JPH07298403A - Train controller - Google Patents

Abstract

PURPOSE:To always grasp the newest position by keeping a means for recognizing the position installed at the head and rear cars operating thereby correcting its run range kilometers each time the car passes the ground piece. CONSTITUTION:The output from the speed detectors 3a and 3b attached to the wheels on both sides of the head car of a train 6 is inputted into controllers 1a and 1b and is added up to detect the position of the train 6. When pieces 8a and 8b on the train detect the ground pieces, they read out the speed control information being stored beforehand aboard the train, corresponding to the ground pieces. If the speed of the train 6 does not fulfills the specified conditions, brakes 2a and 2b are operated from only the head car. To invalidate the brake signal from the following car, the state of front-rear changeover switches 27a and 27b is taken in, and the brake output is cut off with logical parts 26a and 26b. Hereby, even if the direction of running is reversed, always normal operation is performed.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to position recognition of train control devices.

[0002]

2. Description of the Related Art A conventional automatic train controller (ATC) is
For trains existing in a certain section from the ground, it sends information to the onboard device that corresponds to the maximum allowable speed that the train in that section may leave, and the onboard device displays the maximum allowable speed and the actual speed. In comparison, the method that outputs a brake command when the speed is exceeded was the mainstream. The means of transmitting information between the ground and the vehicle and the amount of information were limited to some extent, and precise speed control was virtually impossible. The maximum permissible speed for a train, which is determined by the route data of the section, for example, the gradient or the curve, is uniformly determined regardless of the difference in train performance. That is, the allowable speed for the train with the poorest performance is set as the allowable speed of the route, and the trial signal device transmits this speed to the device on the car, and the train control device on the car sets the allowable speed. The actual train speeds were compared, and if the speed was exceeded, control was automatically performed to output a brake command. However, if the on-board control device knows the route data on which the train runs, such as the position of a curve, the position of a branching machine, or the speed limit point, it will maximize the performance based on the performance of the train. It is possible to generate a deceleration pattern and a speed limit that are fully exhibited, and it is possible to provide an optimal control method for each train.

ATS-P is a method close to this idea. The ATS-P system is described in, for example, Science of Electric Vehicles (November 1987 issue). In this method, the route data is not stored on the car, and various route data is transmitted from the ground in advance. Based on this data, the train's performance is considered and a deceleration pattern is generated as necessary.
Since the ATS-P device is just a security device for backup, the speed control is usually performed in consideration of the route shape that the trainee knows beforehand. However, if the speed is expected to exceed the limit, that is, if the actual speed becomes higher than the deceleration pattern, the ATS
-The P device automatically outputs a service brake command to the braking device.

The above example is premised on that the transponder installed at an appropriate position along the line informs the route data each time. However, if the route to be traveled is known, the route data is stored in advance in a device on the vehicle, and the vehicle recognizes the position of the train from time to time using the speed generator and appropriate absolute position detection means. It is conceivable to determine the speed pattern from the route data and the position of the train and compare the speed pattern with the actual train speed to control the brake.

2 and 3 show the configuration of the automatic train control device described above.

The automatic train control device is a train speed generator 3.
The transponder vehicle upper member 8 and its receiving portion 10, the control device 1 and the braking device 2. Figure 3
Shows the function of the control device 1. The actual speed signal 22 input from the speed generator 3 is integrated by the integration unit 14, and the current position information (current distance in kilometers) 20 is updated according to the progress of the train. On the other hand, from the transponder receiving section, when the transponder ground element placed in some places is passed, the unique number of the ground element is transmitted, and the judging section 11 recognizes this. Then, the corresponding kilometer stored in advance in the memory A12 is read out and output as a preset signal to the current kilometer of the integrating unit. As a result, even if there is a cumulative error in the current kilometers, it is corrected at this point. In addition, the speed limit corresponding to that position based on the current distance is stored in memory B.
It is read from 16 and input to the comparison unit as the speed limit 25. The actual speed signal 22 from the speed generator 3 is separately input to this comparison unit, and when the actual speed is higher as a result of comparison between the two, a brake command 23 is output.

[0007]

In the case of this method, what is important as position information is that the position must be recognized as an absolute value, not as a relative value. For example, if the power of the device is always turned on at a certain place, the point may be defined as 0 km in kilometers, and the position in the route condition may be defined as the distance from the specific point. However, if the power-on position is not constant, the position where the own train exists (about a kilometer) cannot be given to the device at the time of power-on, and therefore the speed limit at that location cannot be known and the device cannot be known. Can not function as. As a practical response in this case, as shown in the above example, a device such as a transponder is also used, and ground elements are laid in places on the track. A unique number is defined, and from the correspondence data of the number and the kilometer stored in advance on the vehicle, the kilometer that is successively accumulated is forced to this value at the time when the ground child is detected, that is, immediately above the ground child. Preset. After that, the distance in kilometers, that is, the position information, is updated appropriately according to the progress of the train, so it is assumed to be accurate, and the speed limit at that position should be read from the correspondence data between the distance in kilometers and the speed limit and used for control. You can However, until the above-mentioned ground child is first reached, the speed limit cannot be read on the vehicle because the distance is not known in kilometers.

A similar problem occurs not only when the power is turned on, but also when the train changes its direction.

As shown in FIG. 4, usually two automatic train control devices are installed in each of the two leading cars of the train, and the device installed in the leading car in the forward direction of the train is operated. Is normal. This is because the speed limit must be observed first at the beginning of the train. Therefore, since the device at the rear is not normally operated, the power supply 1
5b is not loaded in the device. Therefore, when changing direction, stop the leading device that was operating until then, start up the device at the tail, start traveling in the opposite direction, and then recognize the position until the first passing over the ground element. Cannot be controlled and becomes virtually out of control.

In view of these problems, an object of the present invention is to grasp the position from the time of starting the device.

[0011]

With respect to the device installed at the rear end, brake control is not performed, but the position recognition function is always operated.

[0012]

The above-described problem can be solved by correcting the distance about kilometer each time when passing the ground element so that the latest position is always grasped.

[0013]

FIG. 1 shows an embodiment of the present invention.

The power supply of the two devices buried in both the leading cars of the train is turned on even when the positions thereof are at the tail of the train. However, it is necessary to invalidate the brake output. This is because the output of the device of the original front leading vehicle does not always match, and it is necessary to control the brake based on the original front leading vehicle. To invalidate the brake output, the state of the front / rear changeover switch 27 is taken in and the switching logic unit 26 disconnects the brake output. A concrete example thereof is shown in FIG. Figure 5
Then, when the front / rear changeover switch 27 is set to the "front" position, the relay RY1 is excited. The make contact of RY1 is inserted in the brake command line of the control device 1. R if the front / rear switch is set to the "front" position
The contact of Y1 is closed, and the brake command output from the control device is transmitted to the brake device. However, in the "rear" position, since RY1 is not excited, the brake command is not transmitted, and unnecessary braking operation can be avoided.

FIG. 6 shows another embodiment. Unlike the previous example, this excites the relay RY2 when the front / rear switch is set to the "rear" position. A break contact is inserted in the brake command line from the control device. The operation is similar to that of the above-mentioned embodiment, but the operation is different when the relay fails. That is, in the case of this example, if the RY1 coil is disconnected, the contacts are closed and fixed to the side where the brake command is transmitted. In the above embodiment, when RY fails, the brake command line is opened, and even if the control device outputs a brake command, this signal is not transmitted to the subsequent stage, which is a problem in terms of fail safety. On the other hand, in this embodiment, the brake command system can be configured to be fail-safe.

FIG. 7 shows another embodiment. Since the actual control device incorporates various abnormality monitoring functions, if only the output is suppressed, control inconsistency may occur and an abnormality may be determined. It is effective to pre-configure a logic that enables only that. In this case, the condition of the front / rear changeover switch 27, that is, the “front” condition signal 33 and the “rear” condition signal 34 are directly taken into the control device 1. Then, as shown in FIG.
When the "after" condition is input, the logic is so constructed that the current kilometer information is not used for the subsequent control. In addition, the logic is designed to forcibly cut the brake command and the output of the abnormality detection unit.

It is necessary to change whether to add or subtract depending on the traveling direction when accumulating a distance of about km by the output from the speed generator. Generally, when traveling on the down side, the distance is often defined as increasing. In this case, when the driver's cab is in the "front" condition, the device of the leading car in the downward direction integrates the input speed signal as a positive value. In this case, it is necessary to integrate the speed signal as a negative value.

A concrete example of the above method is shown in FIG. The actual velocity signal 22 is pulsed by the waveform shaping section 28 and processed into velocity pulses 36. This pulse is added to or subtracted from the value of the accumulator 14,
Alternatively, the “after” signal 33 or 34 is used for determination, and the addition command generation unit 29 or the subtraction command generation unit 30 generates a command to the integration unit. This operation is shown in FIG. Figure 10
(A) shows the "before" condition, and (b) shows the "after" condition. The device for the leading vehicle on the way down produces an addition command in response to the speed pulse at the "front" position and, conversely, generates a subtraction command at the "rear" position.

According to this embodiment, even when the direction is changed, that is, when the "front" and "rear" of the driver's cab are changed, the kilometer information can be updated without fail.

By the way, there are some speed generators whose rotation (traveling) direction can be determined from the output signal thereof. For example,
As shown in FIGS. 11 and 12, in one speed generator in which two windings having different phases are built in, it is possible to know in which direction the train is traveling from this phase relationship. In this case, whether to increase or decrease the kilometer according to the progress of the train can be determined only by the signal of the speed generator regardless of the condition of the front / rear switch.
A block diagram therefor is shown in FIG. 11, and the operation is shown in FIG.

The output of each winding is subjected to waveform shaping, and is pulsed in such a manner that its phase relationship is maintained. Then, the phase difference between the two outputs is judged by the phase judgment unit 37 to recognize the actual traveling direction of the train. After that, similarly to the above-described embodiment, the addition command generation unit 29 or the subtraction command generation unit 30 generates a command to the counter of the integration unit according to the direction. According to the present embodiment, it can be realized without using other input conditions for the calculation of the kilometer, and more reliable processing can be performed because the final result of the traveling direction is the rotation direction of the speed generator. Is.

Another embodiment is shown in FIG. This is a system in which both head cars are connected by a transmission line so that information can be exchanged between both devices. A transmission terminal 41 is connected to both devices, and a transmission path 46 runs between the two transmission terminals in the train. The internal structure of each device is as shown in FIG. That is, the transmission terminal 41 outputs the distance of its own device and at the same time inputs the distance of another device via the transmission device.
The kilometers recognized by both devices should be different by the train length, and the correction unit 43 corrects the train length. That is, if this device is the leading car on the way down, the train length is added to the transmitted kilometers, and conversely, if this device is the leading car on the way up, the train length is added to the distance transmitted. The process of subtracting is performed. Further, the distance corrected by the correction unit and the distance recognized by the own device are input to the mismatch detection unit 42. There is no problem if these two values match within a certain allowable range, but if they do not match, this device issues an alarm to the display alarm unit 45 to notify the crew member of the abnormality and
A brake command is output to ensure safety.

According to the present embodiment, a very important distance for control can be checked from at least two results, and safety can be further improved.

FIG. 15 shows another embodiment. In this example, after correcting the distance information transmitted from the device of the other leading car by the train length as in the previous example, the distance accumulated up to that point becomes unknown due to a power interruption, etc. If it happens, the value is immediately preset to the output distance of the correction unit. Note that in this example, it is assumed that the kilometer is unknown due to a momentary power failure, but it is possible that the kilometer is unknown due to, for example, a memory abnormality or a calculation abnormality. Also in this case, the present embodiment can be applied to quickly recover about one kilometer. It is of course possible to use the present embodiment in combination with the above-mentioned embodiments.

According to this embodiment, the time during which the control is interrupted can be shortened as much as possible.

[0026]

According to the present invention, even when the direction is changed, it is possible to recognize about a kilometer immediately after that, and the control can be normally performed. In addition, when the user loses his / her own distance due to a momentary power failure or the like, appropriate measures can be taken to quickly recover this and minimize the influence on the control.

[Brief description of drawings]

FIG. 1 is an embodiment of the present invention.

FIG. 2 is a description of a conventional device.

FIG. 3 illustrates a conventional device.

FIG. 4 illustrates a conventional device.

FIG. 5 is another embodiment of the present invention.

FIG. 6 is another embodiment of the present invention.

FIG. 7 shows another embodiment of the present invention.

FIG. 8 shows another embodiment of the present invention.

FIG. 9 shows another embodiment.

FIG. 10 is an operation explanatory view of the embodiment shown in FIG.

FIG. 11 shows another embodiment.

FIG. 12 is an explanatory diagram of the operation of the embodiment shown in FIG. 11.

FIG. 13 shows another embodiment of the present invention.

FIG. 14 is a detailed view of the device shown in FIG.

FIG. 15 shows another embodiment of the present invention.

[Explanation of symbols]

1 ... Control device, 2 ... Brake, 3 ... Speed generator, 4 ... Wheels, 5 ... Rail, 6 ... Train, 7 ... Crew member, 8 ... Train car,
9 ... Transponder car child, 10 ... Transponder receiving unit, 11 ... Transponder data determination unit, 12 ... Memory A, 13 ... Determination unit, 14 ... Integration unit, 15 ... Power line, 16
... Memory B, 17 ... Pattern speed calculation unit, 18 ... Comparison unit, 19 ... Match determination unit, 20 ... Current position information, 21 ... Pattern speed signal, 22 ... Actual speed signal, 23 ... Brake command, 24 ... Preset signal, 25 ... Speed limit, 26 ... Switching logic part, 27 ... Front / rear changeover switch, 28 ... Waveform shaping part, 29 ... Addition command generation part, 30 ... Subtraction command generation part, 31 ... Speed generator winding A output, 32 ... Speed Generator winding B output, 33 ... "Previous" condition signal, 34 ... "Post" condition signal, 35 ... AND gate, 36 ... Speed pulse, 37 ... Phase determination unit, 38 ... Abnormality detection unit, 39 ... Forward condition Signal, 4
0 ... Reverse condition signal, 41 ... Transmission terminal, 42 ... Mismatch detection unit, 43 ... Correction unit, 44 ... Instantaneous power failure detection unit, 45 ... Display alarm unit.

Claims (8)

[Claims] 1. A means for recognizing the position of the own train by accumulating output signals from speed generators installed on both leading cars of a train and a position on a route stored in advance on the car. Calculate the speed allowed for the train from the speed regulation information provided, and if that condition is not satisfied, in the one that automatically outputs the brake from the device installed in the front leading car,
A train control device characterized in that a device for recognizing a position is operated even in a device installed in a rear leading car. 2. The ground element installed at a specific position on the ground according to claim 1, and the ground element is detected when the ground element is passed immediately above the ground element, and the ground element is stored in the vehicle. A train control device that initializes or corrects a recognized position based on corresponding position information. 3. The train control device according to claim 1, wherein it is determined whether the function of outputting the brake is valid or invalid depending on the condition of the front / rear switch. 4. The method according to claim 3, wherein when a speed signal is input, whether to add or subtract according to the speed signal when calculating a new position with respect to the position recognized up to that point, The train control device is determined according to the conditions of the front-rear switch. 5. The speed generator according to claim 3, wherein the speed generator has a plurality of windings having a phase difference, and means for detecting the phase difference of the output of the speed generator is provided. The train control device is characterized in that, when a new position is calculated with respect to a position recognized up to then, whether to add or subtract according to the speed signal thereof is determined by the condition of the front / rear switch. 6. The train control device according to claim 1, wherein the devices of both leading cars are connected by transmission means, and position information recognized inside each device is sent to each other. 7. The position information obtained by adding or subtracting the train length, which is predetermined to the position information sent from the device of the other leading car, to the position information recognized by the device itself according to claim 6. If there is a discrepancy, the train control device is characterized by issuing a warning to the crew and outputting a brake command to avoid danger. 8. When the position information recognized by the own device becomes unknown in claim 6, the train length is added or subtracted by a predetermined train length from the position information sent from the device of the other leading car. The train control device characterized by replacing the position information of the own device with the position information obtained.