JP3968628B2 - On-board automatic train control system - Google Patents

Description

[0001]
[Technical field to which the invention belongs]
The present invention relates to an automatic train control device, and more particularly, to an on-board automatic train control device that performs speed control mainly by the train side when performing speed control for decelerating the train, such as when there is a preceding train.
[0002]
[Prior art]
In a conventional automatic train control device for rail vehicles (hereinafter referred to as an ATC device), a rail is electrically divided for each length of a rail to form a block, and a ground device is connected to the train for each block. To send a signal indicating the allowable speed. An on-board device is installed on each train, and the on-board device receives a signal indicating the allowable speed via a block, and compares the received allowable speed with the own train speed. When the own train speed exceeds the allowable speed, the on-board device automatically gives a brake command to the brake device, and automatically controls the train speed within the allowable speed. If another train (preceding train) is running (or stopped) in front of the traveling direction of the train on which the train is running, the ground device will be followed by the train that is running behind (continuing train). As the train approaches the running (or stopped) block (the in-line block), a low permissible speed signal is given to the continuing train.
[0003]
The permissible speed indicated by the ground equipment does not change in the same block, so the continuing train receives a step-like speed limit in blocks and stops on the rail of the block in front of the preceding train so that it does not collide with the preceding train It is controlled as follows.
[0004]
[Problems to be solved by the invention]
In consideration of increasing the operation efficiency, that is, increasing the number of trains and the average speed of the train, it is desirable that the distance between the preceding train and the continuation train be as short as possible to ensure safety.
[0005]
In the above conventional control method, the permissible speed is a control that changes stepwise, so if the train enters a block where the permissible speed is lower than before, at the beginning of the rail section constituting that block, A lower permissible speed is received and the brake is activated immediately. Therefore, the train speed drops below the allowable speed before the train reaches the end of the rail section constituting the block, and the brake that has been actuated is once released.
[0006]
In other words, from the viewpoint of reducing the distance from the preceding train, the conventional method described above is that the brake is operated earlier than necessary. Further, since the permissible speed is changed stepwise, the brake operation and the release are repeated many times as many as the number of steps, which has an adverse effect on riding comfort.
[0007]
In addition, when multiple types of trains with different brake performances travel, the ground device is not designed to recognize the brake performance of each train, so the allowable speed indicated by the ground device is the most Even for trains with low braking performance, consideration is given to maintaining safety. That is, the allowable speed is determined based on the brake distance of a train having a low brake performance, and the allowable speed is uniformly designated for all trains regardless of the level of the brake performance. For this reason, trains with high braking performance also have a waste in driving efficiency, which is a way of traveling according to trains with low braking performance.
[0008]
An object of the present invention is to improve the operation efficiency of the following train even when the operation of the following train is restricted by the presence of the preceding train.
[0009]
[Means for Solving the Problems]
In order to achieve the above object, the present invention designates the ground device with a function of providing information indicating where to stop to the train via the rail, and the on-vehicle device is designated by this information. In order to stop at a predetermined position, it is determined what speed it is necessary to travel and a function of applying a brake as necessary is provided.
[0010]
That is, in the present invention, the ground device includes information (for example, a block number) that identifies a block that the train should stop and information that indicates a block (the current block) that the train is currently traveling on. It is transmitted to the on-board device via the block, and the on-board device always recognizes the position where the own train is traveling, and sets the speed pattern preset for each train and for each block (the braking performance of the train). The stop block received from the ground device is stored as a database with a position-permissible speed pattern indicating a deceleration process that decelerates from the maximum speed of the train and stops at the specified position of the block on the assumption that The speed pattern corresponding to the information specifying is read. Next, the on-board device compares the own train speed with the allowable speed determined from the recognized speed pattern and the recognized own train position, and outputs a brake command according to the deviation between the allowable speed and the own train speed. Control the speed and stop the train in the block to be stopped.
[0011]
Transponder ground elements are spaced along the rail for train position recognition, allowing the transponder ground element to read the block number and the distance from the transponder ground element to the end of the block. Store it. When the device (on-vehicle device) arranged on the train passes the transponder ground element, it reads the information stored in the transponder ground element, and the read distance is accompanied by the rotation of the train axle. It is updated based on the speed pulse transmitted from the speed generator, and the position of the own train is recognized by a combination of the block number and the distance.
[0012]
Further, the on-board device is provided with a memory for storing the arrangement order of the blocks and the length of each block, and the distance read from the transponder ground element is updated based on the speed pulse and gradually decreases to zero. Then, based on the arrangement order of the blocks stored in the memory, the adjacent block number and the length of the block (distance from the start point to the end point) are set as a new own train position.
[0013]
Furthermore, the on-board device determines whether the block number recognized as the position of the own train and the information representing the own block received from the ground device are consistent. The brake command to be commanded is output.
[0014]
Specifically, the present invention that achieves the above-mentioned object includes information for identifying a block to be stopped by a train and information indicating a self-block including the rail on rails that are electrically divided and constitute blocks, respectively. Including a ground device that transmits digital signals, a transponder ground element that is spaced apart from each other along the rail, and stores information indicating the position of the ground device, and a signal transmitted to the rail. ATC receiving means for outputting, a transponder receiving means for reading and outputting information representing a position stored in the transponder ground element, a speed generator coupled to the axle of the train and transmitting a speed pulse in accordance with the rotation of the axle, A brake command is output based on the output of the ATC receiving means, the output of the transponder receiving means, and the speed pulse. That the onboard system comprising a ATC controller in the vehicle on the main type automatic train control that is configured to include,
The position information stored in the transponder ground element includes a number indicating a block in which the transponder ground element is arranged, and a distance from the position of the transponder ground element to the end of the block,
The ATC controller is
A speed pattern that is set in a one-to-one correspondence with each of the plurality of blocks, and represents a permissible speed at each position until the train stops when the train stops at the corresponding block. A memory for storing a corresponding block in combination with information for specifying the block and storing an arrangement order of the blocks and a length of each block is provided.
Recognize the position of the own train as a combination of the block number output by the transponder receiving means and the distance from the end of this block, update the own position based on the speed pulse, and from the end of the own block of the own position When the distance becomes 0, the block number adjacent to the train traveling direction is searched from the data of the arrangement order of the blocks stored in the memory, and the length of the block corresponding to the obtained block number is determined. And based on the information identifying the block to be stopped received by the ATC receiving means, the speed pattern corresponding to the block identified by the information is read from the memory and read out. Based on the speed pattern and the recognized own train position, the allowable speed at the position is calculated, and the calculated allowable speed and the own train speed are calculated. It is configured to output a brake command according to the difference, and it is determined whether or not the block number recognized as the position of the own train and the information indicating the own block received by the ATC receiving means match. When not matched, it is configured to output a brake command for commanding an emergency brake.
[0015]
By applying the above means, the train will show a deceleration speed pattern suitable for each brake performance, and the position of the own train will be recognized at all times, so the brake will not operate intermittently. The train can be continuously operated to stop the train at a desired position. Therefore, the brake operation start time is delayed later, the period when the brake is not operated becomes longer and the average operation speed is improved, the brake distance to stop is shortened, the train operation interval can be reduced and the number of operations can be increased, Driving efficiency is improved. Moreover, since the block which the own train is running is obtained from two information sources and the two are not matched, the train is stopped, so the control is always on the safe side.
[0016]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, a first embodiment of the present invention will be described with reference to the drawings.
[0017]
FIG. 1 shows a main configuration of the present embodiment. The illustrated embodiment includes a ground device, an on-vehicle device, a transponder ground element 7 and a block.
[0018]
The on-board device includes an ATC control unit 4, a brake device 5, a speed generator 10, a transponder receiving unit composed of a transponder vehicle upper unit 8 and a transponder receiving unit 2, and an ATC receiving unit composed of an ATC power receiver 9 and an ATC receiving unit 3. It is comprised including. As shown in FIG. 12, the ATC control unit 4 includes a search processing unit 4A, an own train speed calculation unit 4B, a comparison processing unit 4C, a memory 45, and a position register 41.
[0019]
The speed generator 10 outputs a speed pulse corresponding to the number of rotations of the train wheel to the ATC control unit 4. The ATC power receiver 9 detects a signal flowing in the block (rail) and outputs it to the ATC receiver 3. The ATC receiver 3 demodulates the signal input from the ATC power receiver 9 and outputs it to the ATC controller 4. The transponder vehicle upper unit 8 receives a signal from the transponder ground unit 7 and outputs the signal to the transponder receiving unit 2. The transponder receiving unit 2 converts the signal input from the transponder vehicle upper unit 8 into point information, and performs ATC control. Output to part 4. In the memory 45, information that can specify the arrangement of block numbers, that is, block connection information 42, information about the length of each block, that is, block length information 43, and a speed pattern set corresponding to each block number are stored. Stored.
[0020]
The ATC control unit 4 includes point information input from the transponder receiving unit 2, information from the ground device input from the ATC receiving unit 3, speed pulses input from the speed generator 10, and information stored in the memory 45. Based on the above, it is determined whether the speed of the own train does not exceed the allowable speed, and a brake signal is output if necessary. The brake device 5 operates the brake according to the brake signal input from the ATC control unit 4.
[0021]
The transponder ground element 7 is arranged along the rail at an interval, and the block corresponding to the block number where the transponder ground element 7 is disposed and the position where the transponder ground element 7 is disposed constitutes the block there. The distance to the end of the rail section (the remaining distance in the block) is stored as data. This data is transmitted to the transponder vehicle upper element 8 passing near the transponder ground element 7 as the train progresses.
[0022]
The ground device 6 is configured to generate information to be given on the vehicle and flow it as digital signals on the rail. As shown in FIG. 3, the ground control unit 6A, the ground control unit 6A and each block are individually connected. It includes a communication line to be connected, and a transmission / reception unit 6B interposed in each communication line. The ground control unit 6A detects whether there is a train in the block via the communication line, and when there is a train, instructs the transmission / reception unit 6B interposed in the communication line to transmit information to the block. The transmission / reception unit 6B instructed to transmit information transmits a signal including the block number (own block number) and the stop block number transmitted from the ground control unit 6A to the block.
[0023]
The outline of the operation of the automatic train control device having the above configuration will be described below.
[0024]
The ground device transmits its own block number and stop block number to the on-vehicle device via the block, and the on-vehicle device reads the speed pattern set for each block number from the memory 45 based on the received stop block number. . The on-board device always recognizes the position of the own train based on the block number, the remaining distance in the block, and the speed pulse of the speed generator 10 transmitted from the transponder ground unit 7. And the current own train speed obtained from the speed generator 10 are compared. The on-board device outputs a brake command having different strength according to the difference between the speed at the own train position in the speed pattern and the current own train speed to the brake device 5 and stops in the rail section of the received stop block number. To control the train speed.
[0025]
Next, details of the above operation will be further described.
[0026]
First, a method for recognizing the position of the on-board device will be described. As shown in FIG. 3, the transponder ground element 7 is installed in places along the rail, the block number (4T in FIG. 3) where the transponder ground element is installed, and the end of the block to the transponder ground element 7 Is stored in the ground unit as data that can be read out by the transponder vehicle upper unit 8. When the transponder vehicle upper part 8 passes immediately above the transponder ground element 7, such information is read into the transponder vehicle upper element 8. In the ATC control unit 4 on the vehicle, a position register 41 is provided for storing and updating the position of the own train. The position register 41 stores a block number and a remaining distance in the block. It has become. When the transponder vehicle element 8 passes immediately above the transponder ground element 7, the transponder vehicle element 8 reads the data (the block number 4T and the distance L) of the transponder ground element 7. The transponder vehicle upper part 8 sends the read data to the ATC control unit 4, and when the ATC control unit 4 receives the information of the block number and the distance L from the transponder vehicle upper element 8, as shown in FIG. The block number in the register 41 and the remaining distance in the block are set by information from the transponder vehicle upper element 8.
[0027]
The search processing unit 4A of the ATC control unit 4 can update the train position by taking in the speed pulses from the speed generator 10 and integrating the speed pulses. Therefore, after that, when the train proceeds, the search processing unit 4A subtracts the remaining distance in the block in the position register 41 as shown in FIG. 5 by taking the speed pulse from the speed generator and integrating the speed pulse. Then, the contents of the position register 41 are updated. That is, the position of the own train is held and stored in real time as data stored in the block number of the position register 41 and the remaining distance in the block. As the train further progresses, the remaining distance of the position register 41 eventually becomes 0, that is, the train reaches the end of the block.
[0028]
The memory 45 of the ATC control unit 4 on the vehicle stores information that can specify the arrangement of block numbers, that is, block connection information. Specifically, as shown in FIG. 6, connection information 42 that stores information on how block numbers are arranged on an actual line is stored in a memory 45. When the remaining distance in the block of the position register 41 becomes zero, the search processing unit 4A searches the block number next to the block number of the current position register from the information related to the arrangement of the block numbers stored in the memory 45. . Further, as shown in FIG. 7, the memory 45 also stores information on the length of each block, that is, the block length information 43, and the logic of the search processing unit 4A stores the block of the new block number searched earlier. The length is retrieved from this information, and the new block number and the length of the block are set as new position information in the position register 41 as shown in FIG.
[0029]
In this way, the position register 41 is always calculated and updated as the train progresses. If the transponder ground element 7 is newly passed while traveling in this state, the position register 41 is rewritten with information obtained from the transponder ground element. Since the remaining distance in the block of the position register 41 is updated by the speed pulse, the speed pulse may cause an error due to idling or sliding of the wheel of the axle to which the speed generator is coupled. In this case, the information is corrected by receiving the information of the next transponder ground element 7.
[0030]
As described above, the position of the own train is always held in the ATC control unit 4 in the form of the running block number and the distance to the end of the rail section indicated by the block number (the remaining distance in the block). Has been.
[0031]
Next, stop block numbers transmitted from the ground device will be described with reference to FIG. The ground control unit 6A always detects whether there is a train in each block via a communication line, and if the train A is in a certain block (2T in the example of FIG. 3) (whether the train is running, A block that is separated from the block number 2T by a predetermined distance to the train B side with respect to the transmission / reception unit 6B5 intervening in the communication line connected to the block where the train B is behind (regardless of whether it is stopped) Number (for example, 3T) is transmitted. The transmission / reception unit 6B5 uses the received block number 3T as a stop block number and the block number 5T to which the transmitter / receiver 6B5 belongs as its own block number, generates a digital signal of the stop block number and its own block number, and modulates the signal at a specific frequency (MSK modulation) And output to the block 5T. Of course, for the block 2T in which the train A exists, the stop block number determined by the position of the train in front of the train A and the own block number 2T are transmitted from the transmission / reception unit 6B2 via the communication line connected to the block 2T. Is output. The signal output to the block 5T is detected from the rail by the ATC power receiver 9, demodulated by the ATC receiver 3, and input to the ATC controller 4.
[0032]
In the memory 45 of the ATC control unit 4, for each block number designated as a stop block number, there is a speed pattern that defines a deceleration state for the train to stop in the rail section of the block designated by the stop block number. It is remembered. The speed pattern is information of a position / speed pair, and is a brake curve that makes the train speed zero before the end of a specified block. This speed pattern is defined over a block designated as a stop block and a length of a certain distance outside thereof. The fixed length is the distance that the train can stop by braking from the maximum speed. The distance that the train can stop by braking from the maximum speed depends on the brake performance of the train, the type of train, the slope of the track, the degree of the curve, and the like. Therefore, the shape of this speed pattern is set for each train and for each stop block. Normally, it has a parabolic shape as shown in FIG. 11B. However, if the section has a downward slope, the effective brake deceleration becomes lower due to the downward slope if the same braking performance is assumed. In this case, the speed pattern is a “sleeping” curve with a low slope as shown in FIG. Further, when there is a steep curve or the like in the middle, a speed limit may be added to the section, and the shape as shown in (d) may be obtained. These speed patterns are stored in the memory 45 for each block number.
[0033]
The search processing unit 4A of the ATC control unit 4 reads a speed pattern corresponding to the received stop block number, for example, a speed pattern as shown in FIG. After reading the speed pattern, the search processing unit 4A obtains where the own train is on the distance axis of the read speed pattern from the position of the own train, that is, the contents of the position register 41. As described above, the memory 45 also stores connection information 42 of each block and length information (block length information 43) of each block. The search processing unit 4A searches for all block numbers between the stop block number and the own block number. Then, all the lengths of these blocks are searched, and the sum of these is obtained. Next, the remaining distance in the block of the position register 41 is added. This value is the distance from the end of the stop block to the train position.
[0034]
The search processing unit 4A assigns this distance to the speed pattern as the distance axis of the read speed pattern, and obtains the corresponding speed from the speed pattern. The speed obtained here becomes the allowable speed of the train at that time (the position). Typically, as shown in FIG. 14, the position of the own train is determined on the speed pattern, and the speed on the pattern at the position is obtained as the allowable speed V1.
[0035]
The obtained allowable speed V1 is sent to the comparison processing unit 4C, and the own train speed Vt calculated by the own train speed calculation unit 4B based on the speed pulse output from the speed generator 10 is subtracted from the allowable speed V1. The As shown in FIG. 15, the comparison processing unit 4C gives a brake command for stepwise braking force according to the value of the deviation ΔV between the own train speed Vt and the allowable speed V1 (= allowable speed V1−own train speed Vt). , Output to the brake device 5. That is, as shown in FIG. 10, while adjusting the brake strength based on the speed pattern, control is performed so that the vehicle is decelerated along the speed pattern and stopped before the end of the block 3T.
[0036]
As shown in FIG. 15, when the own train speed Vt is lower than the allowable speed V1 by a predetermined value or more (ΔV ≧ ΔV ₀ ), No brake command is output, but as the difference becomes smaller, a stronger brake command is output. When the own train speed Vt exceeds the allowable speed V1 defined by the speed pattern, the service maximum brake B7 is output. As a result of the brake output, the actual speed decelerates along the speed pattern, and the actual train speed also becomes zero at the end of the pattern. Even when the own train speed Vt is lower than the allowable speed V1, the brake command is output because if the brake is applied after the own train speed Vt exceeds the allowable speed V1, the excess of the speed becomes large. This is because, if the brake is suddenly applied after the speed Vt exceeds the allowable speed V1, the impact is large and uncomfortable.
[0037]
As shown in FIG. 13, normally, in order to provide a margin for control, the end of the speed pattern is not the position of the remaining distance “0” in the block, but a margin distance, and the remaining distance “in block” “ L ₀ "m" position. This provides a margin for errors such as distance recognition.
[0038]
In FIG. 2, the speed pattern (dashed line) at the time of deceleration of the train according to the present embodiment and a conventional stepwise deceleration pattern (solid line) are shown in comparison. Shown at the bottom is a brake command, where the upper side of the horizontal axis is the prior art, and the lower side of the horizontal axis is the case of the present invention. As is clear from the figure, in the case of the prior art, since the allowable speed is output in units of blocks, the signal of the allowable speed 0 is output at an early stage, and therefore, the brake command is divided into two times, and At an early time, deceleration starts at point a in the figure. On the other hand, in the case of the present invention, the signal of the allowable speed 0 is the point D that is the stop position, and the brake command is continuously output without interruption from the start of deceleration to the stop.
[0039]
As a result, since the travel distance during the deceleration period can be shortened, the deceleration start timing becomes point a in the figure, and the position is later than the point a in the prior art (a point closer to the stop position). Therefore, the speed V before deceleration V ₀ The driving distance in the city will be longer and the average operation speed will be higher. Further, since the deceleration start position is close to the stop position, the interval with the preceding train can be shortened.
[0040]
As explained so far, the position register 41 always updates the value of the remaining distance in the block by integrating the speed pulses. However, since the speed pulse is generated by the rotation of the axle, if the wheel slips, the actual position and deviation occur. If the actual position and the recognition position on the vehicle, i.e., the position held in the position register 41, are greatly deviated and a large difference occurs, a dangerous case in control is assumed. Since the data of the position register 41 is updated with the data of the transponder ground element 7 as described above, the data of the position register 41 becomes accurate at the position immediately after the transponder ground element 7. However, the transponder ground element 7 is not necessarily arranged for each block, and there is a possibility that the difference becomes large until the next transponder ground element 7 is regulated.
[0041]
Therefore, in the present embodiment, the vehicle travels while always checking that the data in the position register 41 is not greatly shifted by checking the data in the position register 41 by the following method.
[0042]
That is, the search processing unit 4A checks at predetermined time intervals whether the block number of the position register 41 matches the own block number in the signal transmitted from the ground device via the orbit circuit. The rationality of the data in the position register 41 is determined. If the block number of the received signal and the block number of the position register match, the rationality conforms (position register data matches the data from the ground device). If they are different, the connection information (illustrated in FIG. 6) and block length information (illustrated in FIG. 7) stored in the memory 45 are referred to, and the position before and after the own position held in the position register 41 is constant. When the distance is away, it is calculated whether or not the range of the block number of the position register 41 is exceeded. If it exceeds, the block number adjacent to the block number held in the position register 41 is searched. Then, if the block number obtained by the search matches the own block number in the signal from the ground device, it is determined that the rational fit is achieved. In other cases, it is determined that the rationality is not suitable, and the search processing unit 4A immediately issues an emergency brake, stops the train, and controls to avoid danger.
[0043]
According to the present embodiment, the train is decelerated regardless of the break of the trajectory circuit in a deceleration pattern that makes full use of the braking performance of the train, so that the brake is released until the train stops after starting deceleration. This reduces the distance traveled at a reduced speed. In other words, the start of breaking for stopping is delayed and the average train speed is increased. In addition, the distance from the preceding train can be reduced, which can contribute to improvement in driving efficiency and ride comfort. According to the present embodiment, the error of the own train position also becomes a dangerous magnitude when the own wheel position recognized by the on-board device becomes inaccurate due to the wheel slipping. It is possible to detect in advance, and it is possible to prevent control based on inaccurate data.
[0044]
【The invention's effect】
According to the present invention, when the operation of the following train is controlled due to the presence of the preceding train, the block to be stopped by the subsequent train is specified, and the train to which the block to be stopped is specified is specified. In order to stop at the generated block, the train speed is decelerated so as to have a deceleration pattern set in advance corresponding to the train and the block, so that the average operation speed of the train can be increased. It has the effect of improving driving efficiency. In addition, even if the own train position recognized by the on-board device becomes inaccurate due to the wheel slipping and the like, the error of the own train position becomes a dangerous magnitude. Therefore, it is possible to prevent control based on inaccurate data.
[Brief description of the drawings]
FIG. 1 is a block diagram showing an overall configuration of a first embodiment of the present invention.
FIG. 2 is a conceptual diagram showing a comparison between a change in train speed in the case of the prior art and a change in train speed in the embodiment shown in FIG. 1;
FIG. 3 is a conceptual diagram showing an example of arrangement of the ground device of the embodiment shown in FIG. 1;
4 is a diagram showing the relationship between the data in the transponder ground element and the data in the position register in the embodiment shown in FIG. 1; FIG.
5 is a diagram showing the relationship between velocity pulse data and position register data in the embodiment shown in FIG. 1; FIG.
6 is a diagram illustrating an example of connection information according to the embodiment illustrated in FIG. 1;
7 is a diagram illustrating an example of block length information according to the embodiment illustrated in FIG. 1;
FIG. 8 is a diagram showing a relationship at the time of updating data stored in the on-vehicle memory and position register data according to the embodiment shown in FIG. 1;
FIG. 9 is a conceptual diagram for explaining the correspondence between the stop block and the speed pattern in the embodiment shown in FIG. 1;
10 is a conceptual diagram showing an example of a relationship between a speed pattern and a brake command in the embodiment shown in FIG.
FIG. 11 is a diagram showing an example of a speed pattern of the embodiment shown in FIG. 1;
12 is a block diagram illustrating a configuration example of an ATC control unit according to the embodiment illustrated in FIG. 1;
13 is a conceptual diagram showing an example of the relationship between the speed pattern and the position of the activation circuit in the embodiment shown in FIG. 1;
14 is a conceptual diagram illustrating a method for searching for an allowable speed based on the speed pattern shown in FIG.
15 is a conceptual diagram showing brake output selection logic in the embodiment shown in FIG. 1; FIG.
[Explanation of symbols]
1 rail
2 Transponder receiver
3 ATC receiver
4 ATC control unit
4A Search processing part
4B Own train speed calculator
4C comparison processor
5 Brake device
6 Ground equipment
6A Control unit
6B2-6B5 transceiver
7 Transponder ground child
8 Transponder car upper
9 ATC power receiver
10 speed generator
41 Position register
42 Connection information
43 Block length information
45 memory

Claims (4)

A ground device for transmitting a digital signal including information identifying a block to be stopped by a train and information representing the own block including the rail to rails that are electrically divided and constitute blocks, respectively.
A transponder ground element that is arranged at intervals along the rail and in which information indicating the position is stored in a readable manner;
ATC receiving means for receiving and outputting a signal sent to the rail, transponder receiving means for reading and outputting information representing a position stored in the transponder ground element, and coupled to the axle of the train in accordance with the rotation of the axle A speed generator for transmitting a speed pulse, and an on-board device having an ATC control unit for outputting a brake command based on the output of the ATC receiving means, the output of the transponder receiving means, and the speed pulse;
In an on-vehicle-oriented automatic train control device configured to include:
The position information stored in the transponder ground element includes a number indicating a block in which the transponder ground element is arranged, and a distance from the position of the transponder ground element to the end of the block,
The ATC controller is
A speed pattern that is set in a one-to-one correspondence with each of the plurality of blocks, and represents a permissible speed at each position until the train stops when the train stops at the corresponding block. A memory for storing a corresponding block in combination with information for specifying the block and storing an arrangement order of the blocks and a length of each block is provided.
Recognize the position of the own train as a combination of the block number output by the transponder receiving means and the distance from the end of this block, update the own position based on the speed pulse, and from the end of the block of the own position When the distance becomes 0, the block number adjacent in the traveling direction of the train is searched from the data of the arrangement order of the blocks stored in the memory, and the block length corresponding to the obtained block number is used. Update the position of your train,
Based on the information specifying the block to be stopped received by the ATC receiving means, the speed pattern corresponding to the block specified by the information is read from the memory,
Based on the read speed pattern and the recognized own train position, the allowable speed at that position is calculated,
Information indicating the block number recognized as the position of the own train and the own block received by the ATC receiving means, and configured to output a brake command according to the deviation between the calculated allowable speed and the own train speed The on-vehicle main automatic train control device is configured to determine whether or not the vehicle is in alignment and to output a brake command for instructing an emergency brake when the vehicle is not in alignment. 2. The on-vehicle-based automatic train control device according to claim 1, wherein the block arrangement sequence stored in the memory of the on-vehicle device passes through a branch portion uniquely determined from the block indicating the own train position and the block to be stopped. An on-vehicle-based automatic train control device comprising: At the time of power-on, the rear end of the train is on the track block including the branch, and there are multiple speed patterns corresponding to the set of the track block to be stopped transmitted from the ground device and the track block on which the own train exists In this case, the on-vehicle main automatic train control device according to claim 1, wherein a speed pattern registered in advance in a memory is selected. In the state where the transmission of the stop line block number information and the own train existing block number information from the ground device is stopped, it is impossible to continue the recognition of the own train position by entering the line block including the branch. It has a mechanism that counts the mileage until it receives the stop line block number information and the own train standing block number information from the ground device again, and the own train standing block number information from the ground device is recovered. At that time, the own train station block number information immediately before the position of the host train becomes unrecognizable, the own train station block number information at the time of recovery of information transmission from the ground, and an array of track blocks registered in advance in the memory Using information, it becomes impossible to recognize the position of the track that exists on the route traveled between the time the position was recognized and the recovery of information transmission from the ground. From the information on the length of each track block registered in the memory, the total length of the track block existing on the route is calculated, and the travel distance obtained by the travel distance counting mechanism from the sum is calculated. The recognition of the own train position is resumed simultaneously with the information transmission recovery by calculating the distance to the block end in the own train existing block at the time of the information transmission recovery by decreasing the number. On-board automatic train control system.

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