JPH08140219A - Speed controller for train - Google Patents

Abstract

PURPOSE: To avoid the operation of a normal maximum brake and to prevent the decrease of ride comfort by controlling the speed so that the train decelerates from a deceleration control starting point to a signal change point and the train speed at a signal change point becomes a target speed below the lower speed limit, and controlling the output so that the train speed follow up the target speed from the signal change point. CONSTITUTION: A deceleration control starting point D3 is judged from the traveling distance of a train calculated based on the number of pulses from a tachometer generator 4, and the distance from a reference point stored in a train automatic operating unit(ATO) 6. If the train passes a deceleration control starting point D3 , a target speed VP2 after changed to a low order signal S2 stored in the unit is set to a speed lower by 3km/hr than the speed limit of the signal S2 . If the deviation of the train speed Va from the speed VP2 is <=1km/hr, the deceleration control is finished. If it is >1km/hr, the deceleration control is continued until it becomes <=1km/hr. Thus, when it is varied to the signal S2 , the operation of the normal maximum brake is prevented.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a train speed control device for railways.

[0002]

2. Description of the Related Art FIG. 7 is a block diagram showing a conventional train speed control device, and FIG. 8 is an explanatory diagram showing deceleration control. In FIG. 7, reference numeral 1 is an automatic train operation device (hereinafter referred to as an ATO device) for controlling acceleration and deceleration of a train, which is a cab 2 on the ground or described later.
The traveling control for acceleration and deceleration is performed according to the departure command from. Then, while the train is running, the speed is limited by an automatic train control device (hereinafter, ATC device) 3 which will be described later. Therefore, the ATO device 1 controls so that the vehicle travels as smoothly as possible at a speed that does not exceed the speed limit of the ATC device 3 described later.

Reference numeral 2 denotes a driver's cab, which gives a departure command to the ATO device 1. Reference numeral 3 denotes an ATC device which, when the train runs over the speed limit, issues a command for the maximum service brake to the power train / brake device 5 which will be described later, and reduces the speed until the speed becomes equal to or lower than the speed limit. A speed generator 4 generates pulses for detecting the speed, acceleration / deceleration and distance of the train. Reference numeral 5 is a train / brake device, which accelerates and decelerates the train in accordance with a notch command from the ATO device 1. Furthermore, the power line / brake device 5 is an AT
Upon receiving the service maximum brake command from the C device 3, the service maximum brake is applied until the train becomes the speed limit or less.

Next, the operation will be described. 7 and 8
At the upper limit signal S of the speed limit signal from the ATC device 3,
_{When 1} is input to the ATO device 1, the target speed V _p1 which is lower than the speed limit of the speed limit signal by 3 km / h is set. Further, a pulse proportional to the rotation speed of the train wheels is input from the speed generator 4 to the ATO device 1. The ATO device 1 calculates the speed V _a from the pulse from the speed generator 4. In the ATO device 1, the target speed V _p1 and the detected train speed V _a are used as the target speed V _p1 based on the detected train speed V _a.
Calculates a notch that follows. Then, the calculated notch command is output to the power line / brake device 5 to perform constant speed control for running the train at a constant speed.

At the signal change point D ₁ , when the speed limit signal changes to the lower signal S ₂ which is lower than the speed limit of the upper signal S ₁ , A
The normal maximum brake command is output from the TC device 3 to the power / brake device 5 to perform deceleration control. Further, when the normal maximum brake command is output, the ATC device 3 sends the AT
An ATC brake operation signal is input to the O device 1. AT
When the O device 1 receives the ATC brake operation signal, it starts deceleration control, and outputs a command for, for example, a brake 4 notch in preparation for when the maximum service brake from the ATC device 3 is released. However, the service maximum brake command by the ATC device 3 has priority until the train speed V _a is reduced to the speed limit of the lower signal S ₂ or less.

When the train speed V _a is reduced below the speed limit of the lower signal S ₂ , the maximum service brake command from the ATC device 3 is released at the point D ₂ . However, since the brake 4 notch command of the ATO device 1 is continuously output,
The speed V _a of the train is further reduced to follow the target speed V _p2 in the lower signal S ₂ section. And point D ₂
When the normal maximum brake is released, the ATC brake operation signal from the ATC device 3 to the ATO device 1 disappears and the deceleration control ends. After that, the ATO device 1 outputs a notch command that follows the target speed V _p2 to the power / brake device 5 to perform constant speed control.

[0007]

Since the conventional train speed control device is constructed as described above, when the speed limit signal of the automatic train control device changes from the upper signal to the lower signal, the train speed is changed. There is a problem that the ride comfort is deteriorated by a strong braking force because the automatic train control device decelerates by the maximum service brake until the speed becomes lower than the speed limit of the lower signal.

The present invention has been made in order to solve the above problems, and when the speed limit signal of the ATC device changes to a lower signal, the normal maximum brake command of the ATC device is not issued, and (EN) Provided is an automatic train operation device that decelerates to a signal speed limit or less.

[0009]

According to a first aspect of the present invention, there is provided a train speed control device for controlling train speed between trains so that the speed is equal to or lower than a speed limit of a speed limit signal by an automatic train control device. In the control device, if the train passes through the deceleration control start point while the train is traveling in the section where the speed limit signal is the upper speed signal and at a speed equal to or lower than the speed limit of the higher speed signal, the lower speed limit signal is lower than the upper speed limit speed. Output a first notch command with a predetermined deceleration from the deceleration control start point to the signal change point so that the train speed at the signal change point becomes a target speed that is less than or equal to the speed limit of the lower signal at the signal change point. It is provided with an automatic train operation device that selects and outputs a second notch command that causes the speed of the train to follow the target speed from the change point.

A speed control device for a train according to a second aspect of the present invention is the train speed control device according to the first aspect, in which the deceleration control is performed from the difference between the limit signals of the upper signal and the lower signal and the gradient resistance of the gradient in the section of the upper signal of the upward gradient. The starting point is set, and the first notch command is coasting operation.

A train speed control device according to a third aspect of the present invention is the train speed control device according to the first or second aspect, wherein the deceleration control start point is detected by a point signal from a point signal transmitter installed on the ground. Is.

According to a fourth aspect of the present invention, there is provided a train speed control device, in which a signal is changed from a first upper limit signal of a speed limit to a first signal.
When the signal changes to a higher speed signal with a second speed limit lower than the speed limit, the normal maximum is continuously reduced to reach the second speed limit at the deceleration end point set at a predetermined distance from the signal change point. The speed limit of the train is controlled by creating the speed limit pattern of the brake by the automatic train control device, and the section of the upper signal is lower than the first speed limit by the train automatic operation device.
In the train speed control device, which controls the speed of the train so as to follow the target speed of, and controls the speed of the train so as to follow the second target speed lower than the second speed limit in the section of the lower signal, When the train passes the deceleration control start point while traveling in the upper signal section, the train automatic operation device outputs the coasting operation command of the train, and when the train passes the signal change point, the automatic train control device is smaller than the service maximum brake A mitigating brake command is output, and when the train speed exceeds the speed limit pattern, the automatic train control device outputs a regular maximum brake command.

[0013]

According to the invention of claim 1, when the train passes through the deceleration control start point while the train is traveling in the section of the upper signal at a speed equal to or lower than the speed limit of the upper signal, the speed limit signal is higher than the speed limit of the upper signal. The first notch command with a predetermined deceleration is output from the deceleration control start point to the signal change point so that the train speed at the signal change point that changes to a lower lower signal becomes the target speed below the speed limit of the lower signal. By performing deceleration control by selecting and outputting the second notch command so that the speed of the train follows the target speed from the signal change point,
Performs constant speed control.

According to a second aspect of the present invention, in the first aspect, the deceleration control start point is set from the difference between the limit signals of the upper signal and the lower signal and the gradient resistance of the gradient in the section of the upper signal of the upward gradient. By setting the notch command of 1 to coasting operation, the speed is reduced to the speed limit of the lower signal or less by the lower signal section.

The invention of claim 3 relates to claim 1 or claim 2.
In, the deceleration control start point is detected by the point signal from the point signal transmitter installed on the ground, and the first notch command is output from the deceleration control start point to the target speed at the signal change point, and the signal change point is output. To select and output the second notch command that follows the target speed.

According to a fourth aspect of the present invention, the train automatic driving device controls the traveling of the upper signal section so that the train follows the first target speed, and the train passes through the deceleration control start point while the train is traveling in the upper signal section. The train automatic operation device outputs the coasting operation command of the train when it does, and when the train passes the signal change point, the automatic train control device outputs the relaxation brake command smaller than the service maximum brake, and the speed of the train changes the speed limit pattern. When it exceeds, the automatic train control device outputs a regular maximum braking command to reduce the train speed to the speed of the lower signal.

[0017]

【Example】

Example 1. FIG. 1 is a configuration diagram of the first embodiment. In FIG. 1, 2 to 5 are the same as conventional ones. Reference numeral 6 denotes an automatic train operation device (hereinafter referred to as an ATO device) that controls acceleration and deceleration of a train, and performs traveling control of acceleration and deceleration according to a control program according to a departure command from the ground or the cab 2.

FIG. 2 is an explanatory diagram showing the operation of the ATO device 6. In FIG. 2, S ₁ and S ₂ are the upper and lower signals of the speed limit signal, respectively, as in the conventional case. D ₁ is a signal change point from the upper signal S ₁ to the lower signal S ₂ , V _p1 is a target speed pattern in the upper signal S ₁ section, V _p2 is a target speed pattern in the lower signal S ₂ section, and V _a is a train speed Is. D ₃ is a deceleration control start point set a predetermined distance before the signal change point D ₁ .

FIG. 3 is a flowchart of the control program stored in the ATO device 6. 1 to 3, when the train speed is controlled so as to follow the target signal speed pattern V _p1 in the upper signal S ₁ section, step 7
Check whether or not the train has passed the deceleration control start point D ₃ . The deceleration control start point D ₃ is the travel distance of the train calculated based on the number of pulses input from the speed generator 4,
It is judged from the distance from the reference point stored in the memory of the ATO device 6. The control start point D ₃ is determined. If the train has passed the deceleration control start point D ₃ , step 8
If not, the judgment in step 7 is continued. In step 8, the target speed V _p2 after changing to the lower signal S ₂ stored in the memory of the ATO device 6 is set to a speed lower than the speed limit of the lower signal S ₂ by 3 km / h.

In step 9, the train speed V _a measured based on the pulse from the speed generator 4 and step 8
The method of determining the notch to be output to the driving / brake device 5 is selected according to the deviation ΔV = V _a −V _{p2 from} the target speed V _p2 in the lower signal S ₂ section set by. For example, ΔV ≧ 4 km
/ H, go to step 10 2 km / h <ΔV <4 k
If m / h, the process proceeds to step 14, and if 2 km / h ≧ ΔV, the process proceeds to step 15.

In step 10, the acceleration / deceleration A _{b of the} train is detected based on the pulse input from the speed generator 4, and the notch operation amount ΔN is determined. For example, A _b <-3
When the speed is km / h / s, the deceleration of the train is too large for the target deceleration, so proceed to step 11 and Δ
Let N = 1. And -2.5 km / h / s <A _b ≦
At −2.0 km / h / s, the train has insufficient target deceleration, so the routine proceeds to step 12, where the notch operation amount is ΔN = −1. Furthermore, -2.0 km / h / s
When <A _b , the deceleration of the train is lower than the target deceleration, so the process proceeds to step 13 and the notch operation amount is set to ΔN = −2.

Step 14 is the control when the train speed V _a approaches the target speed V _p2 , which is the target acceleration / deceleration β _p1.
The notch operation amount ΔN for decelerating by is calculated. The notch operation amount ΔN is calculated by the equation (1) from the acceleration / deceleration A _{b of the} train and the acceleration / deceleration conversion value ΔTe per notch, and the process proceeds to step 16.

[0023]

[Equation 1]

Step 15 is a control when the train speed V _a is very close to the target speed V _p2 , and the target acceleration / deceleration β
_The notch operation amount ΔN that decelerates at _p2 is calculated. The notch operation amount ΔN is calculated from equation (2) from the acceleration / deceleration A _{b of the} train and the acceleration / deceleration conversion value ΔTe per notch, and the process proceeds to step 16.

[0025]

[Equation 2]

In step 16, the notch operation amount ΔN determined in any of steps 11 to 15 is added to the current notch Na, and N = Na + ΔN is set as the output notch, and the process proceeds to step 17. In step 17, execute the notch (N = Na + ΔN) determined in step 16.
By instructing the brake device 5, the train speed is decelerated as shown in FIG. 2 at points a → b → c → d. The points a to b are decelerated in step 10, the points b to c are decelerated in step 14, and the points c to d are decelerated in step 15.

In step 18, the notch N is removed.
The time elapsed after the command is given to the brake device 5 is measured, and if a delay of 1.5 seconds or more has elapsed since the notch N was output in anticipation of a delay in the response to the command, the process proceeds to step 19. If it has not elapsed, Go to step 20. In step 20, in FIG. 4, if the speed band to which the train speed V _a belongs changes from speed band 1 to speed band 2 and from speed band 2 to speed band 3 as indicated by the arrow, there is a zone change. If so, go to step 19. If there is no change in the speed band to which the train speed V _a belongs, or if it changes in a direction other than the direction of the arrow, it is determined that there is no zone change and the process returns to step 18.

In step 19, if the deviation between the train speed V _a and the target speed V _p2 is ΔV ≦ 1 km / h, the train speed V _a has reached the speed limit of the lower signal S ₂ or less. , The deceleration control ends. If ΔV> 1 km / h, the process returns to step 9 and the deceleration control is continued until ΔV ≦ 1 km / h.

By performing the above series of control, the train speed V _a at the signal change point D ₁ where the speed limit signal is changed from the upper signal S ₁ to the lower signal S ₂ is made equal to or lower than the speed limit of the lower signal S _2. Since it can be controlled, the lower signal S
_It is possible to prevent the maximum service brake by the ATC device 3 from operating when it changes to ₂ .

Example 2. In FIG. 2, when the route of the upper signal S ₂ section has an upward slope, the train is coasted to obtain the deceleration due to the slope resistance. Therefore, in FIGS. 1 and ₂ , the difference between the limiting speed of the upper signal S _{1 and} the limiting signal S ₂ of the lower signal S ₂ in the ATO device 6,
The deceleration control start point D ₃ is calculated and set from the gradient resistance. Further, the speed limit of the lower signal S ₂ and the deceleration control start point D ₃ from the reference point are stored in the memory of the ATO device 6.

By comparing the traveling distance from the reference point calculated based on the pulse input from the speed generator 4 to the ATO device 6 with the deceleration control start point D ₃ stored in the memory, the train is decelerated. if passed the start point D _3, the target speed V _p2 on the basis of the speed limit of the low-order signal S ₂ stored in the memory, 3 km from the speed limit of the low-order signal S ₂ /
h Set to a lower speed. Then, the ATO device 6 issues an instruction to coasting / brake device 5 to coast.

Deviation Δ between the train speed V _a and the target speed V _p2
By maintaining the coasting operation until V becomes 1 km / h or less, the train speed V _{a is changed} to the lower signal S at the signal change point D _1.
Since the speed can be set to ₂ or less, the upper signal S ₁
It is possible to prevent the maximum working brake by the ATC device 3 from operating when the signal changes from the lower signal S ₂ to the lower signal S ₂ .

Example 3. Although the deceleration control start point D ₃ is stored in the memory of the ATO device 6 in the first and second embodiments, the deceleration control start point D _{3 is located on} the ground as shown in FIG. A terrestrial signal transmitter 7 such as a terrestrial child that transmits a signal is provided. The point signal from the ground signal transmitter 7 can be received on the vehicle to detect the deceleration control start point D ₃ .

After the deceleration control start point D ₃ is set, the deceleration control thereafter is performed in the same manner as in the first embodiment. Thus, by setting the deceleration control start point D ₃ by the ground transmitting means 7 installed on the ground, the deceleration control can be started from a more accurate position.

Example 4. In the first and second embodiments, by inputting the speed data after changing to the deceleration control start point D ₃ and the lower signal S ₂ from a monitor device (not shown) provided on the vehicle, an arbitrary The speed limit section can be set easily. The deceleration control after the deceleration control start point D ₃ is set is performed in the same manner as in the first embodiment.

Example 5. FIG. 6 is an explanatory diagram showing the operation of the fifth embodiment. 1 and 6, the ATC device 3 according to the fifth embodiment outputs to the power / brake device 5 a relaxation brake command that is smaller than the normal maximum brake from the signal change point D ₁ . When the speed V _a of the train exceeds the speed limit pattern P ATC device 3, conventional maximum brake command to the ATC unit 3 Karaca line brake device 5 is output. The ATO device 6 stores the deceleration control start point D ₃ which is a predetermined distance before the signal change point D ₁ in the memory.

The train operates at the target speed V _{p1 in} the section of the upper signal S _1.
The velocity V is controlled by the ATO device 6 so as to follow the
_You are running at a. In this case, the ATO device 6 calculates the travel distance of the train calculated based on the number of pulses input from the speed generator 4 and the deceleration control start point D ₃ stored in the memory.
If the train has passed the deceleration control start point D ₃ , the coasting operation command is output to the power-training / brake device 5.

At the signal change point D ₁ , the speed V _{a of} the train running coasting is reduced from the target speed V _p1 . Then, when the train reaches the signal change point D ₁ , the mitigating brake by the ATC device 3 is operated, and the train runs while being decelerated at a predetermined deceleration. When the speed limit pattern of the ATC device 3 is exceeded at the point D ₄ , the normal maximum brake command is given to the ATC device 3.
To the braking / brake device 5. After that, AT
The maximum braking command of the C device 3 causes the vehicle to decelerate until reaching the speed limit of the lower signal S ₂ . And train speed V
_{When a} becomes lower than the lower signal S ₂ at the point D ₅ , control is performed by the ATO device 6 so as to follow the target speed V _p2 .

As described above, the coasting operation is performed from the deceleration control start point D ₃ to the signal change point D _{1, the} relaxation brake smaller than the service maximum brake operates from the signal change point D ₁ to the point D ₄ , and then the service maximum is reached. Since the brake operates and there is no sudden change in deceleration, it is possible to prevent a reduction in riding comfort.

[0040]

According to the first aspect of the present invention, the train speed control device has a predetermined deceleration from the deceleration control start point to the signal change point so that the train speed becomes a target speed equal to or lower than the lower limit speed at the signal change point. The first notch is output to perform deceleration control, and the second notch command is selected and output so that the train speed follows the target speed from the signal change point. Can be decelerated to less than or equal to the speed limit of the low-order signal, so that it is possible to prevent the maximum service brake from operating, so that it is possible to prevent a reduction in riding comfort.

According to a second aspect of the present invention, there is provided a train speed control apparatus according to the first aspect, in which the deceleration control start point is determined from the difference between the upper limit signal and the lower limit signal in the upper signal section of the upward slope and the gradient resistance of the slope. By setting and setting the first notch command to coasting, it is possible to avoid operating the maximum service brake by decelerating to below the speed limit of the lower signal by the lower signal section, so that the riding comfort is reduced. Can be prevented.

A train speed control device according to a third aspect of the present invention is the train speed control device according to the first or second aspect, wherein the deceleration control start point is detected by a point signal from a point signal generator installed on the ground. Can be detected with high accuracy and the maximum brake for normal use can be prevented from operating, so that it is possible to prevent a reduction in riding comfort.

According to a fourth aspect of the present invention, the train speed control device coasts to the signal change point after the train passes the deceleration control start point, decelerates from the signal change point with a relaxation brake smaller than the maximum service brake, and the train speed is reduced. When the vehicle speed exceeds the speed limit pattern, the maximum service brake operates, so that the braking force gradually increases and the shock when the maximum service brake acts is mitigated, so that a reduction in riding comfort can be prevented.

[Brief description of drawings]

FIG. 1 is a configuration diagram showing a first embodiment of the present invention.

FIG. 2 is an explanatory diagram showing the operation of the first embodiment.

FIG. 3 is a flowchart showing a control program of the first embodiment.

FIG. 4 is an explanatory diagram showing the operation of the embodiment.

FIG. 5 is a configuration diagram showing a third embodiment.

FIG. 6 is an explanatory diagram showing the operation of the fifth embodiment.

FIG. 7 is a configuration diagram showing a conventional train speed control device.

FIG. 8 is an explanatory diagram showing an operation of a conventional train speed control device.

[Explanation of symbols]

3 Automatic train control device, 6 Train automatic operation device, 7 Ground signal generator, S ₁ upper signal, S ₂ lower signal, D ₁
Signal change point, D ₃ deceleration control start point, V _p1 , V _p2
Target speed, V _a Train speed.

Claims (4)

[Claims] 1. A train speed control device for controlling inter-station running of a train so that the speed is equal to or less than a speed limit of a speed limit signal by an automatic train control device. When passing the deceleration control start point while traveling at a speed lower than the upper speed limit of the upper signal, the speed of the train changes at the signal change point where the speed limit signal changes to a lower signal lower than the speed limit of the upper signal. To reach the target speed below the speed limit of the lower signal,
A first notch command with a predetermined deceleration is output from the deceleration control start point to the signal change point, and a second notch command that causes the train speed to follow the target speed is selected from the signal change point. A train speed control device having an automatic train operation device for outputting. 2. The deceleration control start point is set according to the difference between the limit signals of the upper signal and the lower signal and the gradient resistance of the gradient in the section of the upper signal of the upward gradient, and the first notch is set. A train speed control device characterized in that a command is a coasting operation. 3. The train speed control device according to claim 1, wherein the deceleration control start point is detected by a point signal from a point signal transmitter installed on the ground. 4. When a signal change point changes from an upper signal of the first speed limit to an upper signal of a second speed limit lower than the first speed limit, a predetermined distance is set from the signal change point. The speed limit of the train is created by the automatic train control device by creating the speed limit pattern of the service maximum brake that is continuously reduced to the second speed limit at the deceleration end point, and the train automatic operation device is used to control the speed. The speed of the train is controlled so that the section of the upper signal follows the first target speed lower than the first speed limit, and the section of the lower signal controls the second target speed lower than the second speed limit. In the train speed control device for controlling the speed of the train so as to follow the above, when the train passes through the deceleration control start point while traveling in the upper signal section, the train automatic operation device causes the coasting operation finger of the train. When the train passes the signal change point, the automatic train control device outputs a relaxation brake command smaller than the service maximum brake, and when the speed of the train exceeds the speed limit pattern, the automatic train A speed control device for a train, wherein a control device outputs the regular maximum braking command.