JP4671800B2 - Train speed limiter - Google Patents

Description

  The present invention relates to a train speed limiter that controls the speed of a train in a terminal protection section or an erroneous departure prevention section, and more particularly to an improvement in a speed limit function and a reduction in installation cost of a ground unit.

  As shown in FIG. 6, a conventional ATS device having an on-vehicle speed checking function is used when a train 3 travels at a speed limit V between two pairs of ground elements 2a and 2b installed along a rail 1. The interval L is determined so that the passing time of the vehicle becomes the standard time T set in the on-board device 41 in advance. The on-board device 3 mounted on the train 3 measures the time difference when the vehicle upper 16 is coupled to the ground elements 2a and 2b, that is, the passing time T1 between the two ground elements 2a and 2b, and the measured passing time T1. Is compared with the set standard time Ts. When the passing time T1 is shorter than the standard time Ts, brake control is performed assuming that the train is traveling at a speed exceeding the speed limit, and the passing time T1 is longer than the standard time Ts. When the train is traveling below the speed limit, the brake control is not performed.

  In this conventional ATS device having an on-vehicle speed check function, the train speed is controlled only at the speed check point where two pairs of ground elements 2a and 2b are installed, and the train 3 passes the speed check point. After that, speed control was not possible. In addition, since the speed control cannot be performed after the train 3 has passed the speed check point, for example, in order to provide protection when the train 3 is repowered after passing the speed check point in the terminal protection section or the erroneous departure prevention section, the train 3 3 had to slow down the approach speed.

  On the other hand, Patent Document 1 discloses a train speed control device that performs speed control continuously after passing through a speed check point until the next speed check point. As shown in FIG. 7, this train speed control device detects speeds V11 and V12 when the vehicle upper 16 is coupled to two ground elements 2a and 2b for speed check, and detects the detected speeds V11 and V12. The average speed V1 = (V11 + V12) / 2 between the two ground elements 2a and 2b is calculated. The distance L between the two ground elements is calculated from the calculated average speed V1 and the passage time T1 between the two ground elements 2a and 2b, and the speed limit Vc at the speed check point is calculated from the calculated distance L and the standard time Ts. The train speed is controlled to the next speed check point by the calculated speed limit Vc.

In addition, in order to prevent the train 3 from overrunning in the terminal protection section or the erroneous departure prevention section by the train speed control device disclosed in Patent Document 1, as shown in FIG. A pair of ground elements 2aa, 2ba to ground elements 2ad, 2bd are arranged, and the speed of the train 3 is controlled to the next speed check point by the speed limit calculated at each speed check point 21a to 21d. The speed is controlled by a staircase pattern.
JP-A-7-123533

  As described above, the speeds V11 and V12 when the vehicle upper 16 is coupled to the two ground elements 2a and 2b for speed check are detected, and the distance between the two ground elements 2a and 2b is detected from the detected speeds V11 and V12. If the average speed V1 is calculated and the speed limit Vc at the speed check point is calculated, if the train stops at the speed check point for some reason or the speed fluctuates greatly, the two ground elements 2a, The interval L of 2b cannot be calculated accurately, the speed limit Vc at the speed check point cannot be calculated, and the speed of the train 3 cannot be appropriately controlled.

  Further, when the speed of the train 3 is controlled in a staircase pattern in the terminal protection section or the erroneous departure prevention section, two pairs of ground elements 2aa, 2ba to 2ad, There is a disadvantage that 2bd needs to be arranged, the number of ground units is increased, and a lot of costs are required.

  The present invention improves such disadvantages, can detect the speed limit of the train with high accuracy, can perform variable control of the speed limit continuously for each type of train, and reduces the speed of the train in a step-like manner. An object of the present invention is to provide a train speed limiting device that can greatly reduce the number of ground units installed even when controlled by a speed pattern.

  The train speed limiting device according to the present invention includes a ground device and an on-board device mounted on the train, and the ground device is installed at a speed check position on the entry side of the terminal protection section or the erroneous departure prevention section. A pair of ground elements and a ground element installed at the boundary of each speed limit section of the terminal protection section or the erroneous start prevention section, and the distance between each pair of ground elements and each speed limit section Is set so that the transit time when the train travels at the speed limit becomes the standard time set in advance in the on-board device, and the on-board device provided on the train is The train speed is sampled at each preset sampling time to calculate the average speed from the time when it is connected to the time when it is detected that it is connected to the next ground element. From when he joined the ground child The distance between the two ground elements is calculated according to the time until the ground element is combined, and the entry side boundary of the terminal protection section or the false departure prevention section according to the calculated distance between the two ground elements and the preset standard time The speed limit in the speed limit section ahead of the train traveling direction is calculated from the boundary of the speed limit section, and the train speed in the terminal protection section or the erroneous departure prevention section is controlled by the calculated speed limit.

  The present invention calculates the average speed by sampling the train speed at every sampling time between the time when the vehicle head is connected to the ground element and the time when it is detected that the vehicle is connected to the next ground element, and the speed is checked. The distance between the two ground elements for the speed check can be accurately calculated even if the train stops at the speed check position or the speed greatly fluctuates. The speed limit of the speed limit section can be accurately detected by the on-board device.

  In addition, two pairs of ground elements are installed at the speed check position at the entry side boundary of the terminal protection section or the erroneous departure prevention section, and a ground element is installed at each boundary of the speed limit section. Since the speed limit of each speed limit section is calculated and the speed limit is detected in a stepwise and continuous manner in the terminal protection section or the erroneous start prevention section, the speed limit can be continuously applied. The approach speed can be increased and the train can be prevented from repowering.

  Furthermore, it is only necessary to install two pairs of ground elements at the speed check position on the entry side boundary of the terminal protection section or erroneous departure prevention section, and to install a ground element at each speed limit section boundary. The number of installed can be greatly reduced, and the installation cost of the ground unit can be reduced.

  FIG. 1 is a block diagram showing the configuration of the train speed limiting device of the present invention. As shown in the figure, the train speed control device includes two pairs of speed check ground elements 2a and 2b installed along the rail 1 of the speed check point, and an on-board device 4 mounted on the train 3. Have. The distance L between the two pairs of ground elements 2a and 2b is determined so that the passing time when the train 3 travels at the speed limit Vc becomes the standard time Ts set in the on-board device 4 in advance. For example, as shown in FIG. 2, when the vehicle is decelerated from the speed limit Vc = Zkm / h to the speed limit Vc = Akm / h, travels through the section of the speed limit Vc = Akm / h, and then changes to the speed limit Vc = Bkm / h. The speed check position at the boundary between the speed limit Vc = Zkm / h section and the speed limit Vc = Akm / h section is a pair of two at an interval LA determined by the speed limit Vc = Akm / h and the standard time Ts. The ground element 2aA and the ground element 2bA are installed, and the speed limit is Vc = Bkm / h and the standard time Ts at the boundary between the speed limit Vc = Akm / h and the speed limit Vc = Bkm / h. A pair of two ground elements 2aB and two ground elements 2bB are installed at the interval LB.

  The on-board device 4 includes a ground unit detection unit 5, a timing unit 6, a speed calculation unit 7, a speed sampling unit 8, a sampling speed storage unit 9, an average speed calculation unit 10, a ground unit interval calculation unit 11, a standard time setting unit 12, A speed limit calculation unit 13, a speed limit holding unit 14, and a speed comparison unit 15 are included.

  The ground element detecting unit 5 is connected to the vehicle upper element 16 and detects that the vehicle upper element 16 is coupled to the ground elements 2a and 2b. The time measuring unit 6 starts measuring time when the detection signal of the ground element 2a for starting speed verification is input from the ground element detecting part 5, and receives the detection signal of the ground element 2b for ending speed verification from the ground element detecting unit 5. End time measurement when input. That is, the time measuring unit 6 measures the time T1 when the train 3 passes between the ground elements 2a and 2b. The speed calculation unit 7 calculates the speed of the train 3 based on a signal from the speed generator 17. The speed sampling unit 8 starts the sampling process when the detection signal of the ground check 2a for starting the speed check is input from the ground detection unit 5, and at that time, the speed V1 calculated by the speed calculation unit 7 is used as the sampling speed storage unit. 9, the speed Vi {i = 2 to (n−1}) calculated by the speed calculator 7 every time a preset sampling time ΔT elapses. ) Is stored in the sampling speed storage unit 9, and the speed Vn calculated by the speed calculation unit 7 when the detection signal of the ground check 2 b for speed check completion is input from the ground detection unit 5 to the sampling speed storage unit 9. Store and finish the sampling process. The average speed calculation unit 10 averages the speeds V1 to Vn stored in the sampling speed storage unit 9 after detecting the ground element 2a for starting the speed check until detecting the ground element 2b for ending the speed check. The average speed Vm is calculated. The distance between the ground elements 2a and 2b is calculated from the average speed Vm calculated by the average speed calculation part 10 and the time T1 when the train 3 measured by the time measuring part 6 passes between the ground elements 2a and 2b. (Vm × T1) is calculated. In the standard time setting unit 12, a predetermined time for speed check, for example, 500 msec, is set in advance as the standard time Ts. The speed limit calculation unit 13 uses the interval L between the ground elements 2a and 2b calculated by the ground element interval calculation unit 11 and the standard time Ts set in the standard time setting unit 12 to limit the speed limit of the speed limit section ahead of the ground element 2b. Vc = (L / Ts) is calculated and stored in the speed limit holding unit 14. The speed comparison unit 15 compares the speed limit Vc held in the speed limit holding unit 14 with the speed V of the train 3 that is sequentially sent from the speed calculation unit 7, and executes the brake control when the speed V exceeds the speed limit Vc. And speed limit.

  The processing when the speed of the train 3 is reduced from the speed limit Vc = Zkm / h to the speed limit Vc = Akm / h as shown in FIG. The description will be given with reference.

  When the train 3 is traveling in the section of the speed limit V = Zkm / h, it is detected by the ground element detector 5 of the on-board device 4 that the vehicle element 16 is coupled to the ground element 2aA for starting the speed check. Then, the ground detector 5 sends a speed check start signal to the timer 6 and the speed sampling unit 8 (step S1). When the time check unit 6 receives the speed check start signal, it starts measuring time, and sends the time being measured to the speed sampling unit 8 and the ground element interval calculation unit 11. When receiving the speed verification start signal, the speed sampling section 8 acquires the speed V1 calculated by the speed calculation section 7 and stores it in the sampling speed storage section 9 (step S2). After that, when the time output from the timing unit 6 reaches a preset sampling time ΔT (step S3), the speed sampling unit 8 acquires the speed V2 calculated by the speed calculation unit 7 and acquires the sampling speed. Store in the storage unit 9 (step S4). This speed sampling is repeated every time the time output from the time measuring section 6 reaches the sampling time ΔT, and the speed Vi {i = 2 to (n−1}) is stored in the sampling speed storage section 9 (step S5). S3, S4).

  When the speed sampling unit 8 is sampling the speed, if the ground unit detection unit 5 detects that the vehicle top 16 is coupled to the ground unit 2bA for terminating the speed verification, the ground unit detection unit 5 checks the speed. An end signal is sent to the time measuring part 6, the speed sampling part 8, and the average speed calculating part 10 (step S5). When the time checking unit 6 inputs the speed check end signal, the time measuring unit 6 ends the time measurement and sends the measured time T1A to the speed sampling unit 8 and the ground element interval calculation unit 11. When receiving the speed verification end signal, the speed sampling section 8 acquires the speed Vn calculated by the speed calculation section 7 and stores it in the sampling speed storage section 9 (step S6).

  Thus, every time sampling time ΔT is detected from the time when it is detected that the vehicle upper 16 is combined with the ground element 2aA for starting the speed check to the time when it is detected that the vehicle upper element 16 is combined with the ground element 2bA for ending the speed check. Since the speed V is sampled, even if the train 3 stops between the ground element 2aA and the ground element 2bA, the speed that changes with time can be stored in the sampling speed storage unit 9, as shown in FIG. it can.

  When the average speed calculation unit 10 receives the speed verification end signal from the ground unit detection unit 5, the average speed Vm is calculated by averaging the speeds V1 to Vn stored in the sampling rate storage unit 9, and the ground unit interval calculation unit 11 is calculated. (Step S7). The distance between the ground element 2aA and the ground element 2bA is calculated from the average speed Vm input from the average speed calculation part 10 and the time T1A when the train 3 measured by the time measuring part 6 passes between the ground elements 2aA and 2bA. = (Vm × T1A) is calculated and sent to the speed limit calculation unit 13 (step S8). The speed limit calculation unit 13 uses the input interval LA between the ground unit 2aA and the ground unit 2bA and the standard time Ts for speed verification set in the standard time setting unit 12 to limit the speed limit Vc in the speed limit section ahead of the ground unit 2bA. = A = (LA / Ts) is calculated and stored in the speed limit holding unit 14 (step S9). The speed comparison unit 15 holds the speed limit Vc held in the speed limit holding unit 14 until the train 3 reaches the speed check position at the boundary between the speed limit Vc = Akm / h section and the speed limit Vc = Bkm / h section. = Akm / h and the speed V of the train 3 sequentially sent from the speed calculation unit 7 are compared, and when the speed V exceeds the limit speed Vc = Akm / h, the brake control is performed to limit the speed (step S10). ).

  In this way, the speed V is sampled at every sampling time ΔT from when the vehicle upper 16 is combined with the ground element 2aA for starting the speed check to when it is detected that it is combined with the ground element 2bA for ending the speed check. Since the average speed Vm is calculated and the distance LA between the ground element 2aA and the ground element 2bA is calculated, even if the train 3 stops at the speed check position or the speed greatly fluctuates, The distance LA of the child 2bA can be calculated accurately, and the speed limit Vc = Akm / h of the train 3 can be accurately detected by the on-board device 4.

  The train 3 travels through the section of the speed limit Vc = Akm / h, reaches the speed check position at the boundary of the section of the speed limit Vc = Bkm / h, and the vehicle upper 16 is coupled to the ground element 2aB for starting the speed check. Similarly, from the time until the time when it is detected that it is combined with the ground check 2bB for speed check completion, the speed V is sampled at every sampling time ΔT to calculate the average speed Vm, and the ground speed 2aB and the ground speed 2bB are calculated. The speed limit Vc = Bkm / h is detected by calculating the interval LB.

  Next, the speed V is sampled at every sampling time ΔT from the time when it is combined with the ground element 2a for starting the speed check to the time when it is detected that it is combined with the ground element 2b for the end of the speed check, and the average speed Vm To calculate the speed limit of the speed limit section ahead of the speed check end ground speed 2b based on the calculated time interval and the standard time Ts for speed check. A case where the speed of the train 3 is controlled by a stepped speed pattern in the terminal protection section or the erroneous departure prevention section by the train speed limiter that controls the speed of the train 3 will be described.

  For example, in the terminal protection section where the car stop 18 and the absolute stop ground element 19 exist, as shown in the layout diagram of FIG. 5, the speed limit Vc = Zkm / h section and the speed limit Vc = Akm / h section of the terminal protection section 20. Two pairs of ground element 2a and ground element 2b are installed at the speed LA at the boundary of the boundary at the interval LA determined by the speed limit Vc = Akm / h and the standard time Ts, and the section of the speed limit Vc = Akm / h The ground element 2c is installed at the boundary between the speed limit Vc = Bkm / h section, and the ground element 2d is installed at the boundary between the speed limit Vc = Bkm / h section and the speed limit Vc = Ckm / h section. The ground element 2e is installed at the boundary between the section of the speed limit Vc = Ckm / h and the section of the speed limit Vc = Dkm / h.

  The ground elements 2b, 2c, 2d installed at the boundary of each speed limit section in the terminal protection section 20 are used for both speed verification end and speed verification start, and the distance between the ground element 2a and the ground element 2b is limited. The speed LA is determined by the speed Vc = Akm / h and the standard time Ts, and the interval between the speed limit Vc = Akm / h is the speed LB determined by the speed limit Vc = Bkm / h and the standard time Ts. The interval of the speed limit Vc = Bkm / h interval is the interval LC determined by the speed limit Vc = Ckm / h and the standard time Ts, and the interval of the speed limit Vc = Ckm / h interval is the speed limit Vc = Dkm. The interval LD is determined by / h and the standard time Ts.

  And, when the vehicle upper 16 of the train 3 is coupled with the ground element 2a for starting the speed check in the terminal protection section 20, it is provided at the boundary between the speed limit Vc = Zkm / h section and the speed limit Vc = Akm / h section. The velocity V is sampled at every sampling time ΔT until the time when it is detected that it is coupled to the ground element 2b, the average speed Vm is calculated, and the interval LA between the ground element 2a and the ground element 2b is calculated and limited. The speed Vc = Akm / h is detected. The train 3 is caused to travel according to the detected speed limit Vc = Akm / h. When the train 3 is traveling in the section of the speed limit Vc = Akm / h, the section of the speed limit Vc = Akm / h and the speed limit Vc = Bkm / h from when the vehicle upper 16 is coupled to the ground element 2b. The distance LB between the ground element 2b and the ground element 2c is calculated by sampling the speed V at every sampling time ΔT until the time when it is detected that the ground element 2c provided at the boundary of the section is coupled, and calculating the average speed Vm. And the speed limit Vc = Bkm / h is detected. Similarly, when the train 3 is traveling in the section of the speed limit Vc = Bkm / h, the section of the speed limit Vc = Bkm / h and the speed limit Vc = Ckm from when the vehicle upper 16 is coupled to the ground element 2c. The ground speed 2c and the ground speed 2d are calculated by sampling the speed V at every sampling time ΔT until the detection of the connection with the ground speed 2d provided at the boundary of the section / h. When the limit speed Vc = Ckm / h is detected by calculating the interval LC of the vehicle, and the train 3 is traveling in the section of the limit speed Vc = Ckm / h, from the time when the vehicle upper 16 is coupled to the ground child 2d. The speed V is sampled at every sampling time ΔT until it is detected that the speed limit Vc = Ckm / h and the speed limit Vc = Dkm / h are combined with the ground element 2e. The average speed Vm is calculated to determine the distance LD between the ground element 2d and the ground element 2e. It calculates and detects the speed limit Vc = Dkm / h.

  Thus, two pairs of ground element 2a and ground element 2b are installed at the speed check position of the approach side boundary of the terminal protection section 20, and the ground element 2c, the ground element 2d and the ground element 2e are disposed at the boundary of each speed limit section. , And the ground elements 2b, 2c, and 2d can be used for both speed check end and speed check start, so that the speed can be continuously limited in a stepwise manner in the terminal protection section 20, and the train 3 The brake control can be performed when the speed of the vehicle reaches the speed limit in each speed control section, and the approach speed Vt of the train 3 in the terminal protection section 20 has a conventional on-vehicle speed check function as shown in FIG. It is possible to make the speed faster than the approach speed Vs when the ATS device is used, and to prevent the train 3 from repowering in the terminal protection section 20.

  Also, the ground element 2a and the ground element 2b are installed at the speed check position of the approach side boundary of the terminal protection section 20, and the ground element 2c, the ground element 2d, and the ground element 2e are only installed at the boundary of each speed limit section. Therefore, the number of installed ground units can be greatly reduced, and the installation cost of ground units can be reduced.

It is a block diagram which shows the structure of the train speed limit apparatus of this invention. It is a layout view of two pairs of ground pieces for speed check. It is a flowchart which shows a speed limit detection process. It is a change characteristic figure of the speed sampled for every sampling time. It is another arrangement drawing of the ground element for speed check. It is a layout view of a conventional ATS device. It is explanatory drawing of a process when calculating a speed limit with the conventional train speed control apparatus. It is explanatory drawing which shows the speed pattern of the speed limit when designing with the conventional train control apparatus, and arrangement | positioning of a ground element.

Explanation of symbols

1; Rail, 2; Ground element, 3; Train, 4; On-board device, 5; Ground element detector,
6; Timekeeping section, 7; Speed calculation section, 8; Speed sampling section,
9; Sampling speed storage section, 10; Average speed calculation section, 11; Ground element interval calculation section,
12; Standard time setting unit; 13; Speed limit calculation unit; 14; Speed limit holding unit;
15; Speed comparison unit; 16; Vehicle upper; 17; Speed generator; 18; Speed limit switching control unit.

Claims (1)

A ground device and an on-board device mounted on a train,
The ground device has two pairs of ground elements installed at the speed check position on the entry side of the terminal protection section or the erroneous departure prevention section, and the boundary between each speed limit section of the terminal protection section or the erroneous departure prevention section. The distance between the pair of ground elements and the distance between each speed limit section is a standard in which the transit time when the train travels at the limit speed is preset in the on-board device. Time is set,
The on-board device adjusts the speed of the train at every preset sampling time from when the on-board unit provided on the train is coupled to the ground unit to when it is detected that it is coupled to the next ground unit. The average speed is calculated by sampling, and the interval between the two ground elements is calculated according to the calculated average speed and the time from when the vehicle upper element is combined with the next ground element until it is combined with the next ground element. Calculate the speed limit in the speed limit section ahead of the train traveling direction from the entry side boundary of the terminal protection section or erroneous departure prevention section and the boundary of each speed limit section based on the ground interval and the preset standard time. A train speed limiter that controls the train speed in a terminal protection section or an erroneous departure prevention section according to speed.

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