JP3303106B2 - Train control system - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a train control system for automatically controlling a plurality of trains traveling on a single route.

[0002]

2. Description of the Related Art In a system such as a railway in which a plurality of trains travel on a single track, in order to prevent an accident due to a rear-end collision, control for limiting the speed of a following train according to the current position of the preceding train is performed. The system is important for the safe operation of trains. Conventionally known train control systems include:
In some cases, the allowable speed of the following train is set according to the interval from the preceding train, and when the following train exceeds the allowable speed, the brake is automatically activated to decelerate, thereby limiting the train speed. As a current specific example, in a train control system using stair control ATC (automatic train control), the ground equipment performs a train detection for each closed section set to be fixed to a track, and a preceding train The allowable speed is set for each closed section behind the train based on the position of the train, and the allowable speed information (ATC signal) is continuously transmitted to each closed section. As the following train approaches the preceding train, the ground equipment follows the signal deployment and the low speed ATC
Indicate a signal. Then, when the subsequent train receives an ATC signal at a speed lower than the train speed, the train determines that the allowable speed has been exceeded from the speed check, and automatically issues a brake command to perform deceleration control. As described above, in the conventional ATC system, speed control is performed on a block section basis. When a train enters a block section in which deceleration control is performed, it is necessary to decelerate to an allowable speed in that section. Therefore, the length of the closed section is determined according to the vehicle having the worst braking performance in consideration of safety. For this reason, a vehicle having good braking performance completes the deceleration to the allowable speed early, that is, the deceleration completion distance is short, so that the remaining section where the vehicle is driven at a low speed and the constant speed becomes long. From this, the closed section length includes a useless margin. Further, in the conventional ATC system, the brake is operated every time the vehicle enters the deceleration closed section. Therefore, the time from when the ATC signal is received to when the brake is operated, that is, the brake idle running time and the brake idle time are calculated. The travel distance of the train during the travel time, that is, the brake idle travel distance also occurs for each closed section. As a result, the control step of the train is wasted, and the length of the closed section further includes a surplus margin. Furthermore, in the conventional ATC system, since the allowable speed of the train is set for each fixed block section, even when the rear part of the preceding train is going to advance from a certain block section, the subsequent train is An ATC signal that can enter the closed section is not instructed.
For this reason, the subsequent train is controlled so as not to proceed further than the preceding train unless the operation interval of at least one fixed block section is left at least. As described above, the conventional ATC system is fully considered in terms of safety. However, in recent years, fine-grained train control corresponding to high-speed and high-density operation is required, and a control system that can perform optimal train control even when trains with various vehicle performances are mixed is desired. ing. The above-mentioned conventional speed control in a fixed block section does not correspond to various vehicle performances, and the average deceleration when the station stops is reduced, so the train operation interval is increased, and the train speed and This makes high-density operation difficult.

Therefore, instead of the conventional ATC system,
Information (train control information) indicating the deceleration target position and the deceleration target speed determined by the position of the preceding train, the state of the switch, the end of the track, the existence of a speed limit section, etc. is transmitted from the ground equipment to the train, and the train uses this information. It is conceived to create a continuous unique brake pattern in consideration of the train performance of the train on the basis of the train pattern, and to perform speed check and deceleration control of the train based on the created brake pattern. According to such a train control system, the idle braking time occurs only once at the first time, and since the braking performance corresponds to each vehicle, the deceleration completion distance is similarly necessary and sufficient for each vehicle. A large amount is secured, and no useless room is generated. Therefore, the train operation interval can be reduced as compared with the conventional ATC system, and higher-speed and higher-density operation becomes possible. As such a technique, for example, a moving blockage system using a moving blockage type automatic train control method disclosed in Japanese Patent Laid-Open No. 2-109770 is known. Further, regarding the above-mentioned brake pattern, for example, “Railway Research Institute Report VOL.
No. 5 (May 1993) ", JP-A-3-29576.
0 publication. However, when realizing the above-mentioned moving blockage system, when transmitting information indicating the deceleration target position to the train, in order to increase the control accuracy of the train operation interval, it is possible to finely indicate the deceleration target position. In addition, the amount of information to be transmitted becomes very large. As a result, the increase in the transmission amount hinders a reduction in the train operation interval. That is, when transmission is performed by wireless communication between the ground device and the train, the frequency band is severely limited. Furthermore, since the system is responsible for the safe operation of trains, the error rate of the entire system must be kept low, and transmission with the necessary redundancy must be performed. Therefore, if the amount of transmission between the ground equipment and the train increases, the time required for transmission increases, and the transmission repetition cycle also increases. That is, it takes a certain amount of time for the ground equipment to transmit the train control information determined from the current position of the preceding train and the like, and the train control information received by the train is based on the position of the preceding preceding train, and eventually In addition, the purpose of the moving blockage system, which is to reduce the interval between train operations, is limited. The above-mentioned problem becomes conspicuous when the accuracy of the information indicating the deceleration target position is similarly set to be uniformly high in order to increase the control accuracy of the train operation interval. However, in train control, high-precision information is required when the current position of the train is close to the deceleration target position, and when the train is far away from the deceleration target position, The information indicating the deceleration target position with high accuracy is not always indispensable. Because, as the train is farther from the target deceleration position, the permissible speed at the current position of the train is higher due to the characteristics of the brake pattern, and therefore, it is assumed that the train is running at a higher speed. In this case, since the train has a large movement amount per unit control cycle, the train control inevitably has lower control accuracy with respect to the train position. This event does not depend on the accuracy of the information indicating the deceleration target position where the train is instructed from the ground device. Therefore, providing control target information with an accuracy exceeding the limit of the control accuracy of the train at that time to a train running at high speed wastes the amount of transmission.

[0004] Further, in realizing the above-mentioned moving obstruction system, it is required that deceleration can be surely completed before a deceleration target position instructed by the ground equipment. At this time,
The distance that the train travels in the free running time from the time when the deceleration control command is issued by the result of the speed check based on the brake pattern to the time when the brake operation actually starts, that is, the free running distance is the train This is an element to be considered in the above-mentioned brake pattern in order to ensure control safety. As a technique for considering such a brake idle distance in a brake pattern, an automatic train driving device disclosed in, for example, Japanese Patent Application Laid-Open No. 7-99708 is known as a related technique. In the above disclosed technology, the target deceleration pattern as a target of the follow-up control for accurately guiding the train to the stop target position is provided. In addition to this, the target deceleration pattern at each speed is calculated from the target deceleration pattern. A curve connecting the points obtained by moving the points on the speed pattern forward by the brake idle distance is held as a stop control transition pattern. The time when the train arrived at the stop control transition pattern was defined as the start time of the stop control, and the vehicle was decelerated at a predetermined deceleration after the brake idle running time from the start of the stop control, thereby following the target deceleration pattern. Control will be realized. However, in this method, the train keeps two curves ending at the same stop target point, or at each stop control opportunity, the target deceleration pattern and the brake idle distance, and the stop control transition pattern therefrom. Each operation will be performed. Therefore, the amount of information to be stored or the amount of calculation is increased, which is liable to be restricted by the storage capacity and processing performance of the on-board device mounted on the train. Therefore, the above-described technique is applied to the moving occlusion system, that is, the deceleration target position can be continuously changed in each control cycle, and is responsible for ensuring the safety of train operation. It presents a problem when it is applied to a train control system that is required to operate.

[0005]

SUMMARY OF THE INVENTION In view of the circumstances described above, an object of the present invention is to reduce the amount of information transmitted from a ground device to a train, from a train to a ground device, or from train to train, and to transmit the information. An object of the present invention is to provide a train control system suitable for suppressing information processing to a low load, ensuring the safety of train operation control, and shortening the operation interval of each train.

[0006]

In order to solve the above problems, information on the distance used for train control from a ground device to a train, from a train to a ground device, or from a train to another train is stored in a range of values. The train control system transmits the information as quantized distance information that has been quantized according to. Here, a train control ground device mounted on the ground device and a train control on-board device mounted on the train are provided, and distance information creating means for creating information on a distance used for train control, and Distance information converting means for performing quantization conversion processing according to the range of the distance information and generating quantized distance information, and converting the quantized distance information into a distance corresponding to the expression. Respectively. In this case, the distance information quantization means has a conversion table referred to in the quantization conversion processing. Also,
Performs a quantization conversion process of converting the distance to the deceleration target position instructed by the ground device into a variable quantization step whose value changes according to the range of the value, based on the distance information rounded by the variable quantization step. A train control system that executes train operation control. Further, the ground device determines a deceleration target position and a deceleration target speed for each of the trains based on at least one of a current position of each of a plurality of trains traveling on the track, a route opening condition, and a speed limit section. A quantization conversion in which a device creates information on a deceleration completion distance of a section from the current position of the train to the deceleration target position, and converts the information into a variable quantization step in which a value changes according to a value range of the deceleration completion distance. Performing the process, creating quantized deceleration complete distance information, outputting the quantized deceleration complete distance information and the deceleration target speed as train control information for the train, and the train control on-board device controls the train control information for the train. Quantized deceleration completion distance information and deceleration target speed are extracted from the above, and the quantization deceleration completion distance information is converted into a deceleration completion distance according to the expression.
The train control system creates a brake pattern based on the deceleration target speed, the deceleration completion distance, and the current position.

Here, in the quantization conversion processing for the distance used for the train control or the deceleration completion distance, the value of the distance used for the train control is used as the value of the quantization step used for the quantization conversion processing. Alternatively, a value that increases as the value of the deceleration completion distance increases is used. Alternatively, the value of the distance used for the train control or the value of the deceleration completion distance is rounded down to the quantized distance value or the quantized deceleration completion distance value used for the train control used for the quantization conversion process. . Or
In the quantization conversion process for the deceleration completion distance, assuming that the quantization deceleration completion distance value is a traveling distance between the braking operation start time and the deceleration completion time from the braking operation start time to the deceleration target speed as the value of the quantization step. The value of the brake idle distance at the assumed speed at the time of the start of the brake operation is used.

[0008]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows a configuration of a train control system according to Embodiment 1 of the present invention. In FIG. 1, the train control system includes a ground device 1 and a train 7 on the ground side. The train 7 runs on a track on which a plurality of other trains coexist. The train control system according to the present invention includes a train control ground device 2 mounted on the ground device 1 and a train control on-board device 8 mounted on the train 7. In this train control system, the following processing is performed for each control cycle.
First, the position / speed detection device 9 mounted on the train detects the current position and current speed of the own train based on the information of the speed generator 10, and outputs information on the current position of the own train (train status information). Is transmitted to the ground device 1 via the on-board information transmission device 11 mounted on the vehicle. Next, the train control ground device 2 mounted on the ground device 1 receives the current train information on each train on the track including the train via the ground information transmission device 3 mounted on the ground device. Similarly, the train control ground device 2 receives information (opening route information) on the current opening route from the opening route information setting device 4 mounted on the ground device 1. Then, the control target information creating means 201
Sets control target information (target deceleration position and target deceleration speed) for each train based on the current train information and the opening route information. After that, for each train, the deceleration target position is replaced with the distance to the deceleration target position (deceleration completion distance), and this is quantized by the distance information quantization 202. From the above, train control information (quantization deceleration completion and deceleration target speed) for each train is created, and the train control information is transmitted to the ground information transmission device 3.
To each train via. The train control on-board device 8 mounted on the train receives the current position and current speed of the own train from the position / speed detecting device 9, and receives train control information on the own train via the on-board information transmission device 11. I do. Then, the distance information conversion unit 801 converts the quantized deceleration completion distance information included in the train control information into a deceleration completion distance. Based on the deceleration completion distance, the deceleration target speed included in the train control information, and the current position of the own train, a brake pattern is created by the brake pattern creation means 802. After determining the control command of the own train based on the brake pattern, the current position, and the current speed, the control unit outputs speed control command information to the speed control unit 803 mounted on the train. The brake control device 12 controls the brake device 13 according to the speed control command information,
The operation control of the own train is performed so that the speed control up to the deceleration target speed is completed without exceeding the deceleration target position. 14 is a train drive motor, 15 is a track. In the present embodiment, it is assumed that the control target information for each train is determined from a preceding train or a route opening condition for each train. Therefore, the deceleration target speed instructed by the ground device for each train is uniformly set to 0 km / h.

FIG. 2 shows the configuration of the train control ground unit 2 mounted on the ground unit 1. In FIG. 2, the train status information input means 203 receives train status information on each train from each train on the track controlled by the ground device 1 via the ground information transmission device 3 mounted on the ground device. From this, the current position of each train described in the information format used by the subsequent processing means is created. Opening route information input means 204
Receives information (opening route information) on the current opening route from the opening route information setting device 4. From this, the end position of the opening path is created. Control target information creation means 201
Receives the current position of each train from the current train information input means 203 and the terminal position of the open path from the open path information input means 204, and outputs the current position of the preceding train or the terminal position of the open path for each train. A deceleration target position and a deceleration target speed determined by the above are created. The deceleration completion distance information creating means 205 receives the current position of each train and the deceleration target position of each train from the control target information creating means 201, and for each train, the deceleration target position and the current position of the train. Create the deceleration completion distance determined by the difference between This is output to distance information quantization means 202. The distance information quantization means 202 receives the deceleration completion distance for each train from the deceleration completion distance information creating means 205. Then, for each train, the deceleration completion distance is quantized according to the value by referring to a predetermined conversion table, and information on the quantized deceleration completion distance (quantized deceleration completion distance information) is obtained. create. This is output to the train control information output means 206. The train control information output means 206 receives the quantized deceleration completion distance information for each train from the distance information quantization means 202 and the deceleration target speed for each train from the control target information calculation means 201, and integrates these information. To create train control information for each train. This is output to the ground information transmission device 3. Although not shown in FIG. 2, after the processing by the train control information output means 206, the ground information transmission device 3 transmits the train control information on each train to each train on the track controlled by the ground device 1.

FIG. 3 shows a configuration of a train control on-board device 8 mounted on a train. In FIG. 3, the position / speed input means 804 receives the position / speed information output from the position / speed detection device, and converts the information into the current position and current speed of the own train described in the information format used by the subsequent processing means. Convert. The train control information input unit 805 selects the on-board information transmission device 1 from the train control information transmitted from the ground device 1 to each train.
1 receives, from the on-board information transmission device 11, the train control information on the own train received by the vehicle. Quantized deceleration completion distance information and deceleration target speed are extracted from the train control information. Distance information conversion means 801 receives the quantized deceleration completion distance information on the own train from train control information input means 805. The quantized deceleration completion distance information is converted into a deceleration completion distance by referring to a predetermined inverse conversion table according to the expression. The inverse conversion table used for converting the quantized deceleration completion distance information into the deceleration completion distance in the train control on-board device 8 is used for converting the deceleration completion distance into the quantized deceleration completion distance information in the train control ground device 2. It is a one-to-one correspondence with the conversion table. The brake pattern creation unit 802 receives the deceleration target speed related to the own train from the train control information input unit 805, the deceleration completion distance from the distance information conversion unit, and the current position of the own train from the position / speed input unit 804. Using these, a brake pattern to be referred to in the operation control of the own train is created. The brake pattern is composed of a set of an assumed position of the own train and a check speed for speed control of the own train at the assumed position. The speed control means 803 receives the brake pattern from the brake pattern creation means 802 and the position / speed input means 8
From 04, the current position and current speed of the own train are received. Based on this information, the checking speed at the current position of the own train indicated by the brake pattern is compared with the current speed of the own train, and a control command for speed control of the own train is determined based on the result. Speed control command information is created based on the determined command and output to the brake control device 12.

Next, the operation of the train control system thus configured will be described. The operation of the train control ground device 2 mounted on the ground device will be described with reference to the flowchart shown in FIG. 4 shows a flow of a series of processes in a unit control cycle of the train control ground apparatus 2. First, the train control ground apparatus 2 receives the current position of each train on each track on the track controlled by the ground apparatus 1 to the train status information input means 203. Further, the terminal position of the opening path is received by the opening path information input means 204 (step G1). Next, the following process is repeatedly executed for each train (step G2). A train on the track
, A deceleration target position and a deceleration target speed (control target information) for the train t are created based on the mutual relationship between the current position of the preceding train and the terminal position of the opening path (step G3). For the train t, a deceleration completion distance of the train t is created from the deceleration target position of the train t obtained from (Step G3) and the current position of the train t obtained from (Step G2). The deceleration completion distance of the train t is given by the difference between the deceleration target position of the train t and the current position of the train t (step G4). Furthermore,
For the train t, a quantization conversion process is performed on the value of the deceleration completion distance of the train t obtained from (Step G4), and quantization deceleration completion distance information is created (Step G5). Details of the quantization conversion processing of the deceleration completion distance will be described later. Then, for the train t, the train control information related to the train t is created based on the quantized deceleration completion distance information of the train t obtained from (Step G4) and the deceleration target speed of the train t obtained from (Step G5). (Step G6). The above-described processing from (Step G3) to (Step G6) is repeatedly executed for each train on the track controlled by the ground apparatus 1, and train control information for each train is created. Is transmitted (step G7).

Next, the operation of the train control on-board device 8 mounted on the train will be described with reference to the flowchart shown in FIG. The flowchart of FIG.
3 shows a flow of a series of processes in the unit control cycle of FIG.
The train control on-board device 8 first transmits the train control information on the own train received by the on-board information transmission device 11 from the train control information on each train on the track transmitted from the ground device 1 to the on-board information transmission device 11. Receive from. At the same time,
The current position and current speed of the own train are received from the speed detection device 9 (step V1). Next, the quantization deceleration completion distance information included in the train control information on the own train obtained from (Step V1) is inversely transformed into the deceleration completion distance (Step V2). The details of the inverse conversion process of the quantization deceleration completion distance information to the deceleration completion distance will be described later. Next, from the deceleration target speed included in the train control information on the own train obtained from (Step V1), the deceleration completion distance obtained from (Step V2), and the current position of the own train obtained from (Step V1) Then, a brake pattern to be referred to in the operation control of the own train is created (step V3). The brake pattern is composed of a set of an assumed position of the own train and a check speed for speed control of the own train at the assumed position. Further, based on the brake pattern obtained from (Step V3) and the current position and current speed of the own train obtained from (Step V1), the checking speed at the current position of the own train indicated by the brake pattern and the current speed of the own train (Step V4). Based on the comparison result, it is determined whether or not the brake pattern is in conflict, and a control command for speed control of the own train is determined. When the brake pattern is in conflict, the process of (Step V6) is performed, and
If there is no conflict, the process of (Step V7) is performed (Step V5). When the brake pattern is violated, speed control command information containing a brake operation command is created and output to the brake control device 12 to execute deceleration control (step V6). If it does not conflict with the brake pattern, nothing is output (step V7).

Next, the quantization conversion processing of the value of the deceleration completion distance by the distance information quantization means 202 in the train control ground apparatus 2 will be described with reference to the flowchart shown in FIG. Distance information quantizing means 202 first obtains the deceleration completion distance for each train from control target information creating means 201 in train control ground apparatus 2 (step QG).
1). Next, with respect to the deceleration completion distance, reference is made to a predetermined conversion table for converting the value of the deceleration completion distance into a quantization expression (step QG2). Details of this conversion table will be described later. From the reference result of (Step QG2), a quantization expression corresponding to the value of the deceleration completion distance is derived from the conversion table. This quantized expression is used as quantization deceleration completion distance information. (Step QG3). Finally, this quantized deceleration completion distance information is output to the train control information output means 206 in the train control ground device (step QG4).

Next, the inverse conversion process of the quantized deceleration completion distance information to the deceleration completion distance by the distance information conversion means 801 in the train control on-board device 8 will be described with reference to a flowchart shown in FIG. Distance information conversion means 801
First obtains the quantized deceleration completion distance information included in the train control information on the own train from the train control information input means 805 in the train control on-board device (step QV).
1). Next, the quantization deceleration completion distance information is referred to a predetermined inverse conversion table for converting the expression of the quantization deceleration completion distance information into the value of the deceleration completion distance (step QV2). This inverse conversion table has a one-to-one correspondence with a conversion table used for converting the value of the deceleration completion distance into the quantized deceleration completion distance information in the distance information quantization means 202 of the train control ground device. The details of the inverse conversion table will be described later. (Step GV
From the reference result in 2), the value of the deceleration completion distance corresponding to the quantization deceleration completion distance information is derived from the inverse transformation table.
(Step GV3). Finally, the deceleration completion distance is used as the brake pattern creation means 802 in the train control on-board device.
(Step GV4).

Next, a description will be given of a conversion table used for converting the value of the deceleration completion distance into a quantized expression for the distance information quantizing means 202 in the train control ground unit. FIG. 8 shows an example of the conversion table. In FIG. 8, the first column corresponds to each quantization level n, the second column corresponds to each range of deceleration completion distance d corresponding to each quantization level, and the third column corresponds to each range of deceleration completion distance. Quantization deceleration completion distance information d
q (expressed in binary). The quantization conversion process of the value of the deceleration completion distance is performed as follows. First, with respect to the original deceleration completion distance d, a range of values including d is searched from the conversion table. The search is performed by checking the contents of the second column for each quantization level n in the conversion table.
As a result of the search, d in the second column corresponding to the value of the deceleration completion distance d
Is retrieved, the quantization deceleration completion distance information dq corresponding to the quantization level n in that case is extracted. In the case of the present embodiment, the binary representation of the value of the quantization level n is directly used as the corresponding quantized deceleration completion distance information dq corresponding to the deceleration completion distance d. This completes the quantization conversion processing. The above-described quantization conversion processing of the value of the deceleration completion distance d is expressed by the following equation. dq = bin (n) where dn <d ≦ dn + 1 (n = 0, 1, 2,..., 255 (= N)) where bin (n) is a conversion of a natural number n into a binary representation. Show. Further, the upper limit value N of n is derived from the assumption of an 8-bit information amount as the quantization deceleration completion distance information dq in the present embodiment.

Next, an inverse conversion table used for converting the expression of the quantized deceleration completion distance information into the value of the deceleration completion distance with respect to the distance information conversion means 801 in the train control on-board device will be described. FIG. 9 shows an example of the inverse conversion table. In FIG. 9, each quantization level n in the first column, each quantization deceleration completion distance information dq (expressed in binary) corresponding to each quantization level n in the second column, and each quantization level in the third column. The value of each deceleration completion distance d corresponding to the deceleration completion distance information dq is shown. The inverse conversion process of the quantization deceleration completion distance information is performed as follows. First, with respect to the original quantization deceleration completion distance information dq, a quantization level n whose expression of dq matches the content of the second column of the inverse transformation table is searched. As a result of the search,
If the expression of the quantization deceleration completion distance information dq is found in the second column of the inverse conversion table, the deceleration completion distance d = dn corresponding to the quantization level n in that case is derived. The value of dn is the deceleration completion distance d corresponding to the quantized deceleration completion distance information dq.
, Whereby the inverse conversion processing is completed. The inverse conversion process of the expression of the quantization deceleration completion distance information dq is as follows.
It is represented by the following equation. d = dn where n = dec (dq) Here, dec (dq) indicates the conversion of binary expression dq to a decimal value.

Next, a method of setting the value dn (quantized deceleration completion distance value) of the deceleration completion distance d used in the conversion table and the inverse conversion table will be described with reference to the flowchart shown in FIG. The value of the ground device 1 and the train 2 corresponding to the same subscript n of the quantization deceleration completion distance value dn
Values match. The setting of the quantization deceleration completion distance value dn is as follows.
This is performed based on the value of the quantization level n indicated by the suffix of dn. For this purpose, first, a quantization level n is introduced and its value is set (step QD1). Next, an assumed deceleration target speed value Vt to be a control target at the time of operation control in the present embodiment is introduced, and the value is set. In the present embodiment, Vt is uniformly set to 0 km / h (step QD2). Next, a brake deceleration assumed value β used at the time of operation control in the present embodiment is introduced, and the value is set (step QD3).
Next, the brake idle running time assumed value C from when the brake command is determined to when the brake actually starts to operate.
Is introduced and its value is set (step QD4). Next, the deceleration completion distance d is introduced, and its first initial value is set. In the present embodiment, the first initial value of d is set to 0 m (step QD5). Next, it is determined whether the value of the quantization level n set in (Step QD1) is positive. When the determination in this process is true, that is, when the value of the quantization level n is positive, the process from the next (step QD7) is performed.
If the determination is false, the process of (Step QD14) is performed (Step QD6). A variable i is introduced, and 1 is set as its initial value (step QD7). Next, a second initial value is set for the deceleration completion distance d. In the present embodiment, the second initial value of d is set to 10 m (step QD
8). Next, it is determined whether or not the variable i is less than the quantization level n. When the determination in this process is positive, that is, when the variable i is a value equal to or smaller than the quantization level n, the process from the next (step QD10) is performed. If the decision is false,
(Step QD14) is performed (Step QD14).
9). Introducing the variable v, and using the deceleration completion distance d, the assumed deceleration target speed Vt, and the assumed deceleration value β, sqrt (d
× 7.2 × β + Vt ² ) is calculated and set to a variable v (step QD10). Here, sqrt (x) gives the square root of x. The variable v is set to the value of the deceleration completion distance d during the operation of the brake used during the deceleration control in this embodiment.
km / h), the running speed of the train assumed at the start of the operation of the brake is shown. Next, a variable Δ is introduced, and (v / 3.6 × C) is calculated using the variable v and the assumed value C of the idle running time of the brake,
It is set to the variable Δ (step QD11). The variable Δ indicates the distance traveled at the speed of the value of the variable v at the time of the brake idle time assumed value C, that is, the brake idle distance for C seconds at the speed v. Next, a variable Δ is added to the deceleration completion distance d (step QD12). Next, 1 is added to the variable i, and the process returns to (Step QD9) (Step QD13). Finally, if the determination in (Step QD6) or (Step QD9) is false, the quantization deceleration completion distance value dn corresponding to the quantization level n is introduced, and the value of the current deceleration completion distance d is set. (Step QD14). In the above process, a specific quantization level n is set first, and the corresponding quantization deceleration completion distance value dn is set. When setting dn corresponding to all n at once, the above process may be repeated for all n as it is. However, the following may be performed in order to improve the processing efficiency. That is, (Step QD5) and (Step QD5)
D0 = 0 whose value is predetermined as an initial value in D8)
m and d1 = 10 m are left as they are. For other dn, the quantization level n which is the upper limit of the check of the variable i in (step QD9) is changed to the upper limit N of n = 255.
And the variable i in the subsequent processing is replaced with the quantization level n. Then, in the processing loop from (Step QD9) to (Step QD13), n
Is added to (step QD13),
The value of d at that time is set to dn (step QD1
The processing of 4) is performed. In this way, dn is set for each processing loop while n <N, and setting of all possible dns is completed before n reaches N once. Through the above processing, the value of the quantization deceleration completion distance value dn corresponding to all the quantization levels n is set.

FIGS. 11 and 12 show values of the quantization deceleration completion distance value dn corresponding to the quantization level n (representation of the quantization deceleration completion distance information dq). FIG. 11 shows the assumed deceleration value β.
= 3.0 [km / h / sec], assumed value C of idle running time of brake
= 1.0 [sec], Fig. 12 assumes a deceleration assumed value β = 3.0 [km / h / sec] and a brake idle running time assumed value C = 2.0 [sec]. The following shows the case. In both cases of FIGS. 11 and 12, the value of the quantization deceleration completion distance value dn shows a non-linear increase characteristic in which the step of increasing dn increases as the quantization level n increases. As shown in (Step QD10) and (Step QD11) in the flowchart of FIG. 10 described above, the step of increasing the quantization deceleration completion distance value dn is performed by setting the value of the quantization deceleration completion distance value dn to the deceleration target during the braking operation. At the assumed speed, which is the deceleration completion distance to the speed, as the value of the brake idle running distance (the value of the variable Δ in FIG. 10) in which the train moves from the time when the control command is determined in the unit control cycle to the time when the brake operation starts. Is set. Therefore, the assumed speed increases as the quantization deceleration completion distance value dn increases, so that the increment step of the quantization deceleration completion distance value dn also increases.

Summarizing the above, the process of transmitting the deceleration completion distance created in the train control ground device 2 mounted on the ground device to the train control on-board device 8 mounted on the train will be described. FIG. 13 is a graph showing the correspondence between the deceleration completion distance input d (ground) and the quantized deceleration completion distance information output dq in the quantization conversion processing of the deceleration completion distance of the train control ground apparatus 2. As the deceleration completion distance d on the horizontal axis, the deceleration completion distance input d (ground) created by the train control ground device 2 is designated. Although d (ground) can take a continuous value, it is mapped to a discrete quantization level n on the vertical axis according to a stepwise relationship corresponding to a specified range including the value. The quantization level n obtained by this mapping is converted into a unique quantization expression (binary number), and this is the quantization deceleration completion distance information output dq. This process is a quantization conversion process. The designated range referred to in this quantization conversion processing is the interval between the adjacent quantization deceleration completion distance values dn and dn + 1. Therefore, the length Δn of the interval is a quantum used for quantization of information (deceleration completion distance) in the quantization conversion process from d (ground) (continuous value) on the horizontal axis to n (discrete value) on the vertical axis. Acts as a quantization step (quantization step size). In the present embodiment, the quantization step Δn is the quantization deceleration completion distance value d described in the method of setting the quantization deceleration completion distance value dn.
This is the increment step of n itself. (That is, the deceleration completion distance from the start of the braking operation to the deceleration target speed is dn.
It is defined as the free running distance of the brake at the following speed. ). Accordingly, the quantization deceleration completion distance value dn also increases in accordance with the increase, and accordingly, the value of the quantization step used in the quantization conversion processing decreases according to the change from low to high in the value range of d (ground). From large to large.

FIG. 14 is a graph showing the correspondence between the quantized deceleration completion distance information input dq and the deceleration completion distance output d (on-vehicle) in the inverse conversion processing of the quantized deceleration completion distance information of the train control on-board device 8. Shown in The quantization expression (binary number) on the horizontal axis corresponds to the quantization deceleration completion distance information input dq received from the ground apparatus 1. dq is a discrete value (expression form), and is converted into a unique quantization level n. n is mapped to a discrete quantization deceleration completion distance value dn on the vertical axis according to the relationship of the graph. This is the deceleration completion distance output d
(On the car).

The values of the deceleration completion distance input d (on the ground) of the train control ground device 8 and the deceleration completion distance output d (on the vehicle) of the train control on-board device 2 in the above process are compared. FIG. 15 shows these correspondences. FIG. 15 shows d on the horizontal axis.
The stepwise relationship between (ground) and d (on the vehicle) on the vertical axis is shown. This relationship is expressed by the horizontal axis d (ground) (continuous value) on the vertical axis d
(On-vehicle) (discrete value) is a mapping that is quantized to a quantized deceleration completion distance value dn using a quantization step Δn whose value also changes according to the value of d (ground). . Further, the result of comparison between the values of d (ground) and d (on the vehicle) is always d (ground)> d (on the vehicle). The difference between d (ground) and d (on-vehicle) in the above relationship is calculated by a discrete value by a quantization conversion process for d (ground) that can take a continuous value in the train control ground device 2. To the quantization level n. That is, the quantization deceleration completion distance value dn corresponding to the quantization level n is always smaller than d (ground). Therefore, the quantization conversion process is a process of rounding the deceleration completion distance d (ground) created by the ground apparatus 1 by rounding down the quantization deceleration completion distance value dn corresponding to the value. Then, as a result of the quantization conversion processing, the quantization deceleration completion distance value d for the train 1
n is transmitted as d (on the vehicle).

As described above, in the present embodiment, in the quantization conversion processing in the ground apparatus 1, the deceleration completion distance d (ground) created by the ground apparatus is replaced by the quantization deceleration completion distance value dn corresponding to the value range. Is a process of executing information quantization. Further, in the present embodiment, the quantization conversion process uses a value that increases as the value of d (ground) increases as the value of the quantization step used in the quantization conversion process for the deceleration completion distance d (ground). Processing to be used. In the present embodiment, in the quantization conversion processing, in the quantization conversion processing for the deceleration completion distance d (ground), the value of the deceleration completion distance is rounded down to the quantized deceleration completion distance value used in the quantization conversion processing. Is a rounding process. In the present embodiment, the quantization conversion processing is performed when the quantization deceleration completion distance value dn is assumed to be a traveling distance between the time when the braking operation is started and the time when the deceleration is completed to the deceleration target speed as the value of the quantization step. The process uses the value of the brake idle running distance at the assumed speed at the start of the brake operation.

As described above, in the present embodiment, the following effects are obtained by performing the quantization conversion processing. First, by the quantization conversion process, the distance to the deceleration target position instructed by the ground apparatus 1, that is, the deceleration completion distance, is transmitted to the train as a quantization deceleration completion distance value and quantization deceleration completion distance information. This quantized deceleration completion distance value or quantization deceleration completion distance information has a small amount of expressible information. In this embodiment, the quantization deceleration completion distance information is assumed to be in an 8-bit expression format, and the information amount is 256.
It is on the street. Correspondingly, there are only 256 quantization deceleration completion distance values and 256 quantization levels. This limit on the amount of information is due to the transmission capacity from the ground equipment to the train. For such a restriction, the quantization conversion process uses a value that increases as the value of the deceleration completion distance increases as the value of the quantization step used there. From this, the quantization deceleration completion distance information output by the quantization conversion process expresses a wide range of deceleration completion distances despite a small amount of information. Conversely, the quantization conversion process reduces the amount of transmission for the range of the deceleration completion distance required for train control. Next, the ground device 1 is subjected to quantization conversion processing.
Is rounded off by rounding down the quantized deceleration completion distance value dn corresponding to the value range. Thereby, the deceleration target position indicated by the ground apparatus 1 is recognized as the deceleration target position in the train 7 where the position has moved forward (toward the train). This rounding changes according to a change in the value of the quantization step used in the quantization conversion processing. As described above, in the present embodiment, the quantization step increases in response to an increase in the deceleration completion distance created by the ground apparatus 1. As a result, the deceleration target position recognized by the train 7 increases as the distance to the deceleration target position specified by the ground device 1 increases.
It tends to change more towards trains. Train 7
The space between the deceleration target position recognized by the controller and the deceleration target position specified by the ground device 1 acts as a deceleration allowance secured inside the deceleration target position specified by the ground device 1. That is, in the present embodiment, the deceleration target position recognized by the train 7 is always located at a position before the deceleration target position instructed by the ground device 1, and the train control on-board device 8 mounted on the train is Operation control based on the deceleration target position recognized by the train is performed. For this reason, it is possible to prevent overrunning with respect to the deceleration target position instructed by the ground apparatus 1, and to improve the safety of train operation. in addition,
When the distance to the deceleration target position instructed by the ground apparatus 1 is large, the train 7 can be allowed to run at a high speed because of the characteristics of the speed check brake pattern created by the train.
At the same time, the free running distance of the brake that moves from the time when the train control command is determined and issued according to the brake pattern to the time when the brake operation is started can be increased. In the present embodiment, as described above, the deceleration target position recognized by the train 7 has a tendency to change more toward the front as the distance to the deceleration target position specified by the ground device 1 increases. Accordingly, the speed control in the train 7 provides a deceleration allowance distance corresponding to the expected tendency of the brake idle distance. This contributes to ensuring the safety of train operation. Further, in the present embodiment, the quantization conversion process uses the quantization deceleration completion distance value dn as the value of the quantization step used by the travel distance between the braking operation start time and the deceleration completion time from the deceleration target speed. In this case, the value of the brake idle running distance at the assumed speed at the time of the brake operation is used. This improves the above-described operation, and gives the speed control in the train 7 a deceleration allowance distance that more accurately corresponds to the expected tendency of the brake idle distance. Therefore, it contributes to the optimization of train control as well as ensuring the safety of train operation.

FIGS. 16 and 17 show examples of the operation control in the train of the embodiment described above. FIG. 16 shows train 7
FIG. 17 shows a case where the distance between the current position of the train 7 and the deceleration target position indicated by the ground device 1 is small when the distance between the current position of the train 7 and the deceleration target position indicated by the ground device 1 is large. Show. In both cases, the deceleration target speed is 0 km / h.
And In FIG. 16, since the deceleration completion distance d (ground) created by the ground apparatus 1 is large, the deceleration completion distance d (on the vehicle) transmitted to the train and recognized by the train 7 is largely rounded from d (ground). . Therefore, the brake pattern created by the train 7 and used for the speed check moves to the front more than the deceleration target position instructed by the ground apparatus 1. However, in the present embodiment, the movement amount, that is, the deceleration allowance distance includes:
A value corresponding to the brake running distance at the speed of the current position of the train 7 can be provided. Therefore, there is no need to waste time. The same applies to FIG.
This can also be said for the case where the deceleration completion distance d (ground) created by is small. In this case, the movement amount, that is, the deceleration allowance distance becomes small, but the amount can be set to a necessary and sufficient value. In the present embodiment, the small deceleration allowance distance means that the value of the deceleration completion distance d (on the vehicle) recognized by the train 7, that is, the discretely set quantization deceleration completion distance value dn is small. In the value range, it is due to the dense distribution at intervals of the quantization steps of small values (FIG. 1).
1, see FIG. 12). Therefore, the operation of the present embodiment does not hinder the ground apparatus 1 from finely indicating the deceleration target position, and supports the reduction of the train operation interval.

Next, the processing load in this embodiment will be described. In this embodiment, the quantization deceleration completion distance value dn is used in the quantization conversion processing in order to bring about the effect of the above-described quantization conversion processing. This d
n is set according to the above-described method shown in FIG. As described above, the quantization deceleration completion distance value dn is obtained by the distance information quantization means 201 in the train control ground device 2 provided in the ground device 1 and the distance information in the train control on-board device 8 mounted in the train. Conversion means 801 is used. The dn of the ground equipment 1 and the train 7 corresponding to the same quantization level n
Dn coincide with each other. In the present embodiment, dn corresponding to each n is created in advance, and this is referred to in the conversion table referred to in the quantization conversion processing in the distance information quantization means 201 and to the inverse table in the distance information conversion means 801. Are set in accordance with a predetermined format in the inverse conversion table. Therefore, in the control step at the time of train operation, only the set dn is referred to, and it is not necessary to execute the dn setting process. For this reason, the present embodiment can reduce the processing load in the control cycle. In addition, as for the train control on-board device 8 mounted on the train, there is a process of creating a brake pattern used for speed checking in the operation control of the train 7. This processing itself does not require special processing for the brake idle running distance, such as considering the brake idle running distance at the speed of each point on the brake pattern. Therefore, the processing of the train control on-board device 8 mounted on the train can be simplified. For this reason, in the present embodiment, the processing in the train control on-board device 8 mounted on the train can be suppressed to a low load.

Hereinafter, another embodiment 2 of the present invention will be described. In the first embodiment of the present invention, the control target information for each train created by the ground device 1 is determined from the preceding train or the route opening condition for each train. Therefore, the deceleration target speed instructed by the ground device 1 for each train is uniformly 0 km
/ H. In the present embodiment, it is assumed that a speed limit section exists on the track 15 on which the train 1 runs. That is, the control target information on each train created by the ground apparatus 1 is determined for each train by the current position of the preceding train, the terminal position of the open track, or the condition of the speed limit section. Therefore, in the present embodiment, the target deceleration speed that the ground device 1 instructs each train is not uniform, but changes according to the situation of each train.

FIG. 18 shows the configuration of the ground equipment in this embodiment. The difference from the first embodiment is that in the present embodiment,
The train control ground device 2 provided in the ground device 1 is to receive information (speed limit information) on the speed limited section from the speed limit information storage device 5 provided in the ground device 1. The speed limit information is added to the control target information creating means 201 in the train control ground device 2 as an input.

FIG. 19 shows the ground equipment 1 according to this embodiment.
1 shows a configuration of a train control ground device 2 provided in the vehicle. The difference from the first embodiment is that, in the present embodiment, the train control ground device 2
Is that the control target information creating means 201 receives speed limit information from the speed limit information storage device 5. Therefore, the control target information creating means 201 receives the current position of each train from the current train status information input means 203, the terminal position of the open track from the open track information input means 204, and the speed limit information. For each time, a deceleration target position and a deceleration target speed determined based on the current position of the preceding train, the terminal position of the open path, or the conditions of the speed limit section are created. This means that, in the flow of the process of the train control ground apparatus 2 of the first embodiment shown in FIG. 4, (Step G3), a process considering the speed limit information is added. Further, unlike the first embodiment, the distance information quantizing means 202 in the present embodiment includes a deceleration complete distance for each train from the deceleration complete distance information creating means 205 and, in addition, the control target information creating means 201 Receive the deceleration target speed for each.
In the present embodiment, in the process of creating the quantized deceleration completion distance information from the deceleration completion distance for each train, a predetermined conversion table is generated according to the value of the deceleration completion distance, as in the quantization conversion process of the first embodiment. The information is quantized by referring to the information. However, several conversion tables are prepared according to the value of the deceleration target speed for each train. In the present embodiment, in the quantization conversion processing of the deceleration completion distance, a step of searching a conversion table to be referred to using the input deceleration target speed as a key is added. This is based on the input of the deceleration target speed in (Step QG1) and the (Step QG
This means that a search for the conversion table based on the deceleration target speed is added before the conversion table reference of 2).

FIG. 20 shows the configuration of the train control on-board device 8 mounted on the train 1 in this embodiment. Embodiment 1
In the present embodiment, the distance information conversion means 801 in the train control on-board device 8 uses the train control information input means 805 to obtain the quantized deceleration completion distance information on the own train,
In addition, it receives the deceleration target speed related to the own train from the train control information input means 805. In the present embodiment, in the process of creating the deceleration completion distance from the quantization deceleration completion distance information, as in the first embodiment, the quantization deceleration completion distance information is referred to a predetermined inverse conversion table according to the expression. ,Convert. However, several reverse conversion tables are prepared according to the value of the deceleration target speed. In the present embodiment, in the inverse conversion processing of the quantized deceleration completion distance information, a step of searching for an inverse conversion table to be referred to using the input deceleration target speed as a key is added as the first step. This is because, in the flow of the reverse conversion process of the first embodiment shown in FIG. 7, the input of the deceleration target speed at (Step QV1) and the reverse of the deceleration target speed before the reverse conversion table reference at (Step QV2) are performed. This means that a conversion table search is added.

The method of setting the quantization deceleration completion distance value dn in this embodiment is almost the same as that in the first embodiment. However, the quantization deceleration completion distance value d of the first embodiment shown in FIG.
In the setting method of n, the assumed deceleration target speed Vt in (step QD2) and (step QD10) is uniformly set to 0 k
Instead of using m / h, the value of the target deceleration speed that the ground device 1 instructs the train in the present embodiment is used.

In addition, the operation and processing contents of each device and each means in the ground device 1 and the train 7 are the same as those in the first embodiment. That is, in the present embodiment, the quantization conversion process in the ground device 1 is performed by converting the deceleration completion distance d (ground) created by the ground device 1 into the quantization deceleration completion distance value dn corresponding to the value range. This is a process for executing quantization. Further, in the present embodiment, the quantization conversion process uses a value that increases as the value of d (ground) increases as the value of the quantization step used in the quantization conversion process for the deceleration completion distance d (ground). Processing to be used. In the present embodiment, in the quantization conversion processing, in the quantization conversion processing for the deceleration completion distance d (ground), the value of the deceleration completion distance is rounded down to the quantized deceleration completion distance value used in the quantization conversion processing. Rounding processing. In the present embodiment, the quantization conversion processing is performed when the quantization deceleration completion distance value dn is assumed to be a traveling distance between the time when the braking operation is started and the time when the deceleration is completed to the deceleration target speed as the value of the quantization step. The process uses the value of the brake idling distance at the assumed speed at the start of the brake operation.

As described above, the present embodiment has the following effects as compared with the first embodiment. This embodiment is different from the first embodiment in that the control target information set by the speed limit information may exist, and the quantization conversion processing of the deceleration completion distance created by the ground apparatus 1 and the train reception That is, the inverse conversion process of the quantized deceleration completion distance information is also adapted to the case where the deceleration target speed takes a value larger than 0 km / h. That is, the quantization deceleration completion distance value dn used in the quantization conversion process and the inverse conversion process is changed according to the target deceleration speed. As described above, the step size of the quantization deceleration completion distance value dn, that is, the value of the quantization step, is determined based on the brake at the assumed speed at the start of the brake operation, where dn is the travel distance in the brake operation up to the target deceleration speed. Use the free running distance. Therefore, there is a variation in the quantization deceleration completion distance value dn in which the step size differs according to the change in the deceleration target speed instructed by the ground apparatus 1. As described above, even if the deceleration completion distance created by the ground apparatus 1 is the same, the value of the quantization step is different when the deceleration target speed is different. Rounding to the deceleration completion distance value also changes according to the deceleration target speed. In the present embodiment, as in the first embodiment, the rounding is ensured by moving the deceleration target position recognized by the train toward the train with respect to the deceleration target position indicated by the ground device 1. Acts as a deceleration allowance distance. Therefore, the deceleration allowance distance changes in length according to the deceleration target speed, and the manner of the change corresponds more accurately to the speed control in the train 1 according to the tendency of the expected brake idle distance. Gives a deceleration allowance distance. Accordingly, in the present embodiment, even when the value based on the speed limit information is considered as the deceleration target speed of the train operation control, it contributes to the optimization of the train control while securing the safety of the train operation. Will do. In addition to the above, in the present embodiment, similarly to the first embodiment, regarding the transmission of information between the ground apparatus 1 and the train 7, the transmission amount for the range of the deceleration completion distance required for train control is reduced. In other words, the quantization deceleration completion distance information output by the quantization conversion process represents a wide range of deceleration completion distance even if the information amount is small. This is because the quantization conversion process uses a value that increases as the value of the deceleration completion distance increases as the value of the quantization step used therein.

FIG. 21 shows an example of the operation control in the train of the present embodiment described above. FIG. 21 assumes that the train is running faster than the speed limit before the speed limit section, and the target deceleration speed is greater than 0 km / h. FIG.
In 1, the deceleration completion distance d created by the ground equipment 1 (ground)
In contrast, the deceleration completion distance d (on the vehicle) transmitted to the train and recognized by the train 7 is rounded. Therefore, the brake pattern created by the train 7 and used for the speed check moves to a position closer to the deceleration target position specified by the ground apparatus 1. However, in the present embodiment, the movement amount, that is, the deceleration allowance distance may have a value corresponding to the brake idle distance at the speed of the current position of the train. Therefore, there is no wasted margin.

Next, the processing load in this embodiment will be described. In this embodiment, the quantization deceleration completion distance value dn is used in the quantization conversion processing in order to bring about the effect of the above-described quantization conversion processing. This d
n takes a value corresponding to the deceleration target speed specified by the ground apparatus 1 in the present embodiment, while the assumed deceleration target speed Vt is uniformly set to 0 km / h in the first embodiment. Therefore, as described above, there is a variation in dn in which the step size differs according to the change in the deceleration target speed instructed by the ground equipment 1. In the present embodiment, the conversion table that refers to the variation of the quantization deceleration completion distance value dn in the quantization conversion processing of the ground apparatus 1 and the inverse conversion table that is referenced in the inverse conversion processing of the train 7 according to the deceleration target speed Hold multiple times. In this method, considering the limit of the storage capacity allocated to the conversion table and the inverse conversion table, it is conceivable that the variation of the deceleration target speed that can be supported is also limited. However, the number of items in the conversion table and the inverse conversion table is the number in the case of the quantization deceleration completion distance information at most, and the information amount is limited. In the present embodiment, the variation of the deceleration target speed is set exclusively by the speed limit information,
Unless the speed limit in the speed limit information is set very finely, there is no practical problem. Alternatively, if it is assumed that the deceleration target information can be set densely, the conversion table and the inverse conversion table, that is, the quantization deceleration completion distance value dn, are set every time the deceleration target speed is newly set. May be recreated. The deceleration target speed is different from the deceleration target position, and it is unlikely that the value of the deceleration target speed changes for each control step during the operation of a train of interest. Therefore, for each train, if the setting process of the quantization deceleration completion distance value dn is performed only when the deceleration target speed is different from the time of the previous control step, the dn that has been set in most control steps during train operation is used. Just for reference. This makes it possible to reduce the load of the dn setting process in the control cycle. Further, in the present embodiment, similar to the first embodiment, with regard to the train control on-board device 8 mounted on the train 7, the brake pattern creation processing itself does not require special consideration for the brake free running distance. Become. Therefore, in the present embodiment, the processing of the train control on-board device 8 mounted on the train can be simplified, and the load can be reduced.

Next, another embodiment 3 of the present invention will be described. In the first or second embodiment of the present invention, the quantization conversion processing for the deceleration completion distance created by the ground apparatus 1 is executed as follows. That is, the quantization of the deceleration completion distance to the quantization level or the quantization deceleration completion distance value is rounded down to the lower value of two adjacent quantized deceleration completion distances between which the value of the deceleration completion distance is sandwiched. I went by that. In the present embodiment, regarding the quantization conversion processing in the ground apparatus 1, the rounding generated by the quantization conversion processing on the deceleration completion distance d (ground) created by the ground apparatus 1 has the characteristic shown in FIG. This is equivalent to the quantization level n obtained by the above-described quantization conversion processing of d (ground) of the ground apparatus 1.
And the value n-1 obtained by further subtracting 1 from the train 1
For example, as a quantization level recognized by, a quantization deceleration completion distance information output dq with respect to a deceleration completion distance input d (ground)
Is the quantization level n−1, and the operation control in the train 1 is executed. This is because the relationship between d (ground) and d (on-vehicle) in the first embodiment shown in FIG. 15, that is, rounding d (ground) to the quantization deceleration completion distance value by the quantization conversion process is further performed. It acts as an action to increase by one quantization step. Therefore, d (ground) in the present embodiment
And d (on the vehicle) have characteristics as shown in FIG. For example, the deceleration completion distance (on-vehicle recognition) with respect to the input d (ground) is recognized as dn-1, and dn-1 is the output d (on-vehicle). In addition, the operations and processing contents of each device and each unit in the ground device 1 and the train 7 are the same as those in the first or second embodiment.

As described above, in this embodiment, compared to the case of the first embodiment or the second embodiment,
The following effects are obtained. In the present embodiment, the amount of increase in rounding of the deceleration completion distance by the quantization conversion processing is such that the deceleration target position recognized by the train 7 is shifted from the deceleration target position indicated by the ground apparatus 1 toward the current position of the train. This is the amount by which the moving amount changes. That is, it has an effect of giving a larger deceleration allowance distance to the operation control performed by the train 7. For this reason, it is possible to further prevent overrunning with respect to the deceleration target position instructed by the ground apparatus 1, and to further improve the safety of train operation. Further, in the present embodiment, the rounding increased by the quantization conversion processing always includes one whole quantization step, so that the brake idle running from the determination of the control command in the train 7 to the start of the braking operation is performed. The value can completely include the distance. Therefore, during the deceleration control of the train, it is more certain that the deceleration to the deceleration target speed can be completed before the deceleration target position instructed by the ground apparatus 1, thereby contributing to further securing safety in train operation. become. Furthermore, in the present embodiment, as the rounding increases as described above, regarding the operation control of the train 7, the time at which the train starts the deceleration control when approaching the deceleration target position is advanced. Although this does not contribute to the reduction of train operation intervals, if the increase in rounding corresponds to the brake idle distance, there is no waste as a deceleration margin for safe operation guidance for train operation. It can be kept low.

As described above, according to the first, second, or third embodiment of the present invention, in the information transmission from the ground device 1 to the train 7, the deceleration completion distance from the deceleration target position designated by the ground device 1 is determined. , The case where the quantization conversion processing by the variable quantization step in the ground apparatus 1 and the inverse conversion processing in the train 7 are introduced. In the present invention, the information transmission from the ground device 1 to the train 7 is not limited to the above-described deceleration completion distance, and the information regarding various distances used for train control is transmitted from the ground device 1 to the train 7. In some cases, it is applicable. For example, when information is transmitted from the ground device 1 to the train 7, it is assumed that the ground device 1 transmits information on the setting of the temporary speed limit section to the train 7. In this case, when transmitting the position range of the temporary speed limit section as a distance from a specific point, the ground device 1 performs a quantization conversion process with a variable quantization step on the distance, and the train 7 performs an inverse conversion process. , The amount of transmission from the ground device 1 to the train 7 can be reduced. In other words, in the quantization conversion processing, when a value that increases in accordance with an increase in the value of the distance information is used as the value of the quantization step used in the quantization conversion processing, the quantization distance information output by the quantization conversion processing can cover a wide Express the distance of Such a reduction in the amount of transmission makes it possible to shorten the unit control cycle, thereby improving the control accuracy of the train. This contributes to shortening the train operation interval.

As an embodiment of the present invention, in the first, second, or third embodiment, the information transmission from the ground device 1 to the train 7 includes the deceleration completion distance from the ground device 1 to the deceleration target position. , The case where the quantization conversion processing by the variable quantization step in the ground apparatus 1 and the inverse conversion processing in the train 7 are introduced,
Apart from this, the present invention can also be applied to information transmission from the train 7 to the ground apparatus 1. As information transmission from the train 7 to the ground device 1, for example, it is assumed that the train 7 transmits its current position to the ground device 1. In this case, when transmitting the current position as a distance from a specific point, the train 7
By performing the quantization conversion process by the variable quantization step with respect to the above distance and performing the inverse conversion process in the ground device 1, the transmission amount from the train 7 to the ground device 1 can be reduced. This makes it possible to shorten the unit control cycle, thereby improving the control accuracy of the train and shortening the train operation interval.

Further, the present invention can be applied to information transmission between the train 7 and another train. As a case of transmitting information between the train 7 and another train, for example, it is assumed that the preceding train transmits its current position to the succeeding train. In this case, when transmitting the current position as a distance from a certain point, by performing a quantization conversion process by a variable quantization step with respect to the distance in the preceding train, by performing an inverse transformation process in the subsequent train. The transmission amount between a train and another train can be reduced in the same manner as in the case between the ground device and the train described as the embodiment of the present invention. This makes it possible to shorten the unit control cycle, thereby improving the control accuracy of the train and shortening the train operation interval.

As described above, the present invention is applicable to the case where information is transmitted from the ground device 1 to the train 7, the case where information is transmitted from the train 7 to the ground device 1, or the case where information is transmitted between trains. Although the case where the distance transmitting side performs the distance quantization conversion process in each control cycle has been described, here, it is assumed that the distance transmitting side does not perform the distance quantization conversion process in each control cycle. In the case where the information is quantized by the quantization step and is set as an element of the distance information forming the discrete set from the beginning, if the distance is handled as it is as the transmission content, that is, the quantized distance information, the quantum As in the case of performing the conversion process, a wide range of distance can be expressed with a small amount of transmission. In addition to the effect of the transmission amount, since the quantization conversion process is not required in a series of processes on the transmission side, the processing load of the entire system is reduced. For these reasons, the unit control cycle can be shortened, thereby improving the control accuracy of the train and shortening the train operation interval.

The present invention is also applicable to a case where information is transmitted from the ground device 1 to the train 7, a case where information is transmitted from the train 7 to the ground device 1, or a case where information is transmitted between trains. The case where the receiving side of the quantized distance information performs the inverse transform processing of the quantized distance information in each control cycle has been described, but here, the receiving side of the quantized distance information performs the inverse transform processing of the quantized distance information in each control cycle. Is not performed, if the quantized distance information is a set element of the distance information used for train control as it is without conversion on the receiving side, the inverse transform processing of the quantized distance information becomes unnecessary. The processing load of the entire system is reduced. From these facts, the unit control cycle can be shortened, thereby improving the control accuracy of the train and shortening the train operation interval.

[0042]

As described above, according to the present invention,
The following effects are obtained. 1. By performing quantization conversion processing on the transmission information of the ground equipment versus train, or train-to-ground equipment, or train-to-train, the amount of information transmission can be reduced as compared with the conventional method. The cycle can be shortened, thereby improving control accuracy and shortening the train operation interval. 2. Despite the small amount of information transmission, it is possible to transmit information over a wide area and with sufficient accuracy necessary for train control, so that extra time loss at the time of information transmission can be reduced. 3. In the quantization conversion processing for the distance used for train control or the deceleration completion distance, the distance information is rounded by a variable quantization step, so that in the case of a large distance, the quantization step is large, that is, since the quantization step size is large, the train Control is safely guided, and in the case of a short distance, the quantization step is small, that is, since the quantization step size is small, it is possible to specify the deceleration target position finely, so train intervals are narrowed, and high speed Thus, safety and efficiency during high-density operation can be improved. 4. By using the value of the brake idle distance at the assumed speed at the time of the brake operation as the value of the quantization step used for the quantization conversion process for the deceleration completion distance,
It is possible to provide a deceleration allowance distance that more accurately corresponds to speed control in a train, and it is possible to secure train operation safety and optimize train control. 5. By using the conversion table referred to in the quantization conversion processing and the inverse conversion table referred to in the inverse conversion processing, the control step at the time of train operation only refers to the set quantization deceleration completion distance value. Since it is not necessary to perform the deceleration completion distance value setting processing, the processing load in the control cycle can be kept low, and the processing of creating the brake pattern used for speed check in train operation control itself has Special processing for the brake idle distance such as taking into account the brake idle distance at the speed of each point is not required, so the processing of the train control on-board device mounted on the train can be simplified. In addition, processing in the train control on-board device can be suppressed to a low load.

[Brief description of the drawings]

FIG. 1 is a configuration diagram of a train control system according to a first embodiment of the present invention;

FIG. 2 is a configuration diagram of a train control ground device mounted on the ground device according to the first embodiment of the present invention.

FIG. 3 is a configuration diagram of a train control on-board device mounted on a train according to the first embodiment of the present invention.

FIG. 4 is a diagram showing a flow of an operation of the train control ground device according to the first embodiment of the present invention.

FIG. 5 is a diagram showing a flow of operation of the train control on-board device according to the first embodiment of the present invention.

FIG. 6 is a diagram showing a flow of a quantization conversion process according to the first embodiment of the present invention.

FIG. 7 is a diagram showing a flow of an inverse conversion process according to the first embodiment of the present invention.

FIG. 8 is a diagram showing a conversion table according to the first embodiment of the present invention.

FIG. 9 is a diagram showing an inverse conversion table according to the first embodiment of the present invention.

FIG. 10 is a deceleration completion distance d according to the first embodiment of the present invention.
Showing the flow of the setting process of the value dn (quantization deceleration completion distance information)

FIG. 11 is a diagram showing quantization deceleration completion distance information set in the first embodiment of the present invention.

FIG. 12 is a diagram showing quantization deceleration completion distance information set in the first embodiment of the present invention.

FIG. 13 is a diagram showing a correspondence relationship between a deceleration completion distance input d (ground) and a quantized deceleration completion distance information output dq in the quantization conversion processing according to the first embodiment of the present invention.

FIG. 14 is a diagram showing a correspondence relationship between a quantization deceleration completion distance information input dq and a deceleration completion distance output d (on-vehicle) in the inverse transform processing according to the first embodiment of the present invention.

FIG. 15 is a diagram showing a correspondence between a deceleration completion distance input d (on the ground) and a deceleration completion distance output d (on the vehicle) in the first embodiment of the present invention.

FIG. 16 is a diagram showing a state of train operation control according to the first embodiment of the present invention.

FIG. 17 is a diagram showing a state of train operation control according to the first embodiment of the present invention.

FIG. 18 shows another embodiment 2 of the present invention.

FIG. 19 is a configuration diagram of a train control ground device mounted on the ground device according to the second embodiment of the present invention.

FIG. 20 is a configuration diagram of a train control on-board device mounted on a train according to a second embodiment of the present invention.

FIG. 21 is a diagram showing a state of train operation control according to the second embodiment of the present invention.

FIG. 22 shows the correspondence between the deceleration completion distance input d (ground) and the quantized deceleration completion distance information output dq in the quantization conversion processing of the train control ground equipment provided in the ground equipment according to Embodiment 3 of the present invention. Diagram showing relationships

FIG. 23 is a diagram illustrating a deceleration completion distance input d (ground) in a quantization conversion process of a train control ground device mounted on a ground device and a train control on-board device mounted on a train in another embodiment 3 of the present invention. Showing the correspondence relationship with the deceleration completion distance output d (on the vehicle) in the inverse conversion processing of FIG.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Ground apparatus 2: Train control ground apparatus 201 ... Control target information creation means 202 ... Distance information quantization 203 ... Train status information input means 204 ... Opening route information input means 205 ... Deceleration completion distance information creation means 206 ... Train control information Output means 3 ... Ground information transmission device 4 ... Opening route information setting device 5 ... Speed limit information storage device 7 ... Train
8. Train control vehicle equipment 801 Distance information conversion means
802: brake pattern creation means 803: speed control means 804: position / speed input means 805 ... train control information input means 9 ... position / speed detection device 10 ... speed generator 11 ... on-board information transmission device 12 ... brake control device 13 … Brake device 15… track

────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Hiroyuki Akiyama 1070 Ma, Hitachinaka City, Ibaraki Pref. Hitachi, Ltd. Mito Plant (56) References JP-A-8-80852 (JP, A) (58) Investigated Field (Int.Cl. ⁷ , DB name) B61L 27/00 B60L 15/40 JICST file (JOIS)

Claims (12)

(57) [Claims] In a train control system for controlling the operation of a plurality of trains running on a track, information related to a distance used by a train control ground device mounted on the ground device for train control according to a range of the value. A train control system for transmitting quantized quantized distance information to a train control on-board device mounted on a train. 2. A train control system for controlling the operation of a plurality of trains running on a track, the information on the distance used by a train control on-board device mounted on the train for train control according to the range of the value. A train control system comprising transmitting quantized quantized distance information to a train control ground device mounted on the ground device. 3. A train control system for controlling the operation of a plurality of trains running on a track, wherein information on a distance used by a train control on-board device mounted on the train for train control is determined according to a range of the value. A train control system for transmitting quantized quantized distance information to a train control on-board device mounted on another train. 4. The train control ground device and the train control on-board device according to claim 1, wherein the train control ground device and the train control on-board device generate distance information creating means for creating information relating to a distance used for train control, and A train control system comprising distance information quantization means for performing quantization conversion processing in accordance with a range of the value and generating quantization distance information. 5. The train control system according to claim 4, wherein the distance information quantization means has a conversion table referred to for quantization conversion processing. 6. The train control ground device and the train control on-board device according to any one of claims 1 to 3, wherein the train control ground device and the train control on-board device include distance information converting means for converting the received quantized distance information into a distance corresponding to the expression. A train control system comprising: 7. A variable quantization step in which a distance to a deceleration target position instructed by a ground device changes in accordance with a range of the value in a train control system for controlling the operation of a plurality of trains running on a track. A train control system, comprising: performing a quantization conversion process for converting the train into a control signal; and performing a train operation control based on the distance information rounded by the variable quantization step. 8. A deceleration target position and a deceleration target speed for each of the trains are determined based on at least one of a current position of each of a plurality of trains running on a track, a track opening condition, and a speed limit section, Transmit as train control information for each train, while trains on the track receive train control information for the train, create a brake pattern using the train control information, and the current position and speed of the train In a train control system that performs operation control of a plurality of trains on the track that issues a speed control command based on a check result with the brake pattern, a train control ground device mounted on a ground device determines a position of the train from a current position of the train. Information about the deceleration completion distance of the section to the deceleration target position is created, and the value may change according to the range of the value of the deceleration completion distance. Performing a quantization conversion process for converting to a variable quantization step, creating quantization deceleration completion distance information, and outputting the quantization deceleration completion distance information and the deceleration target speed as train control information regarding the train, Train control system. 9. The train control on-board device according to claim 8, wherein the train control on-board device mounted on the train extracts the quantized deceleration completion distance information and the deceleration target speed from the train control information on the train, and calculates the quantized deceleration completion distance information. A train control system comprising: converting a deceleration completion distance according to the expression; and creating a brake pattern based on the deceleration target speed, the deceleration completion distance, and the current position. 10. The quantization conversion processing according to claim 1, wherein the quantization conversion processing for the distance used for the train control or the deceleration completion distance is performed. A value of the distance used for the train control or a value that increases in accordance with an increase in the value of the deceleration completion distance. 11. The method according to claim 1, wherein the quantization conversion processing for the distance used for the train control or the deceleration completion distance is used for the train control. Train control, wherein the value of the distance to be reduced or the value of the deceleration completion distance is rounded down to the quantized distance value or the quantized deceleration completion distance value used for the train control used for the quantization conversion process. system. 12. The deceleration target speed according to claim 7, wherein, in the quantization conversion processing for the deceleration completion distance, the quantization deceleration completion distance value is used as a value of the quantization step from a brake operation start time point. A train control system characterized by using a value of a brake idling distance at an assumed speed at the start of the braking operation, assuming that the running distance is between the time points when the deceleration is completed.