JP2012091790A - Train control apparatus, and train - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a train control apparatus and method that prevent a train from being repeatedly accelerated or decelerated, thereby improving ride quality and safety of the train.SOLUTION: An automatic train operation apparatus 4 for the train is a receiving means that an ATC on-train 3 apparatus includes. When a front warning detection signal that is obtained when a present signal speed between the next blocked section is smaller than the present signal speed between an on-rail blocked section is received, and the present signal speed between the on-rail blocked section because of advancement of a preceding train is larger, the automatic train operation apparatus performs a constant speed control of a driving/braking apparatus 8 so that a train speed obtained by a speed detection means 6 is maintained in a range where the present signal speed from the ATC on-train apparatus 3 is not exceeded.

Description

  The present invention relates to a train control device and a vehicle.

  A Shinkansen train or a route that performs high-density operation in the suburbs of large cities is equipped with an ATC device (automatic train control device) from the viewpoint of operational security. This device compares the speed limit information obtained from the ATC ground device via the rail with the train speed obtained from the pulse information of the speed generator, etc., and the train speed is the speed limit (hereinafter referred to as the signal display speed). Is exceeded, the service maximum brake command is output to the train driving / braking device, and the train speed is controlled to be lower than the signal display speed.

  As this control method, for example, as described in JP-A-5-76107, a speed deviation between the signal display speed of the ATC device and the train speed is calculated, and the speed deviation is compared with a set value. There are some which control train speed by selecting one of constant speed control, acceleration control and brake control.

  On the other hand, in recent years, an ATO device (automatic train operation device) operating under such an ATC device has become widespread.

  As described in, for example, Japanese Patent Application Laid-Open No. 6-284519, this device is based on permanent speed limit information set in accordance with the gradient and curve of the route, within a range not exceeding the signal display speed of the ATC device. Create and set a target pattern, calculate the power running (acceleration) / brake command by comparing the set target speed pattern and the train speed, and adjust the train speed by giving it to the train driving / braking device , Train automatic operation.

JP-A-5-76107 JP-A-6-284519

  However, when train operation becomes dense, such as during morning and evening rush hours, the interval between trains is shortened, and when the preceding train is delayed, the following train further approaches the preceding train. In the ATC device, in order to prevent collision between trains, a plurality of blocked sections with different signal display speeds of a predetermined length are provided, and subsequent trains cannot enter the closed section immediately after the preceding train. As the distance from the preceding train increases, the signal display speed in the closed section gradually increases.

  For example, referring to FIG. 6, in (A), when a preceding train is present in the next three blocked sections, the signal display speed in the next blocked section is closer to the preceding train. To be smaller. After that, as shown in (B), when the preceding train advances and moves to the fourth blocked section, the distance from the preceding train is increased, so the signal display speed of the existing blocked section increases. The ATO device accelerates by performing power running control of the train speed according to the signal display speed. After that, when moving to the next blockage section as shown in (C), the preceding train is in the three blockage section ahead and approaches the preceding train more, so the signal display speed in the blockage section is small. Become. Therefore, the ATO device performs deceleration control of the train speed according to the signal display speed, and is decelerated rapidly by the ATC brake. After that, as shown in (D), when the preceding train advances and moves to the next blocked section, the distance from the preceding train increases, so the signal display speed of the blocked section that is on the line increases. The ATO device accelerates by performing power running control of the train speed according to the signal display speed.

  Thus, when the preceding train is delayed, such as during morning and evening rush hours, the ATO device repeats power running control and brake control of the train speed according to the signal display speed of the ATC device, for example, as shown in FIG. For this reason, there is a possibility that a large jerk (jerk acceleration) occurs and the ride comfort of the train is deteriorated, resulting in an accident such as a passenger falling.

  It is an object of the present invention to provide a train control device and a vehicle that suppresses repetition of acceleration and deceleration, improves the riding comfort of a train, and improves safety even when a preceding train delay or the like occurs. .

  In order to achieve the above object, in the train control device of the present invention, an automatic train control device that receives a warning signal indicating that the speed limit is reduced in the previous travel area, and the train travel based on the specified speed limit When the automatic train control device receives a warning signal, even if the speed limit increases, control based on the increased speed limit is not performed and the train traveling speed is maintained. And an automatic driving device for control.

  ADVANTAGE OF THE INVENTION According to this invention, the driving control apparatus and vehicle which can improve the riding comfort of a train and can improve safety | security can be provided.

The block diagram of the train control apparatus which shows Example 1 of this invention. The figure for demonstrating operation | movement of the train control apparatus of FIG. The figure for demonstrating operation | movement of the train control apparatus of Example 2 of this invention. Detailed explanatory drawing of FIG. Detailed explanatory drawing for demonstrating operation | movement of the train control apparatus of Example 3 of this invention. The figure for demonstrating operation | movement of the ATC apparatus in the conventional train control apparatus. The figure for demonstrating operation | movement of the conventional train control apparatus.

[Example 1]
Hereinafter, the train control apparatus of Example 1 based on this invention is demonstrated with reference to FIG. FIG. 1 is a configuration diagram illustrating a train control device according to an embodiment of the present invention.

  In the figure, a vehicle 1 is provided with a train control device 2 and a drive / brake device 8 for driving / braking a train based on a power running / brake command from the train control device 2. The wheel is driven / brake by the braking device 8 and travels on the rail 11.

  On the other hand, the train control device 2 includes an ATC on-board device 3, an automatic driving device (hereinafter referred to as an ATO device) 4, a storage unit 5, a speed detection unit 6, and a position detection unit 7. When receiving the signal indication speed information transmitted from the ATC ground device (not shown) via the rail 11, the ATC on-board device 3 determines the signal indication speed and the train speed obtained from the speed detection means 6. In comparison, when the train speed exceeds the signal display speed, a brake command is output to the driving / braking device 8.

  The ATO device 4 outputs a power running / brake command to the driving / braking device 8 under the ATC on-board device, and is a train position obtained from the position detecting means 7 that receives the information from the ground marker 9. In addition to the information, the storage means 5 is referred to based on the speed information of the speed detection means 6 (for example, the count value of the speed generator pulse) and the travel distance of the train obtained by integrating the speed information. The stored permanent speed limit data at the train position is acquired, and the train is run while being compared with the speed limit based on the ATC signal.

  On the other hand, the storage means 5 also stores signal display speed information and blockage length (blockage interval distance) of each blockage section. That is, the signal display speed of the blockage section that is present changes according to the distance from the preceding train. As an example, the maximum value (normal value) is 60 km / h when there is no preceding train in the closed section up to six ahead of the existing closed section, and 50 km when there is a preceding train in the fifth closed section The time is successively reduced as / h, and 20 km / h is set when the preceding train is in the second blocked section, and 0 (stop signal is displayed) when the preceding train is in the next blocked section. Accordingly, the signal display speed information in each block section stored in the storage unit 5 is, for example, a maximum value (normal value) or a speed change pattern.

  Furthermore, the ATO device 4 of the first embodiment is a receiving means provided in the ATC on-board device 3, for example, and when the signal display speed of the next blockage section is smaller than the signal display speed of the next blockage section. A train obtained from the speed detection means 6 within a range that does not exceed the signal display speed when the obtained front warning signal is received and the signal display speed of the blockage section that is in line is increased by the advance of the preceding train. The constant speed control of the driving / braking device 8 is performed so as to maintain the speed.

  Next, a specific train control operation of the train control device according to the first embodiment will be described with reference to FIG. FIG. 2 is a diagram for explaining the operation of the train control apparatus according to the first embodiment of the present invention.

  According to the same figure, in (A), when the preceding train is present in the next three blocked sections, the signal display speed in the next blocked section becomes smaller because it approaches the preceding train. After that, as shown in (B), when the preceding train advances and moves to the next blocked section, because the distance from the preceding train is increased, the signal display speed of the blocked section that is on the line increases. Since the receiving means provided in the ATC on-board device 3 receives the forward notice signal, the ATO device 4 performs constant speed control so as to maintain the current train speed. After that, when moving to the next blockage section as shown in (C), the preceding train is in the three blockage section ahead and approaches the preceding train more, so the signal display speed in the blockage section is small. However, as shown in (B), since the train speed is controlled at a constant speed, the ATC brake is not applied because the signal display speed in the closed section is not exceeded. On the other hand, the ATO device 4 performs constant speed control so as to continue to maintain the current train speed in a range that does not exceed the signal display speed in the closed section. After that, as shown in (D), when the preceding train advances and moves to the fourth blocked section, the distance from the preceding train increases, so the signal display speed of the blocked section that is on the line increases. Since the receiving means provided in the ATC on-board device 3 receives the forward notice signal, the ATO device 4 performs constant speed control so as to maintain the current train speed.

  Thus, according to the train control device of the first embodiment, even when the preceding train is delayed, power running control and brake control are performed as in the conventional train control device as shown in FIG. By repeating the above, that is, by repeating acceleration and deceleration, it is possible to prevent the ride comfort from being deteriorated and to prevent an accident such as a passenger falling. Also, even when the preceding train is stopped, the ATC brake operation is performed from a relatively small train speed, so the jerk is smaller than the ATC brake operation from the power running (acceleration) control state, and the ride comfort is deteriorated. Can be suppressed.

  In addition, about the control of the train speed in the ATO apparatus 4, it is not limited to the said Example. For example, referring to FIG. 3, even when the signal display speed V1 of the existing blockage section increases from V1 to V2 and a forward warning signal is received by the receiving means, the train speed v and the signal display are shown. From the relationship between the speeds V1 and V2, the train speed v may be controlled as follows.

(1) If v ≦ V1, power running (acceleration) control of the train speed v is performed with V1 as a target.

(2) If V1 <v ≦ V2, constant speed control is performed so as to maintain the train speed v.

(3) If v> V2, the brake (deceleration) control of the train speed v is performed with V2 as a target.

  Even if it does in this way, while a ride comfort does not worsen by repeating acceleration and deceleration, generation | occurrence | production of accidents, such as a passenger falling, can be prevented beforehand. Also, even when the preceding train is stopped, the ATC brake operation is performed from a relatively small train speed, so the jerk is smaller than the ATC brake operation from the power running (acceleration) control state, and the ride comfort is deteriorated. Can be suppressed.

  Further, when the ATO device 4 performs the power running control, an output to the drive / brake device 8 is made so that the sum of the acceleration by the drive control for increasing the train speed and the acceleration by the gradient does not exceed a preset reference acceleration. The power running command may be suppressed or the power running command may be suppressed in accordance with the difference even when the difference between the signal display speed and the train speed in the existing closed section is small.

  In this way, the ride comfort during powering control can be improved, and further the ride comfort of the train can be improved.

[Example 2]
When operating a train, it is necessary to improve the ride comfort of the train to improve safety and to suppress disturbance of the train schedule.

  For this reason, in the ATO device 4 in the second embodiment with respect to the train control device in FIG. 1, the distance from the train position detected by the position detection means 7 to the exit of the closed section that is present will be described with reference to FIG. 3. l is obtained, and the distance t is divided by the train speed v detected by the speed detecting means 6 to calculate the time t until the exit of the closed section is reached. Then, when the signal display speed in the blockage section where the line is present increases from V1 to V2, the train speed v is controlled as follows in comparison with a preset reference time T.

(4) If t <T, constant speed control is performed so as to maintain the train speed v.

(5) If t ≧ T, the power running control of the train speed v is performed with the signal display speed V2 as a target.

  That is, when the signal display speed of the current blockage section is V2, the ATO device 4 has the signal display speed Va in the next blockage section, even if the front notice signal is received by the receiving means of the ATC on-board device 3. It is not possible to determine whether it is Vb, Vc, or Vd. Therefore, when the arrival time to the exit of the current closed section is relatively short, if the signal display speed in the next closed section is Vc or Vd, the power running control is performed with the signal display speed V2 in the current closed section as a target. If this is the case, the ATC brake is suddenly applied and deceleration control is performed, so that the ride comfort is deteriorated, which may lead to a passenger falling accident.

  On the other hand, when the arrival time to the exit of the closed section is relatively long, assuming that the signal display speed in the next closed section is Va or Vb, constant speed control is performed so as to maintain the current train speed v in the current closed section. If this is done, the time to reach the exit of the current blockage section will be unnecessarily lengthened, which will cause disturbance of the train schedule.

  On the other hand, in the train control device of the second embodiment, the above-described (4) will be described with reference to FIG. 4 (a). When the arrival time to the exit of the existing blockage section is relatively short, that is, the signal The constant speed control is performed so that the ATO device 4 maintains the current train speed v without performing the power running control when the next blockage section is reached while the train speed is being accelerated with the indicated speed V2 as a target. I do.

  The above-described (5) will be described with reference to FIG. 4B. When the arrival time to the exit of the existing blockage section is relatively long, that is, the train speed is increased to the signal display speed V2. The ATO device 4 performs power running control with the signal display speed V2 as a target.

  Thus, if the speed control of the train is performed according to the arrival time to the exit of the current closed section as described in (4) and (5) above, not only the ride comfort can be improved, but also the train Disturbance of the diamond can also be suppressed.

  Here, the reference time T is preferably a time during which acceleration can be completed before the exit of the current blockage section. For example, the time until the train speed v reaches the increased signal display speed V2, that is, (V2- Let v) be a time divided by a predetermined acceleration (for example, acceleration when flat and full power running control is performed). Moreover, it is good also as time until power running torque settles. In this way, the generation of jerk can be suppressed and the ride comfort can be further improved.

  Further, the reference time T may be determined based on where the blocked section is located between the stations, and the storage unit 5 may store the reference time T for each blocked section in advance. Further, if the ATC brake is applied during the power running control at the exit of the current closed section, the reference time T stored in the storage means 5 is increased. Conversely, if the signal display speed does not decrease at the exit of the current closed section, the storage means. Means for automatically adjusting the reference time T stored in step 5 may be provided.

  In this way, since the train speed can be controlled more precisely, the riding comfort can be further improved.

  Further, when the ATO device 4 performs the power running control, an output to the drive / brake device 8 is made so that the sum of the acceleration by the drive control for increasing the train speed and the acceleration by the gradient does not exceed a preset reference acceleration. The power running command may be suppressed or the power running command may be suppressed in accordance with the difference even when the difference between the signal display speed and the train speed in the existing closed section is small.

  In this way, the ride comfort during powering control can be improved, and further the ride comfort of the train can be improved.

[Example 3]
In the first embodiment and the second embodiment described above, the train control device that appropriately controls the train speed when the signal display speed in the blocked section where the line is located has changed due to the delay of the preceding train, etc. is stored in advance. The train speed may be controlled based on the signal display speed of each block section stored in the means 5.

  That is, with respect to the difference from the train control device described in the second embodiment, the ATO device 4 in the third embodiment will be described with reference to FIG. When the normal signal display speed in the section is set to Vc smaller than the normal signal display speed V2 in the current closed section, the train speed v is controlled as follows.

(6) If t <T, the train speed v is controlled with the signal display speed Vc of the next blockage section as a target.

(7) If t ≧ T, the train speed v is controlled with the signal display speed V2 in the currently closed section as a target.

  That is, when the arrival time to the exit of the current blockage section is relatively short, the ATO device 4 controls the train speed v in advance with the signal display speed Vc in the next blockage section as a target, as described above (6). Therefore, even if power running control or brake control is performed at the exit of the current closed section, it can be suppressed with relatively small speed control, so that the riding comfort can be improved.

  On the other hand, when the arrival time to the exit of the blockage section is relatively long, the train speed v is controlled with the signal display speed V2 in the current blockage section as a target as described in (7) above. The time required to reach the exit is not unnecessarily prolonged, and disturbance of the train schedule can be suppressed.

  Furthermore, it is also possible to control the train speed based on whether or not the front notice signal is received by the receiving means of the ATC on-board device 3.

  For example, the front notice signal is received and the signal display speed of the blockage section where the line is present increases from V1 to V2, and the signal display speed V2 is equal to the signal display speed stored in the storage means 5, and It is assumed that the signal display speed V3 stored in the storage means 5 in the next closed section is smaller than V2. At this time, the ATO device 4 controls the train speed by recognizing that the received forward warning signal is not a temporary signal due to the delay of the preceding train, and the signal display speed of the next blockage section is V3. You can also.

  In other words, when the arrival time to the exit of the existing blockage section is smaller than the reference time, the ATO device 4 stores the signal display speed V1 before the increase in the existing blockage section or the signal display speed of the next blockage section. The power running control of the train speed is performed with the target of V3 being larger, which is larger. If it does in this way, riding comfort can also be improved, suppressing the disturbance of a train diagram rather than the train speed control demonstrated in (4) in the train control apparatus of Example 2. FIG.

  About other things, it is the same as that of the train control apparatus demonstrated in Example 2. FIG.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Train control apparatus 3 ATC on-board apparatus 4 Train automatic operation apparatus 5 Memory | storage means 6 Speed detection means 7 Position detection means 8 Drive / control apparatus

Claims (4)

An automatic train control device for receiving a warning signal indicating that the speed limit is reduced in the previous travel area;
Controls the running of the train based on the specified speed limit, and when the automatic train control device receives a warning signal, performs control based on the increased speed limit even when the speed limit increases. A train control device comprising: an automatic operation device that performs control so as to maintain a traveling speed of the train.   The travel area is a closed section, and the warning signal is received by the automatic train control device when a speed limit in a closed section next to a traveling closed section is reduced. The train control apparatus according to 1. A drive for running the train;
An automatic train control device for receiving a warning signal indicating that the speed limit is reduced in the previous travel area;
The train is controlled by controlling the drive device based on the specified speed limit, and when the automatic train control device receives a warning signal, this speed increases even when the speed limit increases. A vehicle comprising: an automatic driving device that controls the driving device so as to maintain a traveling speed of a train without performing control based on the speed limit.   The travel area is a closed section, and the warning signal is received by the automatic train control device when a speed limit in a closed section next to a traveling closed section is reduced. 3. The vehicle according to 3.

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