JP2009177908A - Contactless master controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a contactless master controller which has an ATO/TASC control function, and can reduce an installation space and rigging wiring. <P>SOLUTION: The contactless maser controller mounted to a railroad vehicle comprises: a function part 2 which generates a master controller sensor signal for controlling the railroad vehicle on the basis of an external output; a speed oscillator 5 which generates a speed information signal of the railroad vehicle on the basis of the rotation of wheels of the railroad vehicle; and a control part 34a which generates a notch signal for controlling the drive and brake of the railroad vehicle on the basis of the master control signal generated by the function part 2, the speed information signal generated by the speed oscillator 5, and a transmission information signal D2 which is input in real time, and sets drive conditions of the railroad vehicle. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a contactless master controller that performs operation control of a railway vehicle based on a steering operation or an output command of a built-in ATO or TASC.

  In recent years, from the viewpoint of ensuring the safety of passengers, installation of platform doors and improvement of services have been performed by railway companies on station platforms. In connection with this, the improvement of the station stop precision of a vehicle, the fixed time property of the travel time between stations, etc. are requested | required, and the burden with respect to a driver will increase. Against this background, control devices such as ATO (Automatic Train Operation) control devices (automatic train operation control devices) and TASC (Train Automatic Stopping Controller) control devices (fixed position stop control devices) are installed on new vehicles. At the same time, additional installations have been made to existing vehicles by remodeling.

  Here, the ATO control device calculates and outputs a notch command between the stations by the departure button on behalf of the driver, and controls the train by accelerating, coasting ( (Energy-saving operation by traveling with inertia), and all steps such as braking to stop at the station.

  The notch command is a command for braking, acceleration, etc. for the train. As an example, a brake (braking) notch of 8 stages, a force-carrying (acceleration) notch of 4 stages, etc. are common, and the force increases as the notch with a larger value. Moreover, the state of the brake notch 0 and the gear notch 0 is referred to as “Yurume (off)”, and the vehicle is coasted without acceleration or braking.

  On the other hand, the TASC device, unlike the ATO control device, calculates and outputs a notch command on behalf of the driver for braking only when the train departs from and after the departure of the station by the driver's operation. And control the train.

  Therefore, in a case where the ATO device and the TASC device are provided, the driver can control the train only by determining the departure timing and monitoring the danger.

  FIG. 5 is a diagram for explaining a difference in the vehicle control method. Here, a case will be described in which the train train is set to one train of 6 cars. A train is usually connected to a plurality of vehicles, and these vehicles are dotted with brake devices and motor devices. As shown in FIG. 5, there are two vehicle control methods, pull-through control and command transmission control, as methods for transmitting a notch command from the driver to these brake devices and motor devices.

  In the lead-in control, a plurality of wires are literally passed through all trains (all vehicles). This passing control is used in an old type vehicle, and there are cases where an old type vehicle is not equipped with a monitor device. The number of wires is determined by the type of signal. For example, when the notch command is 8 steps for brake and 4 steps for gearing, a total of 8 (4 each) lead-through lines are required.

  In the case of using the passing control, the notch command from the master controller requires an output relay panel (signal amplifier). Since the voltage handled by the master controller is low, this output relay panel plays a role of raising the voltage and transmitting the command to the entire train.

  The command transmission control is a type in which a monitor terminal device is installed in each vehicle, and a transmission path is drawn so as to connect the terminals of each vehicle, and is often seen in new types of vehicles. The transmission line itself is composed of a few electric wires and transmits a notch command as telegram data. In the command transmission control, the monitor terminal device installed in each vehicle receives the notch command, converts the command to a brake device or a motor device mounted on the vehicle, and notifies the converted command.

  FIG. 6 is a diagram illustrating a configuration of a passing-control-type vehicle device. As shown in FIG. 6, the train 1 a includes a mechanism unit 2, a control unit 3, an output relay panel 4, a speed oscillator 5, an ATO device 6, an output relay panel 7, an output switch 8, The lead wire 9 and a brake device (or motor device) 10 are provided.

  The railway vehicle (train 1a) is equipped with a master controller (mascon) serving as an interface for the driver to operate and control the vehicle. The driver's cab is present on both leading vehicles of train formation. The master controller is a device that serves as an interface between the driver and the train. Currently, the one-handle master controller is the mainstream. The one-handle mascon moves back and forth one shaft (bar), and becomes a brake notch with a strong braking force as it goes to the back, and a caulking notch with a strong acceleration force as it goes to the front. The driver moves the steering wheel back and forth to pull it forward to give an acceleration command, and then push the coasting command at an intermediate position and push it back to give a braking command.

  Since the conventional contact main controller detects the position of the handle using on / off of the contact (switch), the state of the contact becomes the notch command as it is. Recently, for the purpose of avoiding contact failure, the contactless master controller has become the mainstream, the contactless master controller is a sensor instead of a contact (angle detection sensor: the handle does not slide back and forth, The position of the handle is detected using a circular motion in a fan shape, and a notch is calculated based on the detected angle and converted into a notch command signal. Therefore, as shown in FIG. 6, the master controller includes a mechanism unit 2 that is a part that mechanically moves a handle and the like, and a control unit 3 that calculates and converts a notch command signal.

  The mechanism unit 2 outputs a master controller sensor signal based on the driver's operation. In the case of a master controller adopting a non-contact type, the mechanism unit 2 includes a handle that can be rotated forward and backward for designating a notch command, and an angle sensor that detects an angle of a shaft that supports the handle, A master controller sensor signal corresponding to the handle angle is output.

  The control unit 3 calculates a notch command signal based on the master controller sensor signal output from the mechanism unit 2 and the master controller input signal D1 indicating various operating conditions such as power supply (head line) information and date and time information. And output.

  FIG. 7 is a block diagram illustrating a configuration of the control unit 3. The control unit 3 is configured by a dedicated board in which various functions such as the DI unit 13, the transmission unit 14, the CPU unit 15, and the DO unit 16 are integrated on one control board. The dedicated board constituting the control unit 3 is intended to reduce the size by limiting the function due to the problem of installation space. Moreover, although not shown in figure, the control part 3 also has the board | substrate for power supplies which converts the source power supply (DC100V) supplied from a vehicle into the voltage (DC24V, DC5V etc.) utilized inside a board | substrate.

  The DI unit 13 is a voltage level of DI (digital input) information based on a master controller sensor signal indicating sensor information and the like output from the mechanism unit 2 and a master controller input signal D1 indicating power source (head line) information and the like. Is output to the CPU unit 15. Normally, the inside of the CPU is controlled by a voltage such as DC24V or DC5V, but an external signal is controlled by a voltage such as DC100V or DC24V. Therefore, the DI unit 13 has a role of converting a voltage level of an external signal to a voltage level handled by the CPU unit 15.

  The transmission unit 14 converts a transmission protocol of transmission information based on the master controller input signal D1 indicating date and time information and the like, and outputs the transmission protocol to the CPU unit 15. The transmission unit 14 plays a role of converting to a transmission protocol handled by the CPU unit 15 and outputting the information even when information of different input transmission standards (RS485, transmission protocol such as current loop) is input.

  Based on the DI information such as sensor information output after the voltage level conversion by the DI unit 13 and the transmission information such as date information output after the transmission protocol conversion by the transmission unit 14, the CPU unit 15 Calculate the intended notch command and output a notch command signal.

  The DO unit 16 converts the voltage level of the notch command signal output by the CPU unit 15 and outputs it as DO (digital output) information. The DO unit 16 boosts the input signal to a voltage level (DC 100 V, DC 24 V, etc.) handled externally in order to output the signal to the outside.

  The output relay panel 4 amplifies the notch command signal as DO information output by the control unit 3 and outputs it to the output switch 8 in order to transmit the command to the entire train 1a in the passing control.

  The speed oscillator 5 is attached to a wheel (wheel axle) of the train 1a, generates a sine wave by the rotation of the wheel, and outputs the sine wave to the ATO device 6. The ATO device 6 can calculate the rotational speed of the wheel based on the frequency per unit time, and can recognize the speed and the distance traveled by the train 1a based on the wheel diameter and the rotational speed of the wheel. The speed oscillator 5 may be configured to calculate the speed information and position information of the train 1 a described above and output the information to the ATO device 6.

  The ATO device 6a is output by the speed oscillator 5 and transmission information D2 such as speed limit information output from other devices in the train 1a, a notch command signal as DO information output by the control unit 3, and the like. Based on the sine wave PI information, a notch command signal and control information are output. The ATO device 6a has not only ATO control but also TASC control functions.

  FIG. 8 is a block diagram showing a specific configuration of the ATO device 6a. As shown in FIG. 8, the ATO device 6 a includes a DI / DO board 18, a transmission board 19, a PI board 20, a CPU board 21, and a DI / DO board 30. These boards are general-purpose slot-type boards that can be used in various devices. The voltage of the original power supply (DC100V) supplied from the vehicle is not shown in the figure (DC24V, DC5V, etc.) used inside the board. Operates using the converted power.

  The DI / DO board 18 converts the voltage level of the DI information indicating the manual operation information of the departure button included in the notch command signal output by the control unit 3 and outputs the converted voltage level. The DI / DO board 18 has a role of converting the voltage level of an external signal to a voltage level handled by the CPU board 21 in the same manner as the DI unit 13 described above.

  The transmission board 19 performs transmission protocol conversion on the transmission information D2 such as speed limit information output from other devices or the like in the train 1a and outputs the transmission protocol to the CPU board 21. That is, the transmission board 19 is a board that absorbs differences in transmission standards (transmission protocol: RS485, current loop, etc.), converts information from the transmission path (communication line) according to the standard, and transmits only the transmission message to the CPU. Interact with the substrate 21.

  Here, the transmission information D2 is, for example, speed limit information, setting information such as a destination station, and point information. The train 1a can be obtained about point information by the following method, for example. When the train 1a moves on the track, wireless communication is performed when the ground unit installed on the side of the track and the vehicle unit installed on the vehicle pass each other, and the train 1a is obtained by a message in the wireless communication. Point information can be obtained based on the passing points of trains.

  The PI board 20 is a board dedicated to inputting PI (pulse input), and based on the speed information (PI information) output from the speed oscillator 5, the number of revolutions per unit time (count) from the frequency of the pulse (sinusoidal waveform). Value) is calculated and output.

  The CPU board 21 is a board on which a memory and a CPU on which control software such as ATO and TASC operates and the CPU are integrated, and includes a point correction processing unit 24, a calculation unit 26, and a notch selection unit 22.

  The calculation unit 26 calculates the speed of its own train on the basis of the count value output from the PI board 20, and calculates the advanced distance (km) to determine the position of its own train. The kilometer is a distance indicating where each station or facility is located by setting a 0 km point on one route. For example, on the Tokaido Shinkansen and Sanyo Shinkansen, if the starting point of Tokyo Station is 0 km, Shin-Osaka Station is 500 km and Hakata Station is 1000 km.

  The point correction processing unit 24 performs point correction processing based on the point information converted by the transmission protocol by the transmission board 19 and the kilometer calculated by the calculation unit 26. Specifically, the spot correction processing unit 24 compares the spot information and the kilometer distance, and corrects the kilometer distance according to the spot information if they are different.

  Since the kilometer is a distance calculated based on the rotation of the wheel, an error occurs when the accuracy of the numerical value of the wheel diameter or when the wheel is idle or stuck (called idling / sliding). Accordingly, the point correction processing unit 24 performs point correction processing when the error occurs, and is an essential configuration in ATO and TASC.

  The notch selection unit 22 is configured to output DI information that has been subjected to voltage level conversion by the DI / DO board 18, transmission information that has been subjected to transmission protocol conversion by the transmission board 19, and a point (kilo km) that has been corrected by the point correction processing unit 24. The optimum notch is selected based on the information and the speed information calculated by the calculation unit 26, and a notch command signal is output.

  As shown in FIG. 8, the notch selection unit 22 selects an optimal notch for performing various controls according to the train operation status. First, the notch selection unit 22 selects a notch for outputting the rolling prevention brake when the train is stopped at the station. This is because when the vehicle stops at a steep slope (slope) or the like, the train starts to move unless brake output is performed.

  The notch selection unit 22 includes information on the departure instruction from the driver and the monitor device (setting device: current station, destination station, train type (station stops, express trains, express trains, etc.)), various train states, Based on the control state, when a predetermined departure condition is satisfied, notch selection (departure control) for releasing the rolling prevention brake and starting is performed.

  Next, the notch selection unit 22 selects a notch for performing acceleration control immediately after the train leaves the station or when it comes to a place where the upper limit of the speed limit is high. When performing ATO control, the ATO device 6a needs to calculate which place should be operated at what speed in order to travel between stations in a predetermined time when traveling between stations. Acceleration control is performed as necessary.

  The notch selection unit 22 selects a notch for coasting control when its own train speed approaches the speed limit by performing acceleration control.

  On the other hand, the notch selection unit 22 selects a notch for performing braking control when the upper limit of the speed limit is low.

  Furthermore, the notch selection part 22 selects the notch for performing the brake control (fixed position stop control) for stopping at a fixed position when stopping at a station. The notch selection unit 22 not only reduces the speed by simply applying a brake, but also sequentially calculates the braking force to stop at a predetermined position required for ATO and TASC (fixed position stop). Select a notch for control to stop. TASC control refers only to the fixed position stop control function described above.

  The notch selection unit 22 selects a notch on the assumption that the speed limit is maintained in any of the above-described controls. The speed limit for the train is determined in advance, but it is necessary to temporarily reduce the speed limit for the rear train when the train ahead stops in an emergency or when the distance between the train and the front is shortened. is there. The ATC (automatic train control device) receives such a change in speed limit in real time and performs braking control if necessary. While driving by the driver, it is necessary to visually judge and judge such a speed change signal, but ATO receives a signal in the same manner as ATC, and brake control is performed to keep the speed limit. I do.

  Furthermore, the notch selection unit 22 performs control other than traveling such as determination of an inter-station control method.

  The DI / DO board 30 performs voltage level conversion on the DO information such as the notch command and control information output by the CPU board 21 and outputs the result. Here, the notch command is selected and output by the notch selector 22. The control information is information obtained by the CPU board 21 as a whole, for example, failure information of the CPU board 21 itself.

  Similarly to the output relay panel 4, the output relay panel 7 amplifies the notch command signal as DO information output by the ATO device 6a in order to transmit the command to the entire train 1a in the passing control, and outputs it to the output switch 8 Output.

  The output switch 8 includes notch command signals and control information output from the ATO device 6a via the output relay panel 7, and notch command signals and operation switch information output from the control unit 3 via the output relay panel 4. Based on the above, which notch command has priority is determined. Here, the operation changeover switch information is an information signal indicating whether the driver has selected a manual operation method or an ATO operation method via the switch of the mechanism unit 2, and the control unit 3 and the output relay panel. 4 is output to the output switch 8 via 4.

  The driver keeps the steering wheel in the yurume position during normal ATO operation, but when the danger is detected by visual observation or the like, the driver operates the steering wheel to brake the train. The output switch 8 gives priority to the output of the notch command by the ATO device 6a in the normal case, but gives priority to the notch command by the mechanism unit 2 of the master controller at the time of manual intervention of the driver as described above.

  Further, when the ATO device 6a fails during the ATO operation, the output switching unit 8 ignores the notch command of the ATO control device and adopts the notch command of the master controller.

  The notch command output by the output switching device 8 is transmitted to the entire train via the lead-through line 9 to control the brake device (or motor device) 10.

  FIG. 9 is a diagram illustrating a configuration of a command transmission control type vehicle device. The difference from the configuration shown in FIG. 6 is that the output relay panel 4 and the output relay panel 7 are not provided, but the monitor central device 11 and the monitor terminal device 12 are provided instead.

  Further, the content of the control unit 3a is slightly different from the control unit 3 in the case of the passing control method shown in FIG. FIG. 10 is a block diagram showing the configuration of the control unit 3a. Unlike the control unit 3 in FIG. 7, the control unit 3 a is provided with a transmission unit 17 instead of the DO unit 16.

  The transmission unit 17 converts the transmission protocol of the notch command signal output by the CPU unit 15 and outputs it as transmission information. In the command transmission control, the notch command is transmitted as telegram data as described above, and thus it is not necessary to amplify the voltage. Therefore, the output relay panel 4 and the output relay panel 7 are unnecessary.

  FIG. 11 is a block diagram showing a specific configuration of the ATO device 6b. A different point from the ATO device 6 a shown in FIG. 8 is that a transmission board 32 is provided instead of the DI / DO board 30. The transmission board 32 converts the transmission information such as the notch command and control information output by the CPU board 21 and converts the transmission protocol.

  The monitor central unit 11 transmits the notch command output by the output switch 8 to each vehicle as telegram data.

  The monitor terminal device 12 is provided in each vehicle and controls the brake device (or motor device) 10 based on the telegram data transmitted by the monitor central device 11.

  Patent Document 1 describes an on-board device that can perform a function as an automatic train operation device and a function as an automatic train control device in a small installation space.

  This on-board device automatically controls the operation of a train, has an automatic train control device function and an automatic train operation device function, and performs an ATC process and an automatic train operation functioning as an automatic train control device. The ATO processing that fulfills the function of the apparatus is performed by the same CPU, and the CPU executes the ATO processing in the idle time after the CPU executes the ATC processing, so that the functions and control logic of the ATC processing and the ATO processing are independent. It was made to be characterized.

According to this on-board device, since the function as the automatic train control device and the function as the automatic train operation device are integrated so as to be performed by one device, space-saving compared to the case where these are made independent devices. And cost reduction and simplification of wiring.
JP 2003-79011 A

  However, as shown in FIG. 6 and FIG. 9, the conventional ATO control device or TASC control device is additionally installed on the master controller, so that there is a problem that it requires a dedicated installation space and equipment wiring. is there. This problem also applies to the on-board device described in Patent Document 1.

  SUMMARY OF THE INVENTION The present invention solves the above-described problems of the prior art, and an object thereof is to provide a contactless master controller that has an ATO / TASC control function and can reduce installation space and equipment wiring.

  In order to solve the above problems, a contactless master controller according to the present invention is a contactless master controller mounted on a railway vehicle, and is a master controller sensor for controlling the railway vehicle based on an external input. A mechanism unit that generates a signal, a speed information unit that generates a speed information signal of the railway vehicle based on rotation of wheels of the railway vehicle, a master controller sensor signal generated by the mechanism unit, and the speed information unit A control unit that generates a notch command signal for controlling driving and braking of the railway vehicle based on the generated speed information signal and a transmission information signal that is input in real time and sets operating conditions of the railway vehicle. And

  According to the present invention, the master controller sensor signal generated by the mechanism unit is processed, and the transmission information signal for setting the operating condition is processed by the ATO / TASC control function to determine the final notch command. Since the unit is provided, it is possible to reduce the installation space and the equipment wiring.

  Embodiments of the contactless master controller according to the present invention will be described below in detail with reference to the drawings.

  Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram illustrating a configuration of a contactless master controller according to a first embodiment of the present invention. In the present embodiment, the contactless master controller adopts a vehicle control system of passing-through control, and controls the railway vehicle.

  First, the configuration of the present embodiment will be described. As shown in FIG. 1, the contactless master controller of the present embodiment is mounted on a railway vehicle, and includes a mechanism unit 2, a control unit 34 a, an output relay panel 4, a speed oscillator 5, and a lead wire 9. And a brake device (or motor device) 10. 6 differs from the conventional contactless master controller shown in FIG. 6 in that the ATO device 6, the output relay panel 7, and the output switching unit 8 are not required, and the control unit 34a has an ATO function. is there. Other configurations are the same as those of the conventional contactless master controller described in FIG.

  The mechanism unit 2 generates and outputs a master controller sensor signal for controlling the railway vehicle based on an external input such as a driver's operation.

  The speed oscillator 5 corresponds to the speed information section of the present invention, and generates a speed information signal of the railway vehicle based on the rotation of the wheels of the railway car. Specifically, the configuration is the same as that of the speed oscillator 5 described with reference to FIG.

  The control unit 34a includes a master controller sensor signal generated by the mechanism unit 2, a master controller input signal D1 indicating various operating conditions such as power supply (head line) information, and the speed generated by the speed oscillator 5. A notch command signal for controlling driving and braking of the railway vehicle is generated based on the information signal and a transmission information signal D2 that is input in real time from other devices in the railway vehicle and sets the operating condition of the railway vehicle. In other words, the control unit 34a is obtained by adding an interface unit necessary for ATO and TASC to the control board of the master controller. In terms of software, the functions of the master controller and the functions of the ATO and TASC The function of the output switcher coexists. Depending on the product, the function of the output switching unit may be configured by a separate device.

  FIG. 2 is a block diagram illustrating a detailed configuration of the control unit 34a of the contactless master controller according to the first embodiment of the present invention. The control unit 34a includes an input unit 40, a CPU unit 50, and an output unit 60a, and a single integrated control board. In the present embodiment, the control unit 34a corresponds to the control unit of the present invention. In particular, the CPU unit 50 included in the control unit 34a corresponds to the control unit of the present invention. The input unit 40 includes a DI unit 42, a transmission unit 46, and a PI unit 46. The CPU unit 50 includes a notch calculation unit 52, a calculation unit 54, a point correction processing unit 56, a notch selection unit 58, and a notch determination unit 59. Further, the output unit 60 a is configured by the DO unit 62.

  Similar to the DI unit 13, the DI unit 42 is a master controller sensor signal indicating sensor information and the like output by the mechanism unit 2, and a master controller input signal D1 indicating power source (head line) information, departure button information, and the like. The voltage level of DI (digital input) information based on the above is converted and output to the CPU unit 50. Here, the departure button information is information indicating whether or not the driver has pressed the departure button, and is required by the notch selection unit 58 during departure control.

  Similar to the transmission unit 14, the transmission unit 44 converts the transmission protocol of the transmission information signal D <b> 2 that is input in real time from other devices in the railway vehicle and sets the operation conditions of the railway vehicle, and outputs the transmission protocol to the CPU unit 50. Here, the transmission information signal D2 includes date and time information, speed limit information, setting information, point information, and the like. In addition, setting information refers to information, such as a destination station, an express train, or each stop train, for example.

  The PI unit 46 calculates the number of rotations (count value) per unit time from the frequency of the pulse (sinusoidal waveform) based on the speed information (PI information) output from the speed oscillator 5 in the same manner as the PI board 20. To the CPU section 50.

  The CPU unit 50 calculates DI information such as sensor information output after voltage level conversion by the DI unit 42, transmission information such as date information output after transmission protocol conversion by the transmission unit 44, and calculation by the PI unit 46. Based on the counted value, an appropriate notch command is calculated according to the situation and a notch command signal is output.

  The notch calculation unit 52 calculates a notch based on the master controller sensor signal generated by the mechanism unit 2. Specifically, the notch calculation unit 52 converts DI information including sensor information, input power supply information, switch information such as a key and the like, which are output after voltage level conversion by the DI unit 42, and transmission protocol conversion by the transmission unit 44. Based on the output transmission information such as date and time information, a notch command signal intended by the driver transmitted via the mechanism unit 2 is output.

  The calculation unit 54 corresponds to the point calculation unit of the present invention, and based on the speed information signal generated by the speed oscillator 5 (that is, the count value output by the PI unit 46), the calculation unit 54 determines the point where the own railway vehicle is located. While calculating, the speed of the own railway vehicle is calculated.

  The point correction processing unit 56 corrects the point calculated by the calculation unit 54 based on the point information input from the outside of the railway vehicle and included in the transmission information signal. Specifically, the spot correction processing unit 56 performs spot correction processing based on the spot information converted by the transmission protocol by the transmission unit 44 and the spot (about kilometer) calculated by the calculation unit 54. Here, the point information is information obtained by wireless communication with the above-described ground unit, for example.

  The notch selection unit 58 selects a notch using an ATO control function or a TASC control function based on a speed information signal generated by the speed oscillator 5 and a transmission information signal that is input in real time and sets an operation condition. In this embodiment, the notch selection unit 58 further selects a notch using the ATO control function or the TASC control function based on the point information corrected by the point correction processing unit 56.

  Specifically, the notch selection unit 58, like the notch selection unit 22, the DI information such as a departure button output by the voltage level conversion by the DI unit 42 and the speed limit converted by the transmission protocol by the transmission unit 44. Based on transmission information such as information and setting information, point (about kilometer) information corrected by the point correction processing unit 56, and speed information calculated by the calculation unit 54, an optimum notch is selected and a notch command Output a signal.

  The notch determination unit 59 determines the notch by comparing the priorities of the notch calculated by the notch calculation unit 52 and the notch selected by the notch selection unit 58, and outputs a notch command signal. There are various methods for determining the priority order. For example, the notch determination unit 59 adopts the notch selected by the notch selection unit 58 using the ATO control function or the like in normal operation, and the driver senses the danger by visual observation or the like and inputs from the mechanism unit 2. In such a case, the notch calculated by the notch calculation unit 52 is preferentially adopted. Further, the notch determination unit 59 determines the final notch command in consideration of not only the notch commands but also the control state and the switch state.

  The CPU unit 50 performs all processing by the same CPU. Therefore, the processes performed by the notch calculation unit 52, calculation unit 54, point correction processing unit 56, notch selection unit 58, and notch determination unit 59 of the CPU unit 50 are all performed by the same CPU. As a result, the notch calculation based on the steering wheel operation by the driver through the mechanism unit 2, the ATO / TASC control function, and the final notch command determination are performed by the same CPU. 6. It is not necessary to provide the output relay panel 7 and the output switch 8 separately, leading to space saving.

  The DO unit 62 converts the voltage level of the notch command signal and the control information signal output by the CPU unit 50 and outputs the converted voltage level as DO (digital output) information.

  Other configurations are the same as those of the conventional configuration described with reference to FIG.

  Next, the operation of the present embodiment configured as described above will be described. First, during normal ATO operation, the driver fixes the steering wheel at the urume position and presses a departure button or the like, so that the departure button information is input to the notch selection unit 58 via the DI unit 42 as DI information. The

  The mechanism unit 2 generates and outputs a master controller sensor signal indicating that the handle is in the yurume position. The master controller sensor signal and the master controller input signal D1 indicating various operating conditions such as power source (head line) information are input to the notch calculator 52 via the DI unit 42 as DI information. The power supply information and the like are also input to the notch selection unit 58. Furthermore, some information (date information, etc.) of the transmission information signal D2 that is input in real time from other equipment in the railway vehicle and sets the operating condition of the railway vehicle is input to the notch calculation unit 52 via the transmission unit 44. Is done.

  Also, some information (speed limit information, setting information, etc.) of the transmission information signal D2 is input to the notch selection unit 58 via the transmission unit 44.

  Further, some information (such as point information) of the transmission information signal D <b> 2 is input to the point correction processing unit 56 via the transmission unit 44.

  The speed oscillator 5 generates a speed information signal of the railway vehicle based on the rotation of the wheels of the railway car. The speed information signal is converted into a count value by the PI unit 46 and input to the calculation unit 54.

  Based on the input count value, the calculation unit 54 calculates a point where the own railway vehicle is located, calculates the speed of the own railway vehicle, and outputs the calculated speed to the point correction processing unit 56 and the notch selection unit 58, respectively. .

  The point correction processing unit 56 performs point correction processing and outputs the processing result to the notch selection unit 58.

  When the notch calculation unit 52 calculates the notch based on the input information, the notch 0 is output to the notch determination unit 59 as the calculation result because the handle is at the position of the tilt. At that time, the notch calculation unit 52 outputs information indicating that the priority is low to the notch determination unit 59.

  The notch selection unit 58 uses the ATO control function or TASC control function based on various input information, and starts control, acceleration control, coasting control, braking control, fixed position stop control, strict speed limit adherence, inter-station control system In order to perform control other than traveling such as determination, an optimal notch is selected and a notch command signal is output to the notch determination unit 59.

  The notch determination unit 59 determines the notch by comparing the priorities of the notch calculated by the notch calculation unit 52 and the notch selected by the notch selection unit 58, and outputs a notch command signal. Here, since the priority of the notches output by the notch calculation unit 52 is low, the notch determination unit 59 adopts the notch selected by the notch selection unit 58 and outputs it as a notch command signal.

  The output relay panel 4 amplifies and pulls the notch command signal as DO information output by the notch determination unit 59 via the output unit 60a (DO unit 62) in order to transmit the command to the entire railway vehicle in passing control. Output to the through line 9.

  The notch command output by the output relay panel 4 is transmitted to the entire train via the lead-through line 9 to control the brake device (or motor device) 10.

  On the other hand, when the driver visually recognizes the danger and operates the steering wheel to control the railway vehicle, the notch calculation unit 52 calculates a notch corresponding to the driver's steering operation, and the calculation result is notched. The data is output to the determination unit 59. At that time, the notch calculation unit 52 outputs information indicating that the priority is high to the notch determination unit 59.

  The notch determination unit 59 determines the notch by comparing the priorities of the notch calculated by the notch calculation unit 52 and the notch selected by the notch selection unit 58, and outputs a notch command signal. Here, since the priority of the notch output by the notch calculation unit 52 is high, the notch determination unit 59 adopts the notch selected by the notch calculation unit 52 and outputs it as a notch command signal.

  As described above, according to the contactless master controller according to the form of the first embodiment of the present invention, the master controller sensor signal generated by the mechanism unit is processed, and the transmission information signal and the like for setting the operation condition are transmitted to the ATO. Since the controller 34a that determines the final notch command by processing by the / TASC control function is provided, there is no need to additionally install an ATO control device or a TASC control device with respect to the master controller as in the prior art. Installation space and equipment wiring can be reduced.

  In addition, the notch determination unit 59 in the control unit 34a determines the final notch command in consideration of the priority order of each notch command, the control state, the switch state, and the like. There is no need to provide them separately, and installation space and equipment wiring can be reduced.

  Furthermore, since the processing performed by the notch calculation unit 52, calculation unit 54, point correction processing unit 56, notch selection unit 58, and notch determination unit 59 of the CPU unit 50 is all performed by the same CPU, the mechanism by the driver The notch calculation, the ATO / TASC control function, and the final notch command determination based on the handle operation via the unit 2 are performed by the same CPU, leading to space saving.

  FIG. 3 is a block diagram showing the configuration of the contactless master controller according to the second embodiment of the present invention. The difference from the configuration of the contactless master controller of the first embodiment is that the output relay panel 4 and the lead-through line 9 are not provided, and a monitor central device 11 and a monitor terminal device 12 are provided instead. In this embodiment, the contactless master controller employs a command transmission control vehicle control system to control the railway vehicle.

  The monitor central device 11 transmits the notch command output by the control unit 34b to each vehicle as telegram data.

  The monitor terminal device 12 is provided in each vehicle, and controls the brake device (or motor device) 10 based on the telegram data transmitted by the monitor central device 11.

  FIG. 4 is a block diagram illustrating a detailed configuration of the controller 34b of the contactless master controller according to the second embodiment of the present invention. The difference from the control unit 34 a of the first embodiment is that a transmission unit 64 is provided instead of the DO unit 62. The transmission unit 64 performs transmission protocol conversion on transmission information such as a notch command and control information output by the CPU unit 50 and outputs the result.

  Other configurations are the same as those of the first embodiment, and a duplicate description is omitted.

  Next, the operation of the present embodiment configured as described above will be described. Basically, the operation until the notch command signal is output from the control unit 34b is the same as the operation of the contactless master controller of the first embodiment.

  Thereafter, the monitor central device 11 transmits the notch command output by the control unit 34b to each vehicle as message data. The monitor terminal device 12 is provided in each vehicle, and controls the brake device (or motor device) 10 based on the telegram data transmitted by the monitor central device 11.

As described above, according to the contactless master controller according to the mode of the second embodiment of the present invention, the same effect as that of the first embodiment can be obtained even in a railway vehicle adopting a command transmission control system as a vehicle control system. be able to.

  The contactless master controller according to the present invention can be used as a contactless master controller that performs operation control of a railway vehicle based on a steering operation or an output command of a built-in ATO or TASC.

It is a block diagram which shows the structure of the non-contact master controller of the form of Example 1 of this invention. It is a block diagram which shows the detailed structure of the control part of the non-contact master controller of the form of Example 1 of this invention. It is a block diagram which shows the structure of the non-contact master controller of the form of Example 2 of this invention. It is a block diagram which shows the detailed structure of the control part of the non-contact master controller of the form of Example 2 of this invention. It is a figure explaining the difference with the passing control system and command transmission control system in a vehicle control system. It is a figure which shows the structure of the vehicle apparatus carrying the conventional non-contact main controller in a passing-through control system. It is a block diagram which shows the detailed structure of the control part of the conventional non-contact master controller in a passing-through control system. It is a block diagram which shows the detailed structure of the ATO apparatus of the conventional non-contact master controller in a passing-through control system. It is a figure which shows the structure of the vehicle apparatus carrying the conventional non-contact main controller in a command transmission control system. It is a block diagram which shows the detailed structure of the control part of the conventional non-contact main controller in a command transmission control system. It is a block diagram which shows the detailed structure of the ATO apparatus of the conventional non-contact main controller in a command transmission control system.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1a, 1b Train 2 Mechanism part 3, 3a Control part 4 Output relay panel 5 Speed oscillator 6a, 6b ATO apparatus 7 Output relay panel 8 Output switching device 9 Lead-through line 10 Brake apparatus (or motor apparatus)
11 monitor central device 12 monitor terminal device 13 DI unit 14 transmission unit 15 CPU unit 16 DO unit 17 transmission unit 18 DI / DO substrate 19 transmission substrate 20 PI substrate 21 CPU substrate 22 notch selection unit 24 point correction processing unit 26 calculation unit 30 DI / DO board 32 Transmission board 34a, 34b Control unit 40 Input unit 42 DI unit 44 Transmission unit 46 PI unit 50 CPU unit 52 Notch calculation unit 54 Calculation unit 56 Point correction processing unit 58 Notch selection unit 59 Notch determination unit 60a, 60b Output unit 62 DO unit 64 Transmission unit

Claims (4)

A contactless master controller mounted on a railway vehicle,
A mechanism for generating a master controller sensor signal for controlling the railway vehicle based on an external input;
A speed information unit that generates a speed information signal of the railway vehicle based on rotation of wheels of the railway vehicle;
Based on the master controller sensor signal generated by the mechanism unit, the speed information signal generated by the speed information unit, and the transmission information signal that is input in real time and sets the operating conditions of the rail vehicle, A control unit for generating a notch command signal for controlling braking;
A contactless master controller comprising: The controller is
A notch calculation unit for calculating a notch based on the master controller sensor signal generated by the mechanism unit;
A notch selection unit that selects a notch using an ATO control function or a TASC control function based on a speed information signal generated by the speed information unit and a transmission information signal that is input in real time to set an operation condition;
A notch determination unit that determines a notch by comparing the priority of the notch calculated by the notch calculation unit and the notch selected by the notch selection unit and outputs a notch command signal;
The contactless master controller according to claim 1, comprising: The controller is
A point calculation unit that calculates a point where the railway vehicle is located based on the speed information signal generated by the speed information unit;
A point correction processing unit that corrects the point calculated by the point calculation unit based on the point information that the transmission information signal is input from outside the railway vehicle,
3. The contactless master controller according to claim 2, wherein the notch selection unit further selects a notch using an ATO control function or a TASC control function based on the point information corrected by the point correction processing unit.   The contactless master controller according to any one of claims 1 to 3, wherein the control unit performs all processing by the same CPU.

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