JP2022143945A - train control system - Google Patents

Abstract

To provide a train control system enabling the automatic operation of a train and capable of reducing introduction costs as compared with a conventional one.SOLUTION: A train control system 1 includes a ground element installed at a predetermined position on a train traveling road R, and an on-vehicle device mounted on a train T traveling on the train traveling road R. The on-vehicle device is configured to obtain positional information on the ground element, to generate a speed checking pattern on the basis of the obtained positional information on the ground element, and to perform acceleration/deceleration control of the train within a range that does not exceed the speed on the speed checking pattern.SELECTED DRAWING: Figure 3

Description

There is an application for exception to loss of novelty

The present invention relates to a train control system that enables automatic operation of trains.

Conventional automatic train operation is realized mainly by combining an automatic train control device (hereinafter referred to as "ATC device") and an automatic train operation device (hereinafter referred to as "ATO device") (see Patent Document 1, etc.). . The ATC device automatically activates the brakes when the speed of the train exceeds the speed limit determined according to the distance from the preceding train and course conditions, etc., and automatically releases the brakes when the speed falls below the speed limit. and the ATC information such as the speed limit is transmitted from the ground to the vehicle using the track (track circuit). Further, the ATO device is a device that performs acceleration control and brake control (deceleration control) of the train according to a preset operation pattern.

JP-A-2003-79011

Until now, automated train operation has mainly focused on routes where people cannot easily enter the track, but in recent years, it has begun to be considered for introduction to other general routes. However, as described above, the conventional automatic operation of trains is realized by combining the ATC device and the ATO device, and there are many existing routes that are not equipped with the ATC device. Therefore, in order to introduce automatic operation of trains, it is necessary to install the ATC device on the route to be introduced, and there is a problem that a large introduction cost is required.

SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a train control system that enables automatic operation of trains and that can reduce introduction costs compared to conventional systems.

According to one aspect of the invention, a train control system is provided. In the train control system, a speed check pattern is set based on the position information of the beacon, and the train control system is configured to perform acceleration/deceleration control of the train within a range not exceeding the speed on the speed check pattern. It is

According to another aspect of the present invention, there is provided a train control system including a ground coil installed at a predetermined position on a train track and an on-board device mounted on a train running on the train track. In the train control system, the on-board device acquires the position information of the beacon, generates a speed verification pattern based on the acquired position information of the beacon, and exceeds the speed on the speed verification pattern. It is configured to perform acceleration/deceleration control of the train within a range not

Advantageous Effects of Invention According to the present invention, it is possible to provide a train control system that enables automatic operation of trains and that can reduce introduction costs compared to conventional systems.

It is a figure showing a schematic structure of a train control system concerning one embodiment of the present invention. It is a figure which shows the outline|summary of running control of the train in the said train control system. It is a figure which shows the outline|summary of running control of the train in the said train control system. It is a figure which shows the outline|summary of running control of the train in the said train control system. It is a figure which shows the outline|summary of running control of the train in the said train control system. It is a figure which shows the outline|summary of running control of the train in the said train control system. It is a figure which shows the outline|summary of running control of the train in the said train control system. It is a figure which shows the outline|summary of running control of the train in the said train control system. It is a figure which shows the outline|summary of running control of the train in the said train control system. It is a figure which shows the outline|summary of running control of the train in the said train control system. It is a figure which shows the outline|summary of running control of the train in the said train control system. It is a figure which shows the outline|summary of running control of the train in the said train control system. It is a figure which shows the outline|summary of running control of the train in the said train control system. It is a figure which shows the outline|summary of running control of the train in the said train control system. It is a figure which shows the modification of the said train control system.

First, the outline of the present invention will be explained. As described above, conventional automatic operation of trains is realized by a combination of an ATC device and an ATO device. In addition, there are many existing routes that are not equipped with ATC devices. For this reason, in order to introduce automatic operation of trains to an existing route, it is necessary to newly install an ATC device on the route to be introduced, which incurs a great introduction cost.

On the other hand, existing lines that are not equipped with an ATC device are often equipped with an automatic train stop device (hereinafter referred to as an "ATS device"). The ATS device is one of the train security devices like the ATC device. The ATS device is a device that activates the train's emergency brake (including the maximum normal brake when the maximum normal brake functions as an emergency brake; the same shall apply hereinafter) when the train driver makes a mistake in driving. , the distance to the stop position, etc. are transmitted from the ground to the vehicle using a beacon.

Therefore, if a system for automatic train operation is realized by combining an ATS device and an ATO device instead of a combination of an ATC device and an ATO device, in other words, communication between the ground and on-board trains using a beacon is realized. If it is possible to realize automatic operation of trains based on this, it is possible to significantly reduce the cost of introducing automatic operation of trains on existing routes (that is, introduction cost) compared to the past.

The present invention has been made in view of such circumstances. That is, the present invention provides a train control system configured to automatically operate a train using an ATS device.

Here, the train control system according to the present invention only needs to use the ATS device, and it does not preclude the use of a further train safety device or the like in addition to the ATS device. In addition, the "train" in the present invention refers to various vehicles that run on a predetermined running route (train running route). It also includes vehicles that run on rubber tires or the like. In addition, it is assumed that a plurality of stop stations (hereinafter simply referred to as "stations") are provided on the "train route".

A train control system according to an embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 is a diagram showing a schematic configuration of a train control system 1 according to an embodiment. As shown in FIG. 1, in the train control system 1, a train running route R passing through a plurality of stations (only one station S of them is shown in FIG. 1) has a plurality of ground side facilities. A train T running on a train track R is equipped with an on-board coil 11, a tachometer 12, an on-board database 13, and an on-board device 14 as on-board facilities.

[Ground side equipment]
A plurality of ground coils as the above-mentioned ground-side equipment are installed at positions different from each other on the train running route R. Each of the plurality of beacons transmits its own identification information (hereinafter referred to as "beacon ID") and various kinds of information as beacon information to the onboard coil 11 of the train T passing above it. is configured as In the present embodiment, the plurality of ground coils have two fixed position stop controls used to stop the train T at a train stop position (hereinafter referred to as "station stop position") X at each station (here, station S). Ground coils 21, 22, two ground coils 31, 32 interlocking with a departure signal 30 installed on the exit side of each station (here, station S), and each station (here, station S) installed on the entrance side It includes two ground coils 41 and 42 that are interlocked with a home signal 40 .

The two fixed-position stop control beacons 21 and 22 are installed before the station stop position X of the station S when viewed from the train T heading for the station S. Incidentally, hereinafter, of the two fixed position stop control beacons 21 and 22, the beacon 21 which is farther from the station stop position X of the station S will be referred to as the "first TASC beacon 21". The ground coil 22 closer to the stop position X is called a "second TASC ground coil 22".

The first TASC ground coil 21 is installed at a position near the station S before the station S when viewed from the train T heading for the station S. The second TASC ground coil 22 is installed at a position several tens of meters (for example, 30 m) in front of the station stop position X in the station S. The first TASC beacon 21 and the second TASC beacon 22 transmit their own beacon ID and distance information from the station S to the station stop position X as beacon information.

Two ground coils 31 and 32 interlocked with the departure signal 30 are installed in front of the departure signal 30 when viewed from the train T heading for the departure signal 30. - 特許庁Incidentally, hereinafter, of the two beacons 31 and 32 interlocking with the departure signal 30, the beacon 31 which is farther from the departure signal 30 is referred to as the "first long beacon 31" and is closer to the departure signal 30. The ground coil 32 on the other side is referred to as a "first direct ground coil 32".

The first long beacon 31 is a beacon that first transmits the information of the departure signal 30 to the onboard coil 11 of the train T. As shown in FIG. The first long ground coil 31 is installed in front of the first TASC ground coil 21 when viewed from the train T heading for the station S. When the departure signal 30 is in progress, the first long beacon 31 has its own beacon ID and information indicating that the departure signal 30 is in progress (hereinafter referred to as "the progress indication information of the departure signal 30"). ) as beacon information. In addition, when the departure signal 30 is in the stop indication, the first long beacon 31 has its own beacon ID and information indicating that the departure signal 30 is in the stop indication (hereinafter referred to as “departure signal 30 stop indication information”). ) is transmitted as ground coil information.

The first direct ground coil 32 is installed at a position closer to the train advancing side than the station stop position X in the station S. When the departure signal 30 is the progress indication, the first direct ground beacon 32 transmits its own beacon ID and the progress indication information of the departure signal 30 as the beacon information. In addition, when the departure signal 30 indicates a stop, the first direct beacon 32 transmits its own beacon ID and immediate stop information for activating the emergency brake to the train T as beacon information.

Two beacons 41 and 42 interlocked with the home signal 40 are installed in front of the home signal 40 when viewed from the train T heading for the home signal 40.例文帳に追加In the following, of the two beacons 41 and 42 interlocking with the home signal 40, the beacon 41 that is farther from the home signal 40 is referred to as the "second long beacon 41" and is closer to the home signal 40. The one ground coil 42 is referred to as a "second direct ground coil 42".

The second long ground coil 41 is a ground coil that first transmits the information of the house signal 40 to the on-board coil 11 of the train T. As shown in FIG. The second long beacon 41 is installed several hundred meters (for example, 600 m) in front of the traffic signal 40 . When the home signal 40 is in progress, the second long beacon 41 has its own beacon ID and information indicating that the home signal 40 is in progress (hereinafter referred to as "progress indication information of the home signal 40"). ) as beacon information. In addition, when the signal 40 is in the stop mode, the second long ground signal 41 has its own signal ID and information indicating that the signal 40 is in the stop mode (hereinafter referred to as "stop signal information of the signal 40 ) is transmitted as ground coil information.

The second direct ground coil 42 is installed between the train stop position (hereinafter referred to as "signal stop position") Y for stopping the train T when the local signal 40 indicates a stop and the local signal 40 . The signal stop position Y is set, for example, at a position several tens of meters (eg, 80 m) in front of the traffic light 40 . The second direct ground signal 42 transmits its own beacon ID and the progress indication information of the in-house signal 40 as the beacon information when the on-site signal 40 is on-going. Further, when the traffic light 40 indicates a stop, the second direct beacon 42 transmits its own beacon ID and the immediate stop information as beacon information.

[Onboard equipment]
The onboard child 11 is attached to the lower part of the train T (preferably the front lower part). The on-board coil 11 receives beacon information transmitted from each beacon when the train T passes over each beacon installed on the train running route R. - 特許庁The on-board unit information received by the on-board unit 11 is sent to the on-board unit 14 .

The tachometer 12 is attached to the axle of the train T. The tachometer 12 outputs a signal corresponding to the rotation speed of the axle. The output signal of the tachometer 12 is sent to the on-board device 14 .

The on-board database 13 stores information on train running routes and information on ground coils. The information on the train route includes maximum speed information on the train route R (line section maximum speed and maximum speed between stations), information on traffic signals, and information on speed limit sections on the train route R (position, length of speed limit section, etc.). speed limits, etc.). The speed limit section includes a turnout speed limit section by a turnout and a curved speed limit section by a curved section. The information on the above ground coil includes position information of each ground coil installed on the train running route R (for example, position information associated with the ground coil ID).

The on-board device 14 detects the speed of the train T based on the output signal of the tachometer generator 12, and calculates the traveling distance (position) of the train T based on the output signal of the tachometer generator 12 and the position information of the beacon. configured to detect Further, in this embodiment, the on-board device 14 has a function as an automatic train stop (ATS) device and a function as an automatic train operation (ATO) device. The on-board device 14 is configured to perform running control of the train T based on the operation of the crew of the train T and/or automatically. The travel control of the train T performed by the on-board device 14 will be described below.

[Station departure and restart]
When the train T is stopped at the station stop position X of the station S, the departure signal 30 becomes the progress indication and the crew of the train T performs a predetermined operation to start running, the on-board device 14 starts the train T. The service brake is released and the driving device (for example, motor) of the train T is operated to cause the train T to depart from the station stop position X of the station S (station departure). Further, when the train T is stopped at the signal stop position Y, the traffic signal 40 is in the progress mode, and the train crew of the train T performs a predetermined operation to start running, the on-board device 14 starts the regular operation of the train T. The brake is released and the driving device of the train T is operated to start the train T (restart). However, it is not limited to this. In addition to and/or instead of the predetermined running start operation being performed by the crew member of the train T, the predetermined running start operation may be remotely performed via a dedicated network or the like.

[Running between stations]
After the train T departs from the station S, the on-board device 14 keeps the train T at a predetermined speed (for example, 15 km/h) or less until it receives the beacon information from the beacon via the on-board coil 11. run at low speed. Similarly, after restarting the train T, the on-board device 14 causes the train T to run at a low speed equal to or lower than the predetermined speed until receiving beacon information from the beacon via the on-board coil 11. . That is, the on-board device 14 is configured to run the train T at a low speed equal to or lower than the predetermined speed immediately after the train starts running.

Further, when the on-board device 14 receives beacon information from the beacon via the on-board coil 11 after the train T starts running and acquires the position information of the beacon, it generates a speed check pattern to check the speed. It is configured to control the acceleration and deceleration of the train T within a range not exceeding the speed on the pattern.

Specifically, in the present embodiment, the on-board device 14 uses a speed check pattern (hereinafter referred to as "ATS speed check pattern" for the automatic train stop function based on the information about the train running route R and the acquired position information of the beacon. A speed check pattern for automatic operation of the train T (hereinafter referred to as an "ATO speed check pattern") is generated.

In this embodiment, the ATS speed check pattern includes a maximum speed pattern based on the maximum speed information of the corresponding section on the train running route R, a speed limit pattern for the speed limit section, and a traffic signal one ahead of the train T. and traffic light advance protection pattern against. In addition, the signal advance protection pattern for the above-mentioned one ahead signal is such that when the above-mentioned one ahead signal indicates a stop, the train T can be stopped in front of the above-mentioned one ahead signal. It is a pattern of deceleration.

Further, the ATO speed verification pattern is, for example, a pattern in which each speed on the pattern is set to a speed lower than the corresponding speed on the ATS speed verification pattern by a constant speed (eg, 10 to 15 km/h), or the ATS speed verification pattern This is a pattern obtained by shifting the pattern by a predetermined distance (for example, 50 to 100 m) in the direction opposite to the running direction of the train T. In the present embodiment, the ATO speed checking pattern includes an operating speed pattern corresponding to the maximum speed pattern, a speed limit section speed pattern corresponding to the speed limit pattern, and a traffic signal stop corresponding to the traffic signal advance protection pattern. pattern and. Note that the ATO speed check pattern may also be referred to as an automatic operation pattern of the train T.

Then, when the on-board device 14 generates the ATS speed verification pattern and the ATO speed verification pattern based on the position information of the beacon, it controls the acceleration and deceleration of the train T so as to follow the ATO speed verification pattern. is configured as Specifically, in the present embodiment, the on-board device 14 selects a pattern having the lowest speed on the pattern for the train T at that time according to the position of the train T from among the ATO speed reference patterns, and Acceleration/deceleration control of the train T is performed so as to follow the selected pattern. In other words, based on the speed of the train T and the selected pattern, the on-board device 14 accelerates the train T so that the train T runs at a speed close to the speed on the selected pattern. , is configured to slow down.

However, if the train T is suddenly switched from an accelerating state to a decelerating state, there is a possibility that the riding comfort of the train T may be deteriorated. Therefore, the on-board device 14 does not suddenly switch the train T from the accelerating state to the decelerating state, but makes the train T coast between them as much as possible (puts it in a coasting state). Therefore, the acceleration/deceleration control of the train T in this embodiment can include coasting the train T.

When the speed of the train T exceeds the speed corresponding to the ATS speed check pattern, the on-board device 14 operates the emergency brake (or the normal maximum brake) to stop the train T.

Here, regarding the traffic signal advance protection pattern as the ATS speed checking pattern, the on-board device 14 generates the traffic signal advance protection pattern for the traffic signal one ahead, and then generates the traffic signal protection pattern for the traffic signal one ahead. When the stop indication information of the preceding traffic signal is received from the beacon interlocked with the traffic signal, the signal advance protection pattern for the preceding traffic signal is maintained. On the other hand, when the on-board device 14 receives the progress indication information of the preceding traffic signal from the beacon interlocked with the preceding traffic signal via the on-board coil 11, the on-board device 14 Eliminate the advance protection pattern and the corresponding traffic signal stop pattern, and generate the traffic signal advance protection pattern and the corresponding traffic signal stop pattern (new advance traffic protection pattern and new traffic signal stop pattern) for the next traffic signal. Let That is, when the on-board device 14 receives the progress indication information of the traffic signal from the beacon interlocking with the traffic signal, the traffic signal advance protection pattern (the ATS speed verification pattern) and the traffic signal stop pattern (the ATO speed verification pattern) are updated. be done.

[Station stop]
In this embodiment, when the train T approaches the station S and receives the distance information from the first TASC ground coil 21 to the station stop position X of the station S via the train coil 11, the on-board device 14 receives the train T is generated at a station stop position X of a station S, and the train T is decelerated so as to follow the generated station stop pattern to stop the train T at the station stop position X.例文帳に追加

Next, referring to FIGS. 2 to 14, the running control of the train T performed by the train control system 1 (mainly the on-board device 14) from when the train T departs from A station to when it arrives at B station. explain the outline of Here, it is assumed that a turnout speed limit section and a curved speed limit section are provided in the running direction of the train T between A station and B station on the train running route R in this order. 2 to 14, the dashed line indicates the ATS speed check pattern, the solid line indicates the ATO speed check pattern, and the double line indicates the running locus (speed and position) of the train T. there is Furthermore, in FIGS. 2 to 14, with regard to the ground side equipment, "A" is added to the end of the code for equipment related to A station, and "B" is added to the end of the code for equipment related to B station. ” is added.

FIG. 2 shows the situation immediately after the train T departs from the station stop position XA of the A station. When the departure signal 30A at the A station indicates the progress and the crew member of the train T performs the predetermined operation to start running, the on-board device 14 causes the train T to depart from the station stop position XA at the A station. After starting the train T, the on-board device 14 accelerates the train T to near the predetermined speed, and then coasts the train T (see the double line in FIG. 2). As a result, the on-board device 14 causes the train T to run at a low speed equal to or lower than the predetermined speed immediately after the train T leaves the station (that is, immediately after the train T starts running).

In this embodiment, the on-board device 14 is configured to be able to adjust the output of the drive device of the train T by selecting one of a plurality of powering notches that set the output of the drive device of the train T to mutually different outputs. ing. Then, when the train T starts from the station stop position XA of Station A, the on-board device 14 selects a predetermined powering notch to accelerate the train T, and the speed of the train T reaches a speed close to the predetermined speed. Upon arrival, the powering notch is turned off and the train T is coasted.

Since the departure signal 30A at Station A indicates that the train is proceeding, the first direct-behavior 32A does not transmit the immediate stop information. Therefore, the train T passes above the first direct ground coil 32A.

FIG. 3 shows the state when the train T, which has departed from the station stop position XA of A station, reaches above the first direct ground coil 32A interlocked with the departure signal 30A of A station. When the train T reaches above the first direct beacon 32A, the on-board device 14 receives the beacon ID of the first direct beacon 32A and the departure signal 30 from the first direct beacon 32A via the on-board coil 11. Receive progress information. Then, the on-board device 14 accesses the on-board database 13, refers to the information on the ground coil, and acquires the position information of the first direct ground coil 32A. As a result, the on-board device 14 grasps the position of the train T on which it is mounted, and thereafter detects the position of the train T based on the grasped position of the train T and the output signal of the speed generator 12. do.

Further, when the on-board device 14 grasps the position of the train T on which it is mounted, it refers to the information on the train running route and generates the ATS speed check pattern according to the position of the train T. Specifically, in the present embodiment, the on-board device 14 has a maximum speed pattern based on the maximum speed information of the corresponding section (here, between A station and B station) on the train running route R, and the turnout speed limit section A turnout speed limit pattern, a curve speed limit pattern for a curve speed limit section, and a traffic signal protection pattern for the traffic signal 40B of station B, which is the next traffic signal (hereinafter referred to as "first traffic signal protection pattern"). generated as the ATS velocity check pattern (see dashed lines in FIG. 3).

Further, the on-vehicle device 14 has an operating speed pattern in which each speed on the pattern is set to a speed lower than the corresponding speed on the maximum speed pattern by the constant speed, and each speed on the pattern is set to the turnout speed limit. A speed pattern for the turnout speed limit section set to a speed lower than the corresponding speed on the pattern by the constant speed (hereinafter simply referred to as "turnout speed pattern"), and each speed on the pattern is the curve speed limit The speed pattern for the curve speed limit section (hereinafter simply referred to as "curve speed pattern") set to a speed that is lower than the corresponding speed on the pattern by the constant speed, and the first signal advance protection pattern are used by the train T to run. A first traffic light stop pattern shifted by the predetermined distance in the opposite direction to the direction is generated as the ATO speed check pattern (see the solid line in FIG. 2). The first signal stop pattern is a pattern formed so that the train T can be stopped at the signal stop position YB set several tens of meters (for example, 80 m) before the local signal 40B of Station B. .

FIG. 4 shows the state when the train T, which has passed above the first direct ground coil 32A, runs until just before entering the turnout speed limit section. In this embodiment, the speed on the turnout speed pattern among the ATO speed check patterns is the lowest for the train T that has passed above the first direct ground coil 32A. Therefore, the on-board equipment 14 accelerates, coasts, and decelerates the train T based on the speed of the train T and the turnout speed pattern so as to follow the turnout speed pattern.

Specifically, in this embodiment, the speed of the train T immediately after passing above the first direct ground coil 32A is considerably lower than the corresponding speed on the turnout speed pattern. Therefore, the on-board device 14 predicts (calculates) the speed of the train T and the traveling distance (position) of the train T after the first predetermined time when each of the plurality of powering notches is selected, and predicts (calculates) ) is selected so that the speed of the train T after the first predetermined time does not exceed the turnout speed pattern and the change in acceleration of the train T is equal to or less than the threshold. When a plurality of powering notches are selectable, the on-board device 14 selects the powering notch that sets the output of the driving device of the train T to the highest output among the plurality of selectable powering notches. As a result, the on-board device 14 accelerates the train T toward the turnout speed pattern. Note that the first predetermined time is set to a time longer than the notch switching prohibition time during which notch switching is substantially prohibited from the viewpoint of running stability of the train T or the like. Although not particularly limited, the first predetermined time is set to, for example, 1.5 to 2.5 times the notch switching inhibition time, preferably twice the notch switching inhibition time. . In addition, the threshold value can be arbitrarily set from the viewpoint of the ride comfort of the train T, but is, for example, 5 km/h/s or less, preferably 3 km/h/s or less, more preferably 2.5 km/h/s. Set to:

After that, when there are no more selectable powering notches, the on-board device 14 turns off the powering notches to coast the train T. Then, when the train T is coasted, the on-board device 14 predicts the running distance (position) of the train T after a second predetermined time, and when the train T reaches the turnout speed pattern after the second predetermined time. When determined, the service brakes of the train T are operated to decelerate the train T. Although not particularly limited, the second predetermined time is set based on the speed of the train T at the start of coasting, the performance of the service brake of the train T, and the like.

As a result, the on-board device 14 allows the train T to run as fast as possible while suppressing deterioration in ride comfort, and the speed of the train T increases to the above-mentioned branch before the train T reaches the start position of the above-mentioned turnout speed limit section. In other words, the speed on the turnout speed pattern corresponding to the speed limit of the turnout speed limit section is equal to or lower than the speed on the turnout speed pattern corresponding to the speed limit of the turnout speed limit section. The train T is decelerated so as to enter the turnout speed limit section at a speed equal to or lower than the speed (see double lines in FIG. 4).

The on-board device 14 is configured so that when the train T enters the turnout speed limit section and until the train T exits from the turnout speed limit section, in other words, the train T is in (of) the turnout speed limit section. end position), the train T is run at a speed equal to or lower than the speed on the turnout speed pattern corresponding to the speed limit of the turnout speed limit section.

FIG. 5 shows the state after the train T has passed through (the end position of) the turnout speed limit section. In this embodiment, the speed on the curve speed pattern among the ATO speed check patterns is the lowest for the train T that has passed through the turnout speed limit section. Therefore, when the train T passes through (the end position of) the turnout speed limit section, the on-board device 14 controls the train T based on the speed of the train T and the curve speed pattern so as to follow the curve speed pattern. Accelerate, coast, and decelerate T.

Specifically, in this embodiment, the speed of the train T after passing through the turnout speed limit section is considerably lower than the corresponding speed on the curve speed pattern. Therefore, the on-board device 14 predicts (calculates) the speed of the train T and the traveling distance (position) of the train T after the first predetermined time when each of the plurality of powering notches is selected, and predicts ( A powering notch at which the calculated speed of the train T after the first predetermined time does not exceed the curve speed pattern and the change in the acceleration of the train T is equal to or less than the threshold is selected. When a plurality of powering notches can be selected, the on-board device 14 selects the powering notch that sets the output of the driving device of the train T to the highest output among the powering notches. This causes the on-board device 14 to accelerate the train T toward the curvilinear speed pattern (see double lines in FIG. 5).

Here, in this embodiment, a second long beacon 41B interlocking with the traffic light 40B of Station B is installed between the turnout speed limit section and the curve speed limit section on the train running route R. . Therefore, the train T passes above the second long ground coil 41B before reaching (the start position of) the curved speed limit section.

FIG. 6 shows that when the traffic signal 40B at the station B is in progress mode, the train T passing through the turnout speed limit section reaches above the second long beacon 41B interlocked with the traffic signal 40B at the station B. It shows what it looks like when When the train T reaches above the second long beacon 41B, the on-board device 14 receives the beacon ID of the second long beacon 41B and the signal 40 from the second long beacon 41B via the on-board coil 11. Receive progress information. Then, the on-board device 14 accesses the on-board database 13, refers to the information on the above-mentioned beacon, and acquires the position information of the second long beacon 41B. Then, the on-board device 14 updates the position of the train T based on the acquired position information of the second long beacon 41B, and thereafter, according to the updated position of the train T and the output signal of the tachometer 12 Based on this, the position of the train T is detected.

Further, the on-board device 14 erases the first traffic signal advance protection pattern and the first traffic signal stop pattern by receiving the progress indication information of the traffic signal 40B. Then, the on-board device 14 provides a traffic signal advance protection pattern (hereinafter referred to as "second signal advance protection pattern") is generated as the ATS speed verification pattern, and the second signal stop pattern obtained by shifting the second traffic signal run protection pattern by the predetermined distance in the direction opposite to the running direction of the train T is generated as the ATO speed verification pattern. Generate as a pattern.

FIG. 7 shows how the train T, which has passed above the second long ground coil 41, runs until just before entering the curved speed limit section. In this embodiment, the speed on the curve speed pattern among the ATO speed reference patterns is still the lowest for the train T that has passed above the second long beacon 41 . Therefore, the on-board equipment 14 continues to accelerate, coast, and decelerate the train T based on the speed of the train T and the curve speed pattern so as to follow the curve speed pattern. That is, the on-board device 14 predicts (calculates) the speed of the train T and the traveling distance (position) of the train T after the first predetermined time when each of the plurality of powering notches is selected, and predicts (calculates) ) is a powering notch in which the speed of the train T after the first predetermined time does not exceed the speed on the curve speed pattern and the change in the acceleration of the train T is equal to or less than the threshold value, the driving device of the train T Select the powering notch that sets the output of the to the highest output. As a result, the on-board device 14 accelerates the train T toward the curve pattern. After that, when there are no more selectable powering notches, the on-board device 14 turns off the powering notches to coast the train T. Then, when the on-board device 14 determines that the train T reaches the curve speed pattern after the second predetermined time, it operates the service brake of the train T to decelerate the train T.

As a result, the on-board device 14 allows the train T to run as fast as possible while suppressing deterioration in ride comfort, and the speed of the train T reaches the curve speed before the train T reaches the start position of the curve speed limit section. In other words, the train T is driven at a speed equal to or lower than the speed on the curve speed pattern corresponding to the speed limit of the curve speed limit section. The train T is decelerated so as to enter the curved speed limit section (see double lines in FIG. 7).

The on-board device 14 keeps the train T from entering the curved speed limit section until the train T exits from the curved speed limit section, in other words, the train T is kept at (the end position of) the curved speed limit section. until it passes through, the train T is run at a speed equal to or lower than the speed on the curve speed pattern corresponding to the speed limit of the curve speed limit section.

FIG. 8 shows the state after the train T has passed through (the end position of) the curved speed limit section. In the present embodiment, when the traffic light 40B of station B is in progress mode, the ATO speed check pattern for the train T immediately after passing through the curved speed limit section is the operating speed pattern. Therefore, when the train T passes through (the end position of) the curved speed limit section, the on-board device 14 controls the train T based on the speed of the train T and the operating speed pattern so as to follow the operating speed pattern. to accelerate and coast.

The speed of the train T immediately after passing through the curved speed limit section is considerably lower than the corresponding speed on the operating speed pattern. Therefore, the on-board device 14 predicts (calculates) the speed of the train T and the traveling distance (position) of the train T after the first predetermined time when each of the plurality of powering notches is selected, and predicts (calculates) ) is a powering notch in which the speed of the train T after the first predetermined time does not exceed the operating speed pattern and the change in the acceleration of the train T is equal to or less than the threshold, and the output of the driving device of the train T is reduced to Select the powering notch that sets the highest output. As a result, the on-board device 14 accelerates the train T toward the operating speed pattern. Further, when there are no more selectable powering notches, the on-board device 14 turns off the powering notches to cause the train T to coast.

Here, in this embodiment, between the curved speed limit section and B station on the train running route R, more specifically, to stop the train T at the station stop position XB between the curved speed limit section and B station. A first long beacon 31B interlocked with the departure signal 30B at the B station is installed between the first TASC beacon 21B. Therefore, the train T passes above the first long ground coil 31B before approaching the B station.

FIG. 9 shows that when the departure signal 30B of station B is indicating the progress, the train T, which has passed through the curved speed limit section, reaches above the first long beacon 31B interlocked with the departure signal 30B of station B. It shows the time. When the train T reaches above the first long beacon 31B, the on-board device 14 receives the beacon ID of the first long beacon 31B and the departure signal 30B from the first long beacon 31B via the on-board coil 11. Receive progress information. Then, the on-board device 14 accesses the on-board database 13 and acquires the position information of the first long beacon 31B by referring to the information on the beacon. Then, the on-board device 14 updates the position of the train T based on the acquired position information of the first long beacon 31B, and thereafter, according to the updated position of the train T and the output signal of the tachometer 12 Based on this, the position of the train T is detected.

Further, the on-board device 14 erases the second traffic signal advance protection pattern and the second traffic signal stop pattern by receiving the progress indication information of the departure signal 30B. Furthermore, the on-board device 14 is connected to a traffic signal (not shown) that is one further ahead, that is, a traffic signal that is one ahead of the departure signal 30 at B station (for example, a traffic signal at C station, which is the next station after B station). A third signal advance protection pattern (not shown) for the train T is generated as the ATS speed checking pattern, and the third signal advance protection pattern is shifted by the predetermined distance in the direction opposite to the running direction of the train T. A stop pattern (not shown) is generated as the ATO speed check pattern.

Thus, the ATO speed check pattern for train T is still the operating speed pattern. Therefore, the on-board equipment 14 continues to accelerate and coast the train T based on the speed of the train T and the operating speed pattern so as to follow the operating speed pattern.

Here, in this embodiment, between the first long ground coil 31B interlocked with the departure signal 30B of the B station and the B station, there is a first TASC ground coil for stopping the train T at the station stop position XB of the B station. Child 21B is installed. Therefore, when the train T passes over the first long ground coil 31B and approaches the B station, it passes over the first TASC ground coil 21B.

FIG. 10 shows that the train T passing above the first long ground coil 31B interlocked with the departure signal 30B of the B station is above the first TASC ground coil 21B for stopping the train T at the station stop position XB of the B station. It shows what it looks like when it arrives. When the train T reaches above the first TASC ground coil 21B, the on-board device 14 receives the ground coil ID of the first TASC ground coil 21B and the distance information to the station stop position XB of the B station via the on-board coil 11. do. Then, the on-board device 14 accesses the on-board database 13, refers to the information on the beacon, and acquires the position information of the first TASC beacon 21B. Then, the on-board device 14 updates the position of the train T based on the acquired position information of the first TASC beacon 21B, and then based on the updated position of the train T and the output signal of the tachometer 12. to detect the position of the train T. Further, the on-board device 14 generates a station stop pattern for stopping the train T at the station stop position XB based on the distance information to the station stop position XB of the B station. However, it is not limited to this. In cases such as when information about the first TASC beacon 21 and the second TASC beacon 22 is not stored in the on-board database 13, the on-board device 14 can determine the station stop position of Station B without accessing the on-board database 13. It can be configured to generate a station stop pattern for stopping the train T at the station stop position XB based on the distance information to XB.

FIG. 11 shows the state after the on-board device 14 has generated the stop pattern. When the station stop pattern is generated, the on-board device 14 decelerates the train T so as to follow the generated station stop pattern. At that time, the on-board device 14 adjusts the deceleration and stop position of the train T based on the distance information to the station stop position X of the B station received from the second TASC beacon 22 via the on-board coil 11. can be done. As a result, the train T stops at the station stop position XB of the B station (see the double line in FIG. 11).

FIGS. 12 to 14 show that when the signal 40B at station B indicates stop, the train T passing through the turnout speed limit section is connected to the signal 40B at station B. It shows the case of reaching upward. In this case, when the train T reaches above the second long ground coil 41B, the on-board device 14 transmits the ground coil ID of the second long ground coil 41B and the ground coil ID of the second long ground coil 41B from the second long ground coil 41B via the on-board coil 11. The stop indication information of the signal 40 is received. By receiving the stop indication information of the traffic signal 40B, the on-board device 14 maintains the first traffic signal advance protection pattern and the first traffic signal stop pattern (see FIG. 12). However, even in this case, the ATO speed check is still required for the train T passing above the second long beacon 41B, as in the case where the traffic signal 40B at the B station indicates the progress (Figs. 6 and 7). Among the patterns, the speed on the curved speed pattern is the lowest. Therefore, the on-board equipment 14 continues to accelerate, coast, and decelerate the train T based on the speed of the train T and the curve speed pattern so as to follow the curve speed pattern. That is, the on-board device 14 causes the train T to run as fast as possible while suppressing deterioration of the ride comfort, and drives the train T to a speed equal to or lower than the speed on the curve speed pattern corresponding to the speed limit of the curve speed limit section. to enter the curved speed limit section (see the double line in FIG. 13).

When the train T enters the curved speed limit section, the speed of the train T on the first signal stop pattern among the ATO speed checking patterns becomes the lowest. Therefore, the on-board device 14 decelerates the train T according to the first signal stop pattern to stop the train T at the signal stop position YB of the house signal 40B at B station (see the double line in FIG. 14).

After that, when the traffic light 40B at the B station changes to the progress indication and the crew member of the train T performs the predetermined operation to start running, the on-board device 14 starts the train T from the signal stop position YB. When the train T is started from the signal stop position YB, the on-board device 14 accelerates the train T to the vicinity of the predetermined speed in the same manner as when the train T is started from the station stop position XA of the station A, and then the train is stopped. Let T coast. That is, the on-board device 14 causes the train T to run at a low speed equal to or lower than the predetermined speed.

Then, when the train T, which has started from the signal stop position YB, reaches above the second direct ground coil 42B interlocked with the yard signal 40B of the station B, the on-board device 14 moves to the second direct ground via the on-board coil 11. Receives the above ground unit ID of the second direct ground unit 42B and the progress indication information of the traffic signal 40 from the unit 42B. Then, the on-board device 14 accesses the on-board database 13, acquires the position information of the second direct beacon 42B by referring to the information on the above-mentioned beacon, and obtains the position information of the second direct beacon 42B. Update the position of train T based on In addition, the on-board device 14 erases the first traffic signal advance protection pattern by receiving the progress indication information of the traffic signal 40B. Further, the on-board device 14 generates a second traffic light protection pattern (see FIG. 6) as the ATS speed verification pattern and a second traffic light stop pattern (see FIG. 6) as the ATO speed verification pattern. After that, it is the same as the above-described case where the train T reaches above the second long ground coil 41B when the home signal 40B at the B station indicates the progress.

In addition, when the departure signal 30B at B station indicates stop, the train T passing through the curved speed limit section reaches above the first long ground coil 31B interlocked with the departure signal 30B at B station, The second traffic light protection pattern and the second traffic light stop pattern are maintained. In this case, for example, when the train T reaches above the first TASC ground coil 21B and causes the station stop pattern, the on-board device 14 erases the second signal stop pattern. Then, the on-board device 14 decelerates the train T so as to follow the generated station stop pattern. As a result, the train T stops at the station stop position XB of the B station, similar to the above-described case where the train reaches above the first long ground coil 31B when the departure signal 30B of the B station indicates the progress. .

As described above, in the train control system 1 according to the present embodiment, a speed verification pattern is set based on the position information of the beacon, and acceleration/deceleration control of the train T is performed within a range not exceeding the speed on the speed verification pattern. is configured to For example, after the train T departs from A station, the on-board device 14 of the train T acquires the position information of the first direct underground beacon 32A interlocked with the departure signal 30A of the A station, and performs the automatic operation stop function. Generate ATS speed check patterns and ATO speed check patterns for automatic train operation. The on-board equipment 14 then accelerates, coasts and decelerates the train T to follow the ATO speed check pattern. Further, the on-board device 14 stops the train T when the speed of the train T exceeds the corresponding speed on the ATS speed check pattern.

Therefore, according to the train control system 1 according to the present embodiment, it is possible to realize automatic operation of a train based on ground-to-car communication using a ground coil, in other words, use an existing ATS device. It is possible to realize automatic operation of trains. Therefore, when introducing automatic train operation to an existing route, there is no need to newly install an ATC device as a train security device. can.

In the above-described embodiment, the on-board device 14 has a function as an automatic train stop (ATS) device and a function as an automatic train operation (ATO) device. However, it is not limited to this. An ATS device and an ATO device may be mounted on the train T instead of the on-board device 14 . In this case, the ATS system is configured to generate the ATS speed check pattern and to stop the train T when the speed of the train T exceeds a corresponding speed on the ATS speed check pattern, and the ATO An apparatus is configured to generate the ATO speed verification pattern and to accelerate, coast and decelerate the train T to follow the ATO speed verification pattern.

In the above-described embodiment, two TASC beacons (the first TASC beacon 21 and the second TASC beacon 22) used to stop the train T at the train stop position X of each station and the exit side of each station Two beacons (first long beacon 31, first direct beacon 32) interlocking with the departure signal 30 installed in the station and two beacons interlocking with the in-house signal 40 installed at the entrance side of each station ( A second long ground coil 41 and a second direct ground coil 42) are installed on the train running route R as the above ground equipment. However, it is not limited to this. The number of beacons for stopping the train T at the station stop position X of each station, the number of beacons interlocking with the departure signal 30, and the number of beacons interlocking with the in-house signal 40 can be set arbitrarily.

For example, a third fixed-position stop control beacon (third TASC beacon) may be installed at the train stop position X of the station S. In this case, the on-board device 14 confirms whether or not the train T has stopped at the station stop position X of the station S by receiving the beacon information transmitted by the third TASC beacon via the on-board coil 11. and/or adjust the stopping position of the train T as needed.

Moreover, an intermediate ground coil may be further installed between the second long ground coil 41 and the second direct ground coil 42 as a ground coil interlocked with the home signal 40 . In this case, when the state of the home signal 40 changes to an upper level (for example, the state of the home signal 40 changes from the stop state to the progress state), the intermediate beacon ID and the state of the home signal 40 change to Display up information indicating that the upper level has changed is transmitted as beacon information. Further, when the state of the home signal 40 changes to a lower level (for example, when the state of the home signal 40 changes from the progressing state to the stop state), the intermediate beacon ID and the state of the home signal 40 change to a lower state. Present down information indicating the change is transmitted as beacon information. Then, when the on-board device 14 receives the display up information of the in-house signal 40 from the intermediate beacon 11 via the on-board coil 11, the on-board device 14 erases the first signal advance protection pattern and the first signal stop pattern, The second traffic light protection pattern is generated as the ATS speed verification pattern, and the second traffic light stop pattern is generated as the ATO speed verification pattern. Further, when the on-board device 14 receives the indication down information of the home signal 40 from the intermediate beacon 11 via the on-board coil 11, the on-board device 14 regenerates, for example, the first signal advance protection pattern and the first signal stop pattern. Let

Furthermore, as shown in FIG. 15 corresponding to FIG. 1, at least one ground coil (first backup direct ground coil) 33 is further installed between the first direct ground coil 32 and the departure signal 30. At least one ground coil (second backup ground coil) 43 may be further installed between the direct ground coil 42 and the traffic light 40 . In this case, the first backup direct beacon 33 is configured to transmit the immediate stop information as beacon information when the departure signal 30 indicates a stop, is configured to transmit the immediate stop information as beacon information when is a stop indication. In this way, the train T, which has erroneously departed inside the first direct ground coil 32, runs past the departure signal 30, and the departure signal 30 suddenly changes from the stop indication to the advance indication to the stop indication. In this case, the train T advances the departure signal 30, the train T that erroneously started inside the second direct ground coil 42 advances the home signal 40, and/or the home signal 40 progresses from the stop indication. It is possible to effectively suppress the train T from running past the traffic light 40 when the situation suddenly changes to the stop situation after changing to the situation.

Further, in the above-described embodiment, the on-board device 14 turns off the powering notches to cause the train T to coast when there are no more selectable powering notches. However, it is not limited to this. For example, the on-vehicle device 14 has a first switching pattern in which each speed on the pattern is set to a speed lower than the corresponding speed on the turnout speed pattern by a constant speed, and each speed on the pattern is set to a speed on the curve speed pattern. Generate a second switching pattern set to a speed lower than the corresponding speed by a constant speed, and/or a third switching pattern obtained by shifting the signal stop pattern by the predetermined distance in the direction opposite to the running direction of the train T. Let When the speed of the train T exceeds the first switching pattern, the second switching pattern, or the third switching pattern, the on-board device 14 coasts the train T (switches from the power running state to the coasting state). good too.

Furthermore, in the above-described embodiment, the on-board device 14 detects the speed and traveling distance (position) of the train T based on the output signal of the tachometer 12 . However, it is not limited to this. The on-board device 14 may detect the speed and traveling distance (position) of the train T using a speed detector or the like other than the speed generator 12 .

Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and of course modifications and changes are possible based on the technical idea of the present invention.

DESCRIPTION OF SYMBOLS 1... Train control system, 11... On-board coil, 12... Speed generator, 13... On-board database, 14... On-board device, 21... First fixed position stop control (TASC) beacon, 22... Second fixed position Stop control (TASC) beacon, 30 (30A, 30B) ... departure signal, 31 (31B) ... first long beacon, 32 (32A, 32B) ... first direct beacon, 40 (40B) ... traffic signal, 41 (41B)...Second long beacon, 42 (42B)...Second direct beacon, R...Train track, T...Train, X (XA, XB)...Station stop position, Y (YB)...Signal stop position

According to one aspect of the invention, a train control system is provided. In the train control system, a speed verification pattern is set based on the position information of the beacon, and the speed verification pattern includes a maximum speed pattern based on the maximum speed on the train route and a It includes a speed limit pattern and a traffic signal protection pattern for the traffic signal installed on the train track, and the speed of the train does not exceed the speed on the pattern showing the lowest speed among these patterns according to the position of the train. It is configured to perform acceleration/deceleration control.

According to another aspect of the present invention, there is provided a train control system including a ground coil installed at a predetermined position on a train track and an on-board device mounted on a train running on the train track. In the train control system, the on-board device acquires the position information of the beacon, generates a speed check pattern based on the acquired position information of the beacon, and the speed check pattern is generated according to the train running A maximum speed pattern based on the maximum speed on the road, a speed limit pattern for the speed limit section on the train track, and a traffic signal protection pattern for the traffic signal installed on the train track. It is configured to perform acceleration/deceleration control of the train within a range not exceeding the speed on the pattern showing the lowest speed according to the position .

Claims (5)

A train control system in which a speed check pattern is set based on position information of a beacon, and acceleration/deceleration control of the train is performed within a range not exceeding the speed on the speed check pattern. A ground coil installed at a predetermined position on a train runway;
an on-board device mounted on a train running on the train track;
including
The on-board device acquires the position information of the beacon, generates a speed verification pattern based on the acquired position information of the beacon, and controls the speed of the train within a range not exceeding the speed on the speed verification pattern. configured to perform acceleration/deceleration control,
train control system. The on-board device generates a speed reference pattern for an automatic train stop function and a speed reference pattern for automatic operation of the train based on the acquired position information of the beacon, and performs automatic operation of the train. while accelerating, coasting and decelerating the train to follow the speed check pattern for the automatic train stop function, if the speed of the train T exceeds the corresponding speed on the speed check pattern for the automatic train stop function. configured to stop trains,
The train control system according to claim 2. The speed check pattern for automatic operation of the train T is a pattern in which each speed on the pattern is set to a speed lower than the corresponding speed on the speed check pattern for the automatic train stop function, or the automatic train stop function 4. The train control system according to claim 3, wherein the speed check pattern for is shifted in a direction opposite to the running direction of the train. The speed check pattern for the automatic train stop function includes a maximum speed pattern based on the maximum speed information of the corresponding section on the train track, a speed limit pattern for the speed limit section on the train track, and a speed limit pattern for the speed limit section on the train track. and a signal advance protection pattern for the installed signal,
The speed check patterns for automatic operation of the train correspond to the operating speed pattern corresponding to the maximum speed pattern, the speed pattern for the speed limit section corresponding to the speed limit pattern, and the traffic signal rush protection pattern. including a traffic light stop pattern;
The train control system according to claim 3 or 4.

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