vehicle control device 7. The brake device 5 and other devices 6 are connected to the vehicle control device 7. The vehicle control device 7 of each vehicle 8 is connected to the vehicle control device 7 of the adjacent vehicle 8. The brake device 5 is a device that switches the running speed of the vehicle between acceleration and deceleration. The other device 6 includes a device that changes the speed, such as an inverter. The vehicle control device 7 manages the states of the brake device 5 and other devices 6 provided in each vehicle.

  The master controller 3 and the ATO 4 installed in the leading vehicle 8 are connected to the vehicle control device 7 provided in each vehicle 8 via the transmission path 1 and the lead-in line 2. Notch information such as a brake command signal from the master controller 3 and the ATO 4 is transmitted to each device (brake device 5 and other devices 6) through the transmission path 1, the lead-in line 2, and the vehicle control device 7.

  FIG. 2 is a block diagram showing details of the master controller 3, the ATO 4, the transmission line 1, and the lead-in line 2.

  The master controller 3 and the ATO 4 are composed of 1 and 2 systems, respectively. The lead-in line 2 transmits power / brake (P / B) information, emergency brake (EB) information, and failure information.

  Each brake device 5 and other devices 6 installed in the train 8 individually select notches by judging from signals such as brake commands received from the vehicle control device 7. That is, the brake device 5 and the other devices 6 perform notch selection according to the following criteria.

  The brake device 5 and the other devices 6 all have the same type of received signal. When the brake command signal is received, the higher priority is given, and when the power running signal is received, the lower priority is given.

  In addition, the brake device 5 and the other devices 6 give priority to the brake command signal when the types of received signals are different. However, if there is EB information on the lead-through line, this is given the highest priority.

  FIG. 3 is a diagram showing determination in the brake device 5 or other device 6 in this case. As shown in FIG. 3, for example, when the brake device 5 receives a brake command signal from the master controller 3 and the ATO 4, the brake device 5 determines that the higher priority is given. It is judged that it is controlled by. When the brake device 5 receives the power running command signal from the master controller 3 and the ATO 4, it is judged to control with the lower power running command signal by switching the switching command line 51 in order to judge that the lower order is preferred. Further, when the brake device 5 receives the brake command and the powering command signal from the master controller 3 and the ATO 4, it is determined that the brake command signal is controlled by switching the switching command line 51 in order to determine that the brake command has priority. To do.

  With the above configuration, the brake command from the master controller 3 or the ATO 4 is sent to all the devices, and each device individually determines the safety, so that the safety is improved as compared with the case where it is determined at one place. Further, safety can be ensured by selecting a high-order side for the brake signal and a low-order side for the power running signal, and giving the emergency brake information via the lead-through line as the highest priority.

  In addition, the vehicle control device 7 can feed back the results of the individual determinations to the vehicle control device 7, and the vehicle control device 7 can ensure safety by disconnecting the device so that it is not used if a failure is found. Further, the vehicle control device 7 can perform more stable control by issuing a command to be borne by another device as an alternative to the device that is disconnected so that the device in which the failure is found is not used from the next time. Further, the vehicle control device 7 can perform more highly accurate control by returning the information determined and fed back by each device to the ATO 4 side and reflecting it in the next control.

  Next, feedback to the vehicle control device 7 as a result of determination by each device will be described with reference to FIG. The brake device 5 and the other devices 6 feed back the results determined by the respective devices to the vehicle control device 7. In other words, the brake device 5 and the other devices 6 determine the vehicle information based on the information signal sent from the information transmitted from the master controller 3 or the ATO 4 and control the vehicle information indicating the vehicle control device. Feedback to 7 respectively. The vehicle control device 7 receives vehicle information from the brake device 5 and other devices 6, and determines whether or not the control performed by each device is normal.

  When the vehicle control device 7 determines that any of the devices has a failure, the vehicle control device 7 disconnects the failed device so that it is not used from the next time. The disconnection of the failed device may be electrical or mechanical.

  The vehicle control device 7 determines whether the brake device 5 and other devices 6 are normal based on whether each device has fed back vehicle information.

  Further, as an alternative to the disconnected device, the vehicle control device 7 issues a command to bear the portion of the disconnected device to the vehicle control device 7 of the other vehicle 8. The vehicle control device 7 may directly issue a command to the brake device 5 and the other device 6 of another vehicle 8.

  For example, as shown in FIG. 5, each vehicle control device 7 feeds back to the ATO 4 whether the brake device 5 connected to the vehicle control device 7 of each vehicle 8 and other devices 6 are normal.

  The vehicle control device 7 once processes the result of each device determining the information individually, and the vehicle control device 7 feeds back to the first and second systems of the ATO 4. The ATO 4 reflects this fed back vehicle information in the next control.

  That is, for example, it is assumed that the vehicle control device 7 has vehicle information indicating that there is an abnormality in the brake device 5 of the vehicle 8 that is the second vehicle from the top in a train of five cars. The vehicle control device 7 transmits vehicle information indicating that the second brake device 5 is abnormal to the ATO 4 via the transmission path 1. ATO4 memorize | stores the information transmitted from each vehicle control apparatus 7, and makes it reflect in the brake command or power running command transmitted to the vehicle control apparatus 7 of each vehicle 8 from the next.

  That is, in this case, even when the ATO 4 transmits the same brake command as usual, the same braking force is applied to the four vehicles 8 as that applied by the brake devices 5 provided on the five vehicles 8. Since the provided brake device 5 can cover, a brake command for increasing the braking force more than usual is transmitted. For this reason, the ATO 4 can perform appropriate brake control in consideration of the abnormality even when the brake device 5 of any of the vehicles 8 has an abnormality.

  A second embodiment of the present invention will be described with reference to FIG. This is one in which a security device 10 is mounted instead of the ATO 4 shown in FIG. The first embodiment is different from the first embodiment only in a device that issues a notch command, and the other parts will be omitted. All signals such as a brake command from the master controller 3 and the security device 10 are sent to all devices by the transmission path 1 and the lead-in line 2, and each device individually determines the notch from the sent signals.

  In the first embodiment, signals transmitted by the master controller 3 and the ATO 4 are transmitted to the entire train 8 through the transmission path 1 or the lead-in line 2, and the signals are selected by the brake device 5 and other devices 6, respectively. As in the second embodiment, in a train in which the security device 10 is mounted on the leading vehicle 8 instead of the ATO 4, all signals output from the master controller 3 and the security device 10 are transmitted to the transmission line 1 and the lead-in line 2. The same effect can be obtained by a method of transmitting information through and transmitting information through the brake device 5 and other devices 6.

  A third embodiment of the present invention will be described with reference to FIG. In this embodiment, a security device 10 is mounted in addition to the master controller 3 and ATO 4 shown in FIG. The first embodiment is different from the first embodiment only in a device that issues a notch command, and the other parts will be omitted. All signals such as a brake command from the master controller 3, the ATO 4, and the safety device 10 are sent to the brake device 5 of each vehicle 8 and the other devices 6 through the transmission path 1 and the lead-in line 2, and each device is sent from the transmitted signal. Judge the notches individually.

  In the first embodiment, signals transmitted by the master controller 3 and the ATO 4 are transmitted to the entire train 8 through the transmission path 1 or the lead-in line 2, and the signals are selected by the brake device 5 and other devices 6, respectively. As in the third embodiment, in the train in which the master vehicle 3, the ATO 4, and the security device 10 are mounted on the leading vehicle 8, the master controller 3, the ATO 4, and the security device 10 are all included in the entire train. The same effect can be obtained by transmitting the above signal through the transmission line 1 and the lead-through line 2 and selecting information by the brake device 5 and other devices 6.

  Note that the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention in the implementation stage. In addition, the embodiments may be appropriately combined as much as possible, and in that case, the combined effect can be obtained. Further, the above embodiments include inventions at various stages, and various inventions can be extracted by appropriately combining a plurality of disclosed constituent elements. For example, even if some constituent requirements are deleted from all the constituent requirements shown in the embodiment, the problem described in the column of the problem to be solved by the invention can be solved, and the effect described in the column of the effect of the invention Can be obtained as an invention.

The lineblock diagram showing a 1st embodiment of the train control device concerning the present invention. The block diagram which shows the master controller, ATO, lead-in line, and transmission line in 1st Embodiment of the train control apparatus which concerns on this invention. The figure which shows the judgment operation | movement by each apparatus in 1st Embodiment of the train control apparatus which concerns on this invention. The figure for demonstrating the feedback of the result which each apparatus in 1st Embodiment of the train control apparatus which concerns on this invention judged. The figure for demonstrating the feedback to the ATO side the result which each apparatus in 1st Embodiment of the train control apparatus which concerns on this invention judged. The block diagram which shows 2nd Embodiment of the train control apparatus which concerns on this invention. The block diagram which shows 3rd Embodiment of the train control apparatus which concerns on this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Transmission path, 2 ... Lead-through line, 3 ... Master controller, 4 ... ATO, 5 ... Brake apparatus, 6 ... Other apparatus, 7 ... Vehicle control apparatus, 8 ... Vehicle, 10 ... Security apparatus.

Claims (5)

A master controller that outputs a brake command or a power running command for the input train;
An automatic train driving device that outputs a signal of a brake command or a power running command at a preset timing;
A transmission path for transmitting a brake command or power running command signal output from the master controller and the automatic train driving device;
A brake device that is connected to the transmission path and determines a notch individually from a signal of a brake command or a power running command from the master controller and the automatic train operation device;
A train control device comprising:   When the master controller and the automatic train operation device output the same type of command signal, the brake device has a high priority when the signal is a brake command signal, and the signal is a power running command signal. 2. The train control device according to claim 1, wherein in some cases, the determination is made based on a criterion for lower priority.   When the master controller and the automatic train operation device output different types of command signals, the brake device is divided into a brake command signal and a power running command signal in the 1st and 2nd systems. 2. The train control device according to claim 1, wherein when the master controller and the automatic train operation device are divided into a brake command signal and a power running command signal, the brake command signal is prioritized.   The train control device according to claim 1, wherein the train control device is a train equipped with a security device instead of the automatic train operation device.   The train control device according to claim 1, wherein a safety device is mounted in addition to the master controller and the automatic train operation device.

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