JP2024057720A - Automatic train operation device - Google Patents

Abstract

[Problem] To provide an automatic train operation device that can prevent train skid even when a driver is not on board. [Solution] An on-board control device 14 as an automatic train operation device that controls the running state of a train from departure from a station to the next station in accordance with a running pattern includes a running control unit 142 and an acceleration/deceleration detection unit 143 that detects the acceleration/deceleration of the train. The running control unit 142 is configured to detect wheel slip of the train when the acceleration/deceleration (acceleration) of the train detected by the acceleration/deceleration detection unit 143 while the train is accelerating exceeds an acceleration threshold, and to switch the running pattern used to control the running state of the train from a normal running pattern to a running pattern for preventing skid when wheel slip of the train is detected. [Selected Figure] Figure 2

Description

The present invention relates to an automatic train operation device that is configured to control the running state of a train from departure from a station to the next station according to a running pattern.

One example of an automatic train operation device is the train operation control device described in Patent Document 1. The train operation control device described in Patent Document 1 has a line section information storage means provided in ground equipment that stores predetermined line section information of the track on which the train runs, a transmission means that transmits the predetermined line section information stored in the ground equipment to the train, an operation pattern creation means provided in an on-board device mounted on the train running on the track that creates a predetermined operation pattern based on the transmitted predetermined line section information, and a control means that controls the acceleration and deceleration of the train based on the created predetermined operation pattern.

JP 2004-66988 A

If automated train operation becomes widespread, it will be possible to reduce the costs of securing and training drivers. However, in sections of lines with railroad crossings and other obstacles, it is difficult to fully automate (unmanned) train operation from the standpoint of ensuring safety in the event of an emergency. For this reason, GoA2.5 level automated operation (automated operation with a tour guide) is being considered, in which an attendant (a tour guide without a driver's license) is on board to monitor the road ahead, etc.

Trains may skid during bad weather such as snow or when the rails are frozen. If a train skids, the emergency brake is likely to be activated from a fail-safe perspective, and stopping the train using the emergency brake would hinder stable train operation. Therefore, it is desirable to operate the train in a way that prevents skid during bad weather or when the rails are frozen. In trains with a driver on board, the driver can determine the possibility of train skid from past experience and the behavior of the vehicle, and operate the train in a way that prevents skid. However, trains that perform automatic operation at the GoA2.5 level do not have a driver on board. As a result, there is a risk that the frequency of train skids will increase during bad weather or when the rails are frozen, and that the number of incidents in which trains are stopped by the emergency brake will increase.

The present invention aims to provide an automatic train operation device that can prevent train skids even when the driver is not on board.

According to one aspect of the present invention, an automatic train operation device that controls the running state of a train from departure from a station to the next station according to a running pattern is configured to switch the running pattern from a normal running pattern to an anti-skid running pattern that has a lower allowable maximum speed and deceleration than the normal running pattern when wheel spin of the train is detected.

The present invention provides an automatic train operation device that can prevent train skids even when the driver is not on board.

1 is a diagram showing a schematic configuration of an example of a train control system to which an automatic train operation device according to an embodiment of the present invention is applied. FIG. 2 is a block diagram showing the configuration of an on-board control device as an automatic train operation device. FIG. 2 is a diagram showing an overview of control of the running state of a train by an on-board control device. FIG. 2 is a diagram showing an overview of control of the running state of a train by an on-board control device. FIG. 2 is a diagram showing an overview of control of the running state of a train by an on-board control device. FIG. 2 is a diagram showing an overview of control of the running state of a train by an on-board control device. FIG. 2 is a diagram showing an overview of control of the running state of a train by an on-board control device. FIG. 2 is a diagram showing an overview of control of the running state of a train by an on-board control device. FIG. 2 is a diagram showing an overview of control of the running state of a train by an on-board control device. FIG. 2 is a diagram showing an overview of control of the running state of a train by an on-board control device. FIG. 2 is a diagram for explaining the processing performed by the on-board control device to prevent the wheels of a train from slipping. FIG. 2 is a diagram for explaining the processing performed by the on-board control device to prevent the train from skidding. FIG. 2 is a diagram for explaining the processing performed by the on-board control device to prevent the train from skidding. FIG. 2 is a diagram for explaining the processing performed by the on-board control device to prevent the train from skidding. FIG. 2 is a diagram for explaining the processing performed by the on-board control device to prevent the train from skidding. FIG. 2 is a diagram for explaining the processing performed by the on-board control device to prevent the train from skidding. 10 is a flowchart showing an example of processing (switching of running patterns) performed by an on-board control device to prevent a train from skidding.

Figure 1 is a diagram showing the schematic configuration of an example of a train control system to which an automatic train operation device according to one embodiment of the present invention is applied. In the train control system shown in Figure 1, a train route R that passes through a number of stations (only one of which, station S, is shown in Figure 1) is equipped with a number of ground coils as ground-side equipment. A train T that runs on the train route R is equipped with an on-board coil 11, a speed generator 12, an on-board database 13, and an on-board control device 14 as an automatic train operation device. Although not limited to this, in this embodiment, automatic operation at a GoA2.5 level is performed, and an attendant is on board the train T to monitor the front, etc., but a driver is not on board.

[Groundside equipment]
The plurality of ground coils as the ground side equipment are installed at different positions on the train running path R. Each of the plurality of ground coils is configured to transmit its own identification information (hereinafter referred to as "ground coil ID") and various information as ground coil information to the on-board coil 11 of the train T passing above it. In this embodiment, the plurality of ground coils include two fixed position stop control ground coils (hereinafter referred to as "TASC ground coils") 21, 22. The two TASC ground coils 21, 22 are mainly 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). The plurality of ground coils also include four ground coils 31 to 34 interlocked with a departure signal 30 installed on the exit side of each station (here, station S) and four ground coils 41 to 44 interlocked with a home signal 40 installed on the entrance side of each station (here, station S).

The two TASC ground coils 21, 22 are installed just before the station stop position X of station S, as seen from train T heading towards station S. Hereinafter, of the two TASC ground coils 21, 22, the ground coil 21 that is farther from the station stop position X of station S will be referred to as the "first TASC ground coil 21," and the ground coil 22 that is closer to the station stop position X of station S will be referred to as the "second TASC ground coil 22."

The first TASC ground coil 21 is installed in front of station S as seen from train T heading to station S, and is close to station S. The second TASC ground coil 22 is installed in station S, at a position several tens of meters (e.g., 30 m) before station stop position X. The first TASC ground coil 21 and the second TASC ground coil 22 transmit their own ground coil IDs and distance information from their own positions to station stop position X of station S as the ground coil information.

The four ground coils 31-34 linked to the departure signal 30 are installed in front of the departure signal 30 as seen by a train T heading towards the departure signal 30. Hereinafter, of the four ground coils 31-34 linked to the departure signal 30, the ground coil 31 installed nearest to the front will be referred to as the "first long ground coil 31", and the remaining three ground coils 32-34 will be referred to as the "first direct below ground coil 32", the "first advance protection ground coil 33", and the "first spare direct below ground coil 34".

The first long ground coil 31 is installed at the position farthest from the departure signal 30. The first long ground coil 31 is the ground coil that first transmits the departure signal 30's indication information to the on-board coil 11 of the train T. The first long ground coil 31 is installed before the first TASC ground coil 21 as seen from the train T heading to station S. When the departure signal 30 is in a proceeding state, the first long ground coil 31 transmits its own ground coil ID and information indicating that the departure signal 30 is in a proceeding state (hereinafter referred to as "departure signal 30's proceeding state information") as the ground coil information. When the departure signal 30 is in a stop state, the first long ground coil 31 transmits its own ground coil ID and information indicating that the departure signal 30 is in a stop state (hereinafter referred to as "departure signal 30's stop state information") as the ground coil information.

The first direct below ground coil 32, the first advance protection ground coil 33, and the first spare direct below ground coil 34 are installed in this order between the station stop position X and the departure signal 30 at station S, that is, near the exit of station S, in the direction of travel of train T.

The first directly below ground coil 32 is installed at a position close to the station stop position X at station S. When the departure signal 30 indicates a proceeding phase, the first directly below ground coil 32 transmits its own ground coil ID and the proceeding phase information of the departure signal 30 as the ground coil information. In addition, when the departure signal 30 indicates a stop phase, the first directly below ground coil 32 transmits its own ground coil ID and immediate stop information to activate the emergency brakes of train T (i.e., to bring train T to an emergency stop) as the ground coil information.

The first anti-advancement protection ground coil 33 is installed inside the first direct-behind ground coil 32, i.e., closer to the departure signal 30 than the first direct-behind ground coil 32. The first spare direct-behind ground coil 34 is installed inside the first anti-advancement protection ground coil 33, i.e., closer to the departure signal 30 than the first anti-advancement protection ground coil 33 (just before the departure signal 30). Like the first direct-behind ground coil 32, the first anti-advancement protection ground coil 33 and the first spare direct-behind ground coil 34 transmit their own ground coil ID and the proceeding aspect information of the departure signal 30 as the ground coil information when the departure signal 30 is indicating a proceeding aspect, and transmit their own ground coil ID and the immediate stop information as the ground coil information when the departure signal 30 is indicating a stop aspect.

The four ground coils 41-44 linked to the home signal 40 are installed in front of the home signal 40 when viewed from a train T heading towards the home signal 40. Hereinafter, of the four ground coils 41-44 linked to the home signal 40, the ground coil 41 installed nearest to the front will be referred to as the "second long ground coil 41", and the remaining three ground coils 42-44 will be referred to as the "second direct below ground coil 42", the "second anti-advancement protection ground coil 43", and the "second spare direct below ground coil 44".

The second long ground coil 41 is installed at the position farthest from the home signal 40. The second long ground coil 41 is the ground coil that first transmits the home signal 40's indication information to the on-board coil 11 of the train T. The second long ground coil 41 is installed at a position several hundred meters (e.g., 600 m) before the home signal 40. When the home signal 40 is in a proceeding state, the second long ground coil 41 transmits its own ground coil ID and information indicating that the home signal 40 is in a proceeding state (hereinafter referred to as "home signal 40's proceeding state information") as the home signal information. When the home signal 40 is in a stop state, the second long ground coil 41 transmits its own ground coil ID and information indicating that the home signal 40 is in a stop state (hereinafter referred to as "home signal 40's stop state information") as the home signal information.

The second direct below ground coil 42, the second advance protection ground coil 43, and the second reserve direct below ground coil 44 are installed in this order in the running direction of the train T between the home signal 40 and a train stop position (hereinafter referred to as the "signal stop position") Y where the home signal 40 stops the train T when the home signal 40 indicates a stop phase. In this embodiment, the signal stop position Y is set at a position several tens of meters (e.g., 80 m) before the home signal 40.

The second directly below ground coil 42 is installed at a position close to the signal stop position Y. When the home signal 40 indicates a proceeding aspect, the second directly below ground coil 42 transmits its own ground coil ID and the proceeding aspect information of the home signal 40 as the ground coil information. When the home signal 40 indicates a stop aspect, the second directly below ground coil 42 transmits its own ground coil ID and the immediate stop information as the ground coil information.

The second anti-advancement protection ground coil 43 is installed inside the second direct-behind ground coil 42, i.e., closer to the home signal 40 than the second direct-behind ground coil 42. The second spare direct-behind ground coil 44 is installed inside the second anti-advancement protection ground coil 43, i.e., closer to the home signal 40 than the second anti-advancement protection ground coil 43 (just before the home signal 40). Like the second direct-behind ground coil 42, the second anti-advancement protection ground coil 43 and the second spare direct-behind ground coil 44 transmit their own ground coil ID and the proceeding aspect information of the home signal 40 as the ground coil information when the home signal 40 is indicating a proceeding aspect, and transmit their own ground coil ID and the immediate stop information as the ground coil information when the home signal 40 is indicating a stop aspect.

[Onboard equipment]
The on-board coil 11 is attached to the lower part (preferably the lower front part) of the train T. The on-board coil 11 receives the ground coil information transmitted from each on-board coil when the train T passes above each on-board coil installed on the train running path R. The ground coil information received by the on-board coil 11 is sent to the on-board control device 14.

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

The on-board database 13 stores information about the train route R and information about each ground coil. The information about the train route R includes maximum speed information for the train route R. The information about the ground coil includes position information of each ground coil installed on the train route R (e.g., position information associated with a ground coil ID).

As shown in FIG. 2, the on-board control device 14 has a speed/distance detection unit 141 and a driving control unit 142.

The speed/distance detection unit 141 detects (calculates) the speed and travel distance of the train T based on the output signal of the speed generator 12.

The running control unit 142 controls the running state of the train T. In this embodiment, the running control unit 142 outputs a powering notch command to apply the power (driving force) of the driving device 15 of the train T to the axles of the train T to accelerate the train T (acceleration control). The running control unit 142 also stops the output of the powering notch command to coast the train T (coasting control). Furthermore, the running control unit 142 outputs a brake notch command to apply the braking force of the service brake device 16 of the train T to the axles or wheels of the train T to decelerate the train T (deceleration control). Here, the powering notch command includes a designation of a notch stage (powering notch stage) for setting (adjusting) the output (driving force) of the driving device 15 of the train T, and the brake notch command includes a designation of a notch stage (brake notch stage) for setting (adjusting) the braking force of the service brake device 16 of the train T. Below, the control of the running state of the train T by the running control unit 142 will be specifically described.

[Departing from station and re-starting]
When the train T is stopped at the station stop position X of the station S, if the departure signal 30 indicates a proceeding state and the train T's staff performs a start operation, the running control unit 142 of the on-board control device 14 causes the train T to depart from the station stop position X of the station S (station departure). Also, when the train T is stopped at the signal stop position Y, if the home signal 40 indicates a proceeding state and the train T's staff performs a start operation, the running control unit 142 causes the train T to start from the signal stop position Y (restart). Specifically, the running control unit 142 outputs a brake release command to release the service brake device 16, and outputs the powering notch command to cause the train T to depart (start).

[Inter-station running]
When the running control unit 142 departs the train T from the station stop position X, it runs the train T at a low speed equal to or lower than a predetermined speed (e.g., 15 km/h). Similarly, when the running control unit 142 starts the train T that has stopped at a signal stop position Y (i.e., when the train T that has stopped between stations is restarted), it runs the train T at a low speed equal to or lower than the predetermined speed. Then, when the running control unit 142 acquires the position information of the ground coil, it generates a speed inspection pattern P1 and an operation pattern P2 based on information on the train running route R and the acquired position information of the ground coil.

Here, the running control unit 142 stops the train T if it does not acquire position information of the ground coil even after the train T has traveled a predetermined distance since it started traveling. The predetermined distance is set to be greater than the distance between the train stop position (station stop position X or signal stop position Y) and the ground coil (first directly below ground coil 32 or second directly below ground coil 42) that is ahead of the train stop position in the traveling direction of the train T and closest to the train stop position.

In this embodiment, the speed inspection pattern P1 includes a maximum speed pattern based on the maximum speed (maximum section speed) of each section on the train travel route R, and a signal violation protection pattern for signals. The maximum speed pattern is a pattern for preventing the train T from traveling at a speed that exceeds the maximum section speed. The signal violation protection pattern for signals is a pattern for preventing the train T from violating a target signal.

The driving pattern P2 includes a driving pattern corresponding to the maximum speed pattern and a driving pattern corresponding to the signal violation protection pattern. The driving pattern corresponding to the maximum speed pattern is a pattern for running the train T at a speed that is a predetermined speed (e.g., 10 to 15 km/h) lower than the maximum speed of the section. In other words, the driving pattern corresponding to the maximum speed pattern is a pattern in which the allowable upper limit speed (or target speed) of the train T is set to be lower than the maximum speed of the section by the predetermined speed. The driving pattern corresponding to the signal violation protection pattern is a driving pattern for stopping the train T at the signal stop position Y in front of the target signal.

In the following description, the driving pattern corresponding to the maximum speed pattern is referred to as the "normal driving pattern," and the driving pattern corresponding to the traffic light violation protection pattern is referred to as the "traffic light stop pattern."

When the running control unit 142 generates the speed inspection pattern P1 and the operation pattern P2, it controls the running state of the train T according to the operation pattern P2. That is, the running control unit 142 causes the train T to accelerate, coast, run at a constant speed, and/or decelerate so as to follow the operation pattern P2. Specifically, the running control unit 142 controls the running state of the train T according to the pattern of the operation pattern P2 that has the lowest speed depending on the position of the train T.

In addition, the running control unit 142 is configured to stop the train T using the emergency brake device 17 when the speed of the train T exceeds the speed inspection pattern P1 (corresponding speed above).

[Stop at station]
When the train T approaches the station S and receives distance information from the first TASC ground coil 21 to the station stop position X of the station S via the on-board coil 11, the running control unit 142 generates a station stop pattern P3 for stopping the train T slightly before the station stop position X of the station S. Then, when the running control unit 142 generates the station stop pattern P3, it controls the running state of the train T according to the station stop pattern P3. That is, the running control unit 142 decelerates the train T so as to follow the station stop pattern P3. At that time, the running control unit 142 adjusts the deceleration state of the train T based on the distance information to the station stop position X of the station S received from the second TASC ground coil 22 via the on-board coil 11, and finally stops the train T at the station stop position X.

Next, referring to Figures 3 to 10, an overview of the control of the running state of train T performed by the running control unit 142 (i.e., the on-board control device 14 as an automatic train operation device) from the time train T departs from Station A to the time it arrives at Station B will be described. In Figures 3 to 10, dashed lines indicate speed inspection pattern P1, solid lines indicate operation pattern P2 and station stopping pattern P3, and double lines indicate the running trajectory (speed and position) of train T. In addition, in Figures 3 to 10, with regard to the above-mentioned ground-side equipment, equipment related to Station A has an "A" added to the end of the symbol, and equipment related to Station B has an "B" added to the end of the symbol.

Figure 3 shows the state immediately after train T departs from station stop position XA at Station A. When train T departs, the running control unit 142 accelerates train T to close to the predetermined speed, and then coasts or travels at a constant speed (see the double line in Figure 3). In other words, immediately after departing from the station, the running control unit 142 runs train T at a low speed that is equal to or lower than the predetermined speed.

Here, because the departure signal 30A at Station A is indicating proceed, the first direct below ground coil 32A, the first anti-advancement protection ground coil 33A, and the first spare direct below ground coil 34A do not transmit the immediate stop information. Therefore, train T passes through the first direct below ground coil 32A, the first anti-advancement protection ground coil 33A, and the first spare direct below ground coil 34A.

Figure 4 shows the state when train T, which departs from station stop position XA, moves to the first directly below ground coil 32A linked to the departure signal 30A of station A. When train T moves to the first directly below ground coil 32A, the running control unit 142 receives the ground coil ID of the first directly below ground coil 32A and the progress indication information of the departure signal 30 from the first directly below ground coil 32A via the on-board coil 11. Then, the running control unit 142 accesses the on-board database 13 to obtain the position information of the first directly below ground coil 32A. As a result, the running control unit 142 grasps the position of train T. Then, the running control unit 142 detects the position of train T based on the grasped position of train T and the running distance of train T detected by the speed/distance detection unit 141.

When the travel control unit 142 determines the position of the train T, it accesses the on-board database 13 and generates a speed check pattern P1 by referring to information on the corresponding section (here, between stations A and B) of the train route R. The speed check pattern P1 includes a maximum speed pattern based on the maximum speed between stations A and B, and a signal violation protection pattern for the station signal 40B at station B (hereinafter referred to as the "first signal violation protection pattern") (see the dashed line in Figure 4).

Furthermore, the driving control unit 142 generates a driving pattern P2 in which each speed on the pattern is set to a speed lower than the corresponding speed on the speed check pattern P1. The driving pattern P2 includes a normal driving pattern corresponding to the maximum speed pattern and a first traffic light stop pattern corresponding to the first traffic light violation protection pattern (see the solid line in Figure 4).

Figure 5 shows the state after the generation of speed check pattern P1 and operation pattern P2. When the running control unit 142 generates speed check pattern P1 and operation pattern P2, it controls the running state of train T according to operation pattern P2. Specifically, the running control unit 142 accelerates train T so as to follow the normal operation pattern, and then coasts train T or runs at a constant speed (see the double line in Figure 5).

Figure 6 shows the state when train T arrives at the second long ground coil 41B linked to the home signal 40B of station B when the home signal 40B of station B is indicating proceeding. When train T arrives at the second long ground coil 41B, the running control unit 142 receives the ground coil ID of the second long ground coil 41B and the proceeding phase information of the home signal 40B from the second long ground coil 41B via the on-board coil 11. Then, the running control unit 142 accesses the on-board database 13 to obtain the position information of the second long ground coil 41B. Then, the running control unit 142 updates (corrects) the position of train T based on the obtained position information of the second long ground coil 41B, and thereafter detects the position of train T based on the updated (corrected) position of train T and the running distance of train T detected by the speed/distance detection unit 141.

Furthermore, upon receiving the progress indication information of the home signal 40B, the travel control unit 142 erases the first signal overtaking protection pattern and the first signal stop pattern. Then, the travel control unit 142 generates a signal overtaking protection pattern for the departure signal 30B of Station B (hereinafter referred to as the "second signal overtaking protection pattern") as a speed check pattern P1, and generates a second signal stop pattern corresponding to the second signal overtaking protection pattern as an operation pattern P2. Therefore, the travel control unit 142 controls the running state of the train T according to the normal operation pattern. Basically, the travel control unit 142 accelerates, coasts, and/or runs at a constant speed to follow the normal operation pattern.

Here, since the station B signal 40B is indicating proceed, the second direct below ground coil 42B, the second anti-overrun protection ground coil 43B, and the second spare direct below ground coil 44B do not transmit the immediate stop information. Therefore, train T passes through the second direct below ground coil 42B, the second anti-overrun protection ground coil 43B, and the second spare direct below ground coil 44B.

Figure 7 shows the state when train T arrives at the first long ground coil 31B linked to the departure signal 30B at station B when the departure signal 30B at station B is indicating proceeding. When train T arrives at the first long ground coil 31B, the running control unit 142 receives the ground coil ID of the first long ground coil 31B and the proceeding phase information of the departure signal 30B from the first long ground coil 31B via the on-board coil 11. Then, the running control unit 142 accesses the on-board database 13 to obtain the position information of the first long ground coil 31B. Then, the running control unit 142 updates (corrects) the position of train T based on the obtained position information of the first long ground coil 31B, and thereafter detects the position of train T based on the updated (corrected) position of train T and the running distance of train T detected by the speed/distance detection unit 141.

Furthermore, upon receiving the proceeding status information of the departure signal 30B, the travel control unit 142 erases the second signal overtaking protection pattern and the second signal stop pattern. Then, the travel control unit 142 generates a third signal overtaking protection pattern (not shown) for the home signal of Station C, which is the next station after Station B, as a speed inspection pattern P1, and generates a third signal stop pattern (not shown) corresponding to the third signal overtaking protection pattern.

Figure 8 shows the state when train T reaches first TASC ground coil 21B. When train T reaches first TASC ground coil 21B, the running control unit 142 receives the ground coil ID of first TASC ground coil 21B and distance information from first TASC ground coil 21B to station stop position XB of Station B via on-board coil 11. Then, based on the received distance information to station stop position XB of Station B, running control unit 142 generates station stop pattern P3 for stopping train T just before station stop position XB.

Figure 9 shows the state after station stop pattern P3 has been generated. When the running control unit 142 generates the station stop pattern P3, it controls the running state of the train T according to the station stop pattern P3. Specifically, the running control unit 142 decelerates the train T so that it follows the station stop pattern P3. At that time, the running control unit 142 adjusts the deceleration state of the train T based on the distance information to the station stop position XB of Station B received from the second TASC ground coil 22B via the on-board coil 11. This allows the train T to stop accurately at the station stop position XB of Station B (see the double line in Figure 9).

Figure 10 shows the case where train T arrives at the second long ground coil 41B when the home signal 40B at station B is indicating a stop. In this case, the running control unit 142 receives the ground coil ID of the second long ground coil 41B and the stop phase information of the home signal 40B from the second long ground coil 41B via the on-board coil 11. When the running control unit 142 receives the stop phase information of the home signal 40B, it maintains the first signal advance protection pattern and the first signal stop pattern. Therefore, the running control unit 142 decelerates train T to follow the first signal stop pattern, and finally stops train T at the signal stop position YB of the home signal 40B at station B (see the double line in Figure 10).

After that, when the station B's home signal 40B indicates proceed and the train T's attendant performs the specified operation to start running, the running control unit 142 starts the train T from the signal stop position YB (restart). Then, when the train T moves to the second directly below ground coil 42B linked to the station B's home signal 40B, the running control unit 142 receives the ground coil ID of the second directly below ground coil 42B and the proceeding phase information of the home signal 40B from the second directly below ground coil 42B via the on-board coil 11. The running control unit 142 then accesses the on-board database 13 to obtain the position information of the second directly below ground coil 42B, and determines the position of the train T based on the obtained position information of the second directly below ground coil 42B.

In addition, upon receiving the proceeding indication information of the home signal 40B, the running control unit 142 erases the first signal overtaking protection pattern, generates the second signal overtaking protection pattern as the speed check pattern P1, and generates the second signal stop pattern as the operation pattern P2 (see FIG. 6). After that, the process is the same as when the train T arrives at the second long ground coil 41B when the home signal 40B at Station B is indicating a proceeding indication.

In this way, the running control unit 142 (i.e., the on-board control device 14 as an automatic train operation device) is configured to control the running state of train T from departure from station A to station B according to the running patterns (running pattern P2 and station stopping pattern P3).

As described above, in this embodiment, automatic operation at GoA2.5 level is performed, and no driver is on board the train T. Therefore, compared to when a driver is on board the train T, there is a risk that the frequency of train T skidding will increase in bad weather or when the rails are frozen, and that the number of incidents in which the train T is stopped by emergency braking will increase. Therefore, in this embodiment, the running control unit 142 of the on-board control device 14 further controls the running state of the train T as follows, thereby suppressing the occurrence of train T skidding and the associated stopping of the train T by emergency braking.

First, in this embodiment, the on-board control device 14 further includes an acceleration/deceleration detection unit 143 (see FIG. 2). The acceleration/deceleration detection unit 143 is configured to detect (calculate) the rate of change of the speed of the train T per unit time as the acceleration/deceleration of the train T (km/h/s) based on the output signal of the tachograph 12. When the train T is accelerating, the acceleration/deceleration of the train T is detected (calculated) as a positive value (i.e., acceleration), and when the train T is decelerating, the acceleration/deceleration of the train T is detected (calculated) as a negative value (i.e., deceleration).

The running control unit 142 also stores a judgment threshold for acceleration (hereinafter referred to as the "acceleration threshold") for detecting wheel spin of the train T for each powering notch stage of the powering notch command. Then, when the running control unit 142 is outputting the powering notch command, in other words, when the train T is accelerating, if the acceleration/deceleration of the train T (i.e., the acceleration of the train T) calculated by the acceleration/deceleration detection unit 143 exceeds the acceleration threshold corresponding to the powering notch stage of the powering notch command, the running control unit 142 detects wheel spin of the train T.

When the running control unit 142 detects the wheels of the train T spinning, it determines that the train T may skid during the subsequent deceleration of the train T, and generates a new running pattern. The new running pattern to be generated is a pattern for preventing the train T from skidding, and the allowable maximum speed (or target speed) and deceleration of the train T are set lower than the normal running patterns (hereinafter simply referred to as "normal running patterns"), that is, the running pattern P2 and the station stop pattern P3. After the new running pattern is generated, the running control unit 142 controls the running state of the train T according to the new running pattern instead of the normal running pattern (running pattern P2, station stop pattern P3). In other words, the running control unit 142 switches the running pattern used to control the running state of the train T from the normal running pattern to the new running pattern. In the following, the new running pattern is referred to as the "running pattern P4 for preventing skid". In addition, in this embodiment, the anti-slip driving pattern P4 includes an anti-slip driving pattern corresponding to the driving pattern P2 of the normal driving pattern, and an anti-slip station stop pattern corresponding to the station stop pattern P3 of the normal driving pattern.

Below, with reference to Figures 11 to 17, we will explain the processing that the travel control unit 142 (i.e., the on-board control device 14 as an automatic train operation device) performs to prevent train T from slipping.

11 corresponds to FIG. 5, and shows a case where the acceleration of the train T exceeds the acceleration threshold value corresponding to the powering notch stage at position Z when the travel control unit 142 accelerates the train T to follow the normal travel pattern of the travel pattern P2 after the generation of the speed inspection pattern P1 and the travel pattern P2. In this case, the travel control unit 142 detects the wheel spin of the train T at position Z and generates the anti-skid travel pattern of the anti-skid travel pattern P4. The anti-skid travel pattern to be generated includes a travel pattern (hereinafter referred to as a "low-speed travel pattern") in which the allowable upper limit speed (or target speed) of the train T is lower than that of the normal travel pattern of the travel pattern P2, and a travel pattern (hereinafter referred to as a "first reduced speed pattern") in which the deceleration of the train T is lower than that of the first signal stop pattern of the travel pattern P2, as shown by the dashed line in FIG. 11. As is clear from FIG. 11, the anti-skid operation pattern can also be described as a pattern in which the train T starts to decelerate at a position earlier than the operation pattern P2 with respect to the signal stop position YB where the train T is stopped, and the train T is decelerated at a lower deceleration rate than the operation pattern P2.

Figure 12 shows the state after the anti-slide driving pattern is generated. When the running control unit 142 generates the anti-slide driving pattern, it controls the running state of the train T according to the anti-slide driving pattern (the low-speed running pattern) instead of the running pattern P2 (the normal running pattern). Therefore, the running speed of the train T is suppressed compared to normal times when the running state of the train T is controlled according to the running pattern P2 (the normal running pattern) (i.e., wheel spin of the train T is not detected).

Figure 13 corresponds to Figure 6 and shows the situation when train T reaches the second long ground coil 41B linked to station B's station signal 40B when station B's station signal 40B indicates proceed after the anti-skid operation pattern is generated. Upon receiving the proceeding indication information of station B's station signal 40B, the running control unit 142 erases the first signal violation protection pattern, the first signal stop pattern, and the first reduced speed pattern. Therefore, the running control unit 142 continues to control the running state of train T according to the low-speed operation pattern. In addition, the running control unit 142 generates the second signal violation protection pattern and generates the second reduced speed pattern, in which the deceleration of train T is lower than that of the second signal stop pattern, as the anti-skid operation pattern instead of the second signal stop pattern of operation pattern P2.

Although not shown, after the anti-skid operation pattern is generated, when the departure signal 30B at Station B is indicating proceed, and the train T reaches the first long ground coil 31B linked to the departure signal 30B at Station B, the running control unit 142 erases the second signal violation protection pattern and the second reduced speed pattern. Then, the running control unit 142 generates the third signal violation protection pattern and generates a third reduced speed pattern (the anti-skid operation pattern) in which the train deceleration is lower than that of the third signal stop pattern, instead of the third signal stop pattern (running pattern P2).

Figure 14 corresponds to Figure 8 and shows the state when train T reaches first TASC ground coil 21B after the occurrence of the anti-slip operation pattern. When train T reaches first TASC ground coil 21B, running control unit 142 receives distance information from first TASC ground coil 21B to station stop position XB of Station B via on-board coil 11. Then, running control unit 142 generates anti-slip station stop pattern with lower deceleration than normal station stop pattern P3 (Figure 8).

Figure 15 corresponds to Figure 9 and shows the state after the station stop pattern for preventing slippage is generated. When the running control unit 142 generates the station stop pattern for preventing slippage, it decelerates the train T so that it follows the station stop pattern for preventing slippage, and adjusts the deceleration state of the train T based on the distance information received from the second TASC ground coil 22B to stop the train T at the station stop position XB (see the double line in Figure 15). Thus, the train T decelerates at a lower deceleration than normal (Figure 9) and stops at the station stop position XB of Station B.

Figure 16 corresponds to Figure 10, and shows a case where train T reaches second long ground coil 41B when station B's home signal 40B is in a stop state after the occurrence of the anti-skid operation pattern. The running control unit 142 receives the stop state information of the home signal 40B, and maintains the first signal advance protection pattern, the first signal stop pattern, and the first reduced speed pattern. Then, the running control unit 142 decelerates train T to follow the first reduced speed pattern, and stops train T at signal stop position YB of station B's home signal 40B (see double line in Figure 16). In this case, train T starts decelerating at a position (a position farther from home signal 40B) in front of home signal 40B than in normal times (Figure 10), and decelerates at a lower deceleration than normal to stop at signal stop position YB.

Figure 17 is a flowchart showing an example of processing (switching of running patterns) performed by the running control unit 142 to prevent the wheels of train T from slipping. This flowchart shows the processing when train T departs from station A and runs without stopping at signal stop position YB of home signal 40B at station B. This flowchart is also started, for example, when train T departs from station stop position XA at station A.

In step S1, the driving control unit 142 determines whether or not it has acquired the position information of the first directly below ground coil 32A. Then, when the driving control unit 142 acquires the position information of the first directly below ground coil 32A, it proceeds to the processing of step S2.

In step S2, the driving control unit 142 generates a speed inspection pattern P1 and a driving pattern P2 (see Figure 4).

In step S3, the traveling control unit 142 judges whether or not the powering notch command is being output (whether or not the train T is accelerating). If the powering notch command is not being output, the traveling control unit 142 proceeds to processing in step S4. On the other hand, if the powering notch command is being output (the train T is accelerating), the traveling control unit 142 proceeds to processing in step S6.

In step S4, the travel control unit 142 determines whether or not distance information to the station stop position XB of Station B has been received. If distance information to the station stop position XB of Station B has been received, the travel control unit 142 proceeds to processing in step S5. On the other hand, if distance information to the station stop position XB of Station B has not been received, the travel control unit 142 returns to processing in step S3.

In step S5, the travel control unit 142 generates station stop pattern P3 (see FIG. 8). Then, when the station stop pattern P3 is generated, the travel control unit 142 ends this flow.

In step S6, the running control unit 142 inputs the acceleration/deceleration of the train T (i.e., the acceleration of the train T) from the acceleration/deceleration detection unit 143.

In step S7, it is determined whether the input acceleration of the train T exceeds the acceleration threshold value corresponding to the powering notch stage of the powering notch command. If the acceleration of the train T is equal to or less than the acceleration threshold value, the traveling control unit 142 proceeds to processing of step S4. On the other hand, if the acceleration of the train T exceeds the acceleration threshold value, the traveling control unit 142 proceeds to processing of step S8.

In step S8, the travel control unit 142 detects wheel spin of the train T.

In step S9, the running control unit 142 generates the anti-slip operation pattern (see FIG. 12). As a result, the running control unit 142 controls the running state of the train T according to the anti-slip operation pattern (the low-speed operation pattern) instead of the operation pattern P2 (the normal operation pattern).

In step S10, the travel control unit 142 determines whether or not distance information to the station stop position XB of Station B has been received. Then, when the travel control unit 142 receives distance information to the station stop position XB of Station B, the process proceeds to step S11.

In step S11, the travel control unit 142 generates the anti-slip station stopping pattern (see FIG. 14). Then, after generating the anti-slip station stopping pattern, the travel control unit 142 ends this flow.

As described above, in this embodiment, the on-board control device 14 serving as an automatic train operation device includes a running control unit 142 and an acceleration/deceleration detection unit 143.

The running control unit 142 is configured to control the running state of the train T from departure from a station to the next station in accordance with the running patterns (operating pattern P2 and station stopping pattern P3). That is, the running control unit 142 is configured to accelerate the train T, coast the train T, run the train T at a constant speed, and decelerate the train T so as to follow the running patterns.

When the running control unit 142 outputs the powering notch command to accelerate the train T, it detects wheel spin of the train T if the acceleration/deceleration (acceleration) of the train T detected by the acceleration/deceleration detection unit 143 exceeds an acceleration threshold corresponding to the powering notch stage. When the running control unit 142 detects wheel spin of the train T, it is configured to switch the running pattern used to control the running state of the train T from the normal running pattern (operation pattern P2, station stop pattern P3) to anti-slip running pattern P4 (the anti-slip running pattern, the anti-slip station stop pattern). Here, the anti-slip running pattern P4 has a lower allowable maximum speed (or target speed) and deceleration of the train T set lower than those of the normal running pattern.

Therefore, even if the driver is not on board, the train T can be prevented from skidding in bad weather or when the rails are frozen.

In the above embodiment, the running control unit 142 detects wheel spin of the train T when the acceleration/deceleration (acceleration) of the train T detected by the acceleration/deceleration detection unit 143 during the accelerating running of the train T exceeds the acceleration threshold. However, this is not limited to this. The running control unit 142 can be configured to detect wheel spin of the train T when a parameter usable for detecting wheel spin of the train T exceeds a threshold. For example, as shown by the dashed line in FIG. 2, the on-board control device 14 may include a jerk calculation unit 144. In this case, the jerk calculation unit 144 is configured to calculate a jerk (jerk) from the acceleration/deceleration (acceleration) of the train T detected by the acceleration/deceleration detection unit 143, and the running control unit 142 stores a jerk judgment threshold (jerk threshold) for detecting wheel spin of the train T for each powering notch stage of the powering notch command. The running control unit 142 is configured to detect wheel slip of the train T when the jerk (jerk acceleration) of the train T calculated by the jerk calculation unit 144 exceeds a jerk threshold value while the train T is accelerating.

In addition, in the above-described embodiment, the traveling control unit 142 generates the anti-slip operation pattern (the low-speed operation pattern, the first reduced speed pattern) when it detects wheel spin of the train T. However, this is not limited to this. The traveling control unit 142 may generate the anti-slip operation pattern together with the speed inspection pattern P1 and the operation pattern P2, and when it detects wheel spin of the train T, switch the operation pattern used to control the running state of the train T from the operation pattern P2 to the anti-slip operation pattern.

In the above embodiment, the anti-skid driving pattern is set as a pattern in which the deceleration of the train T is started at a position earlier than the driving pattern P2 with respect to the signal stop position where the train T is stopped, and the train T is decelerated at a lower deceleration than the driving pattern P2. However, this is not limited to this. The anti-skid driving pattern may be set as a pattern in which the deceleration of the train T is started at a position earlier than the driving pattern P2 with respect to the signal stop position where the train T is stopped, the train T is decelerated at a lower deceleration than the driving pattern P2 when the speed of the train T exceeds a predetermined speed, and the train T is decelerated at the same deceleration as the driving pattern P2 when the speed of the train T falls below the predetermined speed. In this case, the predetermined speed is set to a speed of the train T at which there is no risk of the wheels of the train T skidding.

Furthermore, in the above embodiment, when the traveling control unit 142 acquires the position information of the ground coil, it generates the normal driving pattern and the signal stop pattern as the driving pattern P2. However, this is not limited to this. When a speed limit section or the like exists on the train traveling route R, the traveling control unit 142 can be configured to further generate a driving pattern for a speed limit section. This driving pattern for a speed limit section is a pattern for making the train T enter the speed limit section at a speed equal to or lower than the speed limit and for making the train T run through the speed limit section at a speed equal to or lower than the speed limit. In this case, when the traveling control unit 142 detects wheel spin of the train T, it can be further configured to create a skid prevention driving pattern having a lower maximum allowable speed and deceleration than the driving pattern for the speed limit section.

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

1...Train control system, 11...On-board coil, 12...Speed generator, 13...On-board database, 14...On-board control device (automatic train operation device), 15...Drive device, 16...Service brake device, 17...Emergency brake device, 30...Departure signal, 40...Home signal, 141...Speed/distance detection unit, 142...Travel control unit, 143...Acceleration/deceleration detection unit, R...Train track, S...Station, T...Train

Claims (8)

An automatic train operation device that controls the running state of a train from departure from a station to the next station according to a running pattern,
and when wheel slippage of the train is detected, the running pattern is switched from a normal running pattern to a skid prevention running pattern having a lower allowable maximum speed and a lower deceleration than those of the normal running pattern.
Automatic train operation device. The automatic train operation device according to claim 1, wherein the anti-skid running pattern is set as a pattern in which the train starts to decelerate at a position closer to the train stop position where the train is to be stopped than the normal running pattern, and the train is decelerated at a lower deceleration than the normal running pattern. The automatic train operation device according to claim 1, wherein the anti-skid running pattern is set as a pattern in which the train starts to decelerate at a position earlier than the normal running pattern with respect to the train stop position where the train is stopped, the train is decelerated at a lower deceleration than the normal running pattern when the train speed exceeds a predetermined speed, and the train is decelerated at the same deceleration as the normal running pattern when the train speed falls below the predetermined speed. The automatic train operation device according to claim 1, configured to switch the running pattern from the normal running pattern to the anti-skid running pattern when a parameter for detecting wheel slip of the train exceeds a threshold value. an acceleration detection unit that detects the acceleration of the train based on an output signal of a speed generator attached to an axle of the train;
5. An automatic train operation device for trains as described in claim 4, configured to switch the running pattern from the normal running pattern to the anti-skid running pattern when the detected acceleration of the train exceeds an acceleration threshold value. The automatic train operation device according to claim 5, wherein the acceleration threshold is set according to a notch stage of a powering notch command outputted to accelerate the train. an acceleration detection unit that detects the acceleration of the train based on an output signal of a speed generator attached to an axle of the train; and a jerk calculation unit that calculates a jerk (jerk) of the train from the detected acceleration of the train,
5. An automatic train operation device for trains as described in claim 4, configured to switch the running pattern from the normal running pattern to the anti-skid running pattern when the calculated train jerk exceeds a jerk threshold. The automatic train operation device according to claim 7, wherein the jerk threshold is set according to the notch stage of a powering notch command outputted to accelerate the train.