JP4197096B2 - Automatic train control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an automatic train control device (hereinafter referred to as an ATC device) that automatically performs brake control of a subsequent train based on the position of a preceding train and controls the travel of the subsequent train. The present invention relates to a technology for improving reliability.
[0002]
[Prior art]
The ATC device sets the permissible speed of the following train according to the interval with the preceding train, and when the succeeding train exceeds the permissible speed, it automatically operates the brake and decelerates to limit the speed of the following train .
In a conventional ATC device, train detection is performed for each track circuit set on a track, and an allowable speed is set in advance stepwise for each track circuit behind the front train based on the position of the front train. For example, as shown in FIG. 4, when the front train 1 is on the track circuit 1T in front of the own train, the allowable speed of each track circuit 4T to 2T in front of the own train which is a subsequent train is set to AKm / h or less, BKm / H or less, CKm / h or less (however, A>B> C, and each A, B, C is set at a predetermined braking performance and can be lowered to the speed within the track circuit). The permissible speed information (ATC signal) is transmitted to each track circuit. When the own train enters the forward track circuit and receives the allowable speed information on the upper side of the vehicle, the actual train speed is compared with the received allowable speed, and the brake device is automatically set so that the train speed is less than the allowable speed. Is activated. Therefore, in the conventional ATC device, the train has a stepwise traveling pattern as shown in FIG.
[0003]
Thus, the conventional ATC apparatus performs speed control in units of track circuits, and it is necessary to reduce the speed to an allowable speed in the track circuit. For this reason, in consideration of safety, the track circuit length is determined according to the vehicle having the worst braking performance. Here, the constant speed zone (actually acceleration / deceleration operation is performed by the driver) is defined as the period between the speed below the allowable speed and the front track circuit boundary. Since the distance from the speed to the permissible speed or less is short, the constant speed section for each track circuit becomes long, and the traveling time in the constant speed section, so-called margin time increases. In addition to the occurrence of the margin time for each track circuit, this is a multi-stage brake control system in which the brake is operated every time the track circuit enters, so the time from when the ATC signal is received until the brake is operated, so-called Also, idle time is generated for each track circuit. Therefore, the operation interval between trains was wasteful.
[0004]
[Problems to be solved by the invention]
In recent years, there has been a growing need for fine-tuned train operation control that supports high-speed, high-density operation, and optimal operation control can be performed even when trains with various vehicle performances run in the same line section. Such an ATC device is desired.
Therefore, instead of the conventional multi-stage brake control system, an ATC apparatus of a single-stage brake control system has been considered.
[0005]
The one-stage brake control type ATC device determines the stop target position based on the distance-related information from the own train to the preceding train, the brake performance information of the train, etc. and continuously sets the allowable speed at which the train can stop at the stop target position. The driving pattern shown in Fig. 1 is created on the upper side of the vehicle. Then, the created operation pattern is compared with the actual train speed, and the train is stopped at the stop target position by optimally controlling the braking force when the train speed exceeds the allowable speed of the operation pattern.
[0006]
According to this ATC device, the margin time for each track circuit as in the conventional device can be eliminated and the idle time can be once, so the brake start point is far ahead (position closer to the preceding train) compared to the conventional one. I can move. Therefore, the operation interval of the train can be shortened, and high-speed and high-density operation becomes possible as compared with the conventional device.
However, in such a one-step brake control type ATC device, if a failure occurs in the control system or the like, there is a possibility that the train cannot be stopped by the stop target position.
[0007]
In view of such circumstances, an object of the present invention is to improve the reliability of a one-stage brake control type ATC device.
[0008]
[Means for Solving the Problems]
For this reason, the automatic train control device (ATC device) of the present invention has a receiving means for receiving distance-related information from the own train transmitted from the ground to the preceding train, and a speed / position for detecting the speed and position of the own train. Detection means, information storage means for preliminarily storing train specific line information and train specific deceleration performance information, reception information from the reception means, speed and position information from the speed / position detection means, And creating an operation pattern having an upper limit value and a lower limit value indicating an allowable speed from the own train position to the first stop target position based on the specific route information and the deceleration performance information from the information storage means, and operation control means for controlling the train speed by drive control of the service brake of the braking device such that the speed is within the range of upper and lower limit values of the driving pattern, and receiving information of the receiving means, the rate A security pattern indicating an allowable speed from the own train position to the second stop target position ahead of the first stop target position based on the speed and position information of the position detection means, and the specific route information and deceleration performance information. The on-board device mounted on the train has safety control means for driving and controlling the emergency brake of the brake device to emergency stop when the own train speed exceeds the allowable speed of the safety pattern. It is characterized by.
[0009]
In such a configuration, when the receiving means receives distance-related information from the own train transmitted from the ground to the preceding train, the speed and position information of the own train detected by the speed / position detecting means is stored in the information storage means. The operation control means indicates an allowable speed from the own train position to the first stop target position based on the specific route information of the train running line section and the train-specific deceleration performance information and the reception information from the reception means. An operation pattern having an upper limit value and a lower limit value is created. Similarly, based on the reception information of the receiving means, the speed and position information of the own train, and the specific route information and the deceleration performance information, the security control means moves from the own train position to the first stop target position. A security pattern indicating the allowable speed to the second stop target position ahead is created. In normal times, the operation control means performs a speed check using the operation pattern, and drives and controls the service brake of the brake device so that the own train speed is within the upper and lower limits of the operation pattern. Control. In addition, when an abnormality occurs in the operation control means, a speed check is executed with the safety pattern of the safety control means. When the own train speed exceeds the allowable speed of the safety pattern, the emergency brake of the brake device is driven and controlled. Will come to an emergency stop.
[0010]
As 請 Motomeko 2, wherein the upper limit value is created based on the respective information, the lower limit value may be configured to be set by subtracting a predetermined set value from the upper limit value.
Specifically, the distance related information received by the receiving means includes track circuit information on which the own train exists, forward route information on which the own train travels, and an open track circuit up to the preceding train, as shown in claim 3. The configuration includes at least numerical information.
[0011]
According to a fourth aspect of the present invention, the receiving means outputs an emergency brake drive command when distance-related information from the ground cannot be received for a predetermined time.
In such a configuration, when the distance-related information from the ground becomes unreceivable due to the occurrence of an abnormality such as the receiving system, it becomes possible to output the emergency brake drive command to emergency stop the train, Safety can be secured.
[0012]
Specifically, as described in claim 5 , the speed / position detecting means detects the speed and position of the own train based on a pulse signal from the speed generator proportional to the wheel speed of the own train and the wheel diameter. It is the structure to do.
The speed / position detecting means may be configured to correct the position of the own train detected based on a pulse signal from the speed generator, as in claim 6 . Specifically, as in claim 7 , the absolute position information of the points is given to the passing trains at a plurality of predetermined points in the train line, for example, near the boundary of each track circuit as in claim 8. It is good to set it as the structure which correct | amends the own train position, whenever the ground element to transmit is installed and the said absolute position information is received from each said ground element.
[0013]
In such a configuration, the train position detection error due to idle running, sliding, etc. of the wheel is corrected every time it enters the track circuit, so that the train position can be detected with high accuracy.
Further, if the speed / position detecting means is configured to output an emergency brake drive command when the absolute position information from the ground unit cannot be continuously received a predetermined number of times as in claim 9 , the train position It is possible to avoid the danger associated with an increase in detection error.
[0014]
In a tenth aspect of the present invention, the receiving means has a function of outputting an emergency brake drive command when a stop signal is received from the ground. Further, as in claim 11 , the stop signal from the ground is transmitted to at least one of the operation control means and the safety control means via the receiving means to output an emergency brake drive command.
[0015]
Further, the security control unit and the operation control means, as claimed in claim 12, may be configured with different hardware and software.
In such a configuration, the risk that the operation control means and the safety control means will fail at the same time is extremely low, so the reliability of the ATC device can be improved.
[0016]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, an embodiment of an ATC device according to the present invention will be described with reference to the accompanying drawings.
FIG. 1 shows the configuration of the on-board device in the ATC device of this embodiment.
In FIG. 1, the ATC on-board device 10 of this embodiment mounted on a train receives digital ATC signals flowing in a pair of rails of track circuits 1T, 2T,... (See FIG. 2) that are insulated from each other. A receiving device 13 that decodes an ATC signal input from a pair of power receivers 11 and 12 received by electromagnetic induction and outputs the signal to an operation control device 20 and a safety control device 21 described later, and a wheel rotation speed from a speed generator 14 A speed / position detecting device 15 for detecting a train speed and a train position by inputting a pulse signal proportional to the train position, and a plurality of predetermined positions in the train traveling section, for example, near the boundaries of each track circuit 1T, 2T,. The absolute position information received through the antenna 17 when passing through the ground element 16 (see FIG. 2) installed at a predetermined point is decoded and output to the speed / position detector 15. The absolute position receiving unit 18, the allowable speed of the train is calculated based on various information respectively input from the receiving device 13, the speed / position detecting device 15, and the data management unit 19, and the operation pattern P 1 for regular brake control is obtained. The operation control device 20 that outputs the drive command CB of the service brake to the brake device 22 when the actual train speed exceeds the operation pattern P1, and the reception device 13, the speed / position detection device 15, and the data management unit. 19, the allowable speed of the train is calculated based on various information input from 19 and a safety pattern P2 for emergency brake control is created. When the actual train speed exceeds the safety pattern, an emergency brake drive command EB is sent to the brake device 22. The security control device 21 for outputting is provided.
[0017]
The distance-related information included in the ATC signal from the ground received by the receiving device 13 includes track circuit ID information as track circuit information that informs the track circuit that the train is currently traveling, and forward route information that the train travels. This is route information, information on the number of open track sections to which the train can enter as information on the number of open track circuits up to the preceding train, and the like. In addition, when temporary speed limitation is performed, such as when a worker enters the track or the weather deteriorates, temporary speed limitation information transmitted from the ground using a transmission channel different from the normal information described above is used. Receive. The temporary speed limit information includes speed limit information, start track circuit ID information for starting speed limit, number of control sections, and the like. The receiving device 13 performs error detection of the ATC signal by CRC verification or the like, discards the information when detecting the error of the ATC signal, and determines that the reception is abnormal when the ATC signal cannot be received for a predetermined time or more. Then, an emergency brake drive command EB is output to the brake device 22. The receiving device 13 has a function of outputting the emergency brake drive command EB to the brake device 22 even when a stop signal is received from the ground. The power receivers 11 and 12 and the receiving device 13 constitute receiving means.
[0018]
The speed / position detection device 15 includes a speed detection unit 15A and a position detection unit 15B. The speed detection unit 15A detects the train speed from the number of pulses from the speed generator 14 and the wheel diameter in unit time, and outputs the train speed to the operation control device 20 and the security control device 21. The position detection unit 15B calculates the travel distance from the number of pulses input from the speed generator 14 and the wheel diameter, calculates the train position based on the track circuit length data from the data management unit 19, and calculates the operation control device 20 and the security control device. To 21. Further, the position detection unit 15B corrects the train position based on the absolute position information of the absolute position reception unit 18 based on the calculated travel distance data. Here, the speed / position detector 15 and the absolute position receiver 18 constitute a speed / position detector.
[0019]
Each time the absolute position receiving unit 18 receives the absolute position information from each ground element 16, the absolute position receiving unit 18 performs an error test of information by CRC verification or the like, and receives the received information of each ground element 16 stored in the data management unit 19. Compared with the position data, the information reception idling detection is performed. When the idling is detected a predetermined number of times, for example, twice consecutively, an emergency brake drive command EB is output to the brake device 22.
[0020]
The data management unit 19 serving as an information storage means includes specific route data (position data of each ground element 16, track circuit length data, track gradient and curve data, route data, etc.) of the traveling line section of the train, and Vehicle performance data (deceleration performance, etc.) unique to the vehicle is stored.
The operation control device 20 that is an operation control means includes an operation pattern creation unit 20A, a speed check unit 20B, and a brake force control unit 20C.
[0021]
The operation pattern creation unit 20A includes track circuit ID information, route information, opening section number information from the receiving device 13, train position information from the position detection unit 15B, track circuit length data from the data management unit 19, the route data, Based on the vehicle performance data and the like, an allowable speed with a certain margin in the brake performance with the position X (see FIG. 2) a certain distance before the target stop position Y in the later-described safety pattern P2 as a first target stop position. And an operation pattern P1 indicating the permissible speed is created. The driving pattern P1 has a lower limit value PL and an upper limit value PU as shown in FIG. 3 in which a portion surrounded by a dotted line in FIG. 2 is enlarged, and has a width. The upper limit value PU is a pattern that can be stopped at the position X when braking is performed with the normal maximum braking force, and is created based on the input data. The lower limit PL is set by subtracting a predetermined value from the created upper limit PU. This operation pattern P1 is sequentially updated at a predetermined cycle. The speed check unit 20B outputs a comparison result between the operation pattern P1 and the actual train speed. The brake force control unit 20C selects and controls the service brake force so that the train speed is decelerated within the range of the upper and lower limit values of the operation pattern P1 based on the comparison result of the speed check unit 20B, and the drive command CB for the service brake Is output to the brake device 22. Further, the operation control device 20 has a function of outputting an emergency brake drive command EB to the brake device 22 when a stop signal from the ground is input via the receiving device 13.
[0022]
The security control device 21, which is a security control means, includes a security pattern creation unit 21A and a speed check unit 21B. The safety pattern creation unit 21A includes track circuit ID information, route information, opening section number information from the receiving device 13, speed / position information of the own train from the position detection unit 15B, track circuit length data from the data management unit 19, Based on the route data, vehicle performance data, etc., the track from the own train is set as the second stop target position with the track circuit boundary point Y (see FIG. 2) of the forward train 1 ahead of the stop target position X of the driving pattern P1. An allowable speed up to the circuit boundary point Y is calculated, and a security pattern P2 indicating the allowable speed is created. This security pattern P2 is also sequentially updated at a predetermined cycle, like the operation pattern P1. The speed check unit 21B compares the safety pattern P2 with the actual train speed, and outputs an emergency brake drive command EB when the train speed exceeds the safety pattern P2. The safety control device 21 also has a function of outputting an emergency brake drive command EB to the brake device 22 when a stop signal from the ground is input via the receiving device 13.
[0023]
The operation control device 20 and the security control device 21 are both configured with a microcomputer, but the hardware and software of the operation control device 20 and the hardware and software of the security control device 21 are different from each other. . By configuring in this way, the risk that both the control devices 20 and 21 fail simultaneously is avoided, and the reliability of the ATC device is enhanced.
[0024]
Below, operation | movement of the on-board apparatus 10 of this embodiment is demonstrated based on FIGS. 1-3. It is assumed that the forward train 1 exists in the track circuit 1T and the own train 2 exists in the track circuit 5T. The on-board device 10 of the own train 2 receives the digital ATC signal flowing in the track circuit 5T by the pair of power receivers 11 and 12, and inputs the digital ATC signal to the receiving device 13. The receiving device 13 decodes the input digital ATC signal. At this time, CRC verification processing or the like is executed to check whether or not the received data is normal. If normal, the data is output to the operation control device 20 and the security control device 21.
[0025]
In the speed / position detection device 15, the train speed is calculated by the speed detector 15A using a pulse signal input from the speed generator 14 as the train travels. Further, the position detection unit 15B calculates the current traveling position in the track circuit 5T based on the number of input pulses and the track circuit length data of the track circuit 5T from the data management unit 19. The position information of the position detection unit 15B is corrected with the absolute position information input from the absolute position reception unit 18 if the absolute position information is received when passing through the ground element 16 installed on each track circuit entrance side. The For this reason, the error of the position data caused by the idling or sliding of the wheels during the traveling of each track circuit is corrected every time the vehicle enters the forward track circuit, and highly accurate train position data is obtained. The calculated train speed data and train position data are output to the operation control device 20 and the security control device 21, respectively.
[0026]
In the driving control device 20 and the safety control device 21, the driving pattern creation unit 20A and the safety pattern creation unit 21A input the above-mentioned ground side information input from the receiving device 13 and the speed / position of the own train input from the position detection unit 15B. information and, based on the aforementioned vehicle upper data input from the data management unit 19, each of the target stop position X, emergency braking and driving pattern P1 for a service brake control shown in FIG. 2, as the train can be stopped at Y A security pattern P2 for control is created. These patterns P1 and P2 are corrected along with this correction if the own train position information input from the position detection unit 15B is corrected when passing near the track circuit boundary.
[0027]
In the state of FIG. 2, the track circuit ID information is ID information of the track circuit 5T, and the number of open sections is 3 sections of 2T to 4T. In addition, by giving route information (for example, passing the main line, entering the first line, etc.) that the train 2 will travel from now on, the difference in travel distance due to the travel route can be reflected in the pattern to be created, and high-precision driving The pattern P1 and the security pattern P2 can be created.
[0028]
The speed checking unit 20B compares the created driving pattern P1 with the actual speed of the own train 2, and the speed checking unit 21B compares the created security pattern P2 with the actual speed. If the operation control device 20 is normal, the speed check by the operation pattern P1 is executed. In this case, when the train speed exceeds the allowable speed of the operation pattern P1, the braking force is controlled as shown in FIG. 3, for example, according to the train speed at that time. That is, when the train speed exceeds the lower limit value PL of the operation pattern P1, a service command CB for the service brake is generated from the brake force control unit 20C. There is a delay from the generation of the drive command CB until the brake device 22 is actuated, and during this time, idle time is reached as shown in the figure. After that, braking is performed with the selected braking force (medium). When the braking force exceeds the upper limit value PU, the braking force is increased. When the braking force is lower than the lower limit value PL, the braking force is decreased. In this way, the normal braking force is optimally selected and controlled by following the degree of deceleration of the train, the train speed is decelerated along the operation pattern within the upper and lower limits of the operation pattern P1, and the first stop target position X To stop the train. In a normal case, the train speed is limited along the operation pattern P1, and therefore the train speed does not reach the allowable speed of the security pattern P2.
[0029]
On the other hand, if a failure occurs in the operation control device 20 and the speed check function based on the operation pattern P1 does not operate and the train speed exceeds the allowable speed of the operation pattern P1, the speed check based on the safety pattern P2 is executed. The When the train speed exceeds the safety pattern P2, it is determined that an abnormality has occurred, and an emergency brake drive command EB is output from the speed check unit 21B of the safety control device 21 to the brake device 22 to cause an emergency stop.
[0030]
As described above, according to the ATC device using the on-board device 10 of the present embodiment, the brake start in the case of the conventional multi-stage brake control system indicated by the two-dot chain line in FIG. Compared to the point, the brake start point of the present embodiment can be delayed forward (rightward in the figure) as shown in the figure, and the margin time for each track circuit (time for acceleration / deceleration traveling below the allowable speed) can be increased. In addition, since the idling time (the time from when the brake command is generated until the brake device is activated) is one time, the train interval can be greatly reduced. Therefore, high-speed and high-density operation is possible, and the train operation efficiency is improved. In addition, the brake control becomes smooth and the ride comfort can be improved.
[0031]
Further, even when the operation control device 20 breaks down, the safety pattern P2 for emergency stop is provided, so that the safety and reliability of the ATC device are significantly improved as compared with the conventional device. If the operation control device 20 and the safety control device 21 are configured with different hardware and different software, the probability that both the control devices 20 and 21 will fail at the same time is extremely low, and a redundant configuration can be achieved. Thus, the reliability of the ATC device can be further improved. Furthermore, if the configuration from the receiving device 13 to the security control device 21 shown in FIG. 1 excluding the antenna 17 is multiplexed, the reliability of the ATC device can be further enhanced.
[0032]
【The invention's effect】
As described above, according to the first to third and fifth aspects of the invention, since the safety pattern for emergency brake control is provided separately from the driving pattern, the speed check function based on the driving pattern is impossible due to an abnormality in the driving control means. If this happens, the train can be stopped by the safety pattern. Therefore, the safety and reliability of the one-stage brake control type ATC device can be significantly improved.
[0033]
According to the invention of claim 4 , in addition to the effects of the inventions of claims 1 to 3 and 5 , the train can be stopped when an abnormality occurs in the receiving system for receiving the ground side information. The safety and reliability of the device can be further improved.
According to the invention of claim 6 , the reliability of the train position information detected on the vehicle upper side can be improved, and the train stop position accuracy can be improved.
[0034]
According to the inventions of claims 7 and 8 , since the train position is corrected for each track circuit, the train stop position accuracy can be further improved.
According to the invention of claim 9 , since the train can be stopped in an emergency even when an abnormality occurs in the communication function with the ground unit or the like, the safety and reliability of the ATC device can be further improved.
According to the tenth and eleventh aspects of the present invention, the train can be emergency stopped by a stop signal from the ground.
[0035]
According to the twelfth aspect of the present invention, since the risk that the operation control means and the security control means will fail at the same time is extremely low, the reliability of the ATC device can be improved.
[Brief description of the drawings]
FIG. 1 is a configuration diagram of an on-board device showing an embodiment of an ATC device according to the present invention. FIG. 2 is a diagram showing a driving pattern and a security pattern of the embodiment. FIG. FIG. 4 is an explanatory diagram of problems of a conventional ATC device.
DESCRIPTION OF SYMBOLS 1 Front train 2 Own train 10 On-board device 13 Receiver 14 Speed generator 15 Speed / position detector 16 Ground element 18 Absolute position receiver 19 Data management unit 20 Operation controller 21 Security controller 22 Brake device P1 Operation pattern P2 Security pattern

Claims (12)

Receiving means for receiving distance-related information from the own train to the preceding train transmitted from the ground;
Speed / position detecting means for detecting the speed and position of the own train;
Information storage means for preliminarily storing train-specific train line information and train-specific deceleration performance information;
Based on the reception information from the reception means, the speed and position information from the speed / position detection means, and the specific route information and deceleration performance information from the information storage means, the first stop target from the own train position An operation pattern having an upper limit value and a lower limit value indicating the allowable speed to the position is created, and the train speed is controlled by driving the service brake of the brake device so that the own train speed is within the upper and lower limit values of the operation pattern. Operation control means for controlling,
Based on the reception information of the reception means, the speed and position information of the speed / position detection means, the specific route information and the deceleration performance information, the second position ahead of the first stop target position from the own train position. A safety pattern indicating the allowable speed to the stop target position is created, and when the own train speed exceeds the allowable speed of the safety pattern, the safety control means for driving the emergency brake of the brake device to emergency stop the train An automatic train control device, which is provided in an on-board device mounted on the vehicle. 2. The automatic train control according to claim 1 , wherein the operation control unit is configured to create the upper limit value based on each piece of information and subtract a predetermined set value from the upper limit value to set the lower limit value. apparatus. Distance-related information received in said receiving means includes a track circuit information the train is present, the forward path information the train progresses, according to claim 1 or 2 comprising at least the patency track circuit number information to the preceding train Automatic train control device. The automatic train control device according to any one of claims 1 to 3 , wherein the receiving unit is configured to output an emergency brake drive command when distance-related information from the ground cannot be received for a predetermined time. The speed-position detecting means, any one of the preceding claims for detecting the the train speed and position of the based on the pulse signal and a wheel diameter from the speed generator which is proportional to the wheel rotational speed of the train Automatic train control device as described in. The automatic train control device according to claim 5 , wherein the speed / position detection unit is configured to correct the position of the own train detected based on a pulse signal from the speed generator. A ground element that transmits the absolute position information of the point to a passing train is installed at a plurality of predetermined points in the train travel line section, and the speed / position detecting means receives the absolute position information from each of the ground elements. The automatic train control device according to claim 6 , which is configured to correct the position of the own train every time it is received. The automatic train control device according to claim 7 , wherein the ground unit is installed in the vicinity of a boundary of each track circuit. 9. The automatic train control device according to claim 7, wherein the speed / position detection means is configured to output an emergency brake drive command when the absolute position information from the ground unit cannot be continuously received a predetermined number of times. The automatic train control device according to any one of claims 1 to 9 , wherein the receiving unit has a function of outputting an emergency brake drive command when a stop signal is received from the ground. 11. The automatic train control device according to claim 10 , wherein a stop signal from the ground is transmitted to at least one of the operation control means and the safety control means via the receiving means to output an emergency brake drive command. . The automatic train control device according to any one of claims 1 to 11 , wherein the operation control unit and the security control unit are configured by different hardware and software.

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