JP3498975B2 - Automatic departure train automatic stop device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [0001] BACKGROUND OF THE INVENTION The present invention relates to
Collision with other trains caused by trains departed incorrectly without passing
In order to prevent such accidents from occurring, the trains that depart from
The present invention relates to an erroneous departure train automatic stop device for stopping. [0002] BACKGROUND OF THE INVENTION Problems to be solved by the invention
Departure, train operation based on timetable and confirmation of opening of course
The driver's attention and judgment, etc.
Power and judgment always include elements of human error
You. Because of that, I will leave without opening the course
Contact with the preceding train, etc.
It leads to a serious accident such as a collision. For example, siding
At the junction of the main line and the siding line
Train departs first, the other will depart later
, The later departure train waits for the first train
Accidentally departs without contact and there is contact at the junction
Or an accident such as a collision. And a mistake
Speed increases even if the brake is applied halfway to the departure train
If it was, it could stop by the junction
Sometimes it doesn't work. [0003] Therefore, a train that has started wrongly
Vehicle contact with other trains to prevent contact / collision accidents
Prevent driving at a speed that cannot be stopped by the limit
Aim to provide an automatic departure train stop device
I do. [0004] In order to achieve the above object,
The erroneous departure train automatic stop device of the present invention made for
Collisions and derailments by trains that departed incorrectly without
In order to prevent this, the erroneous departure that automatically stops the erroneous departure train
The train departure automatic stop device, the track part where the train arrives
The ground child that sends out the signal of the specified frequency
Combinations installed at predetermined intervals in the directiontwo setsSetting
At the same time as the ground
Receive the signals from the children,
Reception to measure reception interval time corresponding to travel time between children
Interval time measuring means,The relationship between the above train position and speed
The two curves shown, ie the other rows in the case of the above-mentioned wrong start
The train must stop, determined by the vehicle's contact limit with the car
Starting from the limit position that must be
The train position and speed at which the train can
Emergency brake corresponding deceleration curve showing the relationship and the above limit position
From the stop position set a predetermined distance before
At the time of maximum deceleration that can be
Deceleration music for service brakes showing the relationship between train position and speed
Based on the lineAt the point where the above ground child was establishedSet up
EstablishedThe check time corresponding to the specified check speed is stored in advance.
Checking time storage means to be stored and the reception interval time measuring means
The reception interval time measured by the step
Compare with the corresponding check time stored in the column, and
If the interval time is less than the check time,
Brake command output means for outputting a brake command
PreparationAnd the above ground child is subjected to the following methods (a) to (d).
Set at a position corresponding to the determined speed check pointAnd that
I do.(A) The target station structure with the horizontal axis as the distance and the vertical axis as the speed
Assuming a diagram of the track near the inside, the above emergency brake is supported
A deceleration curve and a deceleration curve corresponding to a service brake are assumed. (B) Starting at a predetermined position between the limit position and the stop position
Between the vertical axis of the horizontal axis and the deceleration curve corresponding to the emergency brake described above.
The intersection P1 is obtained, and the service brake pair is determined from the intersection P1.
Toward the acceleration / deceleration curve,
Virtual acceleration set based on the acceleration deceleration correlation
Draw a curve. This virtual acceleration curve and common use Brake support reduced
The intersection of the speed curves is referred to as a first speed check point SCP1. (C) Next, the horizontal axis starting from the first speed check point SCP1
Of intersection P2 between the vertical line of the vehicle and the deceleration curve corresponding to the emergency brake
From the intersection P2 to the deceleration curve corresponding to the service brake
Draw a virtual acceleration curve. This virtual acceleration curve and the
The intersection of the deceleration curve corresponding to the rake is defined as the second speed check point SCP2.
I do. (D) Speed check point after the third speed check point SCP3 is required
In such a case, it is obtained by a method similar to the above (c). [0005] Incidentally, the position where the ground child is provided
For example, if the main line and the siding line merge,
Train TR arrives and departs for each line and siding
At a predetermined position between the point where
You. In addition, the vehicle contact limit is more advanced
And the limit of danger of contact or collision with the other train
Location, in this case, just before the junction
You. [0006] According to the present invention, an erroneous departure train automatic stop having the above configuration is provided.
According to the device, the train travel direction is
To the ground at a predetermined interval
And the receiving interval time measuring means provided on the train
From each other, and the train
The reception interval time corresponding to the traveling time is measured. On the other hand, the checking time storage means is provided with
Connection with another train at the point
Corresponds to the train speed (checking speed) that can be stopped before the touch limit
And save the checking time in advanceI have. This check speed depends on the train
Based on two curves showing the relationship between position and speed,
Is set in accordance with the location where is provided. These two
One of the curves is the vehicle connection with other trains in case of misdeparture.
Train must stop, determined by tactile limit
Starting from the limit position and using the emergency brake
A train that can stop at the limit position
It is a deceleration curve corresponding to a normal brake. And the other is
Starting from the stop position set a predetermined distance before the limit position
And the maximum allowable for driving operation using the service brake
A service brake pair showing the relationship between train position and speed during deceleration
It is a response curve. AndThe brake command output means is
The reception interval time measured by the reception interval time measurement means
The corresponding check time stored in the check time storage means;
If the reception interval time is shorter than the check time,
Outputs a brake command to the key mechanism. Therefore, if the reception interval time is shorter than the check time,
In other words, when traveling at the current train speed,
Unable to stop by the vehicle contact limit at the pour point etc.
A condition that could lead to a collision with a starting train operating
Output a brake command to prevent accidents
I do.And in the present invention, at least two sets of ground children are provided.
And the ground child is the above-mentioned method (a) to (d).
Provided at the position corresponding to the speed check point determined in accordance with
I have. As a result, the checking speed is continuous and
Injuries disappear. In other words, the deceleration curve corresponding to the emergency brake and
Check speed does not leak during the deceleration curve corresponding to the service brake.
A speed check wall will be provided. [0009] In addition, the ground child is not
The route is unopened as long as a signal with a constant frequency can be transmitted.
Only when the opening conditions are met.
May not send a signal. Or a child on earth
Always send a signal, and on the upper side of the car,
When a stop signal is received, a signal from the ground child is received.
You may do so. [0010] BRIEF DESCRIPTION OF THE DRAWINGS FIG.
Will be described. FIG. 1 shows an erroneous starting column according to an embodiment of the present invention.
FIG. 2 is a schematic diagram of an automatic vehicle stopping device, and FIG.
FIG. 4 is an explanatory diagram showing a schematic position. As shown in FIG. 2, the main line ML and the escape line SL
But joined at a position a certain distance away from the station's platform SH
You. Then, beside the main line ML and the siding line SL,
A signal for the corresponding line at a predetermined position before the merge point
The stop signal is displayed on the traffic light 3 and its traffic light 3,
A place to send a stop signal to the train TR running on the corresponding line
An upper device 5 is arranged. [0012] The track 1 of the main line ML and the siding line SL
Are predetermined frequencies (108.5 KH in this embodiment)
z) Land for automatic stop of two false departure trains sending out signal
Upper child (hereinafter referred to as ATS ground child) 7a, 7b
They are arranged at a predetermined interval L in the row direction. This pair of two
Two or more sets of ATS grounding elements 7a and 7b are provided as necessary.
You may. FIG. 1 shows only the main line ML.
In this embodiment, two sets of ATS ground members 7a and 7b are provided.
You. In this embodiment, the erroneous departure train
The ATS ground members 7a and 7b provided for stopping the operation
The opening conditions of ML and siding line SL are not established.
The case is configured to transmit a signal. For example, wait
If the train TR running on the bypass SL is the first car,
Legal departure operation for the starting train TR is completed.
Until the main line ML is reached,
The ATS ground children 7a and 7b communicate throughout the state.
No. is transmitted. The control related to this signal transmission is performed, for example, on a main line.
The ground equipment 5 on the ML side sends a stop signal to the traffic light 3 on the main line ML side.
At the same time as the ATS ground child 7a,
7b may instruct to transmit a signal. Meanwhile, train
On the TR, the ATS vehicle upper child 11 and the ATS vehicle upper child 11
Receiving signals from the ATS ground terminals 7a and 7b via the
Communication unit 13, reception interval time measurement unit 15, and check time storage
Section 17, comparing the reception interval time t with the check time T
Emergency brakes (not shown) are automatically
The control unit 19 that activates the key and sends an alarm
Is provided. Note that normal deceleration and stop
This is performed using a key (not shown). The reception interval time measuring unit 15 receives the received
On the basis of the signal, the train TR sets a pair of both ATS ground children 7a,
Receiving interval corresponding to the time required to travel between 7b
Measure the time t. This reception interval time t is too short
If it breaks, it will not be possible to accurately compare with the checking time T described later.
Therefore, the vehicle is driven so that the reception interval time t is suitable for comparison.
Various situations (for example, top speed and its location)
ATS ground child 7 according to the normal running speed in
The predetermined interval L between a and 7b is appropriately set. The check time storage unit 17 stores an ATS location.
Predetermined inspection speed at the point where upper children 7a and 7b are provided
The checking time T corresponding to the degree V is stored in advance. AT
Consider the location where S ground children 7a and 7b are provided
However, this will be described later. The check time T is
Since it corresponds to the check speed V,
Will be explained. As shown in FIGS. 1 and 2, the main line ML and
For each siding line SL, the other party line at the junction
There is a limit position CP which is a limit at which the vehicle does not come into contact with the vehicle. This
If the limit position CP goes further than this,
This is the limit position where there is a danger of contact or collision. So
Then, according to the limit position CP, the stop position S of the train TR
P1 and SP2 are set. The limit position CP and the stop position
SP1 and SP2 are main lines ML and siding lines SL, etc.
It is set according to each situation. For example, the limit position CP
Is not just a few meters before the junction,
Angle between the main line ML and the siding line SL
It depends on the world. Stop positions SP1, SP
2 is a train formation at a predetermined distance before the limit position CP.
It is set according to the length of the
It is designed to absorb positional errors. On the other hand, as shown in FIG.
Speed curve at maximum deceleration that is permissible for driving operation for P2
A line (hereinafter, referred to as a first deceleration curve) C1 exists. This second
1 The deceleration curve C1 indicates the normal operation in which the service brake is used to stop.
This is the maximum permissible deceleration of the maneuver. And non
Can stop at the above limit position CP when using the normal brake
A speed curve (hereinafter referred to as a second deceleration curve) C2 exists.
You. Also, a train TR is usually considered as shown in FIG.
The speed curve when traveling at the “maximum” acceleration
1 acceleration curve) D1, any addition by driver's control
The acceleration curve when traveling at the same speed (hereinafter referred to as the second acceleration curve)
D2) exists. The first and second deceleration curves C1 and C1
And C2, the first and second acceleration curves D1 and D2 are
Performance of service brake or emergency brake of car TR, empty
Run time, orbit 1 of ATS ground child 7a, 7b
It is determined by gradient conditions and the like. For example, the same braking performance
However, if the orbit 1 is uphill, the deceleration rate will be steep.
On the other hand, if the vehicle is going downhill, the degree of deceleration is reduced. Also
Similarly, even if the acceleration performance is the same, orbit 1 is
If it is, the degree of acceleration will be slower
If the degree is steep, that is, if it is on an uphill slope, stop
Distance is relatively short, and if it is downhill,
It becomes. Thus, depending on various conditions, each train TR
Or even the same train TR depends on the surrounding conditions.
The first and second deceleration curves C1 and C2, the first and second deceleration curves
The two acceleration curves D1 and D2 change. At the platform of a station where a plurality of types of trains arrive
Has multiple stop positions corresponding to each train set.
May be present. In this case, the train TR
Emergency brakes are activated, and the
Emergency for trains TR entering
Installation of ATS 7a, 7b so that the key does not work
It is necessary to determine the location and the inspection speed V. For example at home
The train TR that has erroneously departed from the front stop position SP1
ATS ground child 7 to activate emergency brake
When the installation location of a and 7b and the inspection speed V are determined,
It will be stopped at the stop position SP2 at the tip of the home at another opportunity
Emergency braking can be applied to the train TR
And Therefore, the location of the ATS 7a, 7b
And the inspection speed V will be stopped at a predetermined stop position SP2
It is necessary to set an area beyond the (stoppable) area S1
is there. In FIG. 1, the first deceleration curve C1
The region S2 between the second deceleration curve C2 and the speed reduction
Can be stopped to the limit position CP by emergency braking
Area. In the area S3, the speed exceeds the limit position C
P, and the danger of contact or collision with the other train
It is a steep area. Then, the automatic departure train automatic stop is executed.
The predetermined speed for performing the inspection is the inspection speed V. This check speed
The degree V corresponds to the first deceleration curve C1, the second deceleration curve C2,
Set based on first acceleration curve D1, second acceleration curve D2, etc.
Is done. The checking time T is the above-mentioned checking speed V and ATS ground child 7
The distance L between a and 7b is determined as T = L / V.
Is stored in the checking time storage unit 17.
In this embodiment, the checking time T is set to 7
a, 7b so that it is constant regardless of the position where it is provided.
Is set to That is, the inspection speed V is the ATS ground
The inspection speed V is different depending on the position of the child 7a, 7b.
The distance L between the ATS ground members 7a and 7b at a high position is large.
Of the ATS ground children 7a and 7b at the position where the inspection speed V is low.
Check spacing LTime TTo be constant
It is. In the case of FIG. 1, two ATS ground children 7a and 7b are provided.
Are provided, and each ATS ground child 7a, 7b
The inspection time T corresponding to the position where is provided is equal,
The constant check time T is stored in the check time storage unit 17.
It is remembered. Here, ATS ground elements 7a and 7b are provided.
Set the position, that is, the first and second check points described above.
Points to be considered regarding the position to be set will be described. For example
A row that stopped on the main line ML at the stop position SP1 shown in FIG.
When the car TR departs, as shown in FIG.
There are acceleration curves D1 and D2. In this embodiment, the first acceleration curve D1 and the first
The vicinity of the intersection with the deceleration curve C1 is defined as a first check point,
1 near the intersection of the acceleration curve D1 and the second deceleration curve C2
The second check point is set. Also, if necessary
3. The position of the stop position SP2, such as the fourth check point
A review point may be set up to the location. The train TR normally has the maximum possible acceleration
When the vehicle runs at the first check point, the check speed V
Can be accommodated. In addition, train TR operates
If the vehicle runs at an arbitrary acceleration level controlled by
Since the checking speed V is not exceeded at one checking point,
There is a possibility of accelerating as it is. Even in that case, the second
Check point or third check point provided as necessary
The inspection speed V will be exceeded by
The brake is activated and can be stopped by the limit position CP.
You. If not set in this way, for example,
The area S3 greatly exceeds the inspection speed V at one inspection point.
At which point the emergency braking was started
Or the situation is too late
Although the inspection speed was lower than the inspection speed V at the inspection point, the second inspection
For the first time at a point, the checking speed V is exceeded, in which case
If you have reached area S3, apply emergency braking at that point.
"Omission" that you can not make it even if you start calling
And accident prevention cannot be said to be fully realized.
You. Therefore, the installation positions of the ATS ground members 7a and 7b
It is necessary to make adjustments so that
You. Next, an erroneous departure of the present embodiment having the above configuration will be described.
About the operation of the automatic train stop device, the flowchart of FIG.
This will be described with reference to FIG. In addition, as shown in FIG.
Automatic departure train automatic stop control is performed for L train TR
The case will be described. Automatically departure train automatic stop shown in Figure 3
The suspension processing is performed on the ground equipment 5 on the main line side (hereinafter, unless otherwise specified).
It refers to a device or the like on the main line ML side. Stop life from)
It is started when the control unit 19 on the vehicle receives the command. Ground mounting
In addition to this stop instruction, the stop signal 5 indicates a stop signal to the traffic light 3.
And transmit signals to the ATS terrestrial units 7a and 7b.
Issue an execution instruction. ATS ground child 7a, 7 accordingly
b starts transmitting the signal. Returning to FIG. 3, first, through the ATS vehicle upper arm 11
Receiving signals from the ATS terrestrial units 7a and 7b
Top 100. Hereinafter, steps are denoted by S. ), The received signal
The reception interval time t is calculated based on the signal (S110).
Subsequently, the checking time T is read from the checking time storage unit 17.
(S120), the reception interval time t is less than or equal to the check time T
It is determined whether or not (S130). When t ≦ T (S130: YE
S), an emergency brake (not shown) is operated (S14).
0), and an alarm is further transmitted (S150).
Exit once. On the other hand, when t> T (S130: N
O), without performing the processing of S140 and S150.
The process ends once, and returns to the original state. In this embodiment, the ATS ground child is used.
7a and 7b, there are two sets, until the stop position SP is reached.
, The above series of processing is always repeated twice. In addition,
For example, the driver immediately notices a wrong departure.
When the train TR is stopped up to the positions a and 7b,
Since S100 is not executed in the above processing,
Is not performed. The control process for the automatic departure train automatic stop is described above.
Is performed as described, but for clarity
FIG. 1 shows a specific example of the operation according to the running condition of the train TR.
It will be described with reference to FIG. As shown in FIG.
When the train TR received the stop command, the train stop position S
Consider the case where there are two sets of ATS ground children 7a and 7b before P
You. The erroneously departed train TR is indicated by a dotted line in FIG.
When it accelerates, that is, when the stop command is received
Even if the driver made a false start without noticing
ATS in front (far side when viewed from stop position SP2)
At the first check point on the ground children 7a and 7b
Indicates that the train speed is within the area S1, so the processing at S110 in FIG.
The reception interval time t calculated in the process is read in S120.
This is longer than the retrieved inspection time T. Therefore, t> T
(S130: NO), and the process of S140 is not performed.
Therefore, the train TR proceeds at the same speed. However, the next ATS ground children 7a, 7b
At the second check point, the train speed is in the area S2
, The reception calculated in the process of S120 in FIG.
The communication interval time t is equal to or longer than the reference time T read in S130.
Below. Therefore, when t ≦ T (S130: YES), S
At step 140, the emergency brake is actuated.
As shown in the part after the vertex of the curve shown by the dotted line
And stops before the limit position CP. As described above, a plurality of check points are set.
In particular, even if the driving situation after a departure
More judgment (even if acceleration conditions differ)
Opportunities are available, which is good for improving safety.
Good. When t ≦ T at the first check point, (S
130: YES) Naturally, the processing of S140 is performed and the
The normal brake operates and stops just before the limit position CP. In addition, even if the driver makes a mistake,
Activate the normal brake to decelerate, etc., the actual train
If the deceleration curve of TR is within the region S1, the first
And two in the second check point
If t> T (S130: NO), the emergency brake
It does not work and stops smoothly. like this
Even if the vehicle departs incorrectly, stop enough before the stop position SP.
Emergency brakes will not be activated if the speed is
Rake does not degrade ride comfort. As described above, the erroneous departure train of this embodiment
According to the operation stop device, is it possible to receive the stop signal?
In the case of a wrong start, the reception interval time t
If the time is not more than the checking time T (S130: YES), that is,
Running at the current train speed will exceed the limit position CP
There is a risk of contact or collision with the other train
The brake command is output only in the state (S140).
When the communication interval time t is longer than the check time T (S130: N
O), that is, the train speed is at the stop position
Speed enough to stop before the SP
Brake, if the brake is always on)
Commands are not output, and sudden braking may deteriorate ride comfort.
To prevent that. Then, the train for each train TR running on the same line
Even if the rake performance and acceleration performance are different,
First and second deceleration curves C1 and C2, first and second deceleration curves
Acceleration curves D1 and D2 are determined, and based on these, check
The speed V is set, and the checking time T is determined using the checking speed V.
Are determined, it is possible to easily cope with those differences.
Note that, in the present embodiment, as described above, the ATS
a, 7b, the level of the inspection speed V at the position where the
By adjusting the distance L between the ATS ground members 7a and 7b
CheckTime TIs set to be constant. Therefore, the check time storage unit 17 stores the ATS location.
It is necessary to store the inspection speed V for each position of the upper child 7a, 7b.
There is no need to install ATS ground members 7a and 7b at multiple locations.
Even if it is, it is only necessary to store a constant value. Also,
Also in the processing of S120 in FIG.
a, just check time regardless of the location where 7b is provided
It is only necessary to read out T. Further, in measuring the train speed,
The speed generator, which is well known, and the speed
No need for complex and many components to measure,
A simple configuration is sufficient. Next, the above-mentioned automatic departure train automatic stop
Equipment design, especially deceleration curves and checking based on them
More specific about speed setting and installation location of ground
A detailed description is given below. [A]: Classification by vehicle performance The design specifications used for the design of the automatic departure train automatic stop device are as follows:
Mainly on vehicle acceleration and deceleration, but target vehicles are diverse
And the disparity between these figures is large,
Vehicles are classified for each group and design specifications are determined. (1) Preconditions for classification The vehicle's deceleration performance depends on the vehicle's inherent performance and the initial brake speed.
Depends on the degree, gradient, etc.
Since the installation location of the device is not specified, the following prerequisites must be met.
Perform classification by performance. Vehicle performance: Stops at a speed of 50 km / h
Emergency deceleration before emergency braking ・ Gradient… Level (0/1000) ・ Brake initial speed: 50km / h (The target speed range is 50
km / h or less) ・ Deceleration end speed… 0km / h ・ Driving time: 1.3 seconds for trains and 2.3 seconds for railcars ・ Category type… Type / Ride rate (0,100,200%) (2) Classification method Average deceleration, which is the lowest value for each vehicle type (hereinafter referred to as
It is called the normal brake deceleration “β00”. ) And the different types of vehicles
`` Classification of vehicles by group '' in consideration of formation conditions etc.
U. The emergency brake deceleration β00 for classification by vehicle type is
Emergency brake actual deceleration by formula and ride rate (0,100,200%)
(Emergency brake actual deceleration from 50km / h to stop)
Degree) Based on β0, at the level (0/1000) including idle running
The emergency brake deceleration β00 for classification
Use the lowest value. The knitting conditions are considered in operation except for abnormal situations.
Based on the resulting combination of different types of vehicles
Of the vehicle with poor braking performance
Classification ”. For example, give an example of the classification result
Then, according to a predetermined formula, [Classification i] 2.8km / h / s ≦ β00 [Classification ii] 2.3km / h / s ≦ β00 <2.8km / h / s [Classification iii] β00 <2.3km / h / s Are classified into three, and an example of a vehicle according to the classification is as follows:
Table 1 below. [0043] [Table 1] [B] Design specifications (1) Car child and ground child Prerequisite knowledge and guidelines for ATS vehicle child and ground child
Etc., as well as “Timer setting” for each vehicle group.
Value ”. For example, based on 500 msec, 50 ms
Change according to a certain rule, such as making it variable in ec units.
You. In addition, the location of the upper car is within 7m from the first car
In principle, it should be installed at a location. (2) Emergency brake average deceleration for design Emergency brake actual deceleration by type and ride rate (0,100,200%)
Degree β0, idle running time, gradient condition of ATS ground child installation location,
And other equipment conditions, etc.
Emergency brake average deceleration from each speed for each category
Average emergency brake deceleration “β”). Also,
Based on the ratio of "Timer setting value", for one group design
When the emergency brake average deceleration β is set,
The average deceleration is calculated for all groups to determine the
To satisfy the group, mutual design for emergency brake flat
It is necessary to adjust the average deceleration β. (3) Driver's maximum service brake deceleration The numerical value on the highest run curve in the group by vehicle group
This is used as a reference, and this is used for
Taking into account the logical conditions, the "maximum service brake of the driver
Deceleration ”(Maximum brake reduction allowable for normal operation
Speed). At that time, the ratio of the "timer set value"
Due to the ratio, if you set a value for one group, the other group
Value is inevitably determined.
The driver's maximum service brake deceleration
Make sure that each group has a "driver's maximum service brake
"Deceleration" needs to be adjusted. Also, "The maximum of the driver
"Service brake deceleration" is set for each location where the ATS ground carrier is installed
In principle. (4) Virtual acceleration α This automatic departure train automatic stop device detects the departure train and
Because of the control, when designing,
It is necessary to consider the acceleration of the vehicle. Module used for design
Speed drives that line during vehicle grouping
Although it is conceivable to use the maximum value of the vehicle,
Since the number of installed child elements is wasted,
Correlation (Vehicles with excellent acceleration performance also have relatively deceleration performance
Virtual acceleration by "Vehicle group classification"
The degree α is obtained, and this numerical value is used for design. What
From the ratio relation of "Timer setting value", the value of one group
Will inevitably determine the values of other groups,
Based on the virtual acceleration α of the group with the lowest acceleration / deceleration ratio
To set. The method of calculating the virtual acceleration α will be briefly described.
You. First of all, “50km /
h brake average deceleration at h "and" up to 50km / h
The average acceleration for design is used to determine the acceleration / deceleration ratio, and the
The lowest value "minimum acceleration / deceleration ratio η" is selected. And
The minimum acceleration / deceleration ratio η belongs to the vehicle used for the calculation.
"Vehicle at 50km / h" used by "Vehicle group classification"
Calculate virtual acceleration α by dividing “normal brake average deceleration”
I do. Here, the basis for adopting the virtual acceleration α is
The correlation between acceleration (α) and deceleration (β) is shown. acceleration
The correlation between (α) and deceleration (β) is as shown in FIG.
Approximate the relationship between acceleration distance (L1) and deceleration distance (L2)
be able to. "Virtual acceleration α" and "Emergency at 50km / h"
Brake average deceleration ”satisfies“ minimum acceleration / deceleration ratio η ”
The vehicle departure point (acceleration distance L1) is the same
The speed will vary depending on vehicle performance
Of any performance as long as it is a target vehicle
It does not exceed the stop point (deceleration distance L2). Therefore, at an acceleration distance of L1 or less,
Stop beyond the deceleration distance L2 that satisfies the “minimum acceleration / deceleration ratio η”.
No vehicles to stop. [C] Design method of automatic departure train automatic stop device (1) Preconditions (A) Using the so-called ATS-ST type speed check function
To determine whether the train is an approaching train or a wrongly departing train at a speed lower than the predetermined speed,
For emergency departure trains, apply emergency brakes in principle
To stop by the vehicle contact limit. Also, the predetermined stop position
Trains operating at or below the prescribed approach speed to stop at
The emergency brake does not work. (A) The protection range of this design is the vehicle contact limit
Train stop position closest to the train Stop position farthest from the target
It is a continuous section to the goal, but if that is not the case,
Trains that departed incorrectly from near each train stop position target
I do. (B) Because the performance of the target vehicle varies,
Cars are classified according to “classification by group” and the design is advanced.
However, only the acceleration and deceleration are different.
The location is the same. (C) The "timer set value" of a standard vehicle
500 msec, deceleration for each "vehicle group classification"
Vehicle groups with inferior performance will be increased and decreased in 50 msec increments.
Vehicle groups that excel in speed are reduced by 50 msec.
You. (D) In this design, such as "Average deceleration for design emergency brake"
The data used depends on the above design specifications. Note that the above design
Based on the source, each speed check point is continuous from speed 50km / h.
Deceleration curve, but due to geographical conditions, etc.
If it is difficult to install the upper arm, the following can be performed. ・ Arrival time between stations ・ Range that does not affect driving operation
In the box, a new speed limit is added. ・ Change the installation position of the ATS ground child and adjust the individual inspection speed.
Overlap. At this time, make sure that the checking speed is continuous and there is no omission in the speed checking.
And in principle. If the above is not the case,
And place it where it is most effective. (2) Design method "It does not work on trains below the specified speed and
Stop by the vehicle contact limit "
"Average deceleration at normal braking" and "Maximum braking for driver
A speed check wall will be set up between the "key deceleration". The ATS place
The installation interval of the upper child is based on the “virtual acceleration α” described above.
Design and install it in principle so that there is no leakage of speed check.
You. It should be noted that the installation interval of the ATS terrestrial units is an erroneous start.
The installation conditions are not allowed because it affects the density of the train detection network.
The “virtual acceleration α” is set as high as possible within the range. Ma
Departs from near the train stop position target due to geographical conditions
If only trains that do
At the same time, ATS ground installation such as speed limit, driver's operation method, etc.
Determine the speed check point in consideration of the maneuvering method of the place
You. The specifications used in the design are “timer set values”.
Of the “Vehicle Classification” depending on the ratio
The same ATS grounding point can be obtained
You. However, here, vehicle performance and driver
The most design constraints within the operating tolerances of
Inferior braking performance "Vehicle group classification" data
The design will proceed on the basis of. The design procedure will be described below with reference to the drawing example of FIG.
Indicates the order. (A) The horizontal axis is “distance” and the vertical axis is “speed”
Draw a drawing near the station premises. (B) 6.75m inward from the vehicle contact limit (ATS vehicle upper child
Is within 7m from the head of the train
The train starts from the position
In the direction opposite to the direction `` design emergency brake average deceleration
Degree curve (this curve corresponds to the curve C2 in FIG. 1).
You. ). (C) At the above design specifications and at the design target station
Taking into account the actual driving conditions,
Train stop position target, other train stop position target,
"Driver's maximum service brake deceleration" curve (this curve
Curve in FIG.C1Applicable. ). The train
A composite curve is used depending on the position of the stop position target. example
For example, as shown in FIG. 5, 2.0 km / h / s (solid line) and 2.3 km / h / s
It is a composite curve of km / h / s (broken line). (D) Train stop position closest to the vehicle contact limit
Absolutely stopped ground child 101 (123 KHz) inside the target
Draw the vertical line on the horizontal axis and the average
Find the intersection P1 with the "speed" curve, and from that intersection P1,
Towards the curve of the maximum service brake deceleration of the transfer
Draw a "speed" curve. This "virtual acceleration" curve and "driver
Of the maximum service brake deceleration curve is the first speed check
The point becomes SCP1. (E) Next, from the first speed check point SCP1
The vertical axis of the horizontal axis and the “mean emergency brake deceleration for design” curve
From the intersection P2, and the "driver's maximum
The “virtual acceleration” curve toward the “brake deceleration” curve
Draw. This virtual acceleration curve and the driver's
The intersection of the "rake deceleration" curve is the second speed check point SCP2
Become. (F) Hereinafter, the end point of the “virtual acceleration” curve
(Departure point of erroneous departure train) is farthest from the vehicle contact limit
Until the train stop position target is exceeded
repeat. And basically, the first to third speed check points S
A position corresponding to CP1 to SCP3 is a pair of ATSs
Placement of ground elements 111-113 (108.5KHz)
Becomes (G) Prepared by the above (A) to (F)
Since the drawing is a theoretical design,
Construction conditions, such as the installation location of the child, and the speed limit provision separately provided
In consideration of the matter, etc., the above-mentioned ATS ground child 101, 11
Arrange the installation locations of 1-113. (H) Depart from near the train stop position target
When targeting trains only, consider the acceleration
In consideration of the maximum acceleration type including the maximum acceleration
Select the location of the ATS ground child that can be installed. The present invention is not limited to such an embodiment at all.
Without departing from the scope of the present invention.
It can be implemented in embodiments. For example, in the above embodiment,
The ATS terrestrial units 7a and 7b send out signals only at the time of communication,
Do not send out signals when opening conditions are in place
However, signals are always sent from the ATS terrestrial units 7a and 7b.
And a stop signal was received on the upper side of the car due to the path not being opened.
In such a case, a signal from the ATS ground elements 7a and 7b is received.
It is good also as a result. [0062] As described in detail above, the erroneous starting sequence of the present invention
According to the automatic vehicle stop device, when a stop signal is received,
If the communication interval time is less than the check time, that is, the current train
When traveling at the same speed, vehicle contact at the junction of the tracks
Starting trains that can not be stopped by the limit and are operating properly
Brake command when contact and collision accidents occur
Is output to prevent an accident.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic configuration diagram showing an embodiment of an erroneous departure train automatic stop device of the present invention. FIG. 2 is an explanatory diagram showing a schematic position to which the erroneous departure train automatic stop device of the present embodiment is applied. FIG. 3 is a flowchart showing the operation of the present embodiment. FIG. 4 is a diagram illustrating a correlation between acceleration (α) and deceleration (β) according to an example of a method of designing the train departure automatic stop device. FIG. 5 is a diagram illustrating a drawing example according to an example of a design method of the erroneous departure train automatic stop device. [Explanation of Signs] C1: first deceleration curve, C2: second deceleration curve, D
1: first acceleration curve, D2: second acceleration curve, CP: limit position, ML: main line, SH: home,
SL: shunting line, SP1: 1st train stop position,
SP2: second train stop position, TR: train,
1: Track, 3: Traffic light, 5: Ground equipment,
7a, 7b ... ATS ground child, 11 ... ATS car upper child,
13: receiving unit, 15: receiving interval time measuring unit, 17:
Reference time storage unit, 19 ... Control unit

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-51-25204 (JP, A) JP-A-6-22401 (JP, A) Full-fledged 1986-134601 (JP, U) (58) Survey Field (Int.Cl. ⁷ , DB name) B61L 3/12 B61L 23/00 B60L 15/40

Claims (1)

(57) [Claims] [Claim 1] An erroneous departure train automatic stop device that automatically stops the erroneously departure train in order to prevent collision, derailment, etc. by a train that has departed erroneously without opening a course. At least two sets of ground rails that transmit signals of a predetermined frequency are installed at predetermined intervals in the train traveling direction on the track where the train arrives and are installed on the car at the above-mentioned predetermined intervals. Receiving interval signal measuring means for receiving a signal from each of the above ground terminals and measuring a receiving interval time corresponding to a traveling time between the ground terminals by the train, and indicating a relationship between the position and the speed of the train. Curves, sand
In other words, if the above-mentioned wrong departure occurs,
Limit position where the train must stop, depending on
Starting point and the above-mentioned limit position when an emergency brake is used
Emergency break showing the relationship between train position and speed that can be stopped
Set a deceleration curve corresponding to
Starting from the specified stop position,
Relationship between train position and speed at maximum deceleration that is permissible for turning
A check time storage means for storing in advance a check time corresponding to a predetermined check speed set in accordance with the position where the ground child is provided , based on a service brake corresponding deceleration curve indicating the engagement, The receiving interval time measured by the time measuring means is compared with the corresponding checking time stored in the checking time storing means. If the receiving interval time is shorter than the checking time, a brake command is output to the brake mechanism. And a brake command output means for performing the following. (A) to (d)
An automatic departure train automatic stop device, which is provided at a position corresponding to a speed check point determined in advance . (A) The target station structure with the horizontal axis as the distance and the vertical axis as the speed
Assuming a diagram of the track near the inside, the above emergency brake is supported
A deceleration curve and a deceleration curve corresponding to a service brake are assumed. (B) Starting at a predetermined position between the limit position and the stop position
Between the vertical axis of the horizontal axis and the deceleration curve corresponding to the emergency brake described above.
Find the intersection P1, the common brake pairs from the intersection P1
Toward the acceleration / deceleration curve,
Virtual acceleration set based on the acceleration deceleration correlation
Draw a curve. This virtual acceleration curve and the reduction of service brake
The intersection of the speed curves is referred to as a first speed check point SCP1. (C) Next, the horizontal axis starting from the first speed check point SCP1
Of intersection P2 between the vertical line of the vehicle and the deceleration curve corresponding to the emergency brake
From the intersection P2 to the deceleration curve corresponding to the service brake
Draw a virtual acceleration curve. This virtual acceleration curve and the
The intersection of the deceleration curve corresponding to the rake is defined as the second speed check point SCP2.
I do. (D) Speed check point after the third speed check point SCP3 is required
In such a case, it is obtained by a method similar to the above (c).