JP7341179B2 - train control system - Google Patents

Description

The present invention relates to a train control system.

Conventionally, automatic train operation has been realized mainly 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, etc.) . An ATC device is a device that automatically applies the brakes when the speed of a train exceeds a speed limit determined based on the distance from the preceding train and route conditions, and automatically releases the brakes when the speed falls below the speed limit. The ATC information such as the speed limit is transmitted from the ground to the train using a track (track circuit). Further, the ATO device is a device that performs acceleration control, brake control (deceleration control), etc. of a train according to a preset driving pattern.

Japanese Patent Application Publication No. 2003-79011

Until now, automated train operation has mainly been carried out on lines where people cannot easily enter the tracks, but in recent years, consideration has begun to introduce it on other general lines. However, as mentioned above, conventional train automatic operation is realized by a combination of an ATC device and an ATO device, but there are many existing routes that are not equipped with an ATC device. Therefore, in order to introduce automatic train operation, it is necessary to newly install the above-mentioned ATC device on the route to be introduced, which requires a large amount of introduction cost.

On the other hand, existing lines that are not equipped with ATC devices are often already equipped with automatic train stopping devices (hereinafter referred to as "ATS devices"). The ATS device, like the ATC device, is one of the train safety devices. An ATS device is a device that activates a train's emergency brake (including the maximum service brake if the maximum service brake functions as an emergency brake; the same applies hereinafter) when the train driver makes a mistake in driving operation. ATS information such as the distance to the stop position is transmitted from the ground to the vehicle using the ground transducer.

Therefore, if automatic train operation is realized by a combination of an ATS device and an ATO device rather than a combination of an ATC device and an ATO device, in other words, it is possible to achieve automatic train operation by combining an ATS device and an ATO device. If automatic train operation is realized, the cost of introducing automatic train operation on existing routes (that is, the introduction cost) can be significantly reduced compared to the past. However, when performing train control based on ground-to-board communications using beacons, information can only be given to the train through the beacon, so it is difficult to fully control the train's progress (particularly signal progress). There is a possibility that it cannot be prevented.

Therefore, the present invention provides a train control system that is capable of preventing the train from moving forward while controlling the train based on ground-to-car communication using a beacon.

According to one aspect of the present invention, the train includes a beacon that transmits stop indication information when the signal indicates a stop indication, and when the stop indication information is received, the train is controlled to stop at a stop position in front of the signal. A train control system capable of automatic train operation is provided. The train control system includes , in this order, a direct below ground element, a traversal protection ground element, and a standby direct below ground element that transmit immediate stop information between the stop position and the signal when the signal indicates a stop condition, If the train is stopped by receiving immediate stop information from the directly below ground element or the trespass protection ground element, automatic operation of the train will be disabled.

According to another aspect of the present invention, there is provided a train control system capable of automatically operating a train, which controls a train based on beacon information transmitted from a beacon installed on a train running path. In the train control system, between a train stop position where the train is stopped and a signal located in front of the train stop position in the traveling direction of the train, immediate stop information is transmitted when the signal indicates a stop indication. If the directly below ground element, the protection ground element, and the spare ground element are installed in this order , and the train is stopped by receiving immediate stop information from the above ground element or the protection ground element, automatic operation of the train will be disabled. do.

According to still another aspect of the present invention, a first wayside element is installed on a train running path and transmits stop indication information of a predetermined signal when the predetermined signal indicates a stop indication; The train is mounted on a running train and is capable of automatic operation of the train, and is configured to stop at a signal stop position in front of the predetermined signal when receiving stop indication information of the predetermined signal from the first wayside element. A train control system is provided that includes an on-board device that controls a train. The train control system includes a second wayside, which is installed between the signal stop position on the train running path and the predetermined signal, and transmits immediate stop information when the predetermined signal indicates a stop signal . The on-board device includes a third beacon and a fourth beacon in this order , and the onboard device operates an emergency brake upon receiving immediate stop information from the second beacon , the third beacon , or the fourth beacon. When the train is stopped and immediate stop information is received from the second beacon or third beacon and the train is stopped, automatic operation of the train is disabled.

According to the present invention, it is possible to provide a train control system that can prevent a train from advancing while controlling the train based on on-board communication using a beacon.

1 is a diagram showing a schematic configuration of a train control system according to an embodiment of the present invention. FIG. 3 is a diagram showing an overview of train running control in the train control system. FIG. 3 is a diagram showing an overview of train running control in the train control system. FIG. 3 is a diagram showing an overview of train running control in the train control system. FIG. 3 is a diagram showing an overview of train running control in the train control system. FIG. 3 is a diagram showing an overview of train running control in the train control system. FIG. 3 is a diagram showing an overview of train running control in the train control system. FIG. 3 is a diagram showing an overview of train running control in the train control system. FIG. 3 is a diagram showing an overview of train running control in the train control system. FIG. 3 is a diagram showing an overview of train running control in the train control system. FIG. 3 is a diagram showing an overview of train running control in the train control system. FIG. 3 is a diagram showing an overview of train running control in the train control system. FIG. 3 is a diagram showing an overview of train running control in the train control system. FIG. 3 is a diagram showing an overview of train running control in the train control system.

DESCRIPTION OF THE PREFERRED EMBODIMENTS A train control system according to an embodiment of the present invention will be described below with reference to the drawings. In the following explanation, "train" refers to various types of vehicles that run on predetermined running routes (train running routes), including vehicles that run on iron wheels on rails (railway vehicles), as well as vehicles that run on iron wheels on rails. This also includes vehicles that run on special tracks with rubber tires, etc. Further, it is assumed that the "train route" is provided with a plurality of stopping stations (hereinafter simply referred to as "stations").

FIG. 1 is a diagram showing a schematic configuration of a train control system according to an embodiment. As shown in FIG. 1, in the train control system 1 according to the embodiment, a train running route R passing through a plurality of stations (only one station S is shown in FIG. 1) has a A plurality of ground switches are installed as side equipment, and the train T running on the train running path R is equipped with an onboard equipment 11, a speed generator 12, an onboard database 13, and an onboard device 14 as onboard equipment. has been done.

[Ground side equipment]
The plurality of ground elements serving as the ground-side equipment are installed at different positions on the train running path R. Each of the plurality of ground lights transmits its own identification information (hereinafter referred to as "below ground light ID") and various information as ground light information to the onboard windshield 11 of the train T passing above it. It is configured as follows. In this embodiment, the plurality of above-mentioned above-mentioned above-mentioned above-mentioned ground switches are two fixed position stop controls used to stop the train T at a train stop position (hereinafter referred to as "station stop position") X at each station (here, station S). Four ground switches 31 to 34 are connected to the departure signal 30 installed at the exit side of each station (station S in this case), and the ground lights 21 and 22 are installed at the entrance side of each station (here station S). It includes four ground elements 41 to 44 that are linked to an in-field signal 40.

The two fixed position stop control beacons 21 and 22 are installed in front of the station stop position X of the station S when viewed from the train T heading towards the station S. In addition, below, of the two fixed position stop control wayside elements 21 and 22, the wayside element 21 that is farther from the station stop position X of station S will be referred to as the "first TASC wayside element 21", and the The ground element 22 closer to the stop position X is referred to as the "second TASC ground element 22."

The first TASC beacon 21 is located in front of the station S as seen from the train T heading toward the station S, and is installed at a position close to the station S. The second TASC beacon 22 is installed within the station S at a position several tens of meters (for example, 30 m) before the station stop position X. The first TASC wayside element 21 and the second TASC wayside element 22 transmit their own wayside element ID and distance information to the station stop position X of station S as wayside element information.

The four beacons 31 to 34 linked to the departure signal 30 are installed in front of the departure signal 30 when viewed from the train T heading toward the departure signal 30. Note that, in the following, among the four beacons 31 to 34 that are linked to the departure signal 30, the beacon 31 installed closest to you will be referred to as the "first long beacon 31", and the remaining three beacons 32 to 34 will be referred to as the "first long beacon 31". 34 are referred to as "first directly below ground element 32," "first advancement protection ground element 33," and "first reserve immediately below ground element 34."

The first long ground transducer 31 is installed at the farthest position from the departure signal 30. The first long wayside element 31 is a wayside element that first transmits the current status information of the departure signal 30 to the onboard element 11 of the train T. The first long wayside element 31 is installed in front of the first TASC wayside element 21 when viewed from the train T heading towards the station S. When the departure signal 30 is in progress, the first long waybeam 31 provides its own beacon ID and information indicating that the departure signal 30 is in progress (hereinafter referred to as "departure signal 30 progress indication information"). ) is transmitted as ground signal information. In addition, when the departure signal 30 is in a stopped state, the first long waybeam 31 also provides its own beacon ID and information indicating that the departure signal 30 is in a stopped state (hereinafter referred to as "stop state information of the departure signal 30"). '') is transmitted as ground signal information.

The first directly below ground element 32, the first trespass protection ground element 33, and the first spare directly below ground element 34 are installed in this order in the traveling direction of the train T between the station stop position X and the departure signal 30 at the station S. has been done.

The first directly below ground element 32 is installed at a position close to the station stop position X at the station S. When the departure signal 30 is in progress, the first directly below waybeam 32 transmits its own waybeam ID and the progress information of the departure signal 30 as waybeam information. Furthermore, when the departure signal 30 indicates a stop, the first directly below wayside element 32 transmits its own wayside element ID and immediate stop information for operating the emergency brake on the train T as wayside information.

The first escaping protection ground element 33 is installed inside the first directly below ground element 32, that is, at a position closer to the departure signal 30 than the first directly below ground element 32, and the first reserve directly below ground element 34 is installed at a position closer to the departure signal 30 than the first directly below ground element 32. It is installed inside the trespass protection ground element 33, that is, at a position closer to the departure signal 30 than the first trespass protection ground element 33 (immediately in front of the departure signal 30). For example, the first advancement protection ground element 33 prevents the train T from proceeding beyond the departure signal 30 indicating a stop state if the train T that has stopped inside the first directly below ground element 32 makes a false start (erroneous departure). In other words, it is provided to prevent the departure signal 30 from being traversed. In addition, when the departure signal 30 changes from a progress indication to a stop indication, the first spare directly below ground element 34 mainly informs the train T side as close to the departure signal 30 as possible to notify the train T of the change from a progress indication to a stop indication. It is provided to apply the brakes (immediately stop the train T).

In this embodiment, the first traversal protection beacon 33 transmits the progress status information of the departure signal 30 as the beacon information when the departure signal 30 is in the progress indication, and when the departure signal 30 is in the stop indication The immediate stop information is transmitted as ground signal information. In addition, like the first directly below beacon 32, when the departure signal 30 is in progress status, the first spare beacon 34 uses its own beacon ID and the progress status information of the departure signal 30 as the beacon information. If the departure signal 30 indicates a stop signal, it transmits its own ground transceiver ID and the immediate stop information as ground transceiver information.

Four beacons 41 to 44 that are linked to the in-house signal 40 are installed in front of the in-house signal 40 when viewed from the train T heading toward the in-house signal 40. Note that, in the following, among the four beacons 41 to 44 that are linked to the in-ground signal 40, the beacon 41 installed closest to you will be referred to as the "second long beacon 41", and the remaining three beacons 42 to 44 will be referred to as the "second long beacon 41". 44 are referred to as "second directly below ground element 42," "second advance protection ground element 43," and "second reserve immediately below ground element 44."

The second long ground element 41 is installed at the farthest position from the in-field signal 40. The second long wayside element 41 is a wayside element that first transmits the current status information of the in-house signal 40 to the onboard element 11 of the train T. The second long ground element 41 is installed at a position several hundred meters (for example, 600 m) in front of the in-field signal 40. When the on-site signal 40 is in progress, the second long beacon 41 includes its own beacon ID and information indicating that the on-site signal 40 is in progress (hereinafter referred to as "progress information on on-site signal 40"). ) is transmitted as ground signal information. In addition, when the on-site signal 40 is in a stopped state, the second long waybeam 41 also provides its own beacon ID and information indicating that the in-ground signal 40 is in a stopped state (hereinafter referred to as "stop state information of the in-house signal 40"). '') is transmitted as ground signal information.

The second direct below ground element 42, the second trespass protection ground element 43, and the second reserve direct below ground element 44 are located at train stop positions (hereinafter referred to as "signal stop positions") where the train T is stopped when the in-house signal 40 indicates a stop signal. ) Y and the in-house signal 40, and are installed in this order in the running direction of the train T. In this embodiment, the signal stop position Y is set at a position several tens of meters (for example, 80 m) in front of the in-house traffic signal 40.

The second directly below ground element 42 is installed at a position close to the signal stop position Y. When the on-site signal 40 is indicating progress, the second directly below ground transducer 42 transmits its own beacon ID and the progress information of the on-site signal 40 as ground transceiver information. Further, when the in-station signal 40 indicates a stop signal, the second directly below ground transducer 42 transmits its own beacon ID and the immediate stop information as the ground transceiver information.

The second protection ground element 43 is installed inside the second directly below ground element 42, that is, at a position closer to the in-field signal 40 than the second directly below ground element 42, and the second reserve directly below ground element 44 is installed in the second directly below ground element 42. It is installed inside the trespass protection ground element 43, that is, at a position closer to the in-house signal 40 than the second trespass protection ground element 43 (immediately in front of the in-field signal 40). The second traversal protection ground element 43 prevents the train T from proceeding beyond the in-house signal 40 indicating a stop state (in other words, the in-ground signal 40). Mainly, when the in-house signal 40 changes from a progress indication to a stop indication, the second spare direct below ground element 44 notifies the train T side as close to the in-house signal 40 as possible to apply an emergency brake to the train T. This is provided to stop the train T immediately.

In this embodiment, the second evasion protection beacon 43 transmits the progress information of the in-house signal 40 as the beacon information when the in-house signal 40 is in a progress indication, and when the in-place signal 40 is in a stop indication. The immediate stop information is transmitted as ground signal information. Similarly to the second direct below ground transceiver 42, when the on-site signal 40 is in progress indication, the second spare directly below ground transceiver 44 uses its own beacon ID and progress indication information of the on-site signal 40 as the ground transceiver information. If the on-site signal 40 indicates a stop signal, it transmits its own ground transceiver ID and the immediate stop information as ground transceiver information.

[Onboard equipment]
The onboard child 11 is attached to the lower part (preferably the front lower part) of the train T. The onboard shelving 11 receives the above ground transducer information transmitted from each supercar when the train T passes above each supercar installed on the train running route R. The ground signal information received by the onboard device 11 is sent to the onboard device 14.

The speed generator 12 is attached to the axle of the train T. The speed generator 12 outputs a signal according to the rotation speed of the axle. The output signal of the speed generator 12 is sent to the on-vehicle device 14.

The on-board database 13 stores information regarding train running routes and information regarding beacons. The information regarding the train running route includes maximum speed information on the train running route R (maximum speed in line section and maximum speed between stations), information regarding the signal, and information regarding the speed limit section on the train running route R (location and length of the speed limit section). speed limits, etc.). The speed limit section includes a turnout speed limit section due to a turnout and a curve speed limit section due to a curve section. The information regarding the beacon includes positional information of each beacon installed on the train running route R (for example, positional information associated with the beacon ID).

The on-board device 14 detects the speed of the train T based on the output signal of the speed generator 12, and also calculates the travel distance (position) of the train T based on the output signal of the speed generator 12 and the position information of the beacon. Configured to detect. Further, the on-board device 14 has a function as an automatic train stop (ATS) device and an automatic train operation (ATO) device. In the present embodiment, the onboard device 14 is configured to automatically control the running of the train T and/or to control the running of the train T based on the operation of the train T crew member. . The running control of the train T performed by the onboard device 14 will be described below.

[Station departure and re-start]
When the train T is stopped at the station stop position The service brake is released and the drive device (for example, an electric motor) of the train T is activated to cause the train T to depart from the station stop position X of the station S (station departure). Further, the on-board device 14 is configured to control the on-board device 14 when, for example, when the train T is stopped at the signal stop position Y, the in-house signal 40 becomes a progress indication and the train crew member of the train T performs a predetermined operation to start running. The service brake is released and the drive device of the train T is activated to start the train T (restart). That is, the on-board device 14 is configured to start the train T based on a travel start operation by the train T crew member. However, it is not limited to this. In addition to and/or instead of the crew member of the train T performing the predetermined travel start operation, the predetermined travel start operation may be performed remotely via a dedicated network or the like. For example, if the train T is equipped with a radio device or the like as the above-mentioned onboard equipment, the onboard device 14 receives a wirelessly transmitted travel start command through the radio device or the like and causes the train T to start traveling. You can also do this.

[Traveling between stations]
When the train T departs from the station S, the on-board device 14 causes the train T to run at a low speed below a predetermined speed (for example, 15 km/h). Similarly, when the on-board device 14 starts the train T that has stopped between stations (that is, when the train T starts again), the on-board device 14 causes the train T to run at a low speed equal to or lower than the predetermined speed. That is, the on-board device 14 is configured to cause the train T to run at a low speed equal to or lower than the predetermined speed immediately after starting the train.

In addition, the onboard device 14 receives the beacon information from the beacon via the onboard sheave 11 even after the train T has traveled a first predetermined distance after starting traveling, in other words, the onboard device 14 receives the beacon position information. If the train T is not obtained, the train T is stopped. Then, the on-board device 14 disables automatic running control of the train T (automatic operation of the train T). Note that the first predetermined distance is between a train stop position (for example, station stop position (for example, the first directly below ground element 32 and the second directly below ground element 42).

On the other hand, the onboard device 14 receives the beacon information from the beacon via the onboard shear 11 after the train T starts traveling until it has traveled the first predetermined distance, and determines the position of the beacon. When the information is acquired, a speed check pattern is generated, and the train T is configured to be accelerated or decelerated within a range that does not exceed the corresponding speed on the speed check pattern.

Specifically, in this embodiment, the onboard device 14 creates a speed check pattern (hereinafter referred to as "ATS speed check pattern") for the automatic train stop function based on the information regarding the train running route R and the acquired position information of the beacon. At the same time, a speed check pattern for automatic operation of the train T (hereinafter referred to as an "ATO speed check pattern") is generated.

In the present embodiment, the ATS speed check pattern includes a maximum speed pattern based on the maximum speed information of the corresponding section on the train running route R, a speed limit pattern for the speed limit section, and a signal at the next signal ahead as seen from the train T. including a traffic light trespass protection pattern. In addition, the signal violation protection pattern for the one ahead signal is such that when the one ahead signal indicates a stop signal, the train T can be stopped in front of (immediately before) the one ahead signal. This is a pattern that slows down train T.

Further, the ATO speed check pattern may be a pattern in which each speed on the pattern is set to a certain speed (for example, 10 to 15 km/h) lower than the corresponding speed on the ATS speed check pattern or the ATS speed check pattern. The pattern may be shifted by a second predetermined distance (for example, 50 to 100 m) in the opposite direction to the running direction of the train T. In the present embodiment, the ATO speed check pattern includes a driving speed pattern corresponding to the maximum speed pattern, a speed limit section speed pattern corresponding to the speed limit pattern, and a traffic light stop pattern corresponding to the traffic light violation protection pattern. including. Note that the ATO speed check pattern may also be referred to as an automatic operation pattern for train T.

Then, when the onboard device 14 generates the ATS speed check pattern and the ATO speed check pattern based on the position information of the beacon, it performs acceleration/deceleration control of the train T to follow the ATO speed check pattern. It is configured as follows. Specifically, in the present embodiment, the onboard device 14 selects the pattern with the lowest speed for the train T at that time from among the ATO speed check patterns according to the position of the train T, and Acceleration and deceleration control of the train T is performed so as to follow the selected pattern. In other words, the onboard device 14 accelerates the train T based on the speed of the train T and the selected pattern so that the train T runs at a speed close to the speed on the selected pattern. , and deceleration.

However, if the train T suddenly switches from an acceleration state to a deceleration state, there is a risk that the ride comfort of the train T will be reduced. Therefore, the on-board device 14 does not suddenly switch the train T from an acceleration state to a deceleration state, but causes the train T to coast between these states (to be in a coasting state) as much as possible. Therefore, the acceleration/deceleration control of the train T in this embodiment may include coasting the train T.

Note that, when the speed of the train T exceeds the corresponding speed on the ATS speed check pattern, the onboard device 14 activates the emergency brake (or the maximum regular brake) to stop the train T.

Here, regarding the traffic light violation protection pattern as the ATS speed check pattern, the on-board device 14 generates the traffic signal violation protection pattern for the next traffic signal, and then transmits the signal violation protection pattern to the next traffic signal via the onboard element 11. When the stop state information of the next traffic signal is received from the ground element linked to the traffic signal, the traffic light trespass protection pattern for the next traffic signal is maintained. On the other hand, when the on-board device 14 receives the progress status information of the next traffic signal from the beacon connected to the next traffic signal via the onboard device 11, The traffic light violation protection pattern for the traffic light and the corresponding traffic light stop pattern are deleted, and the traffic light violation protection pattern and the corresponding traffic light stop pattern for the next traffic signal are deleted (a new traffic light violation protection pattern and a new traffic light stop pattern are created). ) occurs. In other words, when the onboard device 14 receives traffic signal progress information from a beacon linked to the traffic signal, the traffic signal violation protection pattern (the ATS speed check pattern) and the traffic light stop pattern (the ATO speed check pattern) are updated. It is now possible to do so.

[Station stop]
In this embodiment, when the train T approaches the station S and receives distance information from the first TASC wayboard 21 to the station stop position X of the station S via the onboard member 11, the onboard device 14 A station stop pattern for stopping the train at the station stop position X of the station S is generated, and the train T is decelerated so as to follow the generated station stop pattern to stop the train T at the station stop position X.

Next, with reference to FIGS. 2 to 14, the running control of the train T performed by the train control system 1 (mainly the onboard device 14) from the time the train T departs from A station to the time it arrives at B station. An overview will be explained. Here, it is assumed that a turnout speed restriction section and a curve speed restriction section are provided in this order in the traveling direction of the train T between A station and B station on the train running route R. In addition, in FIGS. 2 to 14, the broken line shows the ATS speed check pattern, the solid line shows the ATO speed check pattern, and the double line shows the traveling trajectory (speed and position) of train T. There is. Furthermore, in FIGS. 2 to 14, regarding the ground-side equipment, "A" is added to the end of the code for equipment related to A station, and "B" is added to the end of the code for equipment related to B station. ” is added.

FIG. 2 shows the situation immediately after train T departs from station stop position XA at station A. When the departure signal 30A at the A station becomes a progress indicator and the crew member of the train T performs the predetermined operation to start running, the onboard device 14 causes the train T to depart from the station stop position XA at the A station. When the train T departs, the on-board device 14 accelerates the train T to near the predetermined speed, and then coasts the train T (see the double line in FIG. 2). Thereby, the onboard device 14 causes the train T to run at a low speed equal to or lower than the predetermined speed immediately after the train T leaves the station (that is, immediately after the train T starts running).

In this embodiment, the onboard device 14 is configured to be able to adjust the output of the drive device of the train T 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. ing. Then, when the train T departs from the station stop position XA of station A, the onboard device 14 accelerates the train T by selecting a predetermined power running notch, and the speed of the train T reaches a speed near the predetermined speed. When it reaches the point, the power running notch is turned off and the train T coasts.

In addition, since the departure signal 30A of A station is a progress indicator, the first directly below ground transducer 32A, the first advance protection ground transducer 33A, and the first reserve directly below ground transducer 34A do not transmit the immediate stop information. Therefore, the train T will pass above the first directly below ground element 32A, above the first advancement protection ground element 33A, and above the first spare directly below ground element 34A.

FIG. 3 shows the situation when the train T departing from the station stop position XA of A station reaches above the first directly below ground girder 32A which is linked to the departure signal 30A of A station. When the train T reaches above the first directly below ground element 32A, the onboard device 14 transmits the beacon ID of the first directly below ground element 32A and the departure signal 30 from the first directly below ground element 32A via the onboard element 11. Receive progress indication information. Then, the on-board device 14 accesses the on-board database 13, refers to the information regarding the ground element, and obtains the position information of the first directly below ground element 32A. As a result, the on-board device 14 grasps the position of the train T on which it is mounted, and thereafter detects the position of the train T based on the grasped position of the train T and the output signal of the speed generator 12. do.

Further, when the on-board device 14 grasps the position of the train T on which it is mounted, it refers to the information regarding the train running route and generates the ATS speed check pattern according to the position of the train T. Specifically, in the present embodiment, the onboard device 14 determines the maximum speed pattern based on the maximum speed information of the corresponding section (here, between A station and B station) on the train running route R, and the maximum speed pattern for the turnout speed limit section. The turnout speed limit pattern, the curve speed limit pattern for the curve speed limit section, and the signal violation protection pattern (hereinafter referred to as "first signal violation protection pattern") for the in-house signal 40B of B station, which is the next signal. This is generated as the ATS speed check pattern (see the dashed line in FIG. 3).

Further, the on-board device 14 has a driving speed pattern in which each speed on the pattern is set to a speed lower than the corresponding speed on the maximum speed pattern by the constant speed, and a driving speed pattern in which each speed on the pattern is set to the turnout speed limit. A speed pattern for the turnout speed limit section (hereinafter simply referred to as a "turnout speed pattern") in which the speed is set to a speed lower than the corresponding speed on the pattern by the constant speed, and each speed on the pattern is set to a speed lower than the corresponding speed on the pattern by the curve speed limit. The train T runs through the speed pattern for the curved speed limit section (hereinafter simply referred to as the "curved speed pattern"), which is set to a speed lower than the corresponding speed on the pattern by the constant speed, and the first signal violation protection pattern. A first traffic light stop pattern shifted by the predetermined distance in the opposite direction is generated as the ATO speed check pattern (see the solid line in FIG. 2). The first signal stop pattern is a pattern formed to stop the train T at a signal stop position YB set several tens of meters (for example, 80 m) before the in-house signal 40B of B station.

FIG. 4 shows a state in which the train T, which has passed above the first directly below ground element 32A, travels until just before entering the turnout speed-limited section. In this embodiment, for the train T that has passed above the first directly below ground element 32A, the speed on the turnout speed pattern is the lowest among the ATO speed check patterns. Therefore, the onboard device 14 accelerates, coasts, and decelerates the train T based on the speed of the train T and the turnout speed pattern so as to follow the turnout speed pattern.

Specifically, in this embodiment, the speed of the train T immediately after passing above the first directly below ground element 32A is considerably lower than the corresponding speed on the turnout speed pattern. Therefore, the onboard device 14 predicts (calculates) the speed of the train T and the travel distance (position) of the train T after the first predetermined time when each of the plurality of power running notches is selected, and predicts (calculates) ) is selected such that the speed of the train T after the first predetermined time does not exceed the turnout speed pattern and the change in acceleration of the train T is equal to or less than a threshold value. When a plurality of power running notches are selectable, the onboard device 14 selects the power running notch that sets the output of the drive device of the train T to the highest output among the selectable power running notches. Thereby, the onboard device 14 accelerates the train T toward the turnout speed pattern. Note that the first predetermined time is set to be longer than the notch switching prohibition time in which notch switching is substantially prohibited from the viewpoint of running stability of the train T. Although not particularly limited, the first predetermined time is set to, for example, 1.5 to 2.5 times the notch switching prohibition time, preferably twice the notch switching prohibition time. . Further, the threshold value can be arbitrarily set from the viewpoint of riding comfort of the train T, but 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 as below.

After that, when there are no more selectable power running notches, the onboard device 14 turns off the power running notches and causes the train T to coast. Then, when the train T coasts, the on-board device 14 predicts the travel distance (position) of the train T after a second predetermined time, and when the train T reaches the turnout speed pattern after the second predetermined time, If it is determined, the service brake of the train T is activated to decelerate the train T. Although not particularly limited, the second predetermined time is appropriately set based on the speed of the train T at the start of coasting, the braking performance of the train T, and the like.

Thereby, the onboard device 14 allows the train T to run as fast as possible while suppressing a decrease in ride comfort, and also allows the speed of the train T to be reduced before the train T reaches the start position of the turnout speed limit section. In other words, the train T is lower than or equal to the speed on the turnout speed pattern corresponding to the speed limit of the turnout speed limit section. The train T is decelerated so that it enters the speed limit section of the turnout at a speed below the speed (see the double line in FIG. 4).

The on-board device 14 is configured to operate the on-board device 14 until the train T enters the turnout speed limit section and until the train T advances from the turnout speed limit section, in other words, the train T The train T is caused to travel at a speed lower than the speed on the turnout speed pattern corresponding to the speed limit of the turnout speed limit section until the train T passes through the turnout speed limit section.

FIG. 5 shows the situation after the train T passes through (the end position of) the speed-limited section of the turnout. In this embodiment, for the train T that has passed through the turnout speed limit section, the speed on the curved speed pattern among the ATO speed check patterns is the lowest. Therefore, when the train T passes through (the end position of) the speed limit section of the turnout, the onboard device 14 determines whether the train will follow the curve speed pattern based on the speed of the train T and the curve speed pattern. Accelerate, coast, and decelerate T.

Specifically, in this embodiment, the speed of the train T after passing through the turnout speed limit section is considerably lower than the corresponding speed on the curved speed pattern. Therefore, the on-board device 14 predicts (calculates) the speed of the train T and the travel distance (position) of the train T after the first predetermined time when each of the plurality of power running notches is selected, and predicts ( A power running notch is selected in which the calculated speed of the train T after the first predetermined time does not exceed the curve speed pattern and the change in acceleration of the train T is equal to or less than the threshold value. When a plurality of power running notches are selectable, the onboard device 14 selects the power running notch that sets the output of the drive device of the train T to the highest output among the power running notches. Thereby, the on-board device 14 accelerates the train T toward the curved speed pattern (see double line in FIG. 5).

Here, in this embodiment, a second long ground member 41B is installed between the turnout speed limit section and the curve speed limit section on the train running route R, which is interlocked with the in-house signal 40B of B station. . For this reason, the train T passes above the second long ground girder 41B before reaching (the starting position of) the curved speed limit section.

FIG. 6 shows that when the in-house signal 40B of B station is in the progress indication, the train T that has passed through the turnout speed limit section reaches above the second long ground girder 41B that is linked to the in-house signal 40B of B station. It shows what happens when you do this. When the train T reaches above the second long beacon 41B, the onboard device 14 transmits the beacon ID of the second long beacon 41B and the in-house signal 40 from the second long beacon 41B via the onboard beacon 11. Receive progress indication information. Then, the on-board device 14 accesses the on-board database 13, refers to the information regarding the ground coil, and obtains the position information of the second long ground coil 41B. Then, the onboard device 14 updates (corrects) the position of the train T based on the acquired position information of the second long wayside element 41B, and thereafter updates the updated (corrected) position of the train T and speed generation. The position of the train T is detected based on the output signal of the train 12.

Moreover, the on-board device 14 deletes the first traffic light violation protection pattern and the first traffic light stop pattern upon receiving the progress indication information of the in-house traffic signal 40B. Then, the on-board device 14 generates a signal trespass protection pattern (hereinafter referred to as "second signal trespass protection") for the departure signal 30B at B station, which is the one ahead of the in-house signal 40B at B station. A second signal stop pattern is generated as the ATS speed check pattern, and the second signal stop pattern is shifted by the predetermined distance in the direction opposite to the traveling direction of the train T. Generate as a pattern.

FIG. 7 shows the situation when the train T, which has passed above the second long ground element 41, travels until just before entering the curved speed-limited section. In this embodiment, for the train T that has passed above the second long ground element 41, the speed on the curve speed pattern among the ATO speed check patterns is still the lowest. Therefore, the onboard device 14 continues to accelerate, coast, and decelerate the train T based on the speed of the train T and the curve speed pattern so as to follow the curve speed pattern. That is, the onboard device 14 predicts (calculates) the speed of the train T and the travel distance (position) of the train T after the first predetermined time when each of the plurality of power running notches is selected, and predicts (calculates) the speed of the train T and the travel distance (position) of the train T after the first predetermined time. ) is a power running notch in which the speed of the train T after the first predetermined time does not exceed the speed on the curved speed pattern and the change in acceleration of the train T is equal to or less than the threshold value, the drive device for the train T. The power running notch that sets the output to the highest output is selected. Thereby, the on-board device 14 accelerates the train T toward the curved pattern. After that, when there are no more selectable power running notches, the onboard device 14 turns off the power running notches and causes the train T to coast. When the on-board device 14 determines that the train T reaches the curve speed pattern after the second predetermined time, the on-board device 14 operates the service brake of the train T to decelerate the train T.

Thereby, the onboard device 14 allows the train T to travel as fast as possible while suppressing a decrease in ride comfort, and also allows the speed of the train T to be reduced to the curve speed by the time the train T reaches the start position of the curve speed limit section. In other words, the speed of the train T is below the speed on the curved speed pattern corresponding to the speed limit of the curved speed limited section. The train T is decelerated so as to enter the curved speed limited section (see double line in FIG. 7).

The on-board device 14 is configured to operate the on-board device 14 from when the train T enters the curved speed limited section until the train T advances from the curved speed limited section, in other words, when the train T enters the curved speed limited section (the end position of the curved speed limited section). The train T is caused to travel at a speed lower than the speed on the curved speed pattern corresponding to the speed limit of the curved speed limited section until the train T passes through the curved speed limit section.

FIG. 8 shows the situation after the train T passes through (the end position of) the curved speed limit section. In this embodiment, when the in-house signal 40B at B station is in a progress indication, the ATO speed check pattern for train T immediately after passing through the curved speed limit section becomes the operating speed pattern. Therefore, the on-board device 14 controls the train T based on the speed of the train T and the operating speed pattern so that the train T follows the operating speed pattern when the train T passes through (the end position of) the curved speed limit section. Accelerate and coast.

The speed of the train T immediately after passing through the curved speed limit section is considerably lower than the corresponding speed on the driving speed pattern. Therefore, the onboard device 14 predicts (calculates) the speed of the train T and the travel distance (position) of the train T after the first predetermined time when each of the plurality of power running notches is selected, and predicts (calculates) ) is a power running notch in which the speed of the train T after the first predetermined time does not exceed the operating speed pattern and the change in acceleration of the train T is equal to or less than the threshold value, and the output of the drive device of the train T is Select the power running notch to be set to the highest output. Thereby, the on-board device 14 accelerates the train T toward the operating speed pattern (see double line in FIG. 8). When there are no selectable power running notches left, the onboard device 14 turns off the power running notches and causes the train T to coast.

Here, in this embodiment, in order to stop the train T at the station stop position XB between the curved speed limited section and B station on the train running route R, more specifically, between the curved speed limited section and B station, A first long wayside element 31B is installed between the first TASC wayway element 21B and the first long wayway element 31B, which is linked to the departure signal 30B at station B. For this reason, train T passes above the first long ground girder 31B before approaching station B.

FIG. 9 shows that when the departure signal 30B of Station B is in the progress indication, the train T that has passed through the curved speed limit section has arrived above the first long ground girder 31B that is linked to the departure signal 30B of Station B. It shows the situation at the time. When the train T reaches above the first long beacon 31B, the onboard device 14 reads the beacon ID of the first long beacon 31B and the departure signal 30B from the first long beacon 31B via the onboard beacon 11. Receive progress indication information. Then, the on-board device 14 accesses the on-board database 13 and refers to the information regarding the beacon to obtain position information of the first long beacon 31B. Then, the onboard device 14 updates (corrects) the position of the train T based on the acquired position information of the first long wayside member 31B, and thereafter updates the updated (corrected) position of the train T and speed generation. The position of the train T is detected based on the output signal of the train 12.

Further, upon receiving the progress indication information of the departure signal 30B, the on-board device 14 erases the second signal violation protection pattern and the second signal stop pattern. Then, the on-board device 14 is connected to yet another signal (not shown), that is, a signal one ahead of the departure signal 30 at station B (for example, an in-house signal at station C, which is the next station after station B). A third signal that generates a third signal violation protection pattern (not shown) as the ATS speed check pattern, and shifts the third signal violation protection pattern by the predetermined distance in a direction opposite to the traveling direction of the train T. A stop pattern (not shown) is generated as the ATO speed check pattern.

Therefore, the ATO speed check pattern for the train T that has reached above the first long ground member 31B is still the operating speed pattern. Therefore, the onboard device 14 continues to accelerate and coast the train T based on the speed of the train T and the operating speed pattern so as to follow the operating speed pattern.

Here, in the present embodiment, between the first long waybeam 31B linked to the departure signal 30B of B station and the B station, there is a first TASC waybeam for stopping the train T at the station stop position XB of B station. Child 21B is installed. Therefore, when train T passes above the first long wayside element 31B and approaches station B, it passes above the first TASC wayside element 21B.

FIG. 10 shows a train T that has passed above the first long waybeam 31B linked to the departure signal 30B of the B station is placed above the first TASC waybeam 21B in order to stop the train T at the station stop position XB of the B station. This shows what it will look like when it arrives. When the train T reaches above the first TASC beacon 21B, the onboard device 14 receives the beacon ID of the first TASC beacon 21B and the distance information to the station stop position XB of station B via the onboard device 11. do. Then, the on-board device 14 accesses the on-board database 13 and refers to the information regarding the above-mentioned beacon to obtain position information of the first TASC beacon 21B. Then, the onboard device 14 updates (corrects) the position of the train T based on the acquired position information of the first TASC wayside element 21B, and thereafter updates the updated (corrected) position of the train T and the speed generator. The position of the train T is detected based on the 12 output signals. Furthermore, the on-board device 14 generates a station stop pattern for stopping the train T at the station stop position XB based on distance information from station B to the station stop position XB. However, it is not limited to this. In cases such as when the information regarding the first TASC wayside element 21 and the second TASC wayside element 22 is not stored in the onboard database 13, the onboard device 14 determines the station stop position of station B without accessing the onboard database 13. It may be configured to generate a station stop pattern for stopping the train T at the station stop position XB based on distance information to XB.

FIG. 11 shows the situation after the on-board device 14 generates the station stop pattern. When the on-board device 14 generates the station stop pattern, it decelerates the train T so as to follow the generated station stop pattern. At that time, the onboard device 14 adjusts the deceleration and stopping position of the train T based on the distance information from the second TASC wayside element 22 to the station stop position X of station B received via the onboard element 11. I can do it. As a result, the train T stops at the station stop position XB (the position of the second TASC beacon 22B) of station B (see the double line in FIG. 11).

By the way, even if the train T travels the first predetermined distance after leaving the station stop position There may be a case where the ground element ID of the first directly below ground element 32A is not received from the first directly below ground element 32A, that is, a case where the position information of the first directly below ground element 32A is not acquired. In such a case, the onboard device 14 cannot grasp the position of the train T on which it is mounted, and cannot generate the ATS speed check pattern or the ATO speed check pattern. In other words, safe running of train T is not ensured. Therefore, the on-board device 14 quickly stops the train T and disables automatic running control of the train T (automatic operation of the train T). However, it is possible for the train T's crew members (particularly the driver) to manually operate the train T.

Further, immediately after the train T departs from the station stop position XA at A station, the departure signal 30A at A station may change from a progress indication to a stop indication. In such a case, the on-board device 14 receives the immediate stop information via the on-board member 11 when the train T reaches above the first direct below ground member 32A or the first advancement protection ground member 33A, As a result, the emergency brake of the train T is activated to stop the train T. For this reason, the train T can be prevented from traversing the departure signal 30A. Alternatively, the on-board device 14 receives the immediate stop information via the on-board member 11 when the train T reaches above the first spare directly below ground member 34A, and thereby activates the emergency brake of the train T. to stop train T. Therefore, even if, for example, the departure signal 30 changes from a progress indication to a stop indication just before the train T approaches the departure signal 30, it is possible to immediately stop the train T and avoid danger. Become.

Furthermore, even if the train T that has stopped inside the first directly below ground girder 32A mistakenly starts, the onboard device 14 will automatically control the onboard 11, the immediate stop information is received, and thereby the emergency brake of the train T is activated to stop the train T. For this reason, the train T can be prevented from traversing the departure signal 30A. Alternatively, the on-board device 14 receives the immediate stop information via the on-board member 11 when the train T reaches above the first spare directly below ground member 34A, and thereby activates the emergency brake of the train T. to stop train T. Therefore, even if, for example, the train T that has stopped inside the first trespass protection ground element 33A erroneously starts, it is possible to immediately stop the train T and avoid danger.

In this embodiment, when the onboard device 14 receives the immediate stop information from the first directly below ground element 32A or the first advancement protection ground element 33A via the onboard element 11 and stops the train T, the onboard device 14 Automatic running control of train T (automatic operation of train T) is disabled. This is because in this case, there is a high possibility that the train T has made an erroneous departure or has started erroneously, and there is a possibility that safe running of the train T cannot be ensured.

12 to 14 show that when the in-house signal 40B at B station is in a stopped state, a train T passing through the turnout speed-limited section is connected to the second long waybeam 41B which is linked to the in-house signal 40B at B station. This shows the case where the upper part has been reached. In this case, when the train T reaches above the second long beacon 41B, the onboard device 14 transfers the beacon ID of the second long beacon 41B from the second long beacon 41B via the onboard beacon 11, and The stop indication information of the traffic light 40 is received. By receiving the stop indication information of the in-house traffic signal 40B, the on-board device 14 maintains the first traffic light violation protection pattern and the first traffic light stop pattern (see FIG. 12). However, even in this case, as in the case where the in-house signal 40B at station B is a progress indicator (FIGS. 6 and 7), the ATO speed reference is still used for the train T that has passed above the second long wayside 41B. Among the patterns, the speed on the curved speed pattern is the lowest. Therefore, the onboard device 14 continues to accelerate, coast, and decelerate the train T based on the speed of the train T and the curve speed pattern so as to follow the curve speed pattern. That is, the onboard device 14 causes the train T to travel as fast as possible while suppressing a decrease in ride comfort, and causes the train T to travel at a speed below the speed on the curve speed pattern corresponding to the speed limit of the curve speed limit section. The vehicle enters the curved speed limited section (see the double line in FIG. 13).

When the train T enters the curve speed limit section, the speed on the first signal stop pattern among the ATO speed check patterns becomes the lowest for the train T. Therefore, the onboard device 14 decelerates the train T according to the first signal stop pattern. Then, the onboard device 14 stops the train T at the signal stop position YB of the in-house signal 40B at B station (see the double line in FIG. 14).

Thereafter, when the in-house signal 40B at station B becomes indicative of progress and the crew member of the train T performs the predetermined travel start operation, the onboard device 14 starts the train T from the signal stop position YB. When the train T is started from the signal stop position YB, the onboard device 14 accelerates the train T to near the predetermined speed and then restarts the train, similar to when the train T is started from the station stop position XA at station A. Let the T coast. That is, the on-board device 14 causes the train T to run at a low speed that is lower than the predetermined speed.

Then, when the train T that has started from the signal stop position YB reaches above the second directly below ground element 42B that is linked to the in-house signal 40B of station B, the onboard device 14 transmits the signal to the second immediately below ground element via the onboard element 11. The ground transceiver ID of the second immediately below ground transducer 42B and the progress information of the in-field signal 40 are received from the sub-beam 42B. Then, the on-board device 14 accesses the on-board database 13, refers to the information regarding the above-mentioned beacon, acquires the position information of the second directly below beacon 42B, and uses the acquired position information of the second directly below beacon 42B. The position of train T is updated based on. Moreover, the on-board device 14 erases the first traffic light violation protection pattern upon receiving the progress indication information of the in-house traffic signal 40B. Further, the on-board device 14 generates a second traffic light violation protection pattern (see FIG. 6) as the ATS speed check pattern, and generates a second traffic light stop pattern (see FIG. 6) as the ATO speed check pattern. What happens after that is the same as the case where the train T reaches above the second long ground girder 41B when the station signal 40B at B station is indicative of progress.

Here, due to a failure of the second directly below ground element 42B, even if the train T travels the first predetermined distance after starting from the signal stop position YB, the second directly below ground element 42B is connected to the second directly below ground element 42B via the upper train 11. There may be a case where the ground transducer ID of the second directly below ground transducer 42B is not received, that is, a case where the position information of the second directly below ground transducer 42B is not acquired. In such a case, the on-board device 14 cannot accurately grasp the position of the train T on which it is mounted, and safe running of the train T cannot be sufficiently ensured. Therefore, the on-board device 14 quickly stops the train T and disables automatic running control of the train T (automatic operation of the train T). However, it is possible for the train T's crew members (particularly the driver) to manually operate the train T.

Furthermore, immediately after the train T departs from the signal stop position YB, the in-house signal 40B at station B may change to indicate a stop signal. In this case, the on-board device 14 receives the immediate stop information via the on-board member 11 when the train T reaches above the second direct below ground element 42B or the second advancement protection ground element 43B. , activates the emergency brake of train T to stop train T. Therefore, the train T can be prevented from running over the in-house signal 40B. Alternatively, the on-board device 14 receives the immediate stop information via the on-board section 11 when the train T reaches above the second spare directly below ground section 44B, and thereby activates the emergency brake of the train T. to stop train T. Therefore, even if, for example, the in-house signal 40 changes from a progress indication to a stop indication immediately before the train T approaches the in-house signal 40, it is possible to immediately stop the train T and avoid danger. Become.

Furthermore, even if the train T that has stopped inside the second direct below ground element 42B starts erroneously, the on-board device 14 will automatically detect the The instant stop information is received through the child 11, and the emergency brake of the train T is thereby activated to stop the train T. Therefore, the train T can be prevented from running over the in-house signal 40B. Alternatively, the on-board device 14 receives the immediate stop information via the on-board section 11 when the train T reaches above the second spare directly below ground section 44B, and thereby activates the emergency brake of the train T. to stop train T. Therefore, even if, for example, the train T that has stopped inside the second trespass protection ground element 43B erroneously starts, it is possible to immediately stop the train T and avoid danger.

In the present embodiment, when the onboard device 14 receives the immediate stop information from the second direct below ground element 42B or the second advance protection ground element 43B via the onboard element 11 and stops the train T, the onboard device 14 Automatic running control of train T (automatic operation of train T) is disabled. In this case, there is a high possibility that the train T has started erroneously, and there is a possibility that safe running of the train T cannot be ensured.

In addition, when the departure signal 30B of B station is in a stopped state, if the train T that has passed through the curved speed limit section reaches above the first long ground girder 31B that is linked to the departure signal 30B of B station, The second traffic light violation protection pattern and the second traffic light stop pattern are maintained. In this case, for example, when the train T reaches above the first TASC beacon 21B and generates the station stop pattern, the onboard device 14 erases the second signal stop pattern. Then, the on-board device 14 decelerates the train T so as to follow the generated station stop pattern. As a result, the train T stops at the station stop position XB of the B station, similar to the case where the train T reaches above the first long ground member 31B when the departure signal 30B of the B station is in the progress indication. do.

As explained above, in the train control system 1 according to the present embodiment, when the onboard device 14 of the train T is in a stop state, the onboard device 14 of the train When the stop indication information of the indoor signal 40B is received from the child 41B, the train T is controlled to stop at the signal stop position YB before the indoor signal 40B at B station. Specifically, the onboard device 14 of the train T decelerates the train T according to the first signal stop pattern and stops the train T at the signal stop position YB. Moreover, the train control system 1 includes a second direct below ground element 42B, a second advance protection ground element 43B, and a second spare directly below ground element 44B. The second directly below ground element 42B, the second trespass protection ground element 43B, and the second reserve directly below ground element 44B are installed between the signal stop position YB and the field signal 40B, and when the field signal 40B is in a stopped state. The immediate stop information will be sent to. Then, the onboard device 14 of the train T receives the immediate stop information from any of the second directly below ground element 42B, the second advance protection ground element 43B, or the second reserve directly below ground element 44B via the above vehicle 11. Then, the emergency brake of train T is activated to stop train T.

Therefore, according to the train control system 1 according to the present embodiment, it is possible to prevent the train T from traversing the in-house signal 40B and/or to minimize the traversing distance.

In addition, the train control system 1 according to the present embodiment has a first A direct below ground transducer 32A, a first traversal protection ground transceiver 33A, and a first reserve direct below ground transponder 34A are installed, and these transmit the immediate stop information when the departure signal 30A indicates a stop signal. Similarly, between the signal stop position YB and the in-house signal 40B located immediately in front of the signal stop position YB in the running direction of the train Directly below the ground transceiver 44B is installed, and these transmit the immediate stop information when the on-site signal 40B indicates a stop signal. Then, the onboard device 14 of the train T receives the immediate stop information from the first directly below ground element 32A, the first advance protection ground element 33A, or the first reserve directly below ground element 34A via the onboard element 11, or When the immediate stop information is received from the second directly below ground element 42B, the second trespass protection ground element 43B, or the second reserve directly below ground element 44B via the onboard element 11, the emergency brake of the train T is activated and the train T is stopped. make it stop.

Therefore, according to the train control system 1 according to the present embodiment, it is possible to prevent the train T from traversing the departure signal 30A and/or to minimize the traversing distance, and the train T can prevent the train T from traversing the departure signal 30A. It is possible to prevent the vehicle from traversing the vehicle and/or to minimize the traversal distance.

Further, the train control system 1 according to the present embodiment causes the train T to run at a low speed equal to or lower than the predetermined speed immediately after the start of travel, and a speed check pattern is set by acquiring the position information of the beacon, and the speed check pattern is set on the basis of the speed check pattern. It is configured to perform acceleration/deceleration control of the train T within a range that does not exceed the speed of the train T. For example, when the train T departs from A station, the onboard device 14 of the train T causes the train T to run at a low speed below the predetermined speed, and the position of the first directly below ground element 32A that is linked to the departure signal 30A of the A station. Once the information is acquired, the ATS speed check pattern for automatic operation stop function and the ATO speed check pattern for automatic train operation are generated. Then, the onboard device 14 of the train T accelerates, coasts, and decelerates the train T based on the speed of the train T and the ATO speed check pattern so as to follow the ATO speed check pattern. , the train T is stopped when the speed of the train T exceeds the corresponding speed on the ATS speed check pattern.

Therefore, according to the train control system 1 according to the present embodiment, it is possible to realize automatic train operation based on ground-to-car communication using the beacon, in other words, to use the existing ATS device. It is possible to achieve automatic train operation while Therefore, when introducing automatic train operation on existing routes, there is no need to newly install an ATC device as a train safety device, and the cost of introducing automatic train operation can be significantly reduced compared to the past. can.

In addition, in the above-mentioned embodiment, the on-board device 14 has a function as an automatic train stop (ATS) device and a function as an automatic train operation (ATO) device. However, it is not limited to this. Instead of the on-board device 14, an ATS device and an ATO device may be installed on the train T. In this case, the ATS device is configured to generate the ATS speed check pattern and stop the train T when the speed of the train T exceeds the corresponding speed on the ATS speed check pattern, and the ATO device is configured to stop the train T when the speed of the train T exceeds the corresponding speed on the ATS speed check pattern. It is configured to generate an ATO speed check pattern and to accelerate, coast, and decelerate the train T so as to follow the ATO speed check pattern.

In addition, in the above-described embodiment, there are two TASC ground switches 21 and 22 used to stop the train T at the train stop position X of each station, and a four Four ground switches 31 to 34 and four ground switches 41 to 44, which are interlocked with an in-house signal 40 installed at the entrance of each station, are installed on the train running route R as the ground side equipment. However, it is not limited to this. The number of TASC wayside elements for stopping the train T at the station stop position X of each station, the number of wayside elements linked to the departure signal 30, and the number of wayside elements linked to the in-house signal 40 can be arbitrarily set.

For example, a third fixed position stop control beacon (third TASC beacon) may be installed at the train stop position X of the station S. In this case, the onboard device 14 checks whether the train T has stopped at the station stop position It is possible to do this and/or adjust the stopping position of the train T as necessary.

Moreover, as a ground element interlocked with the field signal 40, an intermediate ground element may be further installed between the second long ground element 41 and the second directly below ground element 42. In this case, when the indication of the station signal 40 changes to a higher level (for example, when the station signal 40 changes from a stop indication to a progress indication), the intermediate wayside transceiver changes its own way station ID and the indication of the station signal 40. Display update information indicating that the upper level has changed is transmitted as ground signal information. Furthermore, when the display of the in-house signal 40 changes to a lower level (for example, when the in-house signal 40 changes from a proceeding state to a stop state), the intermediate wayside transceiver changes its own waybeam ID and the display of the in-house signal 40 to a lower order. The current down information indicating the change is transmitted as ground signal information. Then, when the onboard device 14 receives the display up information of the in-house signal 40 from the intermediate ground transducer via the onboard transducer 11, it erases the first signal violation protection pattern and the first signal stop pattern, The second traffic light violation protection pattern is generated as the ATS speed check pattern, and the second traffic light stop pattern is generated as the ATO speed check pattern. Further, when the on-board device 14 receives the display down information of the in-house signal 40 from the intermediate ground transducer via the on-board transducer 11, the on-board device 14 generates the first signal violation protection pattern and the first signal stop pattern again, for example. let

Furthermore, even if at least one of the first escaping protection ground element 33 and the first auxiliary directly below ground element 34 is omitted, or at least one of the second escaping protection ground element 43 and the second auxiliary directly below ground element 44 is omitted, good.

Moreover, in the above-described embodiment, the on-board device 14 turns off the power running notch and causes the train T to coast when there are no selectable power running notches. However, it is not limited to this. For example, the on-board device 14 may be configured to use a first switching pattern in which each speed on the pattern is set to a speed lower than the corresponding speed on the turnout speed pattern by a constant speed, and a first switching pattern in which each speed on the pattern is set to a speed lower than the corresponding speed on the turnout speed pattern; generate a second switching pattern in which the speed is set to a certain speed lower than the corresponding speed of the train T, and/or a third switching pattern in which the signal stop pattern is shifted by the predetermined distance in the opposite direction to the traveling direction of the train T. let Then, the on-board device 14 causes the train T to coast (switch from the power running state to the coasting state) when the speed of the train T exceeds the first switching pattern, the second switching pattern, or the third switching pattern. Good too.

Furthermore, in the embodiment described above, the on-board device 14 detects the speed and traveling distance (position) of the train T based on the output signal of the speed generator 12. However, it is not limited to this. The on-board device 14 may detect the speed and traveling distance (position) of the train T using a speed detector or the like other than the speed generator 12.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and it goes without saying that modifications and changes can be made based on the technical idea of the present invention.

DESCRIPTION OF SYMBOLS 1... Train control system, 11... Onboard element, 12... Speed generator, 13... Onboard database, 14... Onboard device, 21... First fixed position stop control (TASC) ground element, 22... Second fixed position Stop control (TASC) ground coil, 30 (30A, 30B)...Departure signal, 31 (31B)...1st long ground coil, 32 (32A, 32B)...1st directly below ground coil, 33 (33A, 33B)...No. 1 Advance protection ground element, 34 (34A, 34B)...First reserve directly below ground element, 40 (40B)...In-field signal, 41 (41B)...Second long ground element, 42 (42B)...Second directly below ground element, 43 (43B)...Second advance protection ground element, 44 (44B)...Second preliminary ground element, R...Train running path, T...Train, X (XA, XB)...Station stop position, Y (YB)... Signal stop position

Claims (5)

Automatic train operation is possible, including a beacon that transmits stop indication information when a signal indicates a stop indication, and when the stop indication information is received, the train is controlled to stop at a stop position in front of the signal. A train control system that
It includes, in this order, a directly below ground element, an advance protection ground element, and a standby directly below ground element, which transmit immediate stop information between the stop position and the signal when the signal indicates a stop condition, A train control system that disables automatic train operation when the train is stopped by receiving immediate stop information from the protective ground element. A train control system capable of automatic train operation that controls trains based on wayside information transmitted from wayside elements installed on a train running path,
Between the train stop position where the train is stopped and a signal located in front of the train stop position in the running direction of the train, there is a ground transducer directly below the ground that transmits immediate stop information when the signal indicates a stop signal. A train control system in which a protective ground element and a spare directly below ground element are installed in this order , and which disables automatic operation of the train when the train is stopped by receiving immediate stop information from the directly below ground element or the protection ground element. . Immediately after the train starts traveling, the train is run at a low speed below a predetermined speed, and then, when receiving beacon information of a predetermined beacon and acquiring position information of the predetermined beacon, a speed check pattern is generated. The train control system according to claim 1 or 2, wherein the train is accelerated, coasted, and decelerated within a range that does not exceed a speed on a speed check pattern. a first wayside element installed on a train running route and transmitting stop indication information of the predetermined signal when the predetermined signal indicates a stop indication;
It is mounted on a train traveling on the train running route, and is capable of automatic train operation, and upon receiving stop status information of the predetermined signal from the first wayside element, at a signal stop position in front of the predetermined signal. an on-board device that controls the train to stop;
A train control system comprising:
A second beacon, a third beacon , and a fourth beacon, which are installed between the signal stop position and the predetermined signal on the train running route, and which transmit immediate stop information when the predetermined signal indicates a stop signal. Including ground children in this order ,
When the on-board device receives immediate stop information from the second beacon , the third beacon , or the fourth beacon, the on-board device operates an emergency brake to stop the train, and stops the train from the second beacon or the third beacon. disabling automatic operation of the train when immediate stop information is received from the berm and the train is stopped;
train control system. further comprising a fifth beacon installed in front of the first beacon in the train running direction on the train running path,
When the on-board device receives the beacon information of the fifth beacon and acquires the position information of the fifth beacon, the on-board device generates a first speed check pattern for an automatic train stop function and a first speed check pattern for automatic train operation. generates a second speed check pattern, causing the train to accelerate, coast, and decelerate to follow the second speed check pattern, while the speed of the train exceeds the corresponding speed on the first speed check pattern. configured to stop the train if exceeded;
The first speed check pattern includes a signal violation protection pattern for the predetermined signal, and the second speed check pattern includes a signal stop pattern for stopping the train at the signal stop position,
When the on-board device receives the progress indication information of the predetermined traffic light from the first wayside element, it erases the traffic light violation protection pattern and the traffic light stop pattern, and prevents the stoppage of the predetermined traffic light from the first wayway element. When the current information is received, the signal violation protection pattern and the signal stop pattern are maintained, and the train is decelerated according to the signal stop pattern to stop the train at the signal stop position.
The train control system according to claim 4.