JPS6114241Y2 - - Google Patents

Description

[Detailed Description of the Invention] The present invention relates to a dual system automatic operation system for trains.

It has been attempted to improve safety by using a multiple system of train automatic operation equipment, but in this case, conventionally, a triple system based on majority voting has generally been used. , This is because it is not possible to determine a faulty system using only the dual system. However, using the triple system system increases the size of the device, and there are also disadvantages such as variations in the operation of each system, making it difficult to create majority logic.

An object of the present invention is to provide a dual-system automatic operation system for trains that can simplify the configuration by configuring multiplexing into a dual system, and can also reliably identify faulty systems.

In order to achieve the above object, the present invention provides means for providing a speed limit signal for train constant speed control and a point signal for station stop control, means for detecting an actual train speed signal, and a means for providing a speed limit signal for train constant speed control and a point signal for station stop control; A speed checking unit that outputs a brake command when the actual speed signal is larger, and a speed checking unit that determines whether it is a constant speed running section or a station stop section from the above point signal and sends a power running command signal in the constant speed running section and a brake command in the station stop section. A dual-system automatic operation control unit that outputs signals, and a priority reference signal that gives priority to the power running command signal in constant-speed driving sections and to the brake command signal in station stop sections when the outputs of this dual-system control section do not match. a priority determination means that outputs
When the above-mentioned dual system control section matches, it selects and outputs one of them, and when it does not match, it outputs the command signal of the one selected according to the above-mentioned priority reference signal, and also outputs the output signal state and the speed at the time of mismatch. The present invention further includes a selection section which disconnects the system on the faulty side in response to the determination result of the failure determination means which detects a failure based on the output state of the checking section.

The present invention will be explained below with reference to the drawings.

FIG. 1 is a block diagram for explaining an embodiment of the present invention, and FIG. 2 is an explanatory diagram of priority area determination employed in the present invention. In Fig. 1, 1 is a receiving antenna for receiving a speed limit signal for train constant speed control given from the ground side to the top of the train, 2 is its receiver, and 3 is a receiver for detecting a point signal for station stop control. A receiving antenna, 4, is its receiver. 5 is a speed checking unit for train constant speed control, which compares the speed limit signal VS output from the receiver 2 and the actual vehicle speed signal TGP detected by the speed generator 8, and determines the actual speed. If the speed exceeds the speed limit, a brake command NS is issued to the vehicle. 6 and 7 are dual-system automatic operation control devices, which receive a speed limit signal VS from receiver 2, a point signal PS from receiver 4, and an actual speed signal from speed generator 8.
TGP and power running brake commands for constant speed control operation and station stop control operation, respectively, as inputs.
Output PB ₁ or PB ₂ .

The problem here is the power running brake command output from the two automatic operation control devices 6 and 7.
When PB ₁ and PB ₂ are different, that is, when one outputs a power running command and the other outputs a brake command, which one should be selected?

In contrast, the selection method employed in the present invention will be explained with reference to FIG. Figure 2 shows the speed V from start to stop of a train T departing from M station and traveling towards N station, where VS is a speed limit signal for train constant speed control, and PS ₁ and PS ₂ are station speed limits. The point signal for stop control, or SP, is a stop pattern that serves as a reference speed signal when stopping at a station, and A and B indicate the power running priority area and brake priority area, respectively, adopted in the present invention. In the present invention, (1) In the area where the point signal PS ₁ has not yet been received and constant speed control operation is being performed according to the speed limit signal VS, priority is given to the power running (acceleration) side, and if the speed If the brake of the limiter (speed check section) is activated, the system that caused it is considered to be faulty and disconnected.

(2) When receiving point signals PS (PS ₁ and PS ₂ in Figure 2) and entering the station stop control area, priority is given to the brake side. However, if the brakes continue to operate even when the train speed has significantly decreased from the stop pattern SP, the system that caused the problem is considered to be faulty and disconnected. In this case, the speed is determined by the speed limit control (ATC) system consisting of the receiving antenna 1, receiver 2, and speed checking section 5 = (hereinafter referred to as
This is determined by intentionally applying a low speed signal VC to the ATC system (called the ATC system) and determining whether or not the brakes operate.

The selection method will be adopted.

One embodiment for concretely realizing this is shown in FIG.
and a priority area determination unit 12. The memory 9 stores point signals PS (PS ₁ and PS ₂ in FIG. 2) detected by the receiver 4 via the receiving antenna 3. The priority area determination unit 12 uses the point signal PS stored in the memory 9 and the dual automatic operation control devices 6 and 7.
It receives output signals VB ₁ and VB ₂ from the input side and determines whether it is a power running priority area A or a brake priority area B shown in FIG. 2 by priority logic. Selection section 1
1. In accordance with the priority reference signal SEL output from the priority area determination unit 12, the power running/brake signal PB ₁ is output from the dual automatic operation control devices 6 and 7.
Select one of PB ₂ and output.
The failure determination logic 10 includes a brake signal NB output from the ATC system and a dual system automatic operation control device 6,
Power running/brake signals PB ₁ , PB ₂ output from 7
Furthermore, the low speed signal VC for discrimination outputted from the priority area discriminating section 12 is taken in as input for comparison and judgment, and the judgment result is sent to the selection section 11.

According to the present invention, even if the automatic operation control device is configured with a dual system, it is possible to reliably identify a faulty system, and the configuration is simpler and economically cheaper compared to a triple system. It can be used as a device.

[Brief explanation of the drawing]

FIG. 1 is a block diagram of an embodiment of the present invention, and FIG. 2 is an explanatory diagram of priority area determination employed in the present invention. Explanation of symbols, 1, 3...Receiving antenna, 2, 4
... Receiver, 5 ... Speed checking section, 6, 7 ... Automatic operation control device, 8 ... Speed generator, 9 ... Memory, 10 ... Failure determination logic, 11 ... Selection section, 1
2...Priority area determination unit.

Claims (1)

[Scope of claim for utility model registration] (1) Means for providing a speed limit signal for train constant speed control and a point signal for station stop control, means for detecting the actual train speed signal, and A speed checking unit that outputs a brake command when the actual speed signal is larger, and a speed checking unit that determines whether it is a constant speed running section or a station stop section from the above point signal and sends a power running command signal in the constant speed running section and a brake command in the station stop section. A dual-system automatic operation control unit that outputs signals, and a priority reference signal that gives priority to the power running command signal in constant-speed driving sections and to the brake command signal in station stop sections when the outputs of this dual-system control section do not match. When the output of the dual system control unit matches the priority determining means for outputting the above, selects and outputs one of them, and when they do not match, outputs the command signal of the one selected according to the priority reference signal, and The train is characterized by comprising: a selection section that disconnects the system on the faulty side in response to a judgment result of a fault judgment means which detects a fault based on the output signal state at the time of mismatch and the output state of the speed checking section. Dual system automatic operation device. (2) Utility Model Registration In the device as set forth in claim 1, the failure determining means determines that when a brake command is issued from the speed checking unit during driving according to the priority power running command, there is a failure in that system. , the train is characterized by a failure determination means that determines that the system is in failure when the brake operation continues even when the actual speed is lower than a low speed signal given for inspection during operation according to the priority brake command. Dual system automatic operation device.