JP5106216B2 - Automatic train control device and automatic train control method - Google Patents

Description

  The present invention relates to an automatic train control device and an automatic train control method, and more particularly to pattern deceleration control of an automatic train control device.

  In the conventional automatic train control device, in order to ensure the safety of the train operation, the deceleration pattern is obtained based on the deceleration performance of the own train between the current own train position and the target stop position. There is a method of outputting a brake command from a determination result as to whether or not the speed indicated by the deceleration pattern is exceeded (Patent Document 1). Here, as a method of calculating the current own train position, in order to secure the calculation accuracy of the own train position while keeping the equipment cost low, the method of calculating the axle rotation speed from a certain base point is generally used. Has been adopted. However, in the method of accumulating the number of rotations of the axle from a certain base point, if the wheel slips or slides, an error occurs in the calculated own train position. (Patent Document 2).

Japanese Patent No. 3369477 Japanese Patent No. 3729748

  However, according to the above conventional technique, when calculating the current own train position, only the rotational speeds of the two axles of the head car on which the automatic train control device is mounted are taken into consideration. When idling or gliding occurs, the difference between the own train position obtained from the rotational speed of the axle and the actual own train position increases. Therefore, the calculation accuracy of the own train position deteriorates, the pattern deceleration control becomes unstable, and there is a problem that the brakes are not applied when necessary and the safety of the train operation may be impaired. .

  The present invention has been made in view of the above, and is an automatic train control capable of improving the calculation accuracy of the own train position obtained from the rotational speed of the axle even when the wheel slips or slides. An object is to obtain a device and an automatic train control method.

In order to solve the above-described problems and achieve the object, the automatic train control device of the present invention is a speed generator and a brake control device mounted for each axle of a plurality of vehicles organized in the own train. Based on the number of rotations of each axle obtained from the provided speed detector, a remaining distance calculation unit that calculates a remaining distance from the current own train position, and from the calculated current own train position Based on the comparison result between the speed pattern obtained by the deceleration pattern computing unit and the speed pattern obtained by the deceleration pattern computing unit and the train speed And a brake command determination unit for outputting.

Further, the automatic train control method of the present invention includes a speed generator and a speed detector provided in a brake control device mounted on each axle of a plurality of vehicles organized in the own train. Selecting the rotation speed of the axle showing the highest speed from the rotation speed, calculating the remaining distance from the current own train position based on the rotation speed of the axle showing the highest speed; A step of calculating a speed pattern for decelerating the own train to a predetermined speed in a section corresponding to the remaining distance from the calculated current own train position, and a comparison result between the calculated speed pattern and the train speed And a step of outputting a brake command.

  According to the present invention, there is an effect that it is possible to improve the calculation accuracy of the own train position obtained from the axle rotation speed even when the wheels are idling or sliding.

  Hereinafter, embodiments of an automatic train control device according to the present invention will be described in detail with reference to the drawings. Note that the present invention is not limited to the embodiments.

Embodiment 1 FIG.
FIG. 1 is a block diagram showing a schematic configuration of a first embodiment of an automatic train control device according to the present invention. In FIG. 1, on a train, an automatic train control device 1 that performs pattern deceleration control, a speed generator 2 that outputs a pulse signal for each wheel rotation, and a point signal reception that receives point information of the own train on a reference point The device 3, the ATC signal receiving device 4 that receives the ATC signal, the brake control devices 10 a to 10 n that perform the brake control of the own train, and the cooperative control device 12 that performs the cooperative control of the brake operation of each axle are mounted. Are connected to the brake control devices 10a to 10n via the communication network NW. Here, the automatic train control device 1 can be mounted on the leading vehicle, and the brake control devices 10a to 10n can be mounted for each axle provided in each vehicle. The brake control devices 10a to 10n are provided with speed detectors 11a to 11n for detecting the rotation speed of each axle.

  The automatic train control device 1 calculates the current speed of the own train based on the pulse signal from the speed generator 2 or the rotational speed of each axle detected by the speed detectors 11a to 11n. Speed / remaining distance calculation unit 5 for calculating the remaining distance from the own train position, remaining distance setting unit 6 for setting the remaining distance from the own train position on the reference point, target stop position based on the ATC signal The target stop position setting unit 7 for setting the speed, the deceleration pattern calculation unit 8 for calculating the speed pattern for decelerating the own train to a predetermined speed between the target stop position and the current own train position, and the train speed are indicated by the speed pattern. A brake command determination unit 9 is provided that outputs a brake command based on a determination result as to whether or not the speed is exceeded.

  Here, when calculating the current speed of the own train, the speed / remaining distance calculation unit 5 can refer not only to the rotational speed of the axle of the leading car but also to the rotational speed of the axle of the vehicle other than the leading car. For example, it is possible to refer to the rotational speeds of all axles of all vehicles organized in the own train. Then, the speed / remaining distance calculation unit 5 selects the rotation speed of the axle that is expected to be the most sticky from the rotation speeds of all the axles of all the vehicles organized in the own train. Based on the number of rotations of the axle expected to be sticking, the remaining distance from the current own train position can be calculated.

  Specifically, the speed / remaining distance calculation unit 5 captures the rotational speeds of all the axles of all the vehicles formed in the own train by the rotational speed capturing part 5a and the rotational speed capturing part 5a. A highest speed selection unit 5b is provided for selecting the rotation speed indicating the highest speed from the rotation speeds of the axles. Then, the speed / remaining distance calculation unit 5 can calculate the remaining distance from the current position of the own train based on the number of revolutions indicating the highest speed selected by the highest speed selection unit 5b. . Here, the remaining distance from the current own train position to the target stop position can be estimated short by calculating the remaining distance from the current own train position based on the number of revolutions indicating the highest speed. Since a brake command for avoiding a collision with a preceding train traveling in front of the own train can be output earlier, it can be operated on the safer side.

  FIG. 2 is a diagram conceptually illustrating a deceleration pattern control method in the automatic train control device of FIG. In FIG. 2, the train 14 is equipped with the automatic train control device 1, the speed generator 2, the point signal receiving device 3, the ATC signal receiving device 4, the brake control devices 10a to 10n, and the linkage control device 12 of FIG. On the line 13 on which the train 14 runs, ground elements 16 are installed at intervals of about several kilometers. Further, as the point signal receiving device 3 in FIG. 1, for example, an on-board element that can be coupled to the ground element 16 can be used.

  When the train 14 reaches the ground element 16, the ground element 16 is coupled to the vehicle element and the positional information of the ground element 16 is sent to the remaining distance setting unit 6. And the remaining distance setting part 6 sets the remaining distance from the own train position when the train 14 reaches | attains on the ground child 16 based on the positional information on the ground child 16, and speed / remaining distance calculation Output to unit 5. Further, the rotational speed of the axle of the leading vehicle of the train 14 is detected by the speed generator 2, and the speed generator 2 outputs a pulse signal to the speed / remaining distance calculation unit 5 for each rotation of the axle. Further, the rotational speeds of the respective axles of the following vehicle of the leading vehicle are respectively detected by the speed detectors 11a to 11n. And output to the speed / remaining distance calculation unit 5.

  When the rotational speed of the axle of each vehicle is input to the speed / remaining distance calculation section 5 via the speed generator 2 or the communication network NW, the rotational speed capturing section 5a is all organized in the own train. The rotational speeds of all the axles of the vehicle are taken in and output to the highest speed selection unit 5b. Then, the highest speed selection unit 5b selects the rotation speed indicating the highest speed from the rotation speeds of the axle captured by the rotation speed capturing section 5a. Then, the speed / remaining distance calculation unit 5 calculates the current traveling speed Vr of the own train based on the rotational speed indicating the highest speed, and calculates the ground speed based on the accumulated result of the rotational speed indicating the highest speed. The travel distance after the train 14 passes over the child 16 is calculated.

  Then, the speed / remaining distance calculation unit 5 subtracts the traveling distance after the train 14 passes over the ground element 16 from the remaining distance set based on the position information of the ground element 16, The remaining distance from the own train position is calculated and output to the deceleration pattern calculation unit 8. When the ATC signal is received by the ATC signal receiving device 4, the ATC signal is sent to the target stop position setting unit 7. The target stop position setting unit 7 sets the target stop position 15 based on the ATC signal sent from the target stop position setting unit 7 and outputs the target stop position 15 to the deceleration pattern calculation unit 8.

  And the deceleration pattern calculating part 8 will divide | segment the path | route from the present own train position to the target stop position 15 for every gradient, if the remaining distance from the present own train position and the target stop position 15 are received. For example, assuming that the route from the current train position to the target stop position 15 is divided into three sections, a + 4 ‰ gradient section, a 0 ‰ gradient section, and a −5 ‰ gradient section. The decelerations β1, β2, and β3 are calculated every time, and the intra-section distances S1, S2, and S3 are calculated.

  And about the + 4 ‰ gradient section, the 0 ‰ gradient section, and the −5 ‰ gradient section, by using the following equation (1), traveling curves 25a and 25b for stopping the train 14 at the target stop position 15 are shown. , 25c, respectively, and pattern velocities V1, V2, V allowed at the gradient change points are set.

Vpn ² = 7.2βnSn + Vp (n−1) ² (1) where Vpn is a pattern velocity in each gradient section n, βn is a deceleration in each gradient section n, and Sn is in each gradient section n Distance within the section.

In this way, the running curves 25a, 25b, and 25c are set for each gradient section with respect to the remaining running distance L (m) from the current own train position to the target stop position 15. Here, in order to consider a time delay from when the brake command is issued until the brake is actually applied, a correction is made to advance the own train position in advance by the idle travel distance. This idle travel distance Lk can be expressed by the following equation (2), where Vr is the current travel speed of the train and τ is the idle travel time.
Lk = Vr · τ (2)

  For the + 4 ‰, 0 ‰ and −5 ‰ gradient sections, the target stop is determined from the current own train position by allowing for an idle travel distance 26 corresponding to the distance of the response delay of the brake system. A speed pattern 23 a up to position 15 is set and output to the brake command determination unit 9. Then, the brake command determination unit 9 compares the current speed of the train 14 with the speed pattern 23a, and determines whether or not the current speed of the train 14 exceeds the speed indicated by the speed pattern 23a. When the current speed of the train 14 exceeds the speed indicated by the speed pattern 23a, the train 14 is output along the running curves 25a, 25b, and 25c by outputting a brake command to the brake control devices 10a to 10n. And the train 14 is stopped at the target stop position 15.

  As a result, even when some wheels on the train are idle or run, the train position can be calculated from the number of axle rotations without slipping or running. The effect of gliding can be reduced. For this reason, even when idling or sliding of the wheel occurs, the calculation accuracy of the own train position can be improved, the pattern deceleration control can be stabilized, and the train travel interval can be increased in density. At the same time, it is possible to prevent the brakes from being applied when necessary, and to ensure safety during operation of the train.

Embodiment 2. FIG.
FIG. 3 is a diagram showing a speed idling correction process in the automatic train control device of FIG. In FIG. 3, when the wheel slips during the running of the train, the rotational speed of the wheel apparently increases, so that the detected speed disturbance 21 due to the slipping occurs, and the detected speed becomes larger than the actual speed. Here, even when the wheel slips during the traveling of the train, the degree of idling varies for each axle of each vehicle. For this reason, by taking in the rotational speeds of all the axles of all the vehicles organized in the own train, the sticking probability 25 of the axles during idling can be increased, and the detection speed when idling occurs can be realized. Can approach speed.

  Here, in security applications where safety is a top priority, even if a detected speed disturbance 21 due to idling occurs, the remaining speed from the start position of the current own train is based on the number of revolutions indicating the highest speed 22. The mileage can be calculated. And it is preferable to set the speed pattern from the current own train position to the target stop position based on the remaining distance from the current start position of the own train. As a result, the remaining distance from the current own train position to the target stop position can be estimated shortly, and a brake command for avoiding a collision with a preceding train traveling in front of the own train can be output early. Since it becomes possible, it can be operated on the safer side.

  In addition, in the relationship with the following train running behind the own train, the current tail position of the own train is calculated based on the number of revolutions indicating the lowest speed 26, and the target stop position of the following train is determined. As information for this, the tail position can be transmitted to the following train. Thereby, even when the detection speed disturbance 21 due to idling occurs, it is possible to suppress a long distance from the current own train position to the succeeding train, and to prevent a collision with the own train. It is possible to suppress the delay in the output of the.

Embodiment 3 FIG.
FIG. 4 is a diagram showing a speed sliding correction process during a large run in the automatic train control apparatus of FIG. In FIG. 4, if the wheel slides while the train is running, the rotational speed of the wheel apparently decreases. Therefore, a disturbance 23 in the detected speed due to the sliding occurs, and the detected speed becomes smaller than the actual speed. Here, even when the wheels slide while the train is running, the degree of sliding varies for each axle of each vehicle. For this reason, by taking in the rotational speeds of all the axles of all the vehicles organized in the own train, it is possible to increase the sticking probability 25 of the axle at the time of sliding, and to realize the detection speed when the sliding occurs. Can approach speed.

  Here, in security applications where safety is the top priority, even if the detected speed when the skid is near is the actual speed, the current own train is based on the number of revolutions indicating a detected speed smaller than the actual speed. When the remaining distance from the head position is calculated, the remaining distance from the current own train position to the target stop position can be estimated longer. For this reason, when the sliding state about any one of the wheels is detected, the remaining distance from the current own train position can be calculated based on the virtual speed 24 that is larger than the actual speed. And it is preferable to set the speed pattern from the current own train position to the target stop position based on the remaining distance from the current own train position.

  As a result, even when the sliding state of any of the wheels is detected, the remaining distance from the current own train position to the target stop position can be estimated shortly, and the preceding traveling ahead of the own train Since it becomes possible to output the brake command for avoiding the collision with the train early, it is possible to operate on the safer side. As the virtual speed 24, for example, the speed at the time of sliding detection can be used, and the remaining distance from the current own train position is calculated assuming that the speed at the time of sliding detection continues until the end of the sliding. Can do. As a method for detecting the sliding state, the deceleration β calculated from the rotational speed of the axle can be used. When the deceleration β is 6 or more, it is determined that the vehicle is in the sliding state, and the deceleration β is 6 When it is less than, it can be determined that the vehicle is not in a sliding state.

Embodiment 4 FIG.
FIG. 5 is a diagram showing a speed sliding correction process at the time of microsliding in the automatic train control device of FIG. In FIG. 5, if the wheel slides while the train is running, the rotational speed of the wheel apparently decreases. Therefore, a disturbance 23 in the detected speed due to the sliding occurs, and the detected speed becomes smaller than the actual speed. Here, even when the wheels slide while the train is running, the degree of sliding varies for each axle of each vehicle. For this reason, by taking in the rotational speeds of all the axles of all the vehicles organized in the own train, it is possible to increase the sticking probability 25 of the axle at the time of sliding, and to realize the detection speed when the sliding occurs. Can approach speed.

  Here, even when sliding actually occurs, in the case of microsliding where the deceleration β is less than 6, the sliding state cannot be detected. For this reason, even if a skid actually occurs, if the skid state cannot be detected, the remaining distance from the current head position of the own train is calculated based on the rotational speed indicating the highest speed 27. Can be calculated. And it is preferable to set the speed pattern from the current own train position to the target stop position based on the remaining distance from the current start position of the own train. This prevents the remaining distance from the current own train position to the target stop position from being estimated for a long time even when the sliding state cannot be detected despite the fact that the sliding has actually occurred. It is possible to suppress the delay of the output of the brake command for avoiding the collision with the preceding train traveling in front of the own train.

  In addition, in the relationship with the following train running behind the own train, the current tail position of the own train is calculated based on the number of revolutions indicating the lowest speed 28, and the target stop position of the following train is determined. As information for this, the tail position can be transmitted to the following train. As a result, even when the detection speed disturbance 23 due to the run occurs, the distance from the current own train position to the succeeding train can be estimated shortly, and a brake command for avoiding a collision with the own train is advanced to the succeeding train. Therefore, it is possible to operate on the safer side in the relationship between the own train and the following train.

  In the above-described embodiment, when calculating the current speed of the own train, the method of taking in the rotational speeds of all the axles of all the vehicles organized in the own train has been described. It is not necessary to capture the rotational speeds of all the axles, and the rotational speeds of some of the axles of a plurality of vehicles other than the leading vehicle may be captured.

  In the above-described embodiment, the method for taking in the rotational speed of the axle to calculate the current speed of the own train has been described. However, speed information other than the rotational speed of each axle may be taken in.

  In the above-described embodiment, the method of applying the pattern deceleration control considering the degree of adhesion of the axle to the automatic train control device has been described. However, an automatic train stop device that performs control while referring to the current position of the own train, You may apply to an automatic train driving device.

  In the above-described embodiment, the method of stopping the train at the target stop position when obtaining the speed pattern has been described as an example. However, the embodiment is applied to a method of generating a speed pattern that decelerates to a predetermined speed until the speed limit section. Also good.

  In the above-described embodiment, the method of using information from the ground unit 16 of FIG. 2 to determine the current position of the own train has been described. However, information obtained from wireless communication with a transponder, an artificial satellite, or the like is described. You may make it use.

  As described above, the automatic train control device according to the present invention is useful for calculating a deceleration pattern at the time of train braking, and is particularly suitable for a method for calculating a pattern speed reflecting a deceleration in each gradient section.

It is a block diagram which shows schematic structure of Embodiment 1 of the automatic train control apparatus which concerns on this invention. It is a figure which shows notionally the deceleration pattern control method in the automatic train control apparatus of FIG. It is a figure which shows the idling correction process of the speed in the automatic train control apparatus of FIG. It is a figure which shows the sliding correction process of the speed at the time of a large run in the automatic train control apparatus of FIG. It is a figure which shows the sliding correction process of the speed at the time of microsliding in the automatic train control apparatus of FIG.

Explanation of symbols

1 Automatic train controller 2 Speed generator 3 Point signal receiver
4 ATC signal receiving device 5 Speed / remaining distance calculation unit 5a Rotation speed acquisition unit 5b Maximum speed selection unit 6 Remaining distance setting unit 7 Target stop position setting unit 8 Deceleration pattern calculation unit 9 Brake command determination unit 10a to 10n Brake Control device 11a to 11n Speed detector 12 Cooperation control device NW Communication network

Claims (5)

Based on the number of rotations of each axle obtained from a speed generator and a speed detector provided for each axle of a plurality of vehicles organized in the own train, the current own train A remaining distance calculation unit for calculating the remaining distance from the position;
A deceleration pattern calculation unit for obtaining a speed pattern for decelerating the own train to a predetermined speed in a section for the remaining distance from the calculated current own train position;
An automatic train control device comprising: a brake command determination unit that outputs a brake command based on a comparison result between a speed pattern obtained by the deceleration pattern calculation unit and a train speed. The remaining distance calculation unit
A rotation speed capturing section that captures the rotation speed of each axle obtained from the speed generator and the speed detectors ;
From the rotational speed of the respective axle, select the rotational speed of the axle showing the highest velocity, based on the rotational speed of the axle indicating the highest speed, to calculate a Zanhashi distance from the current own train position The automatic train control device according to claim 1.   The remaining distance calculation unit
  From the number of rotations of each axle, the number of rotations of the axle indicating the lowest speed is selected, and based on the number of rotations of the axle indicating the lowest speed, the rear position of the current own train is calculated, The automatic train control device according to claim 2, wherein the rear position of the own train is transmitted to a subsequent train. The remaining distance calculation unit
Determine the sliding state of each of the wheels based on the deceleration calculated from the rotating speed of the axle, when the said sliding condition for any of the wheels is detected, the speed during planing detection persists until the sliding ends considered by current automatic train control system according to any one of claims 1-3, characterized in a Turkey to calculate the Zanhashi distance from the train position. Shows the highest speed among the rotational speeds of each axle obtained from a speed generator and a speed detector provided in a brake control device mounted for each axle of a plurality of vehicles organized in the own train Selecting the axle speed,
Calculating the remaining distance from the current own train position based on the number of revolutions of the axle indicating the highest speed;
Calculating a speed pattern for decelerating the own train to a predetermined speed in a section for the remaining distance from the calculated current own train position;
An automatic train control method comprising: outputting a brake command based on a comparison result between the calculated speed pattern and the train speed.

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