JP6896356B1 - Train control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a train control system capable of automatically operating a train and significantly reducing an introduction cost as compared with the conventional one. A train control system (10) includes an ATS device (14) that activates an emergency brake when the speed of a train T exceeds a brake pattern, an operating speed pattern for running the train at a speed that does not exceed the brake pattern, and the above. The ATO device 15 that generates a switching pattern for switching the train from the power running state to the coasting state and controls the running of the train T based on the operating speed pattern and the switching pattern is included. [Selection diagram] Fig. 1

Description

The present invention relates to a train control system that enables automatic train operation.

Conventionally, automatic train operation has been realized by a combination of an automatic train control device (hereinafter referred to as "ATC device") and an automatic train operation device (hereinafter referred to as "ATO device") (see Patent Document 1 and the like). The ATC device automatically activates the brake when the train speed exceeds the speed limit determined according to the distance from the preceding train and the conditions of the course, and automatically releases the brake when the speed falls below the speed limit. The ATO device is a device that performs train acceleration control, brake control, and the like according to a preset operation pattern.

Japanese Unexamined Patent Publication No. 2003-79011

Until now, automatic train operation has been mainly performed on routes where people cannot easily enter the track, but in recent years, introduction to other general routes has begun to be considered. However, as described above, the conventional automatic train operation is realized by the combination of the ATC device and the ATO device, and there are many existing lines that are not equipped with the ATC device. Therefore, in order to introduce automatic train operation, it is necessary to equip the ATC device on the route to be introduced, which causes a problem that a large introduction cost is required.

Therefore, an object of the present invention is to provide a train control system that enables automatic train operation and can significantly reduce the introduction cost as compared with the conventional one.

According to one aspect of the invention, a train control system is provided. This train control system includes an automatic train stop device that activates an emergency brake when the speed of the train exceeds the brake pattern, an operating speed pattern for running the train at a speed that does not exceed the brake pattern, and power running the train. A switching pattern is generated in which the corresponding speed gradually decreases according to the mileage for switching from the state to the coasting state, and when the speed of the train is lower than the corresponding speed on the switching pattern, the train is accelerated to accelerate the train. When the speed of the train exceeds the switching pattern, the train is switched from the power running state to the coasting state, and then when the speed of the train exceeds or is predicted to exceed the operating speed pattern, the normal brake is activated. Including the driving device.

According to the present invention, it is possible to provide a train control system capable of automatically operating a train and significantly reducing the introduction cost as compared with the conventional case.

It is a figure which shows the schematic structure of the train control system which concerns on one Embodiment of this invention. It is a figure which shows an example of the maximum speed pattern and the 1st speed check pattern as a brake pattern. It is a figure which shows an example of the maximum speed pattern and the 2nd speed check pattern as a brake pattern. It is a figure which shows an example of the target speed pattern and stop speed pattern as an operation speed pattern, and stop changeover pattern as a switching pattern. It is a figure which shows an example of the target speed pattern and deceleration speed pattern as an operation speed pattern, and deceleration switching pattern as a switching pattern. It is a flowchart which shows an example of the inter-station running control performed by the ATO apparatus which constitutes the train control system. It is a flowchart which shows an example of the inter-station running control performed by the ATO apparatus which constitutes the train control system. It is a flowchart which shows an example of the inter-station running control performed by the ATO apparatus which constitutes the train control system. It is a flowchart which shows an example of the inter-station running control performed by the ATO apparatus which constitutes the train control system. It is a flowchart which shows an example of the inter-station running control performed by the ATO apparatus which constitutes the train control system. It is a figure which shows typically the running state of the train when the speed limit information is given, (a) is a figure which shows the case where a train is running at a speed close to the corresponding target speed, and (b) is a figure which shows. It is a figure which shows the case where the train was running at a speed significantly lower than the corresponding target speed.

First, an outline of the present invention will be described.

As described above, the conventional automatic train operation is realized by a combination of an automatic train control device (ATC device) and an automatic train operation device (ATO device). In addition, there are many existing routes that are not equipped with ATC equipment. Therefore, in order to introduce automatic train operation on an existing line, an ATC device must be installed on the line to be introduced, which requires a large introduction cost.

On the other hand, there are many cases where an automatic train stop device (hereinafter referred to as "ATS device") is already installed on an existing line that is not equipped with an ATC device. Like the ATC device, the ATS device is one of the train security devices, and is used as an emergency brake for trains when the train driver makes a mistake in driving (when the maximum normal brake functions as an emergency brake). It is a device that operates the maximum brake. The same shall apply hereinafter.

Therefore, if a system for automatic train operation can be constructed by combining ATS equipment and ATO equipment instead of a combination of ATC equipment and ATO equipment, the cost of introducing automatic train operation on existing lines (that is, , Introduction cost) can be significantly reduced compared to the conventional method.

The present invention has been made in view of such circumstances. That is, the present invention provides a train control system configured to automatically operate a train while using an ATS device.

Here, the train control system according to the present invention may use an ATS device, and does not prevent the use of a further train security device or the like in addition to the ATS device. Further, the "train" in the present invention refers to various vehicles traveling on a predetermined track, and is not only a vehicle traveling on rails with iron wheels (railroad vehicle) but also on a dedicated track with rubber tires or the like. Including traveling vehicles. In addition, it is assumed that a plurality of "train" stop stations (hereinafter, simply referred to as "stations") are provided on the "running path".

Hereinafter, the train control system according to the embodiment of the present invention will be described with reference to the drawings.

FIG. 1 is a diagram showing a schematic configuration of a train control system 10 according to an embodiment. As shown in FIG. 1, in the train control system 10 according to the embodiment, the train T traveling on the traveling path R has an ATS on-board element 11, an ATO on-board element 12, and a speed generator 13 as on-board equipment. , ATS device 14 and ATO device 15 are provided. Further, the travel path R is provided with an ATS ground element 21, an ATO ground element 22, and the like as ground equipment.

The ATS on-board child 11 is configured to be able to receive ATS information transmitted by the ATS ground element 21 when the train T passes above the ATS ground element 21 installed at a predetermined position on the travel path R. The ATS information received by the ATS on-board child 11 is sent to the ATS device 14.

Here, although only one ATS ground element 21 is shown in FIG. 1, in reality, the ATS ground element linked to the traffic light and the ATS ground element provided for the speed limiting section by a branch or a curve are provided. A plurality of ATS ground elements 21 including the above are installed on the traveling path R. Each of the plurality of ATS ground elements 21 is configured to mainly transmit stop position information or speed limit information as ATS information. The stop position information includes the distance to the train stop position where the train T must stop. Further, the speed limit information includes the distance to (the start position) of the speed limit section to which the speed limit is applied on the travel path R, the length of the speed limit section (or the distance to the end position of the speed limit section), and the speed. Includes the speed limit in the restricted section.

For example, when the ATS ground element 21 is interlocked with a traffic light, the ATS ground element 21 is installed in front of the corresponding signal when viewed from the train T, and when the corresponding signal is a stop indication, it corresponds from its own installation position. The stop position information including the distance to the train stop position set in front of the traffic light is transmitted as ATS information. When the ATS ground element 21 is a so-called erasing ground element, the ATS ground element 21 is installed between the corresponding signal and the ATS ground element 21 that starts with the stop position information as ATS information, and the corresponding signal is installed. When the stop indication is changed to the progress indication, the indication up information indicating that is transmitted as ATS information.

Further, when the ATS ground element 21 is provided for a speed limiting section due to a branch or a curve, the ATS ground element 21 is installed in front of the speed limiting section due to a branch or a curve when viewed from the train T, and is itself. The speed limit information including the distance from the installation position to the start position of the corresponding speed limit section, the distance to the end position of the corresponding speed limit section, and the limit speed of the corresponding speed limit section is transmitted as ATS information.

The ATO on-board child 12 is configured to be able to receive ATO information transmitted by the ATO ground element 22 when the train T passes above the ATO ground element 22 installed at a predetermined position on the travel path R. The ATO information received by the ATO on-board child 12 is sent to the ATO device 15.

As with the ATS ground element 21, only one ATO ground element 22 is shown in FIG. 1, but in reality, a plurality of ATO ground elements 22 are installed in front of each station when viewed from the train T. There is. Each of the plurality of ATO ground elements 22 is configured to mainly transmit fixed-position stop information as ATO information. The fixed-position stop information includes the distance from the own installation position to the target stop position (fixed position) of the train T at the corresponding station.

The speed generator 13 is attached to the axle of the train T. The speed generator 13 outputs a signal according to the rotation speed of the axle. The output signal of the speed generator 13 is given to the ATS device 14 and the ATO device 15.

The ATS device 14 detects the speed (km / h) of the train T and the mileage of the train T (the position of the train T on the travel path R) based on the output signal of the speed generator 13 while the train T is traveling. It is configured. Further, the ATS device 14 is configured to activate the emergency brake of the train T when the speed of the train T exceeds the permissible speed. Hereinafter, various processing operations performed by the ATS apparatus 14 in the present embodiment will be specifically described.

The ATS device 14 generates a maximum speed pattern in which the maximum speed between stations (maximum speed between stations) on the road R is shown.

Specifically, in the present embodiment, the train T is provided with an on-vehicle database DB in which various information regarding the traveling path R is stored. Then, the ATS device 14 reads the maximum speed between stations on the travel path R from the on-board database DB, and creates the maximum speed pattern based on the read maximum speed between stations.

However, it is not limited to this. The ATS device 14 may read the maximum speed pattern created in advance and stored in the on-board database DB from the database and hold the pattern.

The ATS device 14 receives ATS information from the ATS on-board child 11, in other words, when the ATS information is acquired from the ATS ground element 21 via the ATS on-board child 11, the acquired ATS information is ATO. It is given to the device 15 and a speed check pattern corresponding to the acquired ATS information is generated.

Specifically, in the present embodiment, when the acquired ATS information is the stop position information, the ATS device 14 has the braking performance of the train T and the train stop position included in the acquired stop position information. A first speed check pattern for stopping the train T to the train stop position is created based on the distance to the train.

Further, when the acquired ATS information is the speed limit information, the ATS device 14 includes the braking performance of the train T, the distance to the start position of the speed limit section included in the acquired speed limit information, and the said. Based on the speed limit in the speed limit section, a second speed check pattern for decelerating the speed of the train T to the start position of the speed limit section to the speed limit or less is created.

However, it is not limited to these. The ATS device 14 reads the conditions of the travel path R such as the gradient from the on-board database DB, and further considers the read conditions of the travel path R to further consider the first speed check pattern and / or the second speed check pattern. May be created. Further, the ATS device 14 may read the first speed check pattern and / or the second speed check pattern created in advance and stored in the on-board database DB from the on-board database DB and hold the pattern.

When the ATS information acquired from the ATS ground element 21 via the ATS on-board element 11 is the display-up information, the ATS device 14 erases the first speed check pattern, and the train T also erases the first speed check pattern. When moves to the end position of the speed limit section, the second speed check pattern is deleted.

FIG. 2 is a diagram showing an example of the maximum speed pattern and the first speed check pattern, and FIG. 3 is a diagram showing an example of the maximum speed pattern and the second speed check pattern. As shown in FIGS. 2 and 3, in a graph in which the mileage (position) of the train T is the X-axis (horizontal axis) and the speed of the train T is the Y-axis (vertical axis), the maximum speed pattern is set at each station. It is a linear or stepped pattern showing the maximum speed between trains, and the first speed check pattern and the second speed check pattern determine the upper limit speed of the train T allowed with respect to the mileage (position) of the train T. It is a curved pattern shown.

The ATS device 14 monitors the mileage (position) of the train T and the speed of the train T while the train T is traveling between stations. Then, in the ATS device 14, when the speed of the train T exceeds the maximum speed pattern, that is, the maximum inter-station speed to which the speed of the train T corresponds (the maximum inter-station speed applied to the position of the train T at that time). When the speed exceeds, the emergency brake of train T is activated.

Further, when the ATS device 14 generates the first speed check pattern, the speed of the train T exceeds the first speed check pattern, that is, the speed of the train T corresponds to the corresponding speed in the first speed check pattern. When (the speed on the first speed check pattern at the same train position) is exceeded, the emergency brake of the train T is activated.

Further, in the ATS device 14, when the second speed check pattern is generated, the speed of the train T exceeds the second speed check pattern, that is, the speed of the train T corresponds to the corresponding speed in the second speed check pattern. When (the speed on the second speed check pattern at the same train position) is exceeded, the emergency brake of the train T is activated.

Therefore, in the present embodiment, the maximum speed pattern, the first speed check pattern, the second speed check pattern, or any combination thereof corresponds to the "brake pattern" of the present invention.

The ATO device 15 is configured to detect the speed of the train T and the mileage (position) of the train T based on the output signal of the speed generator 13 while the train T is traveling. Further, the ATO device 15 is configured to perform a series of operation operations of the train T from the departure of the station to the stop of the next station based on or automatically by the operation of the crew of the train T. In other words, the ATO device 15 is configured to perform station departure, restart, inter-station travel control, fixed-position stop control, and the like. Hereinafter, various processing operations performed by the ATO apparatus 15 in the present embodiment will be specifically described.

(Station departure and restart)
When the train T crew member performs a predetermined travel start operation while the train T is stopped at the station, the ATO device 15 releases the regular brake of the train T and activates the drive device (for example, an electric motor) of the train T. Operate and depart train T from the station (depart from the station). Further, in the ATO device 15, when the train T crew member performs the running start operation while the train T is stopped between stations, the regular brake of the train T is released and the drive device of the train T is operated. Start train T (restart). When the train T is stopped by the emergency brake, the train T crew member performs the travel start operation after the emergency brake is released (relaxed), or the train T crew member performs the travel start operation. When the emergency brake is later released (relaxed), that is, on condition that the emergency brake is released (relaxed) and the running start operation is performed by the crew member, the ATO device 15 operates the drive device of the train T to release the train T. You can start.

(Running control between stations)
The ATO device 15 generates an operating speed pattern for running the train T at a speed that does not exceed the maximum speed pattern, the first speed check pattern, and the second speed check pattern generated by the ATS device 14.

When the emergency brake is activated, the ride quality of the train T is significantly reduced. In addition, it takes time to restart the emergency brake because it takes time to release the emergency brake. Therefore, it is preferable to avoid unnecessary or careless operation of the emergency brake as much as possible, and from such a viewpoint, the operating speed pattern is provided. Hereinafter, the operating speed pattern will be described.

The ATO device 15 generates a target speed pattern indicating a target speed between stations (target speed between stations) on the travel path R as the driving speed pattern.

Specifically, in the present embodiment, the ATO device 15 reads the maximum speed between stations from the on-board database DB, sets a speed lower than the read maximum speed between stations as a target speed between stations, and sets the speed. The target speed pattern is created based on the target speed between stations.

However, it is not limited to this. The ATO device 15 may read the target speed pattern created in advance and stored in the on-board database DB from the on-board database DB and hold it. Alternatively, when the ATS device 14 is configured to give the maximum speed pattern to the ATO device 15, the ATO device 15 creates the target speed pattern based on the maximum speed pattern given by the ATS device 14. It may be.

When ATS information is given from the ATS device 14, the ATO device 15 generates a speed pattern corresponding to the given ATS information as the operating speed pattern.

Specifically, in the present embodiment, when the given ATS information is the stop position information, the ATO device 15 has the braking performance of the train T and the train stop position included in the given stop position information. Create a stop speed pattern based on the distance to. In this stop speed pattern, each speed on the pattern is set to be lower than the corresponding speed on the first speed check pattern, in other words, the speed of the train T is decelerated from the corresponding inter-station target speed. It is a speed pattern, which is a speed pattern capable of stopping the train T at a first predetermined position before the train stop position.

Further, when the given ATS information is the speed limit information, the ATO device 15 includes the braking performance of the train T, the distance to the start position of the speed limit section included in the given speed limit information, and the said. Create a deceleration speed pattern based on the speed limit in the speed limit section. In this deceleration speed pattern, each speed on the pattern is set to be lower than the corresponding speed on the second speed check pattern, in other words, the speed of the train T is decelerated from the corresponding inter-station target speed. It is a speed pattern, which is a speed pattern capable of decelerating the speed of the train T to a second predetermined position before the start position of the speed limit section to the speed limit or less.

However, it is not limited to these. The ATO device 15 may create the stop speed pattern and / or the deceleration speed pattern in consideration of the conditions (gradient, etc.) of the travel path R read from the on-board database DB. Further, the ATO device 15 may read the stop speed pattern and / or the deceleration speed pattern created in advance and stored in the on-board database DB from the on-board database DB and hold the pattern. Further, when the ATS device 14 is configured to provide the first speed check pattern and the second speed check pattern to the ATO device 15 in addition to or in place of the ATS information, the ATO device 15 is an ATS device. The stop speed pattern may be created based on the first speed check pattern given by 14, and the deceleration speed pattern may be created based on the second speed check pattern given by the ATS device 14.

FIG. 4 is a diagram corresponding to FIG. 2, and shows an example of the target speed pattern and the stop speed pattern. FIG. 5 is a diagram corresponding to FIG. 3, showing an example of the target speed pattern and the deceleration speed pattern. As shown in FIGS. 4 and 5, the target speed pattern is a linear or stepped pattern indicating the target speed between stations, and the stop speed pattern and the deceleration speed pattern are running of the train T. It is a curved pattern showing the target speed of the train T set with respect to the distance (position).

In the present embodiment, each speed on the target speed pattern is set to be lower than the corresponding speed on the maximum speed pattern by a predetermined speed Vs (for example, 10 km / h), and each speed on the stop speed pattern is set. , A predetermined speed Vs is set lower than the corresponding speed on the first speed check pattern, and each speed on the deceleration speed pattern is set lower than the corresponding speed on the second speed check pattern by a predetermined speed Vs. Has been done.

When the ATO device 15 generates the stop speed pattern or the deceleration speed pattern, the ATO device 15 generates a switching pattern for switching the train T from the power running state to the coasting state. This switching pattern is mainly provided to prevent the ride quality of the train T from being lowered by suddenly switching from the power running state (acceleration state) to the deceleration state. Furthermore, the switching pattern is for switching the train T in the power running state to the deceleration state after passing through the coasting state when the train stop position or the speed limiting section exists in front of the train T. It is provided in.

Specifically, in the present embodiment, when the stop speed pattern is generated, the ATO device 15 generates a stop switching pattern based on the generated stop speed pattern as the switching pattern. Each speed on the stop switching pattern is set lower than the corresponding speed on the stop speed pattern. Preferably, the ATO device 15 positions each speed on the generated stop speed pattern in front of the mileage (position) of the train T in the stop speed pattern by the first predetermined distance D1 when viewed from the train T. The stop switching pattern is created by setting the speed of the train T with respect to (see FIG. 4).

The first predetermined distance D1 can be arbitrarily set according to the train T. As an example, the time from when the train T stops powering until the acceleration of the train T becomes 0 is set as the first time, and the time from when the regular brake is activated until the deceleration of the train T occurs is set as the second time. At that time, the ATO device 15 sets the traveling distance of the train T as the first predetermined distance D1 when the train T travels at each speed on the stopping speed pattern for the total time of the first time and the second time. Can be used. In this case, in the stop switching pattern, the ATS ground element that transmits the ATS information (the stop position information) given to the ATO device 15 is before the actual installation position by the first predetermined distance D1 when viewed from the train T. It may be a stop speed pattern generated by the ATO device 15 when it is installed at the position of. However, it is not limited to this. As long as each speed on the stop switching pattern is set lower than the corresponding speed on the stop speed pattern, the stop switching pattern can be arbitrarily created.

Further, when the deceleration speed pattern is generated, the ATO device 15 generates a deceleration switching pattern based on the generated deceleration speed pattern as the switching pattern. Each speed on the deceleration switching pattern is set lower than the corresponding speed on the deceleration speed pattern. Preferably, the ATO device 15 positions each speed on the generated deceleration speed pattern in front of the mileage (position) of the train T in the deceleration speed pattern by a second predetermined distance D2 when viewed from the train T. The deceleration switching pattern is created by setting the speed of the train T with respect to (see FIG. 5).

As with the first predetermined distance D1, the second predetermined distance D2 can be arbitrarily set according to the train T. For example, the ATO device 15 sets the mileage of the train T as the second predetermined distance D2 when the train T travels at each speed on the deceleration speed pattern for the total time of the first time and the second time. Can be used. In this case, in the deceleration switching pattern, the ATS ground element that transmits the ATS information (the speed limit information) given to the ATO device 15 is before the actual installation position by the second predetermined distance D2 when viewed from the train T. It may be a deceleration speed pattern generated by the ATO device 15 when it is installed at the position of. However, it is not limited to this. As long as each speed on the deceleration switching pattern is set lower than the corresponding speed on the deceleration speed pattern, the deceleration switching pattern can be arbitrarily created.

When the ATS information given by the ATS device 14 is the display-up information, the ATO device 15 erases the stop speed pattern and the stop switching pattern, and the train T is in the speed limit section. When the vehicle has moved to the end position, the deceleration speed pattern and the deceleration switching pattern are deleted.

The ATO device 15 has the operating speed pattern (the target speed pattern, the stopping speed pattern, the deceleration speed pattern) and the switching pattern after the train T departs from the station and after the train T restarts. The running of the train T is controlled based on (the stop switching pattern and the deceleration switching pattern). The running control of the train T (running control between stations) by the ATO device 15 will be described in detail later.

(Train automatic stop control)
In the ATO device 15, when ATO information is sent from the ATO on-board child 12, in other words, the train T departing from the station approaches the next station, and the ATO device 15 passes through the ATO on-board child 12 to ATO. When the ATO information is acquired from the ground element 22, the train T is set to the target stop position (fixed position) based on the speed of the train T and the distance to the target stop position (fixed position) included in the acquired ATO information. A speed pattern (hereinafter referred to as "fixed position stop pattern") is generated to stop the train. Then, the ATO device 15 mainly controls the regular brake of the train T so that the speed of the train T follows the fixed position stop pattern, and stops the train T at the target stop position (fixed position).

Next, an example of inter-station travel control performed by the ATO device 15, that is, travel control of the train T based on the operating speed pattern and the switching pattern will be described.

6 to 10 are flowcharts showing an example of inter-station travel control performed by the ATO device 15. This flowchart starts when train T departs from a station or when train T stopped between stations restarts. The ATO device 15 generates the target driving pattern as the driving speed pattern in advance (for example, when the train T is arranged on the traveling path R).

In FIG. 6, in step S1, it is determined whether or not the stop position information is given as the ATS information. If the stop position information is not given, the process proceeds to step S2. On the other hand, if the stop position information is given, the process proceeds to step S9 (FIG. 7).

In step S2, it is determined whether or not the speed limit information is given as the ATS information. If the speed limit information is not given, the process proceeds to step S3. On the other hand, if the speed limit information is given, the process proceeds to step S23 (FIG. 9).

In step S3, the speed of the train T and the mileage (position) of the train T are detected.

In step S4, it is determined whether or not the speed of the train T exceeds the target speed pattern. If the speed of the train T exceeds the target speed pattern, that is, if the speed of the train T exceeds the corresponding target speed in the target speed pattern, the process proceeds to step S5. On the other hand, if the speed of the train T does not exceed the target speed pattern, that is, if the speed of the train T is equal to or less than the corresponding target speed in the target speed pattern, the process proceeds to step S6.

In step S5, the regular brake is activated to decelerate the train T. In other words, a predetermined braking notch is selected to cause the train T to slow down. Then, when the regular brake is activated, the process proceeds to step S7.

In step S6, the output of the drive device of the train T is adjusted. Then, when the output of the drive device of the train T is adjusted, the process proceeds to step S7. Here, the adjustment of the output of the drive device of the train T in step S6 is specifically performed as follows.

In the present embodiment, the ATO device 15 is configured so that the output of the drive device of the train T can be adjusted by selecting one of a plurality of power running notches that set the output of the drive device of the train T to different outputs. There is. Then, the ATO device 15 determines the speed and mileage (position) of the train T after a predetermined time when each of the plurality of power line notches is selected when the speed of the train T does not exceed the target speed pattern. Is predicted (calculated), and a force running notch is provided so that the predicted (calculated) speed of the train T after the predetermined time does not exceed the target speed pattern and the change in the acceleration of the train T is equal to or less than the threshold value. select. Here, although not particularly limited, when a plurality of power running notches can be selected, the ATO device 15 sets the output of the drive device of the train T to the highest output among the plurality of selectable power running notches. Power line notch can be selected.

The predetermined time is set to be longer than the notch switching prohibition time in which the notch switching is substantially prohibited from the viewpoint of running stability of the train T and the like. Although not particularly limited, for example, the time is set to 1.5 to 2.5 times the notch switching prohibition time, preferably twice the notch switching prohibition time. The threshold value can be arbitrarily set from the viewpoint of the ride quality of the train T, and is, for example, 5 km / h / s or less, preferably 3 km / h / s or less, and more preferably 2.5 km / h / s. It is set to the following.

In step S7, it is determined whether or not the ATO information has been acquired. When the ATO information is acquired, the process proceeds to step S8, and the above-mentioned fixed-position stop control is performed, that is, the train T is stopped at the target stop position (fixed position) at the station to end this flow. On the other hand, if the ATO information has not been acquired, the process returns to step S1.

In step S9 (FIG. 7), a stop speed pattern is generated as the operation speed pattern, and in step S10, a stop switching pattern is generated as the switching pattern. As described above, the stop speed pattern is a speed pattern capable of stopping the train T at a first predetermined position before the train stop position. Further, each speed on the stop switching pattern is set lower than the corresponding speed on the stop speed pattern.

In step S11, the speed of the train T and the mileage (position) of the train T are detected.

In step S12, it is determined whether or not the train T has moved to the first predetermined position. When the train T moves to the first predetermined position, the speed of the train T is sufficiently reduced (see the processes of steps S15 to S20 described later). Therefore, when the train T moves to the first predetermined position, the process proceeds to step S13, and the stop speed pattern generated in step S9 and the stop switching pattern generated in step S10 are erased. Then, the process proceeds to step S14, the train T is stopped, and the main flow is completed. However, it is not limited to this. The train T may be stopped after the train T is moved from the first predetermined position to the train stop position. On the other hand, if the train T has not moved to the first predetermined position, the process proceeds to step S15 (FIG. 8).

The train T stopped in the process of step S14 can be started by the crew member of the train T performing the traveling start operation.

In step S15 (FIG. 8), it is determined whether or not the speed of the train T exceeds the stop switching pattern. If the speed of the train T does not exceed the stop switching pattern, that is, if the speed of the train T is equal to or less than the corresponding speed in the stop switching pattern, the process proceeds to step S16. On the other hand, if the speed of the train T exceeds the stop switching pattern, that is, if the speed of the train T exceeds the corresponding speed in the stop switching pattern, the process proceeds to step S17.

In step S16, the output of the drive device of the train T is adjusted. The process of step S16 is basically the same as the process of step S6. That is, when each of the plurality of power running notches is selected, the speed and mileage (position) of the train T after the predetermined time are predicted (calculated), and the predicted (calculated) train T after the predetermined time is predicted (calculated). A power running notch is selected so that the speed does not exceed the stop switching pattern and the change in the acceleration of the train T is equal to or less than the threshold value. Then, when the output of the drive device of the train T is adjusted, the process proceeds to step S21.

In step S17, it is determined whether or not the train T is in a coasting state. If the train T is not in the coasting state, that is, if the train T is in the power running state, the process proceeds to step S18. On the other hand, if the train T is in a coasting state, the process proceeds to step S19.

In step S18, the power running notch is turned off and the train T is switched from the power running state to the coasting state. Then, when the train T is switched from the power running state to the coasting state, the process proceeds to step S21.

In step S19, it is determined whether or not the speed of the train T exceeds the stop speed pattern. If the speed of the train T exceeds the stop speed pattern, that is, if the speed of the train T exceeds the corresponding speed in the stop speed pattern, the process proceeds to step S20. On the other hand, if the speed of the train T does not exceed the stop speed pattern, that is, if the speed of the train T is equal to or less than the corresponding speed in the stop speed pattern, the process proceeds to step S21.

In step S20, similarly to step S5, the regular brake is operated to decelerate the train T. Then, when the regular brake is activated, the process proceeds to step S21.

In step S21, it is determined whether or not the display-up information as the ATS information is given. When the display-up information is given, the process proceeds to step S22, and after erasing the stop speed pattern generated in step S9 and the stop switching pattern generated in step S10, the process returns to step S1 (FIG. 6). .. On the other hand, if the display-up information is not given, the process returns to step S11 (FIG. 7).

In step S23 (FIG. 9), a deceleration speed pattern is generated as the operating speed pattern, and in step S24, a deceleration switching pattern is generated as the switching pattern. As described above, the deceleration speed pattern is a speed pattern capable of decelerating the speed of the train T to a second predetermined position before the start position of the speed limit section to the speed limit or less, and is the deceleration. Each speed on the switching pattern is set lower than the corresponding speed on the deceleration speed pattern.

In step S25, the speed of the train T and the mileage (position) of the train T are detected.

In step S26, it is determined whether or not the train T has moved to the second predetermined position. If the train T has moved to the second predetermined position, the process proceeds to step S27, and if the train T has not moved to the second predetermined position, the process proceeds to step S29 (FIG. 10).

In step S27, it is determined whether or not the train T has moved to the end position of the speed limit section. When the train T has moved to the end position of the speed limit section, the process proceeds to step S28, and after erasing the deceleration speed pattern generated in step S23 and the deceleration switching pattern generated in step S24, step S1 Return to (Fig. 6). On the other hand, if the train T has not moved to the end position of the speed limit section, the process returns to step S25.

In step S29 (FIG. 10), it is determined whether or not the speed of the train T exceeds the deceleration switching pattern. If the speed of the train T does not exceed the deceleration switching pattern, that is, if the speed of the train T is equal to or less than the corresponding speed in the deceleration switching pattern, the process proceeds to step S30. On the other hand, if the speed of the train T exceeds the deceleration switching pattern, that is, if the speed of the train T exceeds the corresponding speed in the deceleration switching pattern, the process proceeds to step S31.

In step S30, the output of the drive device of the train T is adjusted. The process of step S30 is basically the same as the process of steps S6 and S16. That is, when each of the plurality of power running notches is selected, the speed and mileage (position) of the train T after the predetermined time are predicted (calculated), and the predicted (calculated) train T after the predetermined time is predicted (calculated). A power running notch is selected so that the speed does not exceed the deceleration switching pattern and the change in acceleration of the train T is equal to or less than the threshold value. Then, when the output of the drive device of the train T is adjusted, the process returns to step S25.

In step S31, it is determined whether or not the train T is in a coasting state. If the train T is not in the coasting state, that is, if the train T is in the power running state, the process proceeds to step S32. On the other hand, if the train T is in a coasting state, the process proceeds to step S33.

In step S32, the power running notch is turned off and the train T is switched from the power running state to the coasting state. Then, when the train T is switched from the power running state to the coasting state, the process returns to step S25.

In step S33, it is determined whether or not the speed of the train T exceeds the deceleration speed pattern. If the speed of the train T exceeds the deceleration speed pattern, that is, if the speed of the train T exceeds the corresponding speed in the deceleration speed pattern, the process proceeds to step S34. On the other hand, if the speed of the train T does not exceed the deceleration speed pattern, that is, if the speed of the train T is equal to or less than the corresponding speed in the deceleration speed pattern, the process returns to step S25.

In step S34, similarly to steps S5 and S20, the regular brake is operated to decelerate the train T. Then, when the regular brake is activated, the process returns to step S25.

FIG. 11 is a diagram schematically showing an example of a running state of the train T when the speed limit information is given in step S2 of FIG.

When the train T is traveling at a speed close to the corresponding target speed, the speed of the train T is close to the corresponding speed in the deceleration switching pattern when the ATO device 15 generates the deceleration switching pattern. It is in. Therefore, as shown in FIG. 11A, the train T quickly switches from the power running state (constant speed running) to the coasting state, and after passing through the coasting state, becomes a deceleration state and follows the deceleration speed pattern. Run like.

On the other hand, when the train T departs from the station or immediately after the train T restarts, that is, when the train T is traveling at a speed significantly lower than the corresponding target speed, the ATO device 15 is used. When the deceleration switching pattern is generated, the speed of the train T is significantly lower than the corresponding speed in the deceleration switching pattern. Therefore, as shown in FIG. 11B, the train T accelerates toward the speed limiting section, and then when the speed of the train T exceeds the deceleration switching pattern, the train T switches from the power running state to the coasting state. .. Here, in the present embodiment, when the speed of the train T does not exceed the deceleration switching pattern, the speed of the train T after the predetermined time does not exceed the deceleration switching pattern, and the train T A power running notch is selected so that the change in acceleration of is equal to or less than the threshold value (step S30 in FIG. 10). That is, when accelerating the train T after the deceleration speed pattern and the deceleration switching pattern are generated, the ATO device 15 prevents the train T from exceeding the deceleration switching pattern so that the speed of the train T after the predetermined time does not exceed the deceleration switching pattern. Adjust the output of the drive unit. Therefore, the train T is not suddenly accelerated, and the speed of the train T does not significantly exceed the corresponding speed in the deceleration switching pattern. Then, when the speed of the train T exceeds the deceleration switching pattern, the train T switches from the power running state to the coasting state, and after passing through the coasting state, becomes a deceleration state and travels so as to follow the deceleration speed pattern. ..

The running state of the train T when the stop position information is given in step S1 of FIG. 6 is basically the same as the above. That is, when the train T is traveling at a speed close to the corresponding target speed, the train T quickly switches from the power running state (constant speed traveling) to the coasting state, and after passing through the coasting state, becomes a deceleration state and stops. It runs so as to follow the speed pattern. On the other hand, when the train T is traveling at a speed significantly lower than the corresponding target speed, the train T is accelerated after the stop speed pattern and the stop switching pattern are generated. In this case, the ATO device 15 adjusts the output of the drive device of the train T so that the speed of the train T after the predetermined time does not exceed the stop switching pattern (step S16 in FIG. 8). Then, when the speed of the train T exceeds the stop switching pattern, the train T switches from the power running state to the coasting state, and after passing through the coasting state, becomes a deceleration state and travels so as to follow the stop speed pattern. ..

As described above, the train control system according to the present embodiment includes the ATS device 14 and the ATO device 15. The ATS device 14 generates a brake pattern (the maximum speed pattern, the first speed check pattern, the second speed check pattern), and causes the train T to perform an emergency brake when the speed of the train T exceeds the brake pattern. It is configured in. The ATO device 15 changes the operating speed pattern (the target speed pattern, the stop speed pattern, the deceleration speed pattern) for running the train T at a speed that does not exceed the brake pattern, and the train T from the power running state to the coasting state. It is configured to generate a switching pattern (stop switching pattern, deceleration switching pattern) for switching, and control the running of the train T based on these operating speed patterns and switching patterns.

According to the train control system according to the present embodiment, the ATS device 14 prevents the train T from overspeeding to ensure the safety of the train T, and then the ATO device 15 prevents the train T from departing from the station to stopping at the next station. A series of operation operations are performed. That is, the train control system according to the present embodiment can automatically operate the train T without using the ATC device. Here, since the existing ATS device can be used as the ATS device 14, it is not necessary to equip the ATC device as a train security device when introducing automatic train operation on an existing line. Therefore, the introduction cost of automatic train operation can be significantly reduced as compared with the conventional case.

In particular, in the train control system according to the present embodiment, the ATO device 15 controls the running of the train T based on the operating speed pattern and the switching pattern, and the speed of the train T exceeds the brake pattern. This also prevents the train T from suddenly switching from the power running state to the decelerating state. Therefore, unnecessary or careless operation of the emergency brake is avoided, and the ride quality of the train T is also prevented from being lowered.

In the above-described embodiment, the ATS ground element 21 transmits the stop position information, the speed limit information, or the display-up information as ATS information. However, it is not limited to this. The ATS ground element 21 may transmit its own identification information, and the ATS device 14 may be configured to read the corresponding ATS information from the on-board database DB based on the acquired identification information of the ATS ground element 21. The same applies to the ATO ground element 22 and the ATO device 15.

Further, in the above-described embodiment, the ATS device 14 and the ATO device 15 detect the speed and the mileage (position) of the train T based on the output signal of the speed generator 13. However, it is not limited to this. The ATS device 14 and the ATO device 15 may detect the speed and mileage (position) of the train T by using a speed detector or the like other than the speed generator 13.

Further, in the above-described embodiment, the ATO device 15 operates the regular brake when the speed of the train T exceeds the operating speed pattern (the target speed pattern, the stopping speed pattern, the deceleration speed pattern). (Steps S4 → S5 in FIG. 6, steps S19 → S20 in FIG. 8, and steps S33 → S34 in FIG. 10). However, it is not limited to this. The ATO device 15 may activate the regular brake when the speed of the train T is predicted to exceed the operating speed pattern. For example, the ATO device 15 predicts the speed and mileage (position) of the train T after the second hour, and the predicted (calculated) speed of the train T after the second hour exceeds the operating speed pattern. It may be configured to activate the regular brake when doing so.

Further, in the above-described embodiment, the ATS ground element 21 linked with the traffic light transmits the stop position information as ATS information when the corresponding traffic light is a stop indication. However, it is not limited to this. When the corresponding traffic light is a caution indication, the ATS ground element 21 interlocking with the traffic light replaces the stop position information with a predetermined position in front of the corresponding traffic light from its own installation position and the speed limit of the caution indication. The speed limit information including the above may be transmitted as ATS information. In this case, the ATS device 14 generates a second speed check pattern for decelerating the speed of the train T to the predetermined position or less, and the ATO device 15 causes each speed on the pattern to be the second speed. A deceleration speed pattern set lower than the corresponding speed on the verification pattern and a deceleration switching pattern in which each speed on the pattern is set lower than the corresponding speed on the deceleration speed pattern are generated. Further, when the ATS device 14 acquires the indication up information indicating that the corresponding traffic light has been indicated from the caution indication to the progress indication from the ATS ground element 21 which is the erasing ground element, the second generation is generated. The speed check pattern is erased, and the ATO device 15 erases the generated deceleration speed pattern and deceleration switching pattern when the indication up information is given from the ATS device 14.

Further, in the above-described embodiment, the train T is provided with the ATS on-board child 11 and the ATO on-board child 12, and the ATS on-board child 11 receives the ATS information from the ATS ground element 21 and the ATO on-board child 12 Is receiving ATO information from the ATO ground element 22. However, it is not limited to this. One on-board element provided on the train T may be configured to receive ATS information from the ATS ground element 21 and ATO information from the ATO ground element 22. For example, in the above-described embodiment, the ATO on-board element 12 is omitted, and the ATS on-board element 11 is configured to be able to receive the ATS information from the ATS ground element 21 and the ATO information from the ATO ground element 22. Then, the ATS information received by the ATS on-board child 11 is sent to the ATS device 14, and the ATO information received by the ATS on-board child 11 is sent to the ATO device 15 via the ATS device 14 or directly. By doing so, in addition to obtaining the same effect as that of the above-described embodiment, it is possible to simplify the on-board equipment as compared with the above-mentioned embodiment.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and it is needless to say that the present invention can be modified and modified based on the technical idea of the present invention.

10 ... Train control system, 11 ... ATS on-board child, 12 ... ATO on-board child, 13 ... Speed generator, 14 ... ATS device (automatic train stop), 15 ... ATO device (automatic train operation), 21 ... ATS ground element, 22 ... ATO ground element, DB ... on-board database, R ... travel path, T ... train

Claims (6)

An automatic train stop that activates the emergency brake when the train speed exceeds the brake pattern,
A driving speed pattern for running the train at a speed that does not exceed the brake pattern and a switching pattern for switching the train from the power running state to the coasting state are generated in which the corresponding speed gradually decreases according to the mileage. When the speed of the train is lower than the corresponding speed on the switching pattern, the train is accelerated, and when the speed of the train exceeds the switching pattern, the train is switched from the power running state to the coasting state, and then the speed of the train. An automatic train operating device that activates a regular brake when the operating speed pattern is exceeded or predicted to be exceeded.
Including train control system. A claim that each speed on the driving speed pattern is set lower than the corresponding speed on the brake pattern, and each speed on the switching pattern is set lower than the corresponding speed on the driving speed pattern. train control system according to 1. The switching pattern according to claim 1 or 2, wherein the switching pattern is created by setting each speed on the driving speed pattern as a speed corresponding to a traveling distance that is smaller than the traveling distance in the driving speed pattern by a predetermined distance. Train control system. The brake pattern includes a maximum speed pattern indicating the maximum speed on the track of the train.
The driving speed pattern includes a target speed pattern in which a target speed lower than the maximum speed is shown.
The automatic train operation device adjusts the output of the drive device of the train so that the speed of the train after a predetermined time does not exceed the target speed pattern.
The train control system according to any one of claims 1 to 3. The brake pattern includes a first speed check pattern for stopping the train to a train stop position on the train path.
The driving speed pattern includes a stopping speed pattern in which each speed on the pattern is set lower than the corresponding speed on the first speed checking pattern.
The switching pattern includes a stop switching pattern in which each speed on the pattern is set lower than the corresponding speed on the stop speed pattern.
When the automatic train operation device accelerates the train after the stop speed pattern and the stop switching pattern are generated, the automatic train operation device of the train so that the speed of the train after a predetermined time does not exceed the stop switching pattern. Adjust the output of the drive unit,
The train control system according to any one of claims 1 to 4. The brake pattern includes a second speed check pattern for decelerating the speed of the train below the speed limit by the start position of the speed limit section in the travel path of the train.
The operating speed pattern includes a deceleration speed pattern in which each speed on the pattern is set lower than the corresponding speed on the second speed check pattern.
The switching pattern includes a deceleration switching pattern in which each speed on the pattern is set lower than the corresponding speed on the deceleration speed pattern.
When the automatic train operation device accelerates the train after the deceleration speed pattern and the deceleration switching pattern are generated, the automatic train operation device of the train so that the speed of the train after a predetermined time does not exceed the deceleration switching pattern. Adjust the output of the drive unit,
The train control system according to any one of claims 1 to 5.

Images