JP4374559B2 - Automatic train control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an automatic train control device that creates a deceleration pattern with an on-board device based on distance-related information from a preceding train to a subsequent train detected by a ground device, and brakes the train according to the deceleration pattern. .
[0002]
[Prior art]
A conventional automatic train control device (hereinafter referred to as an ATC device) detects distance-related information between a preceding train 1 and a succeeding train 2 with a ground device (not shown) as shown in FIG. A speed limit signal value (hereinafter referred to as a signal value) is determined for each closed section 1T to 5T from the preceding train 1 to the succeeding train 2. And it converts into the electric current modulated with the frequency defined corresponding to this signal value, and is sent to an orbital circuit by an analog transmission system. On the other hand, in the on-board device mounted on the following train 2, as shown in FIG. 5, the power receiver 3 receives the magnetic flux due to the current flowing through the track circuit, and the processing units 4 to 6 are predetermined according to the signal value. The signal value is determined by demodulating to the frequency of. Then, the speed generator 8 detects the current speed of the subsequent train 2, and the processing units 4 to 6 compare the signal value with the current speed, and if the current speed of the subsequent train 2 is high, the brake device is assigned a brake type. The subsequent train 2 is automatically decelerated and controlled. There are three types of brakes: regular brakes used in normal operation, emergency brakes that can be stopped at the shortest distance, and brake release that does not generate braking force.
[0003]
However, in the case of the analog ATC device shown in FIG. 4 and FIG. 5, depending on the braking performance of each train, as shown in FIG. The vehicle is decelerated with a margin corresponding to the distance (margin distance). This margin distance shows a large ratio in the whole of each closed section, and a large waste occurs in the control interval between trains.
[0004]
On the other hand, recently, in place of the ATC device (hereinafter referred to as an analog ATC device) that transmits a speed limit signal value as a frequency from a ground device, a digital signal as disclosed in Japanese Patent Laid-Open No. 7-40835 is disclosed. ATC devices have been devised. As shown in FIG. 6, the digital ATC device of the prior application sends distance-related information to the position to be stopped from the ground device by a digital transmission method, and is installed on the vehicle based on the distance-related information and its own braking capability. A deceleration pattern up to a stop is created by the apparatus, and the subsequent train 2 is subjected to deceleration control according to the deceleration pattern.
[0005]
The speed reduction pattern of the technology of this prior application is composed of two types, a normal brake pattern and an emergency brake pattern. The regular brake pattern is a deceleration pattern for stopping the train to the stop target position indicated by the distance information obtained from the number of open sections ahead, and the delay time until the brake control is started to the deceleration of each vehicle In consideration of the slope condition and the like, the calculation is performed by adding a margin distance generated from various errors. In normal cases, the train travels to follow this brake pattern. The emergency brake pattern is a deceleration pattern that works as a backup when the brake cannot be decelerated following the service brake pattern due to a brake failure or the like, and the pattern is created with a larger deceleration and a smaller margin distance than the service brake pattern. When the train exceeds the speed of the emergency brake pattern, the emergency brake is activated and does not relax until the train stops.
[0006]
Since the digital ATC device according to this prior application can accurately control the braking of the train based on the deceleration pattern created on the vehicle, the marginal distance does not occur in each closed section unlike the conventional analog ATC device. Train control without waste is possible. However, in order to create a deceleration pattern in place of the speed limit signal value in the current ATC device on the upper side of the vehicle, it is necessary to have the position information of the own train and a high accuracy is required.
[0007]
By the way, in the system configuration of the digital ATC device so far, the position information of the own train is calculated by using the speed generator when the above-described regular brake pattern and emergency brake pattern are created. The speed generator detects the speed based on the total number of rotations of the wheel, but if the wheel of the shaft on which the speed generator is mounted slides, it detects that the speed is lower than the actual speed. It is determined that the position is behind the actual traveling position. For this reason, there is a concern that the brakes may not be applied even when reaching the speed at which the normal service brake pattern or emergency brake pattern should be subjected to deceleration control, and there has been a safety problem. In addition, in order to ensure safety, when an error generated by sliding is set as an allowance distance at the brake stop position, the effect that the speed reduction control without waste, which is an advantage of the digital ATC device, can be reduced.
[0008]
On the other hand, a device for calculating the speed and moving distance of a moving body as disclosed in Japanese Patent Application Laid-Open No. 5-249127 has been devised for the invention aimed at accurately detecting the speed with respect to the sliding of the wheel. . In this apparatus, a non-contact speed detecting means is provided in addition to the speed generator, and a high value is selectively output from outputs of the speed generator and the non-contact speed detecting means.
[0009]
[Problems to be solved by the invention]
However, speed generators have high reliability and high accuracy based on long years of use when the wheels do not slide, but non-contact speed detection means are still relatively poor in use and generally accurate. Inferior to Therefore, in the technique disclosed in Japanese Patent Application Laid-Open No. 5-249127, the output of the speed generator and the non-contact speed detecting means is always compared and used. The output of the poor non-contact speed detecting means may be selected, and there is a problem that the accuracy and the reliability are inferior. There is also a problem that the speed detection device itself becomes complicated.
[0010]
[Means for Solving the Problems]
The present invention has been improved and removed in view of the above-described conventional problems, and is a deceleration control using a speed pattern of another system (hereinafter referred to as a sliding backup brake pattern) in a conventional digital ATC device. By adding this function, we intend to provide a digital ATC device that can perform deceleration control safely and reliably even if a wheel slips.
[0011]
Thus, the means of claim 1 adopted by the present invention in order to solve the above-mentioned problems creates a deceleration pattern based on the distance related information from the preceding train to the succeeding train, and the train speed is detected by the speed detector. An automatic train control device that detects and compares a deceleration pattern with a train speed and performs a braking operation of the train, wherein the deceleration pattern includes a deceleration pattern for a service brake, a deceleration pattern for an emergency brake, and a margin distance. There is a backup deceleration pattern that is shorter than the deceleration pattern for emergency braking. For comparison between the speed detector used for comparison with the deceleration pattern for normal braking and the deceleration pattern for emergency braking, and the deceleration pattern for backup The automatic train control device is characterized by being separate from the speed detector to be used.
According to the present invention, in a normal traveling state, the deceleration control can be performed based on the deceleration pattern on the upper side of the vehicle using the speed generator, the wheel sliding occurs, and the actual train speed is between When an error occurs, safe and reliable deceleration control is performed by switching to deceleration control using a sliding backup brake pattern on the upper side of the vehicle using a separate speed detector.
[0012]
Since the probability that the wheels of a plurality of axles will slide at the same time is smaller than the probability that the wheels of one axle will slide, the speed detector of the other system may be a speed generator of another axle, but the speed is more reliably increased. In order to detect, the means of claim 2 adopted by the present invention is the automatic train control device according to claim 1, wherein the speed detector used for comparison with the deceleration pattern for backup is a non-contact type speed detector. It is.
[0013]
The means of claim 3 employed by the present invention is the automatic train control device according to claim 2, wherein the non-contact type speed detector is a Doppler speedometer.
In the present invention, the invention according to claim 1 or 2 is realized by using a commercially available Doppler velocimeter. In the present invention, unlike the technique disclosed in Japanese Patent Laid-Open No. 5-249127, the outputs of a plurality of speed detectors are not compared.
[0014]
DETAILED DESCRIPTION OF THE INVENTION
The configuration of the present invention will be described below based on the embodiment of the invention shown in the drawings. FIG. 1 is a control block diagram of an on-board device of a digital ATC device according to the first embodiment of the present invention. Although FIG. 1 shows only one processing unit for creating the brake output of the digital ATC device, the actual configuration is a so-called triple system having three identical processing units in parallel. Each processing unit includes a service brake controller 12 for creating a service brake pattern on the vehicle upper side, an emergency brake controller 13 for creating an emergency brake pattern on the vehicle upper side, and a sliding backup brake for creating a sliding backup brake pattern on the vehicle upper side. And a controller 14.
[0015]
Distance related information is input from the power receiver 15 through the receiving unit 16 to each of the controllers 12 to 14. The power receiver 15 generally receives distance related information from the track circuit as in the case of the conventional analog ATC device, but may be wireless, and the distance related information is the distance itself. Alternatively, the number of closed sections may be used.
[0016]
On the other hand, from the speed detector 18 using the speed generator 17, the current train speed information is input to the service brake controller 12 and the emergency brake controller 13. This speed generator 17 has a track record that it is generally mounted on a railway vehicle, and is excellent in reliability with high basic accuracy in order to obtain a speed signal from the rotation of a wheel with a low failure rate. is there. In this embodiment, a Doppler radar 19 that is a non-contact type speedometer is provided separately from the speed generator 17, and the current train speed is detected from the speed detector 20 using the Doppler radar 19. Information is input to the sliding backup brake controller 14. The Doppler radar 19 is a speedometer that uses the Doppler effect of radio waves, and accurately detects the current train speed without being affected by wheel sliding and slipping by calculating the train speed in a non-contact manner. It is possible. In addition to the Doppler velocimeter 19 using the radio wave Doppler effect, the non-contact type speed detector 20 may be an optical type or a millimeter wave type.
[0017]
When inputting the distance-related information and the current train speed, correction information on the current position of the train is input from the transponder and the point detection vehicle as in the conventional case shown in FIG. It has become so. The current position of the train is obtained by time-integrating the speed detected by the speed detector 18 or 20. In addition, the current position information of the train is corrected by the output of the transponder upper element in order to increase the accuracy, but may be a correction method using GPS (Global Positioning System using satellites). Furthermore, vehicle data, ground data, and the like are input from the data storage unit 21 to the brake controllers 12-14.
[0018]
Thus, each of the brake controllers 12 to 14 calculates and creates an independent brake pattern (a brake notch in the case of a regular brake pattern) based on the various information described above, and the brake shown in FIG. It is output to the control device 22 and used for train speed control. The brake pattern is created by first decoding the distance from the distance-related information described above to the position to be stopped, and the current position information of the train and the track such as the braking performance and curves of the vehicle stored in the data storage unit 21. A deceleration pattern is created based on the data related to the above. Then, a brake notch is created by comparing the speed on the deceleration pattern at the current position with the current speed. If it is not necessary to decelerate, a “brake release” brake notch is created. In addition, when it is possible to stop according to the created deceleration pattern, a brake notch of “service brake” is created, and the magnitude of the brake force is compared by comparing the deceleration pattern with the current speed, that is, “number of notches (1 to 1 7) "is created. A brake notch for "emergency brakes" is created if the vehicle should be stopped as short as possible.
[0019]
By the way, in the digital ATC device according to this embodiment, three processing units for performing the deceleration control of the train shown in FIG. 1 are provided in parallel, and the brake type is selected by majority decision of each of these processing units, and the majority decision is made. If the brake type cannot be selected, train deceleration control is performed on the safe side where the emergency brake is selected as an ATC failure. Such a safety side control method is the same as the conventional method, but there is also a method of preferentially selecting a brake type with the strongest braking force as another method.
[0020]
FIG. 3 shows a service brake pattern, an emergency brake pattern, and a sliding backup brake pattern. The emergency brake pattern has a greater deceleration and a smaller margin distance than the regular brake pattern. For the sliding backup brake pattern, the deceleration is the same as that of the emergency brake pattern, but the margin distance is further reduced as much as there is no error due to the sliding.
[0021]
Next, a train deceleration control method when a sliding phenomenon occurs on a train wheel will be described with reference to FIGS. 1 and 2. When a sliding phenomenon occurs on the wheel, the speed signal of the speed detector 18 using the speed generator 17 is calculated to be lower than the actual train speed, and is generated by the service brake controller 12. In the emergency brake pattern created by the service brake pattern or the emergency brake controller 13, it is determined that the train is still placed on the safe side. In addition, the current position of the train is determined to be behind the actual position, and the safety with the preceding train is threatened. Therefore, when the wheel sliding phenomenon occurs, the service brake controller 12 and the emergency brake controller 13 lose their functions.
[0022]
Therefore, in this embodiment, the current speed of the train is continuously detected by the speed detector 20 using the Doppler radar 19 which is a non-contact type speedometer unrelated to the wheel, and the sliding backup brake control is performed. This is compared with the sliding backup brake pattern created by the device 14. When the wheel sliding phenomenon occurs, the actual train speed detected by the speed detector 20 using the Doppler radar 19 will eventually exceed the speed of the sliding backup brake pattern. Is activated, and the train is surely stopped.
[0023]
By the way, this invention is not limited to embodiment mentioned above, A suitable change is possible. For example, even if three processing units having the configuration shown in FIG. 1 are provided in parallel and the deceleration control is not performed according to the principle of majority decision, the deceleration control can be performed independently. Further, the digital ATC of the present invention can be applied to other vehicle transportation such as a Shinkansen, a conventional line, a monorail, and an unmanned traveling vehicle.
[0024]
【The invention's effect】
As described above, the automatic train control device of the present invention creates a deceleration pattern based on distance-related information from the preceding train to the succeeding train, detects the train speed with a speed detector, and the deceleration pattern and the train speed. An automatic train control device that performs a braking operation of a train in comparison with the deceleration pattern, the deceleration pattern for the service brake, the deceleration pattern for the emergency brake, and the margin distance than the deceleration pattern for the emergency brake There is a short deceleration pattern for backup, and the speed detector used for comparison with the deceleration pattern for service brake and the deceleration pattern for emergency brake is separate from the speed detector used for comparison with the deceleration pattern for backup Therefore, in normal driving conditions, the deceleration pattern on the upper side of the vehicle using a speed generator with the same reliability and accuracy as before. The deceleration control can be performed based on the conventional equivalent safety always be ensured. On the other hand, if a wheel slip occurs and an error occurs between the actual train speed, it is backed up by the deceleration control using the sliding backup brake pattern on the upper side of the vehicle using a separate speed detector. Furthermore, it is possible to perform safe and reliable deceleration control. In addition, since the train braking control can be performed accurately based on the deceleration pattern created by the on-board device, no marginal distance is generated in each closed section unlike the conventional analog ATC device, and the train control without waste is performed. Is possible.
[Brief description of the drawings]
FIG. 1 is a control block diagram of an on-board device according to an embodiment of the present invention.
FIG. 2 is a flowchart showing a control method when the on-board device according to an embodiment of the present invention is in a normal traveling state and when the wheels are sliding or idling.
FIG. 3 is a diagram showing a speed control method and each deceleration pattern of the digital ATC device according to an embodiment of the present invention.
FIG. 4 is a diagram illustrating a speed control method of a conventional analog ATC device.
FIG. 5 is a control block diagram of an on-vehicle device of a conventional analog ATC device.
FIG. 6 is a diagram illustrating a speed control method of a conventional digital ATC device.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 12 ... Service brake controller 13 ... Emergency brake controller 14 ... Sliding backup brake controller 15 ... Power receiver 16 ... Receiver 17 ... Speed generator 18 ... Speed detector 19 ... Doppler radar 20 ... Speed detector 21 ... Data storage Part 22 ... Brake control part

Claims (3)

Automatic train control that creates a deceleration pattern based on distance-related information from the preceding train to the succeeding train, detects the train speed with a speed detector, and compares the deceleration pattern with the train speed to perform the braking operation of the train The deceleration pattern includes a deceleration pattern for a service brake, a deceleration pattern for an emergency brake, and a backup deceleration pattern whose margin distance is shorter than the deceleration pattern for an emergency brake. An automatic train control device, wherein a speed detector used for comparing the pattern and the deceleration pattern for emergency braking is separate from a speed detector used for comparing the deceleration pattern for backup. The automatic train control device according to claim 1, wherein the speed detector used for comparison with the deceleration pattern for backup is a non-contact type speed detector. The automatic train control device according to claim 2, wherein the non-contact type speed detector is a Doppler speedometer.

Images