JPH05131928A - Speed control device for railway vehicle - Google Patents

Abstract

PURPOSE:To perform a speed reduction control based on a new speed instruction, reduce a train operation interval, and achieve a high-speed and high-density operation of trains by compatibly using an intermittent control type signal transmission system while using a current step control continuous induction ATC system. CONSTITUTION:For limiting a train speed to be not more than a limit speed given from a continuous induction ATC receiver 1, an output of the ATC receiver 1 is compared with a train speed detected by a tachometer generator at an ATC speed checking part 2, and when the train speed exceeds the limit speed, a normal brake is actuated. In this case, a signal from a transponder ground element of an intermittent control signal transmission device installed to an unillustrated block boundary point is received by a transponder receiving part 4. In the meanwhile, a signal from the transponder receiving part and a signal from the ATC receiver 1 are compared and checked at a logic part 5. When both coincides with each other as a result of comparison and check, a system changing signal 9 is generated to stop the current ATC.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a railway vehicle speed control system, and more particularly to a railway vehicle speed control device suitable for high speed and high density train operation in a continuous induction stair control ATC.

[0002]

2. Description of the Related Art In a current ATC system, an ATC signal of a constant speed is shown in each track circuit unit (about 1.5 km), and this signal indicating speed indicates a low speed as a preceding train is approached. .. Train control when the subordinate signal is received by the succeeding train is a system that immediately controls with the maximum brake in service. In particular, when the number of running vehicles increases, the train deceleration performance differs, so the track circuit length above is set to correspond to the vehicle model with the worst braking performance. Decelerates quickly and the distance traveled at low speed increases, resulting in a reverse phenomenon in which the running time of a vehicle with high braking performance increases on the contrary. This means that the average deceleration of the station stop will decrease and the driving gap will increase,
It is difficult to increase train speed and density. FIG. 1 shows a speed control curve in the current staircase control continuous induction ATC system in the case of station stop and temporary speed limit. The alternate long and short dash line shows the speed limit command of the ATC system, and the alternate long and two short dashes line shows the train speed of the current ATC when the deceleration control is performed by the maximum brake in service. That is, when the train passes through each blockage, if the train speed at that time exceeds the ATC speed limit (one-dot chain line) given for each block, deceleration control (two-dot chain line) is performed by the maximum service brake, Further, when the train speed is lower than the ATC speed limit, control is performed so that the maximum service brake is released. Thus, the speed control in the current continuous staircase control continuous induction ATC system is controlled by turning on and off the service brake. Each block length is set under the worst conditions (train type, fluctuation of braking force, etc.), and it is obliged to decelerate to the speed commanded within the range of each block length. Therefore, in many cases, deceleration is completed within a deceleration distance of about half of the blockage, as illustrated. As a result, the distance that falls below the ATC speed limit becomes long, and the average traveling speed of the train decreases. In order to improve this kind of harmful effect, regardless of the vehicle performance as in the current situation, the brake control that is controlled so that the target speed can be decelerated to the target point without uniformly applying the maximum brake is used. It is necessary to do. That is, it is indispensable to improve the current ATC system, and to drastically reduce the continuable distance and the operating time of two running trains in order to speed up the high-speed running line section and shorten the operating time. In addition, in the conventional continuous guidance system, the information given in each block is only one speed limit information, and it is controlled only by a simple judgment whether the train speed exceeds the one speed limit information. There is. Therefore, there is no room for improving the control of the conventional system. On the other hand, it is known to use a point control type signal transmission device such as a transponder as a method for converting information into multiple information, but the transponder is a point control, and it is based on data communication only at the installed point, and continuous induction It is different from the method that always connects to the ground and can always check the signal currently being received as in the formula. With the continuous induction type signal, even if the signal is mistaken for a moment due to external noise, it will return to a normal state when the signal state is restored. However, in the transponder, if a malfunction occurs during signal communication, the data is not corrected until the next communication.

[0003]

As described above, the point control type signal transmission device such as the conventional continuous induction type ATC system and transponder has advantages and disadvantages. In addition, the adoption of a completely new ATC system means that the staircase control continuous induction ATC system that is actually used, specifically, the vast amount of ground equipment and onboard equipment will be completely replaced.
It is never a good idea financially. In view of the above-mentioned circumstances, an object of the present invention is to improve the reliability of signal transmission and control by using a point control type signal transmission system together with adopting the current staircase control continuous induction type ATC system, and when operating a train. The aim is to reduce the distance between trains and increase train speed and density.

[0004]

[Problem to be solved] A staircase control continuous induction system in which a closed section is provided by dividing a track circuit by a predetermined distance, and the allowable traveling speed of each block transmitted to a vehicle is reduced as the train approaches a preceding train. In the ATC system,
A point control type signal transmission device is provided at the boundary point of the blockage to transmit the indication of the staircase control continuous guidance type ATC in the next blockage section to the vehicle, and when the vehicle enters the next blockage section, the staircase control continuous guidance type ATC. The more received indication is compared with the indication received earlier at the block boundary point, and only when they coincide, speed control instructed by the point control type signal transmission device is performed. In addition, the point control type signal transmission device uses, as information, the distance (L ₁ ) from the installation point of the point control type signal transmission device to the next speed change point and the next speed change point to the deceleration completion point. The multi-information of the distance (L ₂ ) and the traveling times (T ₁ ) and (T ₂ ) required to travel the respective distances are transmitted. Then, this combination of multiple pieces of information is targeted for comparison and collation.

[0005]

The multi-information transmission suitable for the characteristics of the point control type signal transmission device such as a transponder is adopted, and this point control type signal transmission device is provided at the block boundary point. Distance (L ₁ ) from the installation point of the point control type signal transmission device transmitted at a point to the next speed change point
And the distance (L ₂ ) from the next speed change point to the deceleration completion point and the travel times (T ₁ ) and (T ₂ ) required to travel these respective distances are transmitted, and the vehicle enters the next block section. Sometimes, the staircase control continuous induction AT in the next block section
The indication of C, the distance (L ₁ ') from the installation point of the point control type signal transmission device where the vehicle has traveled, and the travel time (T ₁ ) required from the installation point of the point control type signal transmission device to the next speed change point ₁ '), which was previously received at the occlusion boundary point,
The distance from the installation point of the point control type signal transmission device to the next speed change point (L ₁ ) and its traveling time (T ₁ ) are respectively compared, and the vehicle is decelerated from the installation point of the point control type signal transmission device. When traveling the distance (L ₁ + L ₂ ) to the completion point, the distance (L ₂ ') from the next speed change point and the traveling time (T ₂ ') from the next speed change point to the deceleration completion point are The distance (L ₂ ) from the next speed change point to the deceleration completion point received at the block boundary point and the traveling time (T ₂ ) thereof are collated. In this way, it is confirmed that the multi-information of the point control type signal transmission device matches, that there is no error in the information communicated by the point control type signal transmission device, and that the control is correct, and Originally, deceleration control is performed based on the speed control command instructed by the new point control type signal transmission device. If any of them do not match during control,
Stair control Switch to continuous induction ATC control.

[0006]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 2 shows a velocity pattern according to an embodiment of the present invention. In the figure, the alternate long and short dash line and the alternate long and two short dashes line show the speed control curves in the current continuous induction stair control ATC system in the case of station stop and temporary speed limit shown in FIG. The solid line shows the speed control curve of the present invention (hereinafter referred to as Phase 1 ATC). The train consists of a point control type signal transmission device transponder 1,
Based on the information transmitted from the 2, 3, and 4 ground robots, it is decelerated like this Phase 1 ATC. Here, the transponder is specifically installed for each block near the station and before the block in the traveling direction. The vehicle receives the signal information of the transponder immediately before entering the next closed section, and
Upon entering the next blockage section, the staircase control continuous induction ATC signal is received from the track circuit of the next blockage. The information transmitted from the transponder to the vehicle is the information about “at which point” and “which speed” to reduce. The information about "which speed" is to be reduced is the same as that received from the next closed track circuit that is received next, but the information about "which point" is not given from the track circuit. A major feature of the present invention is that the vehicle is provided with information as to which "point" the deceleration should be completed. The vehicle enters the next blockage, and completes deceleration by the end of the next blockage by the speed control command instructed based on these pieces of information. The maximum brake control is not performed uniformly as in the past. As shown in the drawing, in the control near the station, for example, the transponder 1 decelerates from the signal indication of the next block section, that is, the speed of the current block section of 220 Km / H to the speed of the next block section of 170 Km / H and 17
Information on the point where deceleration is completed to 0 Km / H, and the next speed change point from the installation point of the transponder 1 (speed 220 K
The distance (L ₁ ) from m / H to the change point to decelerate to 170 km / H) and the distance (L ₂ ) from the next speed change point to the deceleration completion point (the point to complete deceleration to 170 km / H speed) It is sent to the vehicle as information. Also, although not shown, from the installation point of the transponder 1 to the next speed change point (change point for decelerating from speed 220 Km / H to speed 170 Km / H) (T ₁ ) and the next speed change point The traveling time (T ₂ ) up to the deceleration completion point (the point where deceleration is completed at a speed of 170 Km / H) can be transmitted to the vehicle as information. The vehicle enters the closed section from speed 220 Km / H to speed 170 Km / H, and the transponder 1
Based on these pieces of information received from, the deceleration is completed at 170 Km / H at the point immediately before the end of the closed section. The function of the transponder provided at the other blocking boundary points is similar. In this way, compared with the current ATC system where deceleration is completed at a deceleration distance of about half of the blockage, the speed control according to the present invention completes deceleration at the deceleration distance immediately before the next blockage. Therefore, it is possible to reduce train operation gaps and increase train speed and density.

Next, FIG. 3 shows a first embodiment for executing this speed pattern. 1 is a continuous induction ATC receiver,
Reference numeral 2 indicates an ATC speed check unit, and 3 indicates a speed generator. These 1, 2, 3 are current ATC functions. That is, in order to limit the train speed below the speed limit given by the continuous induction type ATC receiver 1, the output of the continuous induction type ATC receiver 1 and the train speed detected by the speed generator 3 are compared in the ATC speed checking unit 2. However, if the train speed exceeds the speed limit, command the service brake. When the train speed does not exceed the speed limit, the maximum service brake is turned off. The configuration after 4 is the configuration added according to the present invention. Reference numeral 4 denotes a transponder receiving unit, which receives information transmitted from each transponder ground element (not shown) installed for each obstruction and in front of the advancing direction of each obstruction. This information includes the signal indication of the next closed section, that is, the information of decelerating from the speed of the current closed section to the speed of the next closed section, and the information of the point where the deceleration is completed. Reference numeral 5 denotes a logic unit, which is a signal display from the transponder receiving unit 4 and the ATC receiver 1.
The current switching signal 9 is generated in order to kill the current ATC when both are matched. If they do not match, the system switching command 9 is not issued and the current ATC control is continued or restored. In addition, the reception data 13 of the transponder reception unit 4 is passed to the speed control calculation unit 6. Reference numeral 6 is a speed control calculation unit, and this received data 1
The speed and the point to be decelerated are calculated from 3 and the speed input 12, and a control command 14 for smoothly decelerating to that point is generated. For the calculation of the control command 14, control such as fixed position stop control of the automatic driving device can be applied. Reference numeral 7 denotes a notch command circuit, which is a deceleration control command 1 for the speed control calculation unit 6.
4 is received, a brake notch command is always output. When the speed control calculation unit 6 generates the speed control mismatch command 15, the output of the ATC speed checking unit 2 is received and the current ATC control is continued or restored. Reference numeral 8 is an OR circuit, which outputs an emergency brake command. In an emergency, both commands for brake control are issued to the brakes of the vehicle with high priority by the output from the ATC speed check unit 2 or the speed control calculation unit 6. This will result in fail-safe deceleration in an emergency,
It will stop the train.

The operation will be described below with reference to FIG. First, when the train approaches the transponder 1 installed at the boundary point of blockage, the transponder receiving unit 4
Is the signal indication of the next block section transmitted from the transponder 1, that is, the information of decelerating from the speed 220Km / H of the current block section to the speed 170Km / H of the next block section and 170Km.
/ H receives the point where the deceleration is completed as information. On the other hand, the ATC receiver 1 receives the ATC signal (speed 2
The speed is reduced from 20 Km / H to 170 Km / H). The logic section 5 checks the coincidence of both signal indications, and if they coincide, outputs the information received by the transponder receiving section 4 from the transponder 1 to the speed control calculating section 6 as reception data 13, and at the same time, checks the ATC speed. A system switching command 9 is output to the section 2. The speed control calculation unit 6 inputs this reception data 13 and the actual speed signal of the vehicle of the speed generator 3,
The speed control command of the solid line phase 1 ATC shown in FIG. 2 is generated and the deceleration control command 14 is sent to the notch command circuit 7.
Output as. On the other hand, the ATC speed check unit 2
The output of the receiver 1 is killed, and the ATC speed limit command indicated by the alternate long and short dash line is stopped. As a result, the notch command circuit 7 outputs to the vehicle brake according to the deceleration control command 14 to control the deceleration of the vehicle. As a result, the phase 1AT shown by the solid line in FIG.
The vehicle is decelerated according to the speed control command of C. On the other hand, in the logic unit 5, when the two signal indications are checked for coincidence, if they do not coincide, the ATC speed checking unit 2
Since the system switching command 9 is not output to the ATC speed check unit 2
Outputs to the notch command circuit 7 the ATC speed limit command indicated by the alternate long and short dash line of the ATC receiver 1, and the notch command circuit 7 outputs this A
According to the TC speed limit command, the vehicle is decelerated by the current ATC control, that is, the maximum service brake. In this case, the vehicle is decelerated as indicated by the two-dot chain line in accordance with the deceleration command indicated by the one-dot chain line. The other transponders 2, 3 and 4 function similarly. Further, the control of the temporary speed limit section can be performed in the same manner as the control near the station, as shown in FIG.

Next, FIG. 4 shows a second embodiment. In this embodiment, in addition to the comparison of the signal indication of the transponder and the signal indication of the staircase control continuous induction type ATC in the logic unit 5 as in the first embodiment, the following points are set from the installation point of the transponder. The distance (L ₁ ) to the speed change point and the distance (L ₂ ) from the next speed change point to the deceleration completion point are transmitted to the vehicle from the transponder as information, and these distances (L ₁ ) and (L ₂ ) And the distance that the vehicle actually traveled, that is, the distance from the installation point of the transponder (L ₁ ')
And the distance (L ₂ ') from the next speed change point are also compared and collated. As shown by the dotted line in FIG. 2, for some reason, for example, when the actual distance of deceleration completion of the vehicle becomes shorter than the deceleration completion distance of the solid line Phase 1 ATC,
The logic unit 5 determines that the information on the distance of the transponder does not match the actually traveled distance of the vehicle, and the speed control calculation unit 6
Is to prevent the speed control command for the next block section from being output. In other words, from the viewpoint of fail-safe, it is assumed that some trouble has occurred in driving the vehicle.
This is to switch to the current staircase control continuous induction type ATC signal. Of course, the distance to complete deceleration of the vehicle is the solid line Phase 1AT
The same applies when the deceleration completion distance of C is longer (not shown). In the figure, in the logic unit 5, for example, regarding the closed section in which the transponder 1 of FIG. 2 is installed, first,
When the vehicle enters the closed section, the actual speed of the vehicle is input from the speed generator 3 and the actual speed is integrated to obtain the distance (L ₁ ') from the installation point of the transponder 1, The distance (L ₁ ) input from the transponder receiver 4 is compared and collated. When they match, the speed control calculation unit 6 generates the speed control command of the phase 1 ATC shown in FIG. Next, when the vehicle travels the distance (L ₁ + L ₂ ) from the transponder 1 to the deceleration completion point, the distance (L ₂ ') from the speed change point is obtained and the distance (L ₂ input from the transponder receiving unit 4 is obtained. ), And when the train speed matches, the train speed is continuously controlled by stair control AT
Distance traveled under the condition that it is the same as or lower than the indicated speed of C, or when the train speed is the same as or lower than the indicated speed of the staircase control continuous induction type ATC (L ₂ ')
Under the condition that the traveling distance (L ₂ ) is the same as the traveling distance (L ₂ ) given by the transponder 1 or the traveling distance (L ₂ ') <(L ₂ ) is satisfied, the speed control of the phase 1 ATC instructed by the transponder is continued. On the other hand, if the collation does not match or the condition is not satisfied in the middle of the control, the vehicle is set to the A
The deceleration is controlled according to the TC speed limit command. The operation relating to the presentation information in this embodiment is the same as that in FIG. In this embodiment, since the display information and the distance information are compared and collated with each other, reliability and safety in driving the vehicle are further improved.

Next, FIG. 5 shows a third embodiment. In this embodiment, in addition to the comparison of the signal indication of the transponder and the signal indication of the staircase control continuous induction type ATC in the logic unit 5 as in the first embodiment, the following points are set from the installation point of the transponder. The transponder transmits the information to the traveling time to the speed change point (T ₁ ) and the traveling time from the next speed change point to the deceleration completion point (T ₂ ) to the vehicle, and these traveling times (T ₁ ) and ( T ₂ ) and the time the vehicle actually traveled, that is, the travel time from the transponder installation point to the next speed change point (T ₁ ') and the travel time from the next speed change point to the deceleration completion point (T ₂ ') Is also compared and collated. In the figure, a clock unit 15 is provided, and in the logic unit 5, for example, for a closed section in which the transponder 1 of FIG. 2 is installed, first, it actually takes the vehicle from the installation point of the transponder 1 to the speed change point. The traveling time (T ₁ ') is counted by counting the clock of the clock unit 15, and the actual traveling time (T
₁ ') is compared with the traveling time (T ₁ ) input from the transponder receiving unit 4 and collated. When they match, the speed control calculation unit 6 generates the speed control command of the phase 1 ATC shown in FIG. Next, when the vehicle travels the distance (L ₁ + L ₂ ) from the transponder 1 to the deceleration completion point, the travel time (T ₂ ') actually required from the speed change point to the deceleration completion point is similarly calculated. Obtained, compared and collated with the traveling time (T ₂ ) input from the transponder receiver 4, and when they match,
The phase 1 ATC speed control instructed by the transponder is continued. On the other hand, when none of them match, or when the traveling time (T ₂ ')> (T ₂ ) is satisfied, the vehicle is decelerated and controlled according to the ATC speed limit command by the current ATC control, that is, the maximum service brake. The operation relating to the presentation information in this embodiment is the same as that in FIG. In the present embodiment, since the display information and the travel time information are compared and collated, the reliability and safety in driving the vehicle are further improved as in the second embodiment.

Next, FIG. 6 shows a fourth embodiment. In this embodiment, in the logic unit 5, the signal indication of the transponder and the signal indication of the staircase control continuous induction type ATC are compared and collated as in the first embodiment, and the transponder is used as in the second embodiment. Distance to the vehicle from the installation point of the transponder to the next speed change point (L ₁ ) and distance from the next speed change point to the deceleration completion point (L ₂ ) information and installation of the transponder where the vehicle actually traveled The distance from the point (L ₁ ') and the distance from the next speed change point (L ₂ ') are compared and collated, and the installation point of the transponder which is transmitted from the transponder to the vehicle as in the third embodiment. To the next speed change point (T ₁ ) and the time from the next speed change point to the deceleration completion point (T ₂ ) information and the speed change point from the transponder installation point where the vehicle actually traveled Run up to In that both the time (T ₁ ') and running time (T ₂ from the next speed changing point to deceleration completion point') three functions comparing matching. Since the operation of this embodiment is the same as the operation described in each embodiment, it will be omitted.

FIG. 2 shows a velocity curve of Phase 2 ATC. The present invention can be applied to the speed control by the speed curve of the phase 2 ATC as well as the phase 1 ATC. Further, the present invention can be similarly applied to speed control in the temporary measure degree limited section and speed control similar thereto.

[0013]

As described above, according to the present invention, the reliability of the point control signal can be increased by using the current staircase control continuous induction type ATC system together with the point control type signal transmission system. The deceleration control based on the new speed command can be performed instead of the conventional deceleration control by the ATC control, and as a result, the train operation interval can be reduced and the train can be operated at high speed and high density. Further, since the information on the transponder includes the information on the distance and the time in addition to the signal indication, the reliability and safety in driving the vehicle can be further improved. In addition, the transponder information
If, for some reason, the vehicle-mounted device does not receive the signal and enters the next closed section, the conventional ATC control function immediately operates, and it is safe from the standpoint of fail-safe. As described above, according to the present invention, the speed control device for a railway vehicle can be made highly functional, and reliability and safety can be ensured.

[Brief description of drawings]

FIG. 1 is an explanatory diagram of a speed pattern of a conventional system.

FIG. 2 is an explanatory view of a speed pattern of the present invention.

FIG. 3 is a control explanatory diagram of the first embodiment.

FIG. 4 is a control explanatory view of the second embodiment.

FIG. 5 is a control explanatory view of the third embodiment.

FIG. 6 is a control explanatory view of the fourth embodiment.

[Explanation of symbols]

 1 ATC receiver 2 ATC speed checking unit 3 Speed generator 4 Transponder receiving unit 5 Logic unit 6 Speed control arithmetic unit 7 Notch designating circuit 8 OR circuit 15 Clock unit

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Shinichi Sekino 1070 Ige, Katsuta, Ibaraki Prefecture Mito Plant, Hitachi, Ltd. (72) Inventor Kazuma Tsukamoto 1-2-2, Honamanuma, Suginami-ku, Tokyo

Claims (5)

[Claims] 1. A staircase control continuous induction type ATC system in which a closed section is formed by dividing a track circuit by a predetermined distance, and the allowable traveling speed of each block transmitted to a vehicle is reduced as the train approaches a preceding train. A point control type signal transmission device is installed at the blockage boundary point to transmit the indication of the staircase control continuous guidance type ATC in the next blockage section to the vehicle, and when the vehicle enters the next blockage section, the staircase control continuous guidance type ATC The railway vehicle characterized by collating the received signal and the signal received previously from the point control type signal transmission device, and performing speed control instructed by the point control type signal transmission device only when they match. Speed control device. 2. A staircase control continuous induction type ATC system in which a closed section in which a track circuit is divided by a predetermined distance is provided, and control is performed so as to reduce an allowable traveling speed of each block transmitted to a vehicle as a preceding train is approached. A point control type signal transmission device at the blockage boundary point, a means for transmitting the indication of the staircase control continuous induction type ATC to the vehicle in the next blockage section, and a travel distance (L ₁ 'from the installation point of the point control type signal transmission device). ) And a means for measuring the travel distance (L ₂ ') from the next speed change point, and when the vehicle enters the next block section, the indication and the travel distance (L ₁ ') are given first. It is compared with the traveling distance (L ₁ ) from the installation point of the actual control signal transmission device received at the blockage boundary point to the next speed change point, and the vehicle is installed at the installation point of the point control signal transmission device. More distance to deceleration completion point ( L ₁ + L ₂₎ when traveling along, under the condition that the train speed is the same or reduced and the current示速of the stepped control continuous inductive ATC, perform speed control indicated the point controlled signal transmission device A speed control device for a railway vehicle, wherein the control is switched to a staircase control continuous induction type ATC control when the collation does not match or the condition is not satisfied during the control. 3. A staircase control continuous induction type ATC system in which a closed section in which a track circuit is divided by a predetermined distance is provided, and control is performed so as to reduce an allowable traveling speed of each block transmitted to a vehicle as a preceding train is approached, A point control type signal transmission device at the blockage boundary point, a means for transmitting the indication of the staircase control continuous induction type ATC to the vehicle in the next blockage section, and a travel distance (L ₁ 'from the installation point of the point control type signal transmission device). ) And a means for measuring the travel distance (L ₂ ') from the next speed change point, and when the vehicle enters the next block section, the indication and the travel distance (L ₁ ') are given first. The train speed is compared with the traveling distance (L ₁ ) from the installation point of the point control type signal transmission device received at the blockage boundary point to the next speed change point, and the train speed is the actual speed of the stair control continuous induction ATC. When the same as or decreased The traveling distance (L ₂ ') is equal to the traveling distance (L ₂ ) given by the point control type signal transmission device, or under the condition that the traveling distance (L ₂ ') <(L ₂ )
Performs speed control instructed by the point control type signal transmission device,
A speed control device for a railway vehicle, characterized by switching to control of a staircase control continuous induction type ATC if the above-mentioned collation disagreement or the above condition is not satisfied during control. 4. A staircase control continuous induction type ATC system in which a closed section in which a track circuit is divided by a predetermined distance is provided, and control is performed so as to reduce an allowable traveling speed of each block transmitted to a vehicle as a preceding train is approached, From the installation point of the point control type signal transmission device to the next speed change point, a point control type signal transmission device at the blockage boundary point, means for transmitting the indication of the staircase control continuous induction type ATC in the next blockage section to the vehicle A means for counting the traveling time (T ₁ ') and the traveling time (T ₂ ') from the next speed change point to the deceleration completion point is provided, and when the vehicle enters the next block section, the indication and the The traveling time (T ₁ ') is collated with the traveling time (T ₁ ) from the installation point of the actual signal and the point control type signal transmission device received at the blockage boundary point to the next speed change point, respectively, and further, the vehicle Is a point control type signal transmission device When the vehicle travels the distance (L ₁ + L ₂ ) from the installation point of the equipment to the deceleration completion point, the traveling time (T
₂ ') is collated with the traveling time (T ₂ ) from the next speed change point to the deceleration completion point, which was previously received at the blockage boundary point, and if they match, the speed control instructed by the point control type signal transmission device. If any of them do not match in the middle of the control or if the running time (T ₂ ')> (T ₂ ) is satisfied, the control of the staircase control continuous induction type ATC is performed. Speed control device. 5. A staircase control continuous induction type ATC system in which a closed section in which a track circuit is divided by a predetermined distance is provided, and control is performed so as to reduce an allowable traveling speed of each block transmitted to a vehicle as a preceding train is approached, A point control type signal transmission device at the blockage boundary point, a means for transmitting the indication of the staircase control continuous induction type ATC in the next blockage section, and a travel distance from the installation point of the point control type signal transmission device on which the vehicle travels (L ₁ ') and distance traveled from the next speed change point (L ₂ ')
And the travel time from the installation point of the point control type signal transmission device to the next speed change point (T ₁ ') and the travel time from the next speed change point to the deceleration completion point (T ₂ '). A means for counting, when the vehicle enters the next blockage section, the display, the mileage (L ₁ ') and the travel time (T ₁ ') previously received at the blockage boundary point. ,
The distance from the installation point of the point control type signal transmission device to the next speed change point (L ₁ ) and its travel time (T ₁ ) are respectively compared, and further, the vehicle is installed from the installation point of the point control type signal transmission device. When traveling the distance (L ₁ + L ₂ ) to the deceleration completion point, the traveling distance (L ₂ ') and the traveling time (T ₂ ')
Is compared with the traveling distance (L ₂ ) from the next speed change point to the deceleration completion point and the traveling time (T ₂ ) which were previously received at the blockage boundary point. If they match, the point control type signal transmission device If the instructed speed control is performed and one of them does not match in the middle of the control, staircase control continuous induction type A
A speed control device for a railway vehicle, characterized by switching to TC control.