JP4612551B2 - Automatic train control device - Google Patents

Description

  The present invention relates to a railway signal device, and in particular, a pattern in which a stop pattern corresponding to a stop target is created in advance and held in the train, and the stop target is given to the train and the train controls the speed using the stop pattern corresponding to the stop target. It relates to control technology.

  Conventionally, as a method for controlling train speed in order to prevent a train collision, for example, in Patent Document 1, when generating a speed limit pattern on a vehicle, the on-board control device on the train is stopped from the ground control device by the stop target position. A method for receiving information and calculating a pattern reflecting the course gradient information is shown.

In Patent Document 2, a stop pattern corresponding to a stop target is created in advance and held in the train. In actual control, a stop target position is designated for the train from the ground control device, and the train corresponds to the stop target position. A method of performing safe traveling for stopping at a stop position using a stop pattern is shown.
JP 2000-32617 A JP 2002-284011 A

  When there is one stop pattern for the stop target, if one stop pattern is created corresponding to the standard operation curve that the train runs fastest considering the curve and gradient of the route, the standard operation curve will Because it is expensive, the train interval required for driving according to the standard driving curve must also be widened. However, since it is necessary to increase the number of trains during rush hours, the interval may be smaller than the required train interval. At small intervals, the train will be too close to the train traveling in front and the brake will operate, so not only will it not be able to travel according to the standard operating curve, the train will slow down, but it will also be braked repeatedly, so Decreases.

  If the stop pattern is created on the premise of rush hour, etc., the train travels at a low speed even when the train interval is wide except at rush hour, and there is a problem that the required time increases more than necessary.

  The object of the present invention is to provide a smooth train even in a state where the train interval is small and it is difficult to travel according to the standard operation curve, and each of the train intervals where it is possible to travel according to the standard operation curve, and in a situation where both are mixed. It is to make it possible to run.

  In order to achieve the above object, the present invention has a plurality of stop patterns for one stop target, one of which corresponds to the stop pattern corresponding to the standard operation curve, and the other corresponds to traveling in a state where the speed is lower than the standard operation curve As the stop pattern to be used, the above-described problem is overcome by using a plurality of stop patterns properly by commands from the control device on the ground or judgment of the train control device.

  When the proper use is performed by a command from the ground control device, the ground control device commands each train a pattern to be applied in consideration of the train interval from the time obtained from the operation management device and the positional relationship information of each train. Also, each train is instructed a pattern to be applied in consideration of the train interval from the time recorded in the diagram data and the positional relationship information of each train. Or the pattern to apply is instruct | indicated with respect to the train which exists in arbitrary sections, or arbitrary types of trains from time information. Furthermore, the pattern which applies is instruct | indicated with respect to the train which exists in arbitrary sections, or arbitrary types of trains by an input device.

  When the proper use is made based on the judgment of the control device of the train, the train is in conflict with the stop pattern, or when the conflict is deceleration to stop at the stop target, or the difference between the conflict position and the stop target position is within the specified range. With the case as the determination condition, the stop pattern to be applied is switched in consideration of the generation of the determination condition, the generation time interval of the determination condition, or the generation position interval of the determination condition. Alternatively, the application pattern information used in an arbitrary section is converted into data in advance and used on the vehicle.

  The on-board device has a function of setting an application pattern to be used for control by an input device, and has a function of using an arbitrary stop pattern in preference to a command from a control device on the ground or a judgment of the control device on the vehicle.

  According to the present invention, smooth operation can be realized without impairing the safety of the train even when the train interval is small or the train interval is sufficiently large when operating at high density.

Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings. First, a configuration example according to the present embodiment is shown in FIG.
The automatic train control device 1 is provided in the train 6, detects the position and speed using the train position / speed detection device 23, and controls the brake device 4. The designation of stop pattern data to be used for control is received via the transmission information means 11 and the application pattern selection device 2 determines the stop pattern to be applied. There are two sets of prepared stop pattern data, which are held as stop pattern 1 data 21 and stop pattern 2 data 22, respectively. The brake determination device 3 uses the application pattern information determined by the application pattern selection device 2 and the train position information and speed information output from the train position / speed detection device 23 to stop pattern 1 data 21 that is stop pattern data. The brake device 4 is controlled using the stop pattern applied from the stop pattern 2 data 22.

  The stop pattern 1 data 21 is stop pattern data corresponding to the standard operation curve. The stop pattern 2 data 22 is stop pattern data corresponding to driving at a lower speed than the stop pattern 1 data 21. In both cases, the stop pattern is set every time the route is closed.

  FIG. 2 shows an example in which the section from the station 1 to the station 5 on the route 31 is composed of a block A section 32A to a block F section 32F. The stop pattern 35E in the stop pattern 1 data 21 and the stop pattern 36E in the stop pattern 2 data 22 are shown in which the stop E section 32E is set as the stop target. Each of the closed sections has the same length.

Next, as a procedure for setting the stop pattern 2 data 22, a procedure for setting according to the average speed of the train type having a lower average speed will be described with reference to FIG.
Route 31 is driven by each station stop and high speed. Each station stops from station 1 on line 31 to all stations 5, and rapid trains stop only at station 1, station 3, and station 5 on line 31. All stopping times when stopping are constant.

  When the rapid train and each station stop are operated using the stop pattern 1 data 21, the rapid train and each station stop operate according to the standard operation curve. The fast driving curve at this time is a run curve 41, and the driving curve at each station stop is a run curve 43. The average speed from the station 1 to the high-speed station 3 passing through the station 2 is double the average speed from the station 1 to the station 3 at each station that stops at the station 2. Similarly, the average speed from the high-speed station 3 passing through the station 4 to the station 5 is double the average speed from the station 3 to the station 5 at each station stopping at the station 4.

  The route 31 has a large train interval except during rush hours, and even if there is a double difference between the rapid speed and the average speed of each station stop, the rapid speed is too close even if each station stop travels in front and the stop pattern 1 data 21 It is assumed that the brake due to the stop pattern does not operate. In other words, the fast speed can run according to the run curve 41, and each station stop can run according to the run curve 43.

  The route 31 is driven at high density alternately at each station and at high speed during rush hours. When driving fast using stop pattern 1 data 21 for high-density operation, the brakes by the stop pattern of stop pattern 1 data 21 are activated due to too close to each station stop traveling ahead due to the difference in average speed. As a result, traveling according to the run curve 41 cannot be performed. On the other hand, in high-density driving, it is assumed that traveling according to the run curve 43 is possible if each station stops driving around.

  Therefore, a stop pattern that matches the average speed of each station stop is set as the stop pattern 2 data 22. The average speed of the high speed is halved by adjusting to the average speed of each station stop, and the high speed driving using the stop pattern 2 data 22 is a run curve 42. The average speed of travel by the run curve 42 is the same as the average speed of travel by each station stop according to the run curve 43 using the stop pattern 1 data 21. In addition, since the average speed is the same, the state where the rapid driving and the target stop are alternately driven is close to the state where each station is driven back and forth, so that each station stop can travel according to the run curve 43.

  As a result, even when each station stop and high speed travel alternately on the route 31 at a high density, the stop pattern 1 data 21 is specified for each station stop, and the stop pattern 2 data 22 is specified for the high speed. It will run at an average speed, and smooth operation can be realized.

When setting the stop pattern 2 data 22 according to the value obtained by multiplying the average speed of an arbitrary train type by an arbitrary coefficient, the target average speed is set to a value obtained by multiplying the average speed of the arbitrary train type by an arbitrary coefficient. Can be done with the same procedure.
For example, a case will be described in which the route 31 is operated at a higher density than the high density only at each station stop. Due to higher-density operation than the high-density operation, when the train stops at each station, the stop pattern 1 data 21 cannot be used to travel according to the run curve 43. It is possible to drive at an average speed half that of
In this case, a speed value obtained by multiplying the average speed of the run curve 43 by 0.5 is obtained, a run curve 44 in which this value becomes the average speed is set, and a stop pattern corresponding to the run curve 44 is created as the stop pattern 2 data 22. And by designating the stop pattern 2 data 22 for each station stop, each station stop can realize smooth operation even when driving at a higher density than the high density.

Next, FIG. 16 shows an example of setting for each block section of the route 31 according to a value obtained by multiplying the average speed of an arbitrary train type by an arbitrary coefficient.
As a coefficient for each section, 1.0 is set for the block A section 32A and the block D section 32D, 0.5 is set for the block B section 32B and the block E section 32E, and 0.33 is set for the block C section 32C and the block F section 32F. To do. Using these coefficients, a stop pattern is generated by multiplying the stop pattern of the stop pattern 1 data 21 by a coefficient for each block section, and this is used as stop pattern 2 data 22. Of the block sections, the stop pattern of the stop pattern 2 data 22 corresponding to the stop pattern 35E in the stop pattern 1 data 21 with the block E section 32E as a stop target is the stop pattern 38E.

FIG. 17 shows a case where each station stop and rapid driving are alternately performed at a high density by using the stop pattern 2 data 22 created using the coefficients.
For rapid speed, the vehicle uses the stop pattern 2 data 22 to instruct traveling. Each station stop is instructed to travel using the stop pattern 1 data 21. As a result, the fast speed travels along the run curve 45, and each station stop travels along the run curve 43.
As described above, it is possible to realize smooth operation by matching the time required for rapid driving by the run curve 45, the time required for stopping at each station by the run curve 43, and the operation time interval between the run curves to the operation of the route 31.

  Among the stop pattern 2 data 22, the stop patterns of the block A section 32 </ b> A and the block D section 32 </ b> D in which 1.0 is set as the coefficient for each section are the same as the stop patterns in the stop pattern 1 data 21. Therefore, when the stop pattern of the block A section 32A and the block D section 32D in the stop pattern 2 data 22 is used, the stop pattern of the block A section 32A and the block D section 32D in the stop pattern 1 data 21 is used. The stop pattern for the block A section 32A and the block D section 32D of the pattern 2 data 22 is not necessary. By deleting the stop patterns of the block A section 32A and the block D section 32D from the stop pattern 2 data 22, the data amount of the stop pattern 2 data 22 can be reduced.

  Then, for the stop pattern 2 data 22 from which the stop patterns of the block A section 32A and the block D section 32D are deleted, the block A section in the stop pattern 1 data 21 instead of the deleted block A section 32A and stop pattern of the block D section 32D. A designation for referring to the stop pattern of 32A and the block D section 32D is given. The designation is, for example, a pointer to stop pattern data of the block A section 32A and the block D section 32D in the stop pattern 1 data 21. The pointer is a well-known technique in the computer field.

  By using the stop pattern 2 data 22 having the designation by deleting the stop patterns of the block A section 32A and the block D section 32D, the train 6 uses the stop pattern 1 data 21 for the block A section 32A and the block D section 32D. A stop pattern can be obtained. And compared with the case where the stop pattern of the block A section 32A and the block D section 32D is not deleted, the smooth operation of the train 6 using the stop pattern 2 data 22 with a small amount of data can be realized.

Next, FIG. 6 shows an example in which designation of a stop pattern to be applied is created by a ground device.
The ground control device 12 gives the transmission means 11 the stop target information given to the train created by the stop target creation device 16 and the application pattern information created by the application pattern designating device 13. The application pattern designating device 13 designates stop pattern data used by the train 6 using the operation management information 14 or the diagram information 15.
The transmission means 11 transmits the stop target information and application pattern information created by the ground control device 12 to the train 6.

  For example, when the high speed and each station stop operate at high density, the application pattern designating device 13 obtains the high speed and the train interval of each station stop from the operation management information 14 or the diagram information 15. Since the operation management information 14 includes position information for each actual train time, and the diagram information 15 includes position information for each planned train time, the application pattern designating device 13 The distance between each train can be calculated from this information. The train interval is an interval at which the rapid train runs on the run curve 41 and each station stop cannot travel on the run curve 43, and the rapid train travels on the run curve 42 and each station stop travels on the run curve 43. Therefore, the application pattern designating device 13 creates application pattern information and sends it to the transmission means 11 so that the stop pattern 2 data 22 is selected for high speed and the stop pattern 1 data 21 is selected for each station stop. As described above, high-speed and each station stop can smoothly perform high-density driving.

Next, FIG. 8 shows an example in which the stop pattern to be applied is specified using data previously given to the train.
The automatic train control device 1 is in the train 6, detects the position and speed using the train position / speed detection device 23, and controls the brake device 4. The designation of stop pattern data used for control is held in the application pattern setting data 7, and the application pattern on-board designation device 5 uses the position information detected by the train position / speed detection device 23 and the application pattern setting data 7. Determine the stop pattern to apply. There are two sets of stop pattern data, which are held as stop pattern 1 data 21 and stop pattern 2 data 22, respectively. The brake determination device 3 uses the position information and speed information detected by the train position / speed detection device 23 and the application pattern information determined by the application pattern on-vehicle designation device 5 to stop pattern 1 data 21 that is stop pattern data, stop The brake device 4 is controlled using a stop pattern applied from the pattern 2 data 22.

  Information held by the application pattern setting data 7 is, for example, diamond information 15. The determination performed by the application pattern on-board designation device 5 is the same as that of the application pattern designation device 13. As a result, for example, when driving fast and each station stop at high density during the rush on the route 31, the stop pattern 1 data 21 is specified for each station stop, and the stop pattern 2 data 22 is specified for the rapid, thereby smoothing the driving. What you can do is as described above.

  Further, by giving the position and speed information output from the train position / speed detector 23 to the application pattern on-board designation device 5, for example, the position information for each time of the planned value of the train described in the diagram information 15 and the actual The delay time with respect to the plan is obtained from the difference in the train position information, and when the train 6 is fast, when the delay is large, the stop pattern 1 data 21 is selected to increase the speed as much as possible to perform the operation to recover the delay. As described above, it is possible to smoothly operate as a whole.

FIG. 9 shows an example in which the designation of the stop pattern to be applied is designated by train input.
The automatic train control device 1 is in the train 6, detects the position and speed using the train position / speed detection device 23, and controls the brake device 4. There are two sets of stop pattern data, which are held as stop pattern 1 data 21 and stop pattern 2 data 22, respectively. The designation of stop pattern data to be used for control is input from the application pattern input device 8, and the application pattern on-board designation device 5 determines the stop pattern to be applied from the input content of the application pattern input device 8. The brake determination device 3 uses the application pattern information determined by the application pattern on-board designation device 5 and the train position information and speed information output from the train position / speed detection device 23 to stop pattern 1 data that is stop pattern data. 21. Using the stop pattern applied from the stop pattern 2 data 22, the brake device 4 is controlled.

  Since the applied pattern on-board designation device 5 determines the stop pattern to be applied from the input contents of the applied pattern input device 8, for example, when the route 31 is driven at high speed and each station stop is driven at high density when rushing, the vehicle is driven as high speed. In the train 6, stop pattern 2 data 22 is designated as a pattern to be applied by the application pattern input device 8. Similarly, in the train 6 that operates as a stop at each station, the stop pattern 1 data 21 is designated as a pattern to be applied by the application pattern input device 8. As described above, as described above, the rapid driving can be performed on the run curve 42 based on the stop pattern 2 data 22 and each station stop can be driven on the run curve 43 based on the stop pattern 1 data 21.

Next, FIG. 10 shows an example in which designation of a stop pattern to be applied is determined by a train.
The automatic train control device 1 is in the train 6, detects the position and speed using the train position / speed detection device 23, and controls the brake device 4. There are two sets of stop pattern data, which are held as stop pattern 1 data 21 and stop pattern 2 data 22, respectively. The designation of stop pattern data to be used for control is determined by the application pattern on-board determination device 10 using the conflict state information 18, the transition condition data 24, and the position and speed information detected by the train position / speed detection device 23. To do. The brake determination device 3 uses the application pattern information determined by the application pattern on-vehicle determination device 10 and the train position information and speed information output from the train position / speed detection device 23 to stop pattern 1 data that is stop pattern data. 21. Using the stop pattern applied from the stop pattern 2 data 22, the brake device 4 is controlled.

FIG. 11 shows transition condition data 24 that is a condition when the applied pattern on-vehicle determination device 10 switches the pattern to be applied between the stop pattern 1 data 21 and the stop pattern 2 data 22.
If the currently applied stop pattern data is stop pattern 1 data 21, if the time interval at which stop deceleration occurred due to stop pattern conflict is less than T1to2 or the generated distance interval is less than L1to2, the applied stop pattern is the stop pattern 2 Change to data 22. If the currently applied stop pattern data is stop pattern 2 data 22, the stop pattern to be applied is the stop pattern if the time interval at which stop deceleration occurs due to stop pattern conflict is T2to1 or more or the generated distance interval is L2to1 or more. 1 data is changed to 21.

  Next, stop deceleration due to stop pattern conflict will be described with reference to FIG. As a stop pattern, the stop pattern 35E in the stop pattern 1 data 21 corresponding to the block E section 32E has a section 33 that performs deceleration with respect to the stop target in most of the block E section 32E. If the train 6 conflicts with the stop pattern 35E in this section, the train 6 decelerates with respect to the stop target, and the train speed continues to decrease toward zero.

In a part of the range from the closed C section 32C to the closed D section 32D and the closed E section 32E, the stop pattern 35E has a section 34 that performs other than the deceleration with respect to the stop target. If the train 6 conflicts with the stop pattern 35E in this section, the train 6 is once decelerated, but since the deceleration is not a deceleration with respect to the stop target, the train speed does not continue to decrease toward zero.
The condition for switching the pattern to be applied between the stop pattern 1 data 21 and the stop pattern 2 data 22 is considered only when deceleration occurs in the section indicated by the section 33 in the stop pattern 35E, and the section in which the deceleration is in the stop pattern 35E. The case where it occurs in the section shown by 34 is not considered.

  Next, the processing procedure of the application pattern on-vehicle determination device 10 is shown in the flowchart of FIG. The applied pattern on-vehicle determination device 10 repeatedly performs processing at a cycle of 0.1 seconds, for example. For this reason, in the process at an arbitrary time point, the previous process refers to a process at a time point preceding the cycle. The time information is information for managing the processing time interval. For example, the elapsed time after the automatic train control device 1 is activated is counted in units of 0.1 seconds. The train position information is information detected by the train position / speed detector 23. For example, the absolute position at the time of processing obtained by using a speed generator or GPS, or the relative distance after the automatic train controller 1 is activated. It is. Note that when the iterative process is first performed, the content of the transition data 24 is read, and is not read every time the iterative process is performed.

  From the application pattern determination process start 100, variable initialization 101 is first performed. The variables are a time interval Td1, a time interval Td2, a distance interval Ld1, and a distance interval Ld2, which will be described later, and are initialized to, for example, “−1” to clearly indicate that they are not values obtained by the processing described later.

  Next, processing 102 is performed to read from the conflicting state information 18 the time, position, conflicting state, and applied stop pattern information that conflicted with the previous stop pattern. The conflict state indicates a relationship with the stop deceleration, and has a “none” state that does not conflict with the stop deceleration and a “continue” state that conflicts with the stop deceleration. Next, processing 103 for confirming the presence or absence of stop deceleration due to stop pattern conflict is performed. If there is a conflict, a process 104 for confirming the presence or absence of stop deceleration due to the stop pattern conflict is performed in the previous process. If stop deceleration has occurred in the previous process, this means that stop deceleration has occurred both in the previous process and this time. Therefore, the process 112 for saving “continue” as the conflict state is performed in the conflict state information 18 and the process ends. In step 113, the current process is terminated.

  For the process 104, if no stop deceleration has occurred in the previous process, this means that a conflict with the pattern has started in this process, so the time and current time that conflicted with the previous stop deceleration pattern read in the process 102 From this time, the time interval Td1 from the time of conflict with the previous stop deceleration pattern to the time of conflict with the current stop deceleration pattern is obtained. Similarly, the distance interval Ld1 from the time of conflict with the previous stop deceleration pattern to the time of conflict with the current stop deceleration pattern is obtained. Then, a process 106 is performed in which the current time is stored in the conflict state information 18 as time information when the conflict began. Then, with respect to the time interval Td1 and the distance interval Ld1, the transition condition data 24 that is a condition for switching the pattern to be applied shown in FIG. 11 between the stop pattern 1 data 21 and the stop pattern 2 data 22 is determined. First, a process 109 for confirming whether there is an undetermined condition is performed. If there is an undetermined condition, a process 110 for confirming whether or not the condition is satisfied is performed. If the processing 110 does not hold, the processing returns to the processing 109 again to perform processing for other undetermined conditions.

If there is no undetermined condition in the process 109, it means that all of the conditions in FIG. 11 are not satisfied in the current process, so the process proceeds to the process end 113 and the current process is terminated.
If it is established in the process 110, a process 111 for saving the conflict state information 18 as a pattern to which the stop pattern described in the condition is applied is performed. Then, the process proceeds to the process end 113 to end the current process.
If there is no stop deceleration in the process 103, first, a process 107 is executed to save the conflict state in the conflict state information 18 as none. Then, from the time of the previous conflict and the current time, the time interval Td2 that has not been in conflict since the conflict with the stop deceleration pattern is also in conflict with the stop deceleration pattern as the time that has elapsed since the last conflict with the stop deceleration pattern. After that, a process 108 for obtaining a distance interval Ld2 that is not in conflict is performed. Then, with respect to the obtained time interval Td2 and distance interval Ld2, as in the case of the time interval Td1 and distance interval Ld1, processing 109 and subsequent steps are performed.
When the process 105 is performed, the time interval Td1 is obtained, but the time interval Td2 remains the initial value. In this case, the process 110 determines only the condition regarding the time interval Td1. When the processing 108 is performed, the time interval Td2 is obtained, but the time interval Td1 remains the initial value. In this case, the process 110 determines only the condition regarding the time interval Td2. The same applies to the distance interval Ld1 and the distance interval Ld2.

The train 6 traveling by the process of the application pattern on-vehicle determination device 10 described above and the state of the stop pattern applied by the automatic train control device 1 will be described with reference to FIGS. 4 and 5.
FIG. 4 shows a case where the stop pattern to be applied is changed from the stop pattern 1 data 21 to the stop pattern 2 data 22.
The train 6 travels on the route 31. The speed at each position on the route 31 is indicated by a travel result 37. First, since the train 6 uses the stop pattern 1 data 21, the stop pattern 35D is applied as a stop pattern in the block D section 32D. And the train 6 applies the stop pattern 35E as a stop pattern in the block E section 32E. However, if the E section 32E is not assigned to the train 6 due to a small interval with the preceding train, etc., the train 6 will come into conflict with the stop pattern 35D at the time t01 and decelerate to stop at the closing D section 32D. Perform the action. The position information at this time is a position L01. At time t02, the E section 32E is assigned to the train 6 and the stop pattern 35D is updated to the stop pattern 35E. The position information at this time is a position L02. The train 6 accelerates again and continues to travel, but conflicts with the stop pattern 35E at time t03. The position information at this time is a position L03. The time interval Td1 at this time is obtained by the difference between the time t01 when the previous stop deceleration pattern was violated and the time t02 when the current stop deceleration pattern was violated.
Td1 = t02 − t01 (11)
Similarly, the position interval Ld1 at the time is obtained by the difference between the position L01 that conflicts with the previous stop deceleration pattern and the position L02 that conflicts with the current stop deceleration pattern.
Ld1 = L02-L01 (12)
Among the values of the expressions (11) and (12), the expression (11) is based on the time interval T1to2 which is a condition for changing the stop pattern shown in FIG. 11 from the stop pattern 1 data 21 to the stop pattern 2 data 22. Let it be small.
Td1 <T1to2 (13)
This satisfies the condition for changing the stop pattern in FIG. 11 from the stop pattern 1 data 21 to the stop pattern 2 data 22, so that the process 110 in FIG. 12 is established and the stop pattern applied in the process 111 is changed to the stop pattern 2 data 22. And

Since the applied stop pattern is the stop pattern 2 data 22, the train 6 performs control using the stop pattern 36E corresponding to the block E section 32E.
Then, at time t04, the closed section F is assigned to the train 6, and the stop pattern 36E is updated to the stop pattern 36F. The position information at this time is a position L04. The train 6 accelerates again and continues to travel, but violates the stop pattern 36F at time t05. The position information at this time is a position L05. The stop pattern 36F is one of the stop pattern 2 data 22 and has an average speed lower than that of the stop pattern 1 data 21, so the train 6 travels slowly without acceleration from the time t05.

  In this way, by using the configuration of the present embodiment, when the train interval becomes small, the pattern to be applied is changed to reduce the train speed, and the entire train travels at the same average speed. Therefore, smooth operation can be realized.

Next, the case where the stop pattern applied to FIG. 5 is changed from the stop pattern 2 data 22 to the stop pattern 1 data 21 is shown.
The train 6 travels on the route 31. First, it is assumed that the train 6 has stopped and decelerated at time t10. The position information at this time is a position L11. The speed at each position on the route 31 is indicated by a travel result 37. First, since the stop pattern 2 data 22 is used, the stop pattern 36D is applied as a stop pattern in the block D section 32D. And the train 6 applies the stop pattern 35E as a stop pattern in the block E section 32E. If the train 6 runs as it is, the stop pattern 36D is violated at time t11. If there is a sufficient interval from the preceding train, the E section 32E is assigned to the train 6 before the time t11, and the stop pattern 36D. Is updated to the stop pattern 36E, and no conflict occurs at time t11. The position at time t11 is assumed to be position L11. At time t12, the time interval Td2 is obtained as a difference between time t10 that conflicts with the previous stop deceleration pattern and time t12 that conflicts with the current stop deceleration pattern. The position at time t12 is assumed to be position L12. The position interval Ld2 here is obtained as a difference between a position L10 that conflicts with the previous stop deceleration pattern and a position L12 that conflicts with the current stop deceleration pattern. Accordingly, the time interval Td2 and the position interval Ld2 are expressed by the following equations.
Td2 = t12-t10 (21)
Ld2 = L12-L10 (22)
Among the values of the formulas (21) and (22), the distance interval L2to1 is a condition for the formula (22) to change the stop pattern shown in FIG. 11 from the stop pattern 2 data 22 to the stop pattern 1 data 21. Suppose it's big.
Ld2> L2to1 (23)
This satisfies the condition for changing the stop pattern in FIG. 11 from the stop pattern 2 data 22 to the stop pattern 1 data 21, so that the process 110 in FIG. 12 is established and the stop pattern applied in the process 111 is changed to the stop pattern 1 data 21. And

Since the applied stop pattern is the stop pattern 1 data 21, the train 6 performs control using the stop pattern 35E corresponding to the block E section 32E.
For this reason, the train 6 accelerates from time t12 and continues running. Although it conflicts with the stop pattern 35E at time t13, if the train interval is sufficiently large, the F section is allocated to the train 6 before time t13, and the stop pattern becomes the stop pattern 35F. Therefore, the train 6 at time t13 Run without pattern conflict. The position at time t13 is assumed to be position L13.

  Thus, by using the configuration of the present embodiment, when the train interval is sufficiently large, it is possible to change the pattern to be applied to improve the train speed and realize smooth operation.

  Next, the case where the automatic train control device 1 has the applied stop pattern reset device 19 will be described with reference to FIG. 13 corresponding to FIG. 10 which is an example in which the designation of the stop pattern to be applied is determined by the train.

The automatic train control device 1 has an application stop pattern reset device 19 in addition to the configuration of FIG. The application stop pattern reset device 19 instructs the application pattern on-vehicle determination device 20 with a reset function to reset the stop pattern to be applied. The application pattern on-vehicle determination device 20 with a reset function has a function of resetting the processing state in response to a command from the application stop pattern reset device 19 in addition to the processing of the application pattern on-vehicle determination device 10 in FIG.
Therefore, the application pattern on-vehicle determination device 20 with a reset function performs an application pattern reset process shown in FIG. 14 in addition to the processing of the application pattern on-vehicle determination device shown in FIG. The application pattern reset process is performed immediately before or after the process of FIG.
In the application pattern reset process, following the process start 201, the presence or absence of a reset command from the application stop pattern reset device 19 is confirmed. When there is no reset command, the reset process end 204 is performed, and the process ends.

When there is a reset command, the time of the previous conflict, the conflict status, and the stop pattern being applied, which are held in the conflict status information 18, are initialized. By the initialization, the previous conflict time is changed to the current time value, the conflict state is changed to “none”, and the stop pattern being applied is changed to the stop pattern 1 data 21. Then, the reset process end 204 is performed, and the process ends.
For example, in the state where the stop pattern 2 data 22 is determined as a stop pattern in the process of the application pattern on-vehicle determination device 20 with a reset function, the reset function is reset when the application stop pattern reset device 19 is handled and a reset command is issued. The attached application pattern on-vehicle determination device 20 performs determination using the stop pattern 1 data 21 as a stop pattern. When the train sets the block E section 32E shown in FIG. 2 as a stop target, the stop pattern 36E based on the stop pattern 2 data 22 is used before the reset command is issued. After the reset command is given, the stop pattern 35E based on the stop pattern 1 data 21 is used. In this case, both the stop pattern 36E and the stop pattern 35E have the same closed E section 32E as a stop target, and even if the reset command is mistakenly commanded, the train 6 sets the same place as the stop target, thereby impairing the safety of the train 6. There is nothing.

  Similarly, for example, the content of the application pattern information 9 which is information specifying the application pattern from the stop pattern 1 data 21 and the stop pattern 2 data 22 in FIG. Even if it is reported as content, the safety of the train 6 is not impaired.

  In addition, when the stop target information 17 shown in FIG. 1 is incorrect, there is a possibility that the safety of the train 6 may be impaired. Therefore, for example, taking a means such as attaching an error detection code is a known technique.

  Further, the conditions for switching the pattern applied by the on-board determination apparatus 10 shown in FIG. 11 between the stop pattern 1 data 21 and the stop pattern 2 data 22 are not limited to the combination of time and distance shown in FIG. In some cases, the time only condition or the distance only condition may be used. As an example, a condition based only on time is shown in FIG.

  In this case, the processing procedure of the application pattern on-vehicle determination device shown in FIG. 12, the configuration of the application stop pattern reset device shown in FIG. 13, and the contents of the application pattern on-vehicle determination device 20 with reset function shown in FIG. 14 are the same. .

  By adopting the processing configuration of the present embodiment as described above, when operating at high density, when the train interval is small, even when the train interval is sufficiently large, the train safety is not impaired. It was shown that the operation can be realized.

It is the block diagram which showed the example of an apparatus structure which hold | maintains several stop pattern data in a train by one embodiment of this invention. It is explanatory drawing which showed the relationship of two sets of stop patterns by one embodiment of this invention. It is explanatory drawing which showed the state of the driving | running | working by two sets of stop patterns by one embodiment of this invention. It is explanatory drawing which showed switching of 2 sets of stop patterns by one embodiment of this invention. It is explanatory drawing which showed switching of 2 sets of stop patterns by one embodiment of this invention. It is the block diagram which showed the structural example in the case of performing selection of the stop pattern data to apply by one embodiment of this invention with a ground control apparatus. It is explanatory drawing which showed the range which performs the deceleration for a stop among the stop patterns, and the range except performing the deceleration for a stop by one Embodiment of this invention. It is the block diagram which showed the structural example in the case of selecting the stop pattern data to apply with the data on a vehicle by one embodiment of this invention. It is the block diagram which showed the structural example in the case of performing selection of the stop pattern data to apply with the input device on a vehicle by one embodiment of this invention. It is the block diagram which showed the structural example in the case of determining on the vehicle the selection of the stop pattern data to apply according to one embodiment of this invention. It is explanatory drawing which showed the conditions in the case of using time and distance as transition condition data by one embodiment of this invention. It is the flowchart which showed the process sequence in the case of determining on the vehicle the selection of the stop pattern data to apply according to one embodiment of this invention. It is the block diagram which showed the structural example in the case of having the function to determine selection of the stop pattern data to apply on a vehicle, and to reset according to one embodiment of this invention. It is the flowchart which showed the reset process sequence at the time of resetting, when determining on the vehicle the selection of the stop pattern data to apply according to one embodiment of this invention. It is explanatory drawing which showed the conditions in the case of using time as transition condition data by one Embodiment of this invention. It is explanatory drawing which showed the stop pattern produced by multiplying arbitrary coefficients for every block area by one embodiment of this invention. It is explanatory drawing which showed the state of the driving | running | working by the stop pattern produced by multiplying arbitrary coefficients for every block section by one embodiment of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Automatic train control apparatus, 2 ... Application pattern selection apparatus, 3 ... Brake judgment apparatus, 4 ... Brake apparatus, 5 ... Application pattern vehicle designation | designated apparatus, 6 ... Train, 7 ... Application pattern setting data, 8 ... Application pattern input Device: 9 ... Applicable pattern information, 10 ... Applicable pattern on-board determination device, 11 ... Information transmission means, 12 ... Ground control device, 13 ... Applied pattern designation device, 14 ... Operation management information, 15 ... Diagram information, 16 ... Stop Target creation device, 17 ... Stop target information, 18 ... Conflict state information, 19 ... Application stop pattern reset device, 20 ... Application pattern on-board determination device with reset function, 21 ... Stop pattern 1 data, 22 ... Stop pattern 2 data, 23 ... Train position / speed detector, 24 ... Transition condition data, 31 ... Route, 32A ... Blocking section A, 32B ... Blocking section B, 32C ... Blocking Between C, 32D ... Blocking section D, 32E ... Blocking section E, 32F ... Blocking section F, 33 ... Range of deceleration for stop of the stop pattern, 34 ... Except for deceleration for stop of stop pattern 35D: Stop pattern by stop pattern 1 data 21 when stop target is block D, 35E: Stop pattern by stop pattern 1 data 21 when stop target is block E, 35F: When stop target is block F Stop pattern 1 data 21 stop pattern 36D... Stop pattern 2 data 22 stop pattern when stop target is block D 36E. Stop pattern 2 stop pattern 22 when stop target is block E 36F. Stop pattern by stop pattern 2 data 22 when stop target is block F, 37 .. stop pattern The train traveling result according to the stop pattern 2 data 22 and the stop pattern 2 data 22 when the stop target corresponding to the run curve generated by multiplying an arbitrary coefficient for each block section is the block E. Stop pattern 41... Rapid driving curve based on stop pattern 1 data 21 42. Rapid driving curve based on stop pattern 2 data 22 43. Driving curve of each station stop based on stop pattern 1 data 21 44 stop pattern 2 data 22 45. Driving curve of each station stop by 45, fast driving curve by stop pattern 2 data 22 corresponding to run curve created by multiplying each closed section by an arbitrary coefficient

Claims (16)

The train holds in advance a stop pattern corresponding to one or more stop targets as a database, the train receives the stop target information via transmission means, and the train corresponding to the stop target information from the stop pattern database In an automatic train control device that controls the speed of the train by selecting a stop pattern,
The plurality of stop patterns using the application pattern information and the stop target information upon receiving a plurality of stop pattern data for one stop target and application pattern information for selecting stop pattern data to be applied via the transmission means Automatic train control, comprising: application pattern selection means for selecting a stop pattern to be applied to control from data; and brake determination means for controlling the speed of the train using the stop pattern to be applied to the control apparatus. The train previously stores stop patterns corresponding to one or more stop targets as a database, the train receives stop target information created by the ground control device using the stop target generating device via the transmission means, In an automatic train control device that controls the speed of the train by selecting the stop pattern corresponding to the stop target information from the inside,
The train has a plurality of stop pattern data for one stop target,
The ground control device creates application pattern information to be given to the train by an application pattern designation device using operation management information having a train operation state and diagram information which is a train operation plan, and transmits the train via the transmission means. To
The train has application pattern selection means for selecting a stop pattern to be applied to control from the plurality of stop pattern data using the received application pattern information and the stop target information, and controls the speed of the train. Automatic train control device characterized by. The train previously stores stop patterns corresponding to one or more stop targets as a database, the train receives stop target information created by the ground control device using the stop target generating device via the transmission means, In an automatic train control device that controls the speed of the train by selecting the stop pattern corresponding to the stop target information from the inside,
The train has a plurality of stop pattern data for one stop target, and an application pattern input device for inputting a stop pattern to be applied to control from the plurality of stop patterns,
An automatic train control device that selects the one stop pattern to be applied to control based on the input and the stop target information, and controls the speed of the train. The train previously stores stop patterns corresponding to one or more stop targets as a database, the train receives stop target information created by the ground control device using the stop target generating device via the transmission means, In an automatic train control device that controls the speed of the train by selecting the stop pattern corresponding to the stop target information from the inside,
The train has a plurality of the stop pattern data for one stop target, an application pattern on-vehicle designation means for performing a process of selecting a stop pattern used for control from the plurality of stop patterns, and the application pattern on-vehicle designation means includes the An automatic train control device having application pattern setting data used in processing, selecting the one stop pattern to be applied to control from the processing and stop target information, and controlling the speed of the train. The train previously stores stop patterns corresponding to one or more stop targets as a database, the train receives stop target information created by the ground control device using the stop target generating device via the transmission means, In an automatic train control device that controls the speed of the train by selecting the stop pattern corresponding to the stop target information from the inside,
The train has a plurality of the stop pattern data for one stop target, an application pattern on-vehicle determination unit that performs a process of selecting a stop pattern used for control from the plurality of stop patterns, and the application pattern on-vehicle determination unit includes the Transition condition data describing the transition conditions of the pattern to be used in the process, and the application pattern on-vehicle determination means has conflict state information that is the state information of the train used in the process,
An automatic train control device, wherein the one stop pattern to be applied to control is selected from the processing of the applied pattern on-vehicle determination means and the stop target information, and the speed of the train is controlled. In the automatic train control device according to any one of claims 1 to 5,
One of the plurality of stop patterns held by the train corresponds to a standard operation curve. In the automatic train control device according to any one of claims 1 to 5,
One of the plurality of stop patterns is a stop pattern corresponding to an operation curve having an average speed equal to an average speed of a train type having a lower average speed for each arbitrary section. . In the automatic train control device according to any one of claims 1 to 5,
One of the plurality of stop patterns is an automatic stop pattern corresponding to an operation curve having an average speed equal to a value obtained by multiplying an average speed of an arbitrary train type by an arbitrary coefficient for each arbitrary section. Train control device. In the automatic train control device according to claim 7 or 8,
As the average speed, for each train type and any section, a value indicated by a train diagram is used. In the automatic train control device according to claim 5,
The automatic train control device according to claim 1, wherein the transition has a stop pattern corresponding to a standard operation curve as an initial state. In the automatic train control device according to claim 5,
An automatic train control device having an applied stop pattern reset device for resetting a stop pattern applied by control to an initial state. In the automatic train control device according to claim 5,
The automatic train control device, wherein the transition condition is performed by control for determining transition to another stop pattern using a time interval at which a brake operation occurs with respect to the applied stop pattern. In the automatic train control device according to claim 5,
The automatic train control device, wherein the transition condition is performed by control for determining a transition to another stop pattern using a train position interval at which a brake operation occurs with respect to a stop pattern being applied. In the automatic train control device according to claim 5,
The conflict state information, which is the train state information, includes time and position information when the stop pattern is conflicted, and information on whether or not the stop pattern is in conflict with the applied pattern on-board determination device in the previous determination. An automatic train control device characterized by being. In the automatic train control device according to claim 14,
The automatic train control device according to claim 1, wherein the conflict with the stop pattern is determined to be a conflict only within a range where the conflict is decelerated to stop at a stop target corresponding to the stop pattern. In the automatic train control device according to any one of claims 6 to 8,
Among the plurality of stop patterns held by the train, the overlapping stop patterns are deleted leaving one stop pattern, and the reference to the remaining stop pattern is set for the deleted stop pattern. Train control device.

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