JP2021035783A - Train automatic operation system - Google Patents

Abstract

To provide a train automatic operation system capable of supporting automatic operation control while predicting weather conditions.SOLUTION: A train automatic operation system includes an on-vehicle device 32, a ground device 33 capable of transmitting control information to the on-vehicle device, and an external information collection device 12 acquiring weather information. The on-vehicle device includes information transmitting/receiving means capable of transmitting/receiving information to/from the ground device and operation control means for controlling the train traveling speed. The ground device includes determination means that can grasp a position of each train, determine whether a train is going to enter a predetermined setting section, and determine a variation phenomenon of adhesive force in the setting section based on the information received from the external information collection device, control information generation means for generating control information for instructing the on-vehicle device to suppress the traveling speed when the variation phenomenon of adhesive force is a predetermined level or more, and communication means 34 capable of transmitting the control information. The operation control means controls a traveling drive device and a braking device based on the control information received by the information transmitting/receiving means.SELECTED DRAWING: Figure 1

Description

The present invention relates to an automatic train operation system, and more particularly to a technique useful for an automatic train operation system capable of supporting automatic operation control (ATO) of a railway vehicle utilizing weather information.

In recent years, weather information provision services using smartphones and the like have become widespread, and various corporate services have begun, and on-site worker applications for receiving such services have been provided.
On the other hand, in the railway field as well, train operation is closely related to the weather, so the importance of weather information is increasing. With the current railway security system, disaster prevention information such as earthquakes and gusts can be transmitted to trains. , Railway business infrastructure has been constructed to notify automatic train stops and temporary speed limits based on disaster prevention information. However, regarding the utilization of disaster prevention information on the train side in the conventional railway security system, only the disaster prevention information is transmitted to the train, and the crew members are responsible for ensuring transportation stability such as speed adjustment of the platform stop during rainfall and snowfall. It is left to the judgment and skill of.

For this reason, in automatic driving control in which the device controls the driving on behalf of the crew, it is an issue to correct the driving pattern when rainfall and snow (particularly guerrilla rainstorm) occur, which has been covered by the skill of the crew.
Specifically, in train running during rainfall and snowfall, a decrease in adhesiveness between the wheels and rails becomes a problem.
Conventionally, for operation control considering stickiness, a rain sensor (water drop detection and thermometer) is installed in the train, and a power distribution pattern for rainy weather is prepared according to the sticky torque characteristics of the train (the front of the train is slippery). However, an invention relating to an operation control system provided with an inverter for driving each vehicle with slip detection and a train network terminal for controlling them has been proposed (Patent Document 1).

Regarding the utilization of weather information for train operation control, the weather information system and the control terminals on the ground and on the vehicle are networked, and the slip information is combined with the past slip point data and the on-time timetable information. (Patent Document 2) has been proposed so that the train can be provided to the train and the train can be controlled to bear the torque on the car number having a margin of adhesion (without slip detection).
Furthermore, the gradient profile, ATC signal, and operation schedule information of the train running line section are read into the in-vehicle control device, and the optimum run curve is selected using the current position, signal, slip detection, and cab wiper conditions as parameters, and an appropriate run curve is selected. An invention has been proposed in which a control device is provided with a function of presenting a notch operation to a driver (Patent Document 3).

Japanese Patent No. 4619185 Japanese Patent No. 4225254 Japanese Unexamined Patent Publication No. 2004-357399

The invention described in Patent Document 1 independently detects rainfall for each train and pursues optimization of the torque balance of the train, and utilizes the weather information obtained from an external weather information providing service. Since this is not the case, there is a problem that it is not possible to perform operation control that predicts the weather conditions, and it is not possible to perform operation control that utilizes information from other trains or operation control that targets train groups.
Further, the invention described in Patent Document 2 is a loop process specialized in slip detection (determination during power running) of each inverter of a train and optimum torque distribution in a train, although it is triggered by weather information. Considering the actual train dynamics (front-rear impulses in the train), there is a problem that cooperation with other control devices such as brakes becomes complicated and ambiguity. In addition, since this is a control proposal for the power running mode and does not consider brake control, there is a problem that the braking performance (stop distance) is affected by the weather conditions.

Further, the invention described in Patent Document 3 changes the target run curve (hour and minute between reference stations) of a train between stations calculated in advance on the desk according to the traveling conditions of the vehicle, and is a signal condition as a parameter. And wiper operation is used, and it does not utilize the weather information provided by the external weather information providing service, so automatic operation control that predicts the weather conditions cannot be performed, and operation that utilizes information from other trains. There is a problem that control and operation control for train groups cannot be performed.

The present invention has been made by paying attention to the above problems, and is an automatic train operation system capable of automatically controlling the operation of a train that predicts the weather conditions by utilizing the weather information provided by an external weather information distribution server. The purpose is to provide.
Another object of the present invention is to provide an automatic train operation system capable of performing operation control utilizing environmental information related to the weather along the track and information from other trains.
Still another object of the present invention is to provide a train automatic operation system capable of transmitting an appropriate command to each of a plurality of trains with a train group as a control target after grasping the rainfall / snow area. It is in.

In order to solve the above problems, the invention according to the present application is
Acquires weather information from an on-board device having a function of running a train by controlling a traveling drive device and a braking device, a ground device capable of transmitting control information to the on-board device, and at least a weather information providing device. In an automatic train operation system equipped with an external information gathering device
The on-board device includes an information transmitting / receiving means capable of transmitting / receiving information to / from the ground device, and a driving control means for controlling the traveling driving device and the braking device to control the train traveling speed.
The ground device is
It is possible to grasp the position of each train and determine whether there is a train entering a predetermined set section, and it is possible to determine the degree of adhesive force fluctuation event in the set section based on the information received from the external information collecting device. Judgment means and
A control information generating means for generating control information instructing the on-board device to suppress the traveling speed when the degree of the adhesive force fluctuation event in the set section is equal to or higher than a predetermined level.
A communication means capable of transmitting the control information generated by the control information generation means is provided.
The driving control means of the on-board device is configured to control the traveling drive device and the braking device based on the control information received by the information transmission / reception means.

According to the automatic train operation system configured as described above, automatic operation control that predicts the weather conditions can be performed by utilizing the weather information provided by the external weather information providing device (weather information distribution server). it can. In addition, the ground device extracts information that may adversely affect normal train operation such as torrential rain from the weather information collected by the external information collection device, and sends a command to switch the running control to each train. It is possible to ensure the safe running of the train and prevent a large timetable delay, thereby ensuring the stability of transportation.

Here, preferably, an environmental monitoring device for monitoring environmental changes along the track on which the train to be controlled travels is provided.
The external information collecting device can acquire the environmental information along the railway line detected by the environmental monitoring device.
The ground device is configured to be able to determine the degree of adhesive force fluctuation event in the set section based on the weather information and the environmental information along the railway line received from the external information collecting device.
According to this configuration, it is possible to perform operation control using information related to the weather along the orbit, and it is based on the environmental information of a small unit area that cannot be obtained from the weather information provided by the weather information distribution server. Appropriate operation control becomes possible.

Also, preferably, the adhesive force fluctuation event is precipitation or snowfall.
The on-board device includes a detecting means for detecting the amount of rainfall and snowfall or an imaging means for photographing the outside of the train.
The ground device is configured to be able to determine the amount of rainfall and snowfall in the set section based on the output of the detection means or the imaging means.
According to the above configuration, it is possible to perform operation control utilizing information related to the weather from other trains and operation control for a train group.

Further, preferably, the on-board device includes a detecting means for detecting the slipping amount, and the detected slipping amount can be transmitted to the ground device by the information transmitting / receiving means together with the traveling section information.
The ground device calculates the adhesive rate based on the degree of the adhesive force fluctuation event in the set section determined based on the information received from the external information collecting device and the accumulated information on the slipping amount, and the calculated adhesiveness. It is configured to transmit control information according to the rate to the on-board device.
According to this configuration, the amount of slipping slip is collected in real time from each train on which the ground device is running, the adhesive rate is calculated, and control according to the adhesive rate is applied to the train entering the section where the slipping occurs. Information can be transmitted, and it is possible to execute running control that is safer and can accurately stop at a predetermined stop position.

Further, preferably, the on-board device controls the traveling drive device and the braking device according to the traveling pattern read from the storage device or the traveling pattern generated based on the information from the ground device to travel the train. It is an on-board device for automatic operation control trains.
The ground device transmits control information according to the amount of rainfall and snowfall in the set section determined based on the information received from the external information collecting device to the on-board device.
The driving control means of the on-board device is configured to switch the traveling pattern based on the control information received by the information transmitting / receiving means to control the traveling driving device and the braking device.
According to such a configuration, an appropriate control command based on weather information can be given to an automatic operation train equipped with an automatic operation control device, and the train receiving the control command can run safely even when it rains or snows. Control can be performed.

Further, preferably, the set section is a preset fixed-position stop control section.
When the ground device determines that the degree of the adhesive force fluctuation event in the fixed-position stop control section is equal to or higher than a predetermined level, the control information is sent to the on-board device of the train entering the fixed-position stop control section. And send
The driving control means of the on-board device is configured to control the braking device by switching the traveling pattern to a traveling pattern under adverse conditions based on the control information received by the information transmitting / receiving means.
According to such a configuration, even when a train enters a fixed-position stop control section where the amount of rainfall and snowfall is extremely large, the train can be accurately stopped at a predetermined stop position.

According to the automatic train operation system according to the present invention, automatic operation control of a train that predicts weather conditions can be performed by utilizing the weather information provided by an external weather information providing device (weather information distribution server). In addition, it is possible to perform operation control using environmental information related to the weather along the track and information from other trains.
Further, according to the present invention, it is possible to generate and transmit an appropriate command (control command) for each of a plurality of trains with the train group as the control target after grasping the rainfall / snow area. There is.

It is a system block diagram which shows one Embodiment of the train automatic operation system which concerns on this invention. It is a block diagram which shows the specific example of the automatic operation device (on-board device) which comprises the train automatic operation system which concerns on this invention. It is explanatory drawing which three-dimensionally represented the change of the adhesiveness ratio M in the train running section in the train automatic operation system of embodiment with the train position P and time T as variables. It is explanatory drawing which shows the concrete image of the setting of the control section at the time of rainy weather and snowfall in a train running section. It is a flowchart which shows an example of the procedure of the automatic operation support control processing executed by the ATO ground apparatus constituting the train automatic operation system.

Hereinafter, an embodiment of the automatic train operation system according to the present invention will be described with reference to the drawings. FIG. 1 is a system configuration diagram showing a configuration example of the entire train automatic operation system according to the present invention.

As shown in FIG. 1, the automatic train operation system according to the present embodiment connects a communication network 41 composed of a transmission line or the like from a weather information distribution server 11 managed by the Japan Meteorological Agency or a private business operator that distributes weather information. It is composed of an external information collecting device 12 for receiving weather information via the train and a train operation system 30.
The external information collecting device 12 also has a function of receiving video information from a camera 13 provided along the railway line via the communication network 41 and grasping the running environment of the train. Further, the external information collecting device 12 may acquire information from an environmental monitoring device such as an anemometer or rain gauge provided along the railway line to grasp the traveling environment of the train in more detail. The environment monitoring device may be provided with a function of receiving weather information from the weather information distribution server 11. In this case, the environment monitoring device becomes an external information collecting device.

The train operation system 30 is mounted on an operation management device 31 having a database that stores planned timetable information, implementation timetable information, vehicle IDs (identification codes) of all trains under control, and a plurality of trains 14. The ATO on-board device 32 and the ATO ground device 33 that generates control information of the ATO on-board device 32 are provided, and the operation management device 31 and the ATO ground device 33 are connected to each other so as to be able to transmit and receive data via the communication network 42. ing.
Further, a transmission / reception unit 34 for transmitting / receiving data to / from the ATO on-board device 32 is connected to the communication network 42. The communication between the ATO on-board device 32 and the transmission / reception unit 34 is wireless communication, and may be in the form of transmitting / receiving information via a ground element provided at a predetermined position on the track, or may be put on the current of the track circuit. It may be in the form of transmitting and receiving information by a signal. Further, the digital train radio used on the existing line may be used.

In the present embodiment, the ATO ground device 33 and the external information collecting device 12 for grasping the running environment of the train are connected so as to be able to transmit and receive data via the communication network 43, and the ATO ground device 33 is connected to the weather information. The weather information is acquired from the distribution server 11 and the camera 13 along the railway line, and a control command (command) as control information can be generated and transmitted to the ATO on-board device 32 according to information such as rainfall and snowfall.
The ATO ground device 33 is composed of a microprocessor (MPU), a non-volatile storage device such as a ROM for storing a program executed by the MPU, a read / write storage device such as a RAM, a network communication means, and the like. ..

Further, the ATO ground device 33 acquires the implementation timetable information from the operation management device 31 and the information such as the vehicle ID, the train position, the driving direction, and the driving mode from the ATO on-board device 32 of all the trains under control. It is configured to have a function of grasping the operation status and generating an appropriate control command to be transmitted to the ATO on-board device 32.
On the other hand, the ATO on-board device 32 reads out a traveling pattern (ATO pattern) created for each station, which is stored in advance in the storage device mounted on the vehicle, or stops at the next station from the ATO ground device 33. A running pattern is generated based on information such as time, and a necessary notch command is output to the power running / braking control unit based on the running pattern and the position and running speed of the train at that time, and the running drive device (motor). It also has a function of controlling a braking device (braking device) to drive the vehicle according to a traveling pattern.

In FIG. 1, the symbol of the triangle “▲” with the reference numeral 35 is a ground element (ATO) having a data transmission function called a transponder for ATO (automatic train control) provided along the track 10. The transponder), and the transmission information of the ATO transponder 35 is received by the ATO transponder on-board element 25 (see FIG. 2). The transmission information of the ATO transponder 35 includes, for example, information for the train to correct its own position.

FIG. 2 shows a configuration example of the ATO on-board device 32 mounted on the train (railway vehicle) 14.
As shown in FIG. 2, the ATO on-board device 32 in the present embodiment includes a speed generator 21, a brake disc, a brake pad, a driving means, etc. that detect the number of rotations of the wheels in order to calculate the traveling speed and the traveling distance. The brake device 22 has the brake device 22, the ATC receiver 23 that receives information (ATC information) transmitted via the track circuit, and the brake device 22 that generates an ATC pattern as a traveling pattern based on the received ATC information. The ATC control device 24 for controlling is provided.

Further, the ATO on-board device 32 is a traveling drive device 26 including an ATO transponder on-board element 25 for receiving information from an ATO transponder 35 provided along the track, a motor for rotating wheels, and a traveling speed. An automatic operation control device 27 that outputs a notch command to control the traveling drive device 26 and the brake device 22 while looking at it to perform automatic operation, and a driver's cab switch device (cab) having switches including a switch for selecting an operation mode. SW) 28 and a rainfall sensor 29 for detecting the amount of rainfall are provided. The traveling drive device 26 has an inverter, and the inverter has an idling / sliding detection function. A camera may be mounted instead of the rainfall sensor 29.

The automatic operation control device 27 is composed of a microprocessor (MPU), a non-volatile storage device such as a ROM that stores a program executed by the MPU and a speed check pattern, a read-write storage device such as a RAM, and the like. .. The storage device stores a reference traveling pattern for each station in the traveling section, and the automatic operation control device 27 reads the reference traveling pattern between stations from the storage device, and the traveling pattern and the traveling pattern at that time are stored. It is configured so that the notch command required for power running can be output to the traveling drive device 26 based on the position and running speed of the train, or the notch command can be output to the braking device 22 by calculating the optimum braking force. ing. Further, it may be configured so that the traveling pattern can be switched according to the position of the preceding train.

In the ATO control by the automatic operation control device 27, the ground element information acquired from the ATO transponder on-board child 25 is used, and when the point information on which the train should stop is recognized, the operation control according to the ATO pattern toward the stop point of the next station. I do. In addition, by receiving the position correction information of the ground element installed at the braking start point, a speed check pattern called TASC (fixed position stop control) pattern is generated, and the brake is applied while comparing its own speed with the pattern. Control is executed in which the device 22 is operated to reduce the vehicle speed and stop. In the present embodiment, the information received by the ATC receiving device 23 is transmitted to the ATC control device 24 and the automatic driving control device 27, and is reflected in the automatic driving control.
Further, in the present embodiment, a plurality of ATO patterns (including TASC patterns) corresponding to the adhesion ratio (adhesion level) between the wheel rails are stored in the storage device on the vehicle and transmitted from the ATO ground device 33. The ATO pattern corresponding to the coming adhesion level is read out and speed control is executed. Specifically, when the adhesive ratio, that is, the adhesive level is low, a pattern with slower acceleration or deceleration than normal acceleration or deceleration is selected.

Further, similarly to general automatic driving control, the speed check pattern (ATC pattern) of ATC control is also stored in the database of the on-board device 32, and when the ATC receiving device 23 receives the information of the digital ATC message signal, The automatic train control device 27 is configured to search the corresponding ATC pattern from the database and perform brake control so as to be equal to or less than the permissible speed obtained based on the corresponding ATC pattern and the position of the own train. ..
For example, when the delayed preceding train receives the information that the train is in front of the train, the speed limit line of the ATC pattern is lowered, and when it intersects with the ATO pattern, the automatic operation control according to the ATO pattern is canceled and the ATC pattern is used. Implement the following operation control.

Instead of providing the ATC receiving device 23, the ATO on-board device 32 and the ATO ground device 33 are provided with a wireless communication function, and the ATO on-board device 32 of each train wirelessly sends the position information of the own train to the ATO ground device 33. The ATO ground device 33 may be configured to transmit the position information of the preceding train to the ATO on-board device 32 of the following train.
Here, the position information transmitted from each train is, for example, the position information that the ATO on-board device 32 of the train grasps based on the signal from the speed generator or the like. This position information is corrected by the information received by the ATO transponder on-board element 25.

When the departure time on the timetable or the departure permission from the train operation management system or the like is received, the automatic operation control device 27 of the on-board device 32 obtains a reference inter-station travel pattern (ATO pattern) from the storage device. Read out and start running control according to the running pattern.
In the present embodiment, the ATO pattern created for each station is stored in the database of the storage device.

Here, the concept of running control of a train group utilizing meteorological information in the present invention will be described with reference to FIGS. 3 and 4.
It is known that slipping occurs in a running train during rainfall and snow because water enters between the wheels and the rail surface and the adhesive strength decreases, and the adhesive strength depends on the amount of rainfall and snowfall. ing. FIG. 3 shows the change in the adhesiveness M in the train running section three-dimensionally with the train position P and the time T as variables, and the range A in which the mesh is attached to the PT surface is the Japan Meteorological Agency, etc. It is the range to which the rainy weather operation mode converted without interpolation based on the weather information from.

Further, in FIG. 3, the range surrounded by the alternate long and short dash line B is the rainy weather warning range determined by comparing the adhesive rate with the predetermined wet reference value M1, and the range surrounded by the broken line C is the adhesive rate. It is a range to which the rainy weather operation mode determined in comparison with the heavy wet reference value M2 is applied. Limiting the train running speed in the areas A and B is not desirable because a large train delay will occur. In the present invention, the ATO ground device 33 detects the range surrounded by the broken line C by using the information from the weather information distribution server or the like, and transmits a control command to the train entering the section to control the running of the train. It is what you do.

Furthermore, slipping occurs during train running during power running and braking, not during coasting. Of these, slipping during power running adversely affects the detection of train position, but the train position The deviation can be corrected by the information from the ATO transponder 35 described above. On the other hand, gliding that occurs while the brakes are operating causes a decrease in riding comfort and an overrun that exceeds a predetermined stop position, and therefore needs to be avoided. Specifically, a control command is transmitted from the ATO ground device 33 to the train for a train entering a predetermined section such as a TASC section, and the ATO pattern is set to a running pattern in bad weather with a small deceleration (under adverse conditions). It can be avoided by switching to the running pattern).

FIG. 4 shows a concrete image of the setting of the control section during rainfall and snowfall in the traveling section. In FIG. 4, E1, E2, and E3 are TASC sections (fixed-position stop control sections), respectively, and are set on the entrance side of the station or the like. Further, F1 and F2 are power running sections, and are provided on the exit side of the station or the like. Further, in FIG. 4, the range surrounded by the alternate long and short dash lines G1 and G2 is a section with a medium level of rainfall, and the range surrounded by the broken line H is a section with a high level of rainfall. 14A-14E are running trains.

In the automatic train operation system of the present embodiment, for trains (14B, 14D in FIG. 4) entering a section (E2 in FIG. 4) where a section (H) with a strong rainfall level and a TASC section overlap. A control command is transmitted to support the ATO pattern to be switched to a bad weather running pattern with suppressed deceleration to execute running control in rainy or snowy weather. For trains (14D in Fig. 4) entering a section (F1 in Fig. 4) where the section with strong rainfall (H) and the power running section overlap, the driving pattern in bad weather with suppressed acceleration Assistance is provided to execute driving control during switched rain and snow. When the train 14E traveling in the power running section F2 slips and an error occurs in the train position, the position is corrected based on the information from the ATO transponder 35.

Further, in the present embodiment, information collected from a rainfall sensor, a camera, or the like mounted on each traveling train 14 is transmitted to the ATO ground device 33, and the ATO ground device 33 receives rainfall information from the weather information distribution server 11. Not only that, based on the information from the train traveling in the opposite lane and the preceding train, the rainfall situation is judged and the control command is generated and transmitted. Therefore, it is possible to determine the driving environment in a narrower area unit and provide appropriate driving control support, which cannot be determined only by the rainfall information from the weather information distribution server.

In order to enable the above-mentioned travel control support, in the train automatic operation system of the present embodiment shown in FIG. 1, when the system is activated, the ATO ground device 33 is used as a preparatory step in the train operation system 30. It communicates with the external information collecting device 12 and exchanges master clock information for database version information and time correction. In addition, the ATO ground device 33 communicates with the ATO on-board device 32 of all trains under its control to check the consistency and synchronize the time.

After that, the ATO ground device 33 receives the planned timetable information from the operation management device 31 and the weather information from the external information collecting device 12, and also receives the ID of the on-board device and the train position from the ATO on-board device 32 of each train. , The process of acquiring information such as driving direction, ATO operation mode, and formation load (boarding rate) is started, and a control command (ATO control command) corresponding to the acquired information is generated to generate the ATO on-board device 32 of each train. Execute the process of sending to.

Next, the details of the procedure of the automatic operation (ATO) support control process executed by the ATO ground device 33 constituting the automatic train operation system of the present embodiment will be described with reference to the flowchart of FIG.
When the automatic operation support control process of FIG. 5 is started, the ATO ground device 33 first requests the external information collecting device 12 and the ATO on-board device 32 of each train for database (DB) version information and time information. To check the consistency of each other's versions and times (step S1). In addition, the operation management device 31 is requested for the plan timetable information, and the train number described in the plan timetable and the vehicle ID of each train (ATO on-board device) are linked based on the acquired plan timetable information. (Step S2). As a result, the ATO ground device 33 can grasp the scheduled departure / arrival times of each train at the scheduled station.

Subsequently, the ATO ground device 33 determines whether or not control can be started based on the processing results of steps S1 and S2 (step S3). Then, if it is determined that the external information collecting device 12 is not ready (NG), the process proceeds to step S4, the status is displayed on the command terminal of the operation management device 31, and the control process is completed. Further, if it is determined in step S3 that the external information collecting device 12 is ready, the process proceeds to step S5. Further, if it is determined in step S3 that only some vehicles are not ready, the process proceeds to step S5 by designating the IDs of some uncontrollable vehicles. Then, in step S5, the controllable vehicle ID is determined.

Next, the ATO ground device 33 sets the train group control start flag linked with the external information collecting device 12, and starts the control (step S6). Then, first, the operation management device 31 is requested for the implementation timetable information, the ATO ground device 33 is requested for the real-time information to the ATO on-board device 32, and the precipitation section, TASC, etc. are set based on the received information. The section, the position of each train, the traveling speed, etc. are grasped (step S7).

When a real-time information request is made from the ATO ground device 33 to the ATO on-board device 32, the train speed and train position information (about km) grasped by the ATO on-board device 32 based on the signal of the speed generator or the like. , The data packet containing the operation direction information (up / down), the operation mode, the vehicle ID, the rain amount measurement value detected by the rainfall sensor, the slipping detection information, and the like is transmitted to the ATO ground device 33. As a result, the ATO ground device 33 can grasp the current position, operation mode, and precipitation status of each train. Operation modes include "normal", "recovery" to recover train delays, and "rainy weather" at lower speeds than normal. Based on this information, the ATO ground device 33 can determine the section in which the low-adhesion control is set and the train (ID) to be controlled.

Next, the ATO ground device 33 requests the driving environment information determined based on the weather information distributed by the weather information distribution server 11 and the information of the environment monitoring device such as the camera along the railway line from the external information collecting device 12. , The ATO ground device 33 requests real-time information (rainfall measurement value, slipping detection information) from the ATO on-board device 32, and determines the rainfall level and slipping level of the set section based on the received information (step S8). ).
Here, the above-mentioned "weather information" includes real-time meteorological information and predicted meteorological information, and the real-time meteorological information and predicted meteorological information include time, point number, precipitation level, temperature and humidity, and the like. In addition, the driving environment information determined based on the information of the environment monitoring device includes the visual determination result by the monitoring target point or section or the person in charge.

Further, in step S8, the correction value for determining the precipitation level may be read out from the database held by the ATO ground device 33 and used. Further, the ATO ground device 33 determines whether to cancel the setting of the rainy weather section when the rainy weather section has already been set.
Subsequently, the ATO ground device 33 calculates the rate of decrease in the adhesion rate of the wheels in each rainfall section, determines the running control compatible section, the train (ID) to be controlled, and the operation mode, and generates and transmits a control command. (Step S9). The control command (including the train ID) is transmitted to the ATO on-board device 32 of all the trains in operation by a broadcast method. However, the train to be controlled may be specified and transmitted.

Upon receiving the control command transmitted from the ATO ground device 33, the ATO on-board device 32 determines whether the command is addressed to itself, and if the command is addressed to itself, changes the TASC pattern and follows the changed pattern. Along with executing brake control, tracing of control results (stop accuracy, number of times of sliding detection, time required between stations, regeneration expiration, etc.) is started, and the traced data is combined with TASC section information, train ID, operation mode information, etc. The data is transmitted to the ATO ground device 33, and the ATO ground device 33 stores the received data in the database.
After step S9, the ATO ground device 33 returns to step S7 and repeats the above process.

According to the process according to the above procedure, the external information collecting device 12 calculates the adhesion rate based on the weather information acquired from the weather information distribution server 11 and the environmental information acquired from the environmental monitoring device (13). A control command according to the adhesive rate can be transmitted to the ATO on-board device 32 of a train entering a predetermined section with a large amount of rainfall to suppress the traveling speed change as compared with the normal state. As a result, it is possible to prevent the train from slipping and slip, improve the ride quality, and realize accurate fixed-position stop in the stop section. In addition, when a train is equipped with a rainfall sensor or a camera, it is possible to realize more appropriate automatic operation control of the self and other trains based on the information from those devices.

Although the embodiment of the present invention has been described above, the present invention is not limited to the above embodiment, and various modifications and modifications can be made. For example, in the above embodiment, the ATO ground device 33 is configured so that the weather information distribution server 11 acquires the weather information via the external information collecting device 12, but the ATO ground device 33 directly acquires the weather information distribution server 11. It may be configured to acquire weather information and environmental information along the railway line from the server and the environmental monitoring device (13).

Further, in the above embodiment, the amount of rainfall and snowfall is calculated based on the information from the rainfall sensor mounted on the train and reflected in the automatic operation control, but the event that affects the adhesive force between the wheels and the rails is precipitation. Not only snowfall, but also fallen leaves, yellow sand, and oil adhere to the rail surface. Therefore, not limited to the rainfall sensor, trains traveling in mountainous areas are equipped with a wind speed measuring device, and the measured wind speed and the wind speed information acquired from the weather information distribution server 11 are used to perform slipping due to falling leaves in the fall. Predicts, slips due to oil adhesion by installing a sensor that can detect oil on the rail surface, predicts changes in wheel adhesive strength using yellow sand forecast, etc. and reflects it in automatic vehicle driving control It is also possible to grasp an event that affects the adhesive force (adhesion rate) between the wheel and the rail surface and reflect it in the automatic driving control of the vehicle. In the present specification, an event that affects the adhesive force (adhesive rate) between the wheel and the rail surface is referred to as an adhesive force fluctuation event.

Further, in the above embodiment, the on-board device 32 calculates its own position from the mileage information calculated based on the signal from the speed generator 21 provided on the axle of the train, but it is mounted on the train. The position of the own train may be grasped based on the information from the GPS signal receiving device.
Further, in the above embodiment, the case where the control command is transmitted to the train performing the automatic operation control and applied to the control system has been described, but the control command is transmitted to the train operated by the crew instead of the automatic operation. However, the content of the command can be displayed on the monitor of the driver's cab, and it can also be used for a system in which the crew operates according to the instructions displayed on the monitor.

10 Orbit 11 Meteorological information distribution server (weather information providing device)
12 External information collection device 13 Cameras along the railway line (environmental monitoring device)
14 trains (vehicles)
21 Speed generator 22 Brake device 23 ATC receiver 24 ATC control device 25 ATO transponder on-board child 26 Travel drive device 27 Automatic operation control device (operation control means)
29 Precipitation sensor (driving condition detection means)
32 On-board equipment (automatic driving equipment)
35 ATO transponder (ATC ground element)

Claims (6)

Acquires weather information from an on-board device having a function of running a train by controlling a traveling drive device and a braking device, a ground device capable of transmitting control information to the on-board device, and at least a weather information providing device. It is a train automatic operation system equipped with an external information collection device.
The on-board device includes an information transmitting / receiving means capable of transmitting / receiving information to / from the ground device, and a driving control means for controlling the traveling driving device and the braking device to control the train traveling speed.
The ground device is
It is possible to grasp the position of each train and determine whether there is a train entering a predetermined set section, and it is possible to determine the degree of adhesive force fluctuation event in the set section based on the information received from the external information collecting device. Judgment means and
A control information generating means for generating control information instructing the on-board device to suppress the traveling speed when the degree of the adhesive force fluctuation event in the set section is equal to or higher than a predetermined level.
A communication means capable of transmitting the control information generated by the control information generation means is provided.
The operation control means of the on-board device is configured to control the traveling drive device and the braking device based on the control information received by the information transmission / reception means. .. Equipped with an environmental monitoring device that monitors environmental changes along the track on which the train to be controlled travels.
The external information collecting device can acquire the environmental information along the railway line detected by the environmental monitoring device.
The automatic train according to claim 1, wherein the ground device can determine the degree of an adhesive force fluctuation event in the set section based on the weather information received from the external information collecting device and the environmental information along the railway line. Driving system. The adhesive force fluctuation event is rainfall or snowfall.
The on-board device includes a detecting means for detecting the amount of rainfall and snowfall or an imaging means for photographing the outside of the train.
The automatic train operation system according to claim 1 or 2, wherein the ground device can determine the amount of rainfall and snowfall in the set section based on the output of the detection means or the imaging means. The on-board device includes a detecting means for detecting the slipping amount, and the detected slipping amount can be transmitted to the ground device by the information transmitting / receiving means together with the traveling section information.
The ground device calculates the adhesive rate based on the degree of the adhesive force fluctuation event in the set section determined based on the information received from the external information collecting device and the accumulated information on the slipping amount, and the calculated adhesiveness. The automatic train operation system according to any one of claims 1 to 3, wherein control information according to the rate is transmitted to the on-board device. The on-board device is an automatic driving control that controls the traveling drive device and the braking device according to a traveling pattern read from a storage device or a traveling pattern generated based on information from the ground device to drive a train. It is a train on-board device,
The ground device transmits control information according to the amount of rainfall and snowfall in the set section determined based on the information received from the external information collecting device to the on-board device.
The driving control means of the on-board device switches the traveling pattern based on the control information received by the information transmitting / receiving means to control the traveling driving device and the braking device. The automatic train operation system according to any one of 4. The set section is a preset fixed-position stop control section.
When the ground device determines that the degree of the adhesive force fluctuation event in the fixed-position stop control section is equal to or higher than a predetermined level, the control information is sent to the on-board device of the train entering the fixed-position stop control section. And send
5. The driving control means of the on-board device controls the braking device by switching the traveling pattern to a traveling pattern under adverse conditions based on the control information received by the information transmitting / receiving means. Train automatic operation system described in.