JP2022143947A - train control system - Google Patents

Abstract

To provide a train control system which can prevent ignorance of a train while performing train control with ground-on-board communication using a ground element as a base.SOLUTION: In a train control system 1, an on-board device 14 of a train T controls the train T so that the train stops at a signal stop position Y in front of a home signal 40 when receiving stop indication information of the home signal 40 from a second long ground element 41 via an on-board element 11. Further, in the train control system 1, a second direct ground element 42, a second ignorance protection ground element 43 and a second preliminary direct ground element 44, that transmit instantaneous stop information when the home signal 40 indicates stop, are installed between the signal stop position Y and the home signal 40.SELECTED DRAWING: Figure 1

Description

There is an application for exception to loss of novelty

The present invention relates to train control systems.

Conventionally, automatic train operation has been 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 newly install the 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 automatic train operation is achieved by combining ATS and ATO devices instead of combining ATC and ATO devices, in other words, ground-on-board communication using ground coils is used as the base. If automatic train operation is realized, it will be possible to significantly reduce the cost of introducing automatic train operation on existing routes (that is, introduction cost) compared to the past. However, when performing train control based on ground-to-car communication using ground coils, information can only be given to trains in terms of ground coils. It may not be possible to prevent it.

SUMMARY OF THE INVENTION Accordingly, the present invention provides a train control system capable of preventing the train from running while controlling the train based on ground-to-car communication using ground coils.

According to one aspect of the present invention, the train is controlled to stop at a stop position in front of the signal, including a beacon that transmits stop indication information when the signal indicates the stop indication, and upon receiving the stop indication information. A train control system is provided that The train control system further includes at least one beacon installed between the stop position and the signal for transmitting immediate stop information when the signal indicates a stop.

According to another aspect of the present invention, there is provided a train control system that controls a train based on beacon information transmitted from a beacon installed on a train track. In the train control system, between a train stop position for stopping the train and a signal located in front of the train stop position in the running direction of the train, immediate stop information is transmitted when the signal indicates a stop. Multiple ground coils are installed.

According to still another aspect of the present invention, a first beacon installed on a train track and transmitting stop indication information of the predetermined signal when the predetermined signal is in the stop indication; an on-board device mounted on a running train for controlling the train to stop at a signal stop position in front of the predetermined signal upon receiving stop indication information of the predetermined signal from the first beacon; A train control system is provided that includes: The train control system further includes a second beacon installed between the signal stop position and the predetermined signal on the train running route, for transmitting immediate stop information when the predetermined signal indicates a stop. The on-board device is configured to operate an emergency brake to stop the train upon receiving the immediate stop information from the second ground coil.

According to the present invention, it is possible to provide a train control system capable of preventing the train from running while performing train control based on ground-to-car communication using ground coils.

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.

A train control system according to an embodiment of the present invention will be described below with reference to the drawings. In the following explanation, "train" refers to various vehicles that run on a predetermined running route (train running route). It also includes vehicles that run on dedicated tracks with rubber tires, etc. In addition, it is assumed that a plurality of stop stations (hereinafter simply referred to as "stations") are provided on the "train route".

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

[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 and 22, four ground coils 31 to 34 interlocking with the 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 four ground coils 41 to 44 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.

Four ground coils 31 to 34 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 . Incidentally, hereinafter, among the four beacons 31 to 34 interlocked with the departure signal 30, the beacon 31 installed closest is referred to as the "first long beacon 31", and the remaining three beacons 32 to 34 are referred to as "first direct ground coil 32", "first advent protection ground coil 33" and "first backup ground ground coil 34".

The first long beacon 31 is installed at the farthest position from the departure signal 30 . The first long beacon 31 is a beacon that first transmits the indication 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, the first escaping protection ground coil 33, and the first backup ground coil 34 are installed in this order in the running direction of the train T between the station stop position X at the station S and the departure signal 30. It is

The first direct ground coil 32 is installed at a position near 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.

The first escape protection ground coil 33 is installed inside the first direct ground coil 32, that is, at a position closer to the departure signal 30 than the first direct ground coil 32, and the first backup ground coil 34 is installed in the first It is installed inside the escaping protection ground coil 33 , that is, at a position closer to the departure signal 30 than the first escaping protection ground coil 33 (immediately before the departure signal 30 ). For example, when the train T stopped inside the first direct ground coil 32 erroneously starts (erroneously departs), the train T advances beyond the departure signal 30 indicating the stop ( That is, it is provided to prevent the departure signal 30 from being run over. In addition, the first backup direct undercooker 34 mainly informs the train T side of the departure signal 30 as close to the departure signal 30 as possible when the departure signal 30 changes from the progress indication to the stop indication, thereby It is provided to apply the brakes (to stop the train T immediately).

In this embodiment, the first advancing protection beacon 33 transmits progress indication information of the departure signal 30 as beacon information when the departure signal 30 is in the proceeding indication, and when the departure signal 30 is in the stop indication. , the immediate stop information is transmitted as beacon information. Further, similarly to the first direct ground beacon 32, when the departure signal 30 is the progress indication, the first backup direct beacon 34 uses its own beacon ID and the progress indication information of the departure signal 30 as the beacon information. When the departure signal 30 indicates a stop, it transmits its own beacon ID and the immediate stop information as beacon information.

Four ground coils 41 to 44 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. - 特許庁Incidentally, hereinafter, among the four ground coils 41 to 44 interlocked with the traffic signal 40, the ground coil 41 installed closest is referred to as the "second long ground coil 41", and the remaining three ground coils 42 to 44 are referred to as "second direct ground coil 42", "second advent protection ground coil 43" and "second backup ground ground coil 44".

The second long beacon 41 is installed at the farthest position from the traffic light 40 . The second long ground coil 41 is a ground coil that first transmits the indication 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, the second protection ground coil 43, and the second spare ground ground coil 44 are train stop positions (hereinafter referred to as "signal stop positions") for stopping the train T when the traffic signal 40 indicates a stop. ) Y and the house signal 40 in the running direction of the train T in this order. In this embodiment, the signal stop position Y is set at a position several tens of meters (for example, 80 m) in front of the traffic light 40 .

The second direct ground coil 42 is installed at a position near the signal stop position Y. As shown in FIG. 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.

The second escape protection ground coil 43 is installed inside the second direct ground coil 42, that is, at a position closer to the traffic signal 40 than the second direct ground coil 42, and the second backup ground coil 44 is installed in the second It is installed inside the opening protection ground coil 43 , that is, at a position closer to the home signal 40 than the second opening protection ground coil 43 (immediately before the home signal 40 ). The second running protection ground coil 43 prevents the train T from advancing beyond the stop indication signal 40 (i.e., the ground signal 40) is provided to prevent it. Mainly when the domestic signal 40 changes from the progress mode to the stop mode, the second backup direct ground coil 44 notifies the fact to the train T side as close as possible to the domestic signal 40 and applies an emergency brake to the train T. It is provided to make the train stop (immediately stop the train T).

In this embodiment, the second running protection beacon 43 transmits progress indication information of the home signal 40 as beacon information when the home signal 40 is in the proceeding state, and when the home signal 40 is in the stop state. , the immediate stop information is transmitted as beacon information. Similarly to the second direct ground signal 42, the second direct ground signal 44 uses its own ground signal ID and the progress status information of the signal 40 as the ground signal information when the traffic signal 40 is in progress. When the in-house signal 40 indicates a stop, it 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 In addition, 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. In this embodiment, the on-board device 14 is configured to automatically control running of the train T and/or to control running of the train T based on the operation of the crew of the train T. . 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). For example, when the train T is stopped at the signal stop position Y, the traffic signal 40 is in the progress mode 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 of the train T is operated to start the train T (restart). That is, the on-board device 14 is configured to cause the train T to start running based on a running start operation by the train crew member. 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. For example, when the train T is equipped with a wireless device or the like as the on-board equipment, the on-board device 14 receives a run start command wirelessly transmitted by the wireless device or the like and causes the train T to start running. can be

[Running between stations]
When the train T starts from the station S, the on-board device 14 causes the train T to run at a predetermined speed (for example, 15 km/h) or lower. Similarly, when the train T that has stopped between stations is started (that is, when the train T is restarted), the on-board device 14 causes the train T to run at a low speed equal to or lower than the predetermined speed. 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 does not receive beacon information from the beacon via the on-board coil 11 even after the train T has traveled the first predetermined distance after starting running, that is, when the position information of the beacon is not acquired, the train T is stopped. Then, the on-board device 14 disables automatic running control of the train T (automatic operation of the train T). In addition, the first predetermined distance includes a train stop position (for example, a station stop position X or a signal stop position Y) and a beacon located ahead of the train stop position in the running direction of the train T and closest to the train stop position. (for example, the first direct ground coil 32 and the second direct ground coil 42).

On the other hand, the on-board device 14 receives beacon information from the beacon via the on-board coil 11 during the period from when the train T starts running until it runs the first predetermined distance, and determines the position of the beacon. When the information is acquired, a speed check pattern is generated, and the train T is controlled to accelerate and decelerate within a range not exceeding the corresponding speed on the speed check pattern.

Specifically, in the present embodiment, the on-board device 14 uses a speed check pattern for the automatic train stop function (hereinafter referred to as "ATS speed 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 signal one ahead is set so that the train T can be stopped in front of (immediately) the signal one ahead when the signal one ahead is in the stop mode. This is a pattern for decelerating the train T.

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 The pattern may be shifted by a second predetermined distance (eg, 50 to 100 m) in the direction opposite to the running direction of the train T. In the present embodiment, the ATO speed check 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 pattern corresponding to the traffic signal advance protection pattern. including. 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 interlocking with the preceding traffic signal via the on-board coil 11, The signal advance protection pattern for the signal and the corresponding signal stop pattern are erased, and the signal advance protection pattern for the next signal and the corresponding signal stop pattern (new signal advance protection pattern and new signal stop pattern ). 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. It is designed to be

[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 of Station A indicates the progress, the first direct beacon 32A, the first escape protection beacon 33A and the first backup direct beacon 34A do not transmit the immediate stop information. Therefore, the train T passes above the first direct ground coil 32A, the first adventitious protection ground coil 33A, and the first backup direct ground coil 34A.

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 to stop the train T at a signal stop position YB set several tens of meters (e.g., 80 m) in front of the home signal 40B at B station.

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 appropriately set based on the speed of the train T at the start of coasting, the brake performance 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 (corrects) the position of the train T based on the acquired position information of the second long beacon 41B, and thereafter updates (corrects) the position of the train T and speed power generation The position of the train T is detected based on the output signal of the machine 12 .

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 (see the double line in FIG. 8). Then, 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 (corrects) the position of the train T based on the acquired position information of the first long beacon 31B, and thereafter updates (corrects) the position of the train T and speed power generation The position of the train T is detected based on the output signal of the machine 12 .

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. Then, the on-board device 14 is connected to a traffic signal (not shown) that is one further ahead, that is, a signal that is one ahead of the departure signal 30 at B station (for example, a traffic signal at C station, which is the station next to 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.

Therefore, the ATO speed check pattern for the train T that has reached above the first long beacon 31B 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 (corrects) the position of the train T based on the acquired position information of the first TASC ground coil 21B, and thereafter updates (corrects) the position of the train T and the tachometer The position of the train T is detected based on the output signal of 12. 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, train T stops at station stop position XB (position of second TASC ground coil 22B) of station B (see double line in FIG. 11).

By the way, even if the train T travels the first predetermined distance after departing from the station stop position XA of Station A due to a failure of the first direct undercoach 32A or the like, the on-board device 14 will not operate through the on-board coil 11. There may be a case where the beacon ID of the first direct beacon 32A is not received from the first direct beacon 32A, that is, the position information of the first direct beacon 32A is not acquired. In such a case, the on-board device 14 cannot grasp the position of the train T on which it is mounted, and cannot generate the ATS speed check pattern or the ATO speed check pattern. In other words, safe running of the train T is not ensured. Therefore, the on-board device 14 quickly stops the train T and disables automatic running control of the train T (automatic operation of the train T). However, the train T can be manually operated by the crew of the train T (especially the driver).

Further, immediately after the train T departs from the station stop position XA of the A station, the departure signal 30A of the A station may change from the progress indication to the stop indication. In such a case, the on-board device 14 receives the immediate stop information via the on-board coil 11 when the train T reaches above the first direct ground coil 32A or the first escape protection ground coil 33A, By this, the emergency brake of the train T is operated and the train T is stopped. Therefore, the train T can be prevented from running past the departure signal 30A. Alternatively, the on-board device 14 receives the immediate stop information via the on-board coil 11 when the train T reaches above the first standby direct ground coil 34A, thereby operating the emergency brake of the train T. to stop the train T. Therefore, for example, even if the departure signal 30 changes from the progress indication to the stop indication just before the train T reaches the vicinity of the departure signal 30, the train T can be immediately stopped to avoid danger. Become.

Furthermore, even if the train T that has stopped inside the first direct ground coil 32A erroneously starts, the on-board device 14 will prevent the train T from reaching above the first escape protection ground coil 33A. 11 to receive said immediate stop information, thereby activating the emergency brakes of the train T to bring the train T to a stop. Therefore, the train T can be prevented from running past the departure signal 30A. Alternatively, the on-board device 14 receives the immediate stop information via the on-board coil 11 when the train T reaches above the first standby direct ground coil 34A, thereby operating the emergency brake of the train T. to stop the train T. Therefore, for example, even if the train T stops inside the first escape protection ground coil 33A and erroneously starts, the train T can be immediately stopped to avoid danger.

In this embodiment, when the on-board device 14 receives the immediate stop information from the first direct ground coil 32A or the first escape protection ground coil 33A via the on-board coil 11 and stops the train T, the train Automatic running control of T (automatic operation of train T) is prohibited. This is because, in this case, there is a high possibility that the train T has erroneously departed or erroneously started, and there is a risk that the safe running of the train T cannot be ensured.

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, as in the case where the traffic light 40B at the B station indicates the progress (Figs. 6 and 7), the ATO speed check still remains for the train T passing above the second long beacon 41B. 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. Then, the on-board device 14 stops the train T at the signal stop position YB of the house signal 40B of station B (see the double line in FIG. 14).

After that, when the traffic signal 40B at the B station indicates the progress 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.

Here, due to a failure of the second direct beacon 42B or the like, even if the train T travels the first predetermined distance after starting from the signal stop position YB, There may be a case where the beacon ID of the second direct beacon 42B is not received, that is, the position information of the second direct beacon 42B is not acquired. In such a case, the on-board device 14 cannot accurately grasp the position of the train T on which it is mounted, and safe running of the train T is not sufficiently ensured. Therefore, the on-board device 14 quickly stops the train T and disables automatic running control of the train T (automatic operation of the train T). However, the train T can be manually operated by the crew of the train T (especially the driver).

Also, there is a possibility that the traffic light 40B at the B station changes to the stop indication immediately after the train T starts from the signal stop position YB. In this case, the on-board device 14 receives the immediate stop information via the on-board coil 11 when the train T reaches above the second direct ground coil 42B or the second running protection ground coil 43B, thereby , the emergency brake of the train T is actuated to stop the train T. Therefore, it is possible to prevent the train T from running past the house signal 40B. Alternatively, the on-board device 14 receives the immediate stop information via the on-board coil 11 when the train T reaches above the second standby direct ground coil 44B, thereby activating the emergency brake of the train T. to stop the train T. Therefore, for example, even if the traffic signal 40 changes from the progress mode to the stop mode just before the train T reaches the vicinity of the traffic signal 40, the train T can be stopped immediately to avoid danger. Become.

Furthermore, even if the train T that has stopped inside the second direct ground coil 42B erroneously starts, the on-board device 14 will prevent the train T from reaching above the second escape protection ground coil 43B. The immediate stop information is received via the child 11, thereby activating the emergency brake of the train T to stop the train T. Therefore, it is possible to prevent the train T from running past the house signal 40B. Alternatively, the on-board device 14 receives the immediate stop information via the on-board coil 11 when the train T reaches above the second standby direct ground coil 44B, thereby activating the emergency brake of the train T. to stop the train T. Therefore, for example, even if the train T stopped inside the second escape protection ground coil 43B erroneously starts, it is possible to immediately stop the train T to avoid danger.

In this embodiment, when the on-board device 14 receives the immediate stop information from the second direct ground coil 42B or the second escape protection ground coil 43B via the on-board coil 11 and stops the train T, the train Automatic running control of T (automatic operation of train T) is prohibited. This is because, in this case, there is a high possibility that the train T has erroneously started, and there is a risk that the safe running of the train T cannot be ensured.

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 case where the train T reaches above the first long ground coil 31B when the departure signal 30B of the B station indicates the progress. do.

As described above, in the train control system 1 according to the present embodiment, the on-board device 14 of the train T controls the second long ground signal via the on-board coil 11 when the traffic signal 40B at the B station indicates a stop. When the stop indication information of the home signal 40B is received from the slave 41B, the train T is controlled to stop at the signal stop position YB in front of the home signal 40B at the B station. Specifically, the on-board device 14 of the train T decelerates the train T according to the first signal stop pattern to stop the train T at the signal stop position YB. The train control system 1 also includes a second direct ground coil 42B, a second adventitious protection ground coil 43B, and a second spare direct ground coil 44B. The second direct ground coil 42B, the second escaping protection ground coil 43B, and the second spare direct ground coil 44B are installed between the signal stop position YB and the traffic signal 40B, and when the traffic signal 40B indicates a stop. to transmit the immediate stop information. Then, the on-board device 14 of the train T receives the immediate stop information via the on-board coil 11 from either the second direct ground coil 42B, the second escape protection ground coil 43B, or the second backup ground coil 44B. Then, the emergency brake of the train T is operated and the train T is stopped.

Therefore, according to the train control system 1 according to the present embodiment, it is possible to prevent the train T from overrunning the house signal 40B and/or minimize the overrunning distance.

Further, in the train control system 1 according to the present embodiment, between the station stop position XA of the A station and the departure signal 30A immediately ahead of the station stop position XA of the train T in the traveling direction of the train T, a first A direct ground coil 32A, a first escape protection ground coil 33A and a first backup ground coil 34A are installed, and these transmit the immediate stop information when the departure signal 30A indicates a stop. Similarly, between the signal stop position YB and the home signal 40B immediately ahead of the signal stop position YB in the running direction of the train T, there are a second direct ground coil 42B, a second running protection ground coil 43B and a second backup ground coil. A direct ground coil 44B is installed, and these transmit the immediate stop information when the traffic signal 40B indicates a stop. Then, the on-board device 14 of the train T receives the immediate stop information via the on-board coil 11 from the first direct ground coil 32A, the first escape protection ground coil 33A, or the first backup ground coil 34A, or , the second direct ground coil 42B, the second escape protection ground coil 43B or the second spare direct ground coil 44B via the on-board coil 11, the emergency brake of the train T is operated to stop the train T. stop.

Therefore, according to the train control system 1 according to the present embodiment, it is possible to prevent the train T from overrunning the departure signal 30A and/or minimize the overrunning distance, can be prevented from advancing and/or the advancing distance can be minimized.

Further, the train control system 1 according to the present embodiment causes the train T to run at a low speed equal to or lower than the predetermined speed immediately after the start of running, and sets a speed check pattern by acquiring the position information of the beacon. is configured to perform acceleration/deceleration control of the train T within a range not exceeding the speed of . For example, when the train T departs from A station, the on-board device 14 of the train T causes the train T to run at a low speed equal to or lower than the predetermined speed, and the position of the first direct ground coil 32A interlocked with the departure signal 30A of the A station. Once the information is obtained, it generates the ATS speed check pattern for automatic shutdown functions and the ATO speed check pattern for automatic train operation. Then, the on-board equipment 14 of the train T accelerates, coasts, and decelerates the train T based on the speed of the train T and the ATO speed check pattern so as to follow the ATO speed check pattern. , to stop 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-on-train 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 device is configured to generate the ATS speed check pattern and to stop the train T when the speed of the train T exceeds the corresponding speed on the ATS speed check pattern, and the ATO device is configured to It is configured to generate an ATO speed verification pattern and to accelerate, coast and decelerate the train T to follow said ATO speed verification pattern.

In the above-described embodiment, two TASC ground coils 21 and 22 are used to stop the train T at the train stop position X of each station, and a departure signal 30 is installed on the exit side of each station. 1 beacon 31 to 34 and 4 beacons 41 to 44 interlocked with a house signal 40 installed at the entrance side of each station are installed on the train running route R as the ground equipment. However, it is not limited to this. The number of TASC 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 home 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 required.

Further, an intermediate beacon may be further installed between the second long beacon 41 and the second direct beacon 42 as a beacon 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 indication-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, even if at least one of the first opening protection ground coil 33 and the first backup ground coil 34 is omitted, or at least one of the second opening protection ground coil 43 and the second backup ground ground coil 44 is omitted. good.

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 33 (33A, 33B) Second 1 advance protection ground coil, 34 (34A, 34B)... 1st spare direct ground coil, 40 (40B)... signal in the hall, 41 (41B)... 2nd long ground coil, 42 (42B)... 2nd direct ground ground coil, 43 (43B)... 2nd escape protection ground coil, 44 (44B)... 2nd spare direct ground coil, R... train track, T... train, X (XA, XB)... station stop position, Y (YB)... Signal stop position

According to one aspect of the present invention, the train is controlled to stop at a stop position in front of the signal, including a beacon that transmits stop indication information when the signal indicates a stop indication, and upon receiving the stop indication information. A train control system capable of automatically operating a train is provided. The train control system further includes a plurality of beacons for transmitting immediate stop information between the stop position and the signal when the signal is in a stop state, and a beacon near the stop position. Receipt of immediate stop information disables automatic train operation .

According to another aspect of the present invention, there is provided a train control system capable of automatically operating a train, which controls the train based on beacon information transmitted from a beacon installed on a train track. In the train control system, between a train stop position for stopping the train and a signal located in front of the train stop position in the running direction of the train, immediate stop information is transmitted when the signal indicates a stop. A plurality of ground coils are installed , and automatic train operation is disabled by receiving immediate stop information from a ground coil near the train stop position .

According to still another aspect of the present invention, a first beacon installed on a train track and transmitting stop indication information of the predetermined signal when the predetermined signal is in the stop indication; It is mounted on a running train, capable of automatic operation of the train, and stops at a signal stop position in front of the predetermined signal when receiving stop indication information of the predetermined signal from the first beacon. A train control system is provided that includes on-board equipment for controlling a train. The train control system includes a second beacon installed between the signal stop position and the predetermined signal on the train running route, and transmitting immediate stop information when the predetermined signal indicates a stop, and the A third beacon closer to the predetermined signal than the second beacon is further included, and the on-board device operates an emergency brake upon receiving immediate stop information from the second beacon or the third beacon. automatic operation of the train is disabled when immediate stop information is received from the second ground coil and the train is stopped .

Claims (6)

A train control system that includes a beacon that transmits stop indication information when a signal is in a stop indication, and controls the train to stop at a stop position in front of the signal when the stop indication information is received,
The train control system further comprising at least one beacon installed between the stop position and the traffic signal for transmitting immediate stop information when the traffic signal is in a stop indication. A train control system for controlling a train based on beacon information transmitted from a beacon installed on a train runway,
A plurality of beacons for transmitting immediate stop information when the signal indicates a stop is provided between a train stop position for stopping the train and a signal located in front of the train stop position in the running direction of the train. Installed train control system. Immediately after the start of running, the train is run at a low speed equal to or lower than a predetermined speed, and thereafter, when receiving beacon information of a predetermined beacon and acquiring position information of the predetermined beacon, a speed check pattern is generated and generated. 3. The train control system according to claim 1 or 2, wherein the train is accelerated, coasted and decelerated within a range not exceeding the speed on the speed reference pattern. a first beacon installed on a train track for transmitting stop indication information of a predetermined signal when the predetermined signal is in a stop indication;
It is mounted on a train running on the train track and controls the train to stop at a signal stop position in front of the predetermined signal when receiving stop indication information of the predetermined signal from the first beacon. an on-board device;
A train control system comprising
further comprising a second beacon installed between the signal stop position and the predetermined signal on the train track, and transmitting immediate stop information when the predetermined signal indicates a stop,
When the on-board device receives the immediate stop information from the second ground coil, the on-board device operates an emergency brake to stop the train.
train control system. further comprising a third beacon installed at a position closer to the predetermined signal than the second beacon on the train runway, and transmitting immediate stop information when the predetermined signal indicates a stop indication;
When the on-board device receives the immediate stop information from the third ground coil, the on-board device operates an emergency brake to stop the train.
The train control system according to claim 4. further comprising a fourth beacon installed in front of the first beacon on the train running path in the running direction of the train;
When the on-board device receives the beacon information of the fourth beacon and acquires the position information of the fourth beacon, the on-board device receives a first speed check pattern for an automatic train stop function and for automatic operation of the train. to accelerate, coast and decelerate the train to follow the second speed check pattern while the speed of the train exceeds the corresponding speed on the first speed check pattern. configured to stop the train if exceeded;
The first speed verification pattern includes a traffic signal protection pattern for the predetermined traffic signal, and the second speed verification pattern includes a traffic signal stop pattern for stopping the train at the signal stop position,
The on-board device erases the traffic signal advance protection pattern and the traffic signal stop pattern when receiving progress indication information of the predetermined traffic signal from the first beacon, and stops the predetermined traffic signal from the first beacon. When the present information is received, the signal advance protection pattern and the signal stop pattern are maintained, and the train is decelerated according to the signal stop pattern to stop the train at the signal stop position.
The train control system according to claim 4 or 5.

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