JPS61269601A - Train control system - Google Patents

Abstract

PURPOSE:To enable to shorten the operating interval of a train by applying a speed limit signal of multiple stages to approach a stop pattern and a speed signal which instructs a train speed so as not to exceed the speed limit. CONSTITUTION:When a preceding train 10 is disposed in the next blocking zone, a speed limit signal pattern 402 is applied from a ground transmitter 303. The following train 11 is decelerated according to the curve 404 of the maximum deceleration when the speed exceeds the pattern 402. Simultaneously, the deceleration information necessary to decelerate the train not to exceed the pattern 402 is applied from a transmitter 303. The train 11 is decelerated according to a deceleration target speed pattern 409 generated by the information and the speed limit signal. Thus, the operating interval of the train can be sufficiently shortened while holding the preferable rising feeling.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Application of the Invention] The present invention relates to a train control system for railways, etc., and particularly to a train control system suitable for cases where a large number of trains are in operation.

[Blue tatami of invention]

In order to operate trains safely on railways, etc., it is necessary to run them at a certain interval to avoid collisions between the preceding 1τ train and the following train.On the other hand, in order to increase transportation capacity,
It is necessary to shorten this interval as much as possible.

Therefore, in order to satisfy these conditions, ATS
(Automatic train stopping device), ATC (Automatic train stopping device)
, ATO (Automatic Train Operating System) and other various automatic systems are used. Among them, ATC will be explained first. As shown in Fig. 2, this system is used to An ATC signal current is sent from an ATC signal transmitter 2 installed on the ground to a track circuit 1 made up of rails divided into sections. The ATC power receiver 4 mounted on the vehicle 3 is connected to the AT that is being carried on the rail.
A C signal current is continuously received by electromagnetic induction, and the resulting ATC signal is discriminated by an ATC receiver 5 and sent to an ATC speed pattern generator 6. The ATC speed pattern generator 6 receives the ATC speed pattern input from the receiver 5.
It generates an ATC speed pattern according to the signal and sends it to the speed checking section 7.

On the other hand, on the train, the speed of the train is detected by the speed detector 8, and this is input to the speed checking section 7, where the ATC speed pattern generated on the train is compared with the train speed, and the speed of the train is checked. If the speed is greater than the ATC speed pattern, a brake output command is given to the brake control device 9.

Next, traveling control in a railway having such a configuration will be explained with reference to FIG.

Figure 3 shows running control when a following train 11 approaches a preceding train 10. A stepped display speed stage corresponding to the 0 signal immediately before the train is set. 13 shows a running curve of a train when operating at the maximum speed of each speed limit stage. The length of each blockage section is from the ATC limit speed of one section to the ATC limit speed of the next lower level.
It is set to ensure sufficient length to decelerate below the speed limit.

However, in the conventional automatic train control system configured as described above, at each blockage boundary point where the ATC signal indication changes to a lower level, there is a time delay between receiving the next lower level signal and starting the brake operation. Therefore, the empty running distance of the train is 14
appears, and as a result, the braking distance jl!, which is originally based on the braking performance of the train, is accumulated by the number of steps of the lower change of the ATC signal display. tt14 is added, and therefore, in such train control by ATC, there is a problem that it is difficult to shorten the distance between the preceding train and the following train more than the current method, in other words, it is difficult to shorten the train operation interval. there were.

On the other hand, as an improved type of such ATC, patterned ATC
What is called TC is also known. This means that in A '1' C with the above configuration, if the signal display of the next blocked section changes to a lower level, the ATC brake will always be applied when a train enters at a speed higher than the speed limit of the blocked section. This is not desirable in terms of riding comfort, and there are problems such as the train speed falling far below the speed limit of the blocked section. Therefore, only when the signal display of the next blocked section has changed to a lower level, Based on the rate of exceedance of the own train's speed over the speed limit of the next blocked section, the braking force applied to the train at that time is controlled (stronger brakes are applied when the rate of overspeed is large, and weaker brakes are applied when the rate of overspeed is small). ), but the basic problems are the same as those of the ATC described above.

Next, an ATC equipped with an ATO will be explained with reference to FIG. This Figure 4 shows an example of the configuration of a railway vehicle equipped with an ATC equipped with an ATO.The functions of the ATC are as described above, but the train automatically follows the target speed and stop/deceleration pattern. A for performing acceleration/deceleration control
A TO is attached, and on the train there is an ATO onboard device 15 for receiving ATO point information, an ATO receiver 16 and an ATC signal display, and commands for the train to move and brake based on the ATO point information. and an ATO departure switch 19 that gives departure instructions to the ATO.
is provided. Note that 20 is a main circuit control device.

Further, an ATO ground switch 18 is installed on the ground for providing forward and outbound ATO point information to the train.

The ATO control unit 17 uses a target speed pattern set according to the ATC signal indication sent from the ATC receiver 5, a stop deceleration pattern based on the ATO point information given from the ATO receiver 16, and input from the train speed detection device 8. A comparison is made with the train speed, and a brake command is output in accordance with the deviation between the train speed and each of the patterns, and the train is controlled to follow each speed pattern. However, if the ATC signal indication is exceeded, the AT
C brake control has priority over ATO control.

An example of a train running curve between stations in such an ATC with ATC is shown in FIG. When an ATO departure command is given at point
Run by following.

Actual vA23 shows the running curve of the train. In a section 24 where the ATC signal changes to a lower level due to a speed limit such as a curve or a branch, the AT and C brakes act with priority over the ATO control to decelerate the vehicle to the speed limit for the section.

When the train approaches the next station 25, the train receives point signals from the ATO wayside element 18, is decelerated to follow a deceleration pattern calculated and output on the train, and stops at a predetermined position at the next station.

However, even in ATC equipped with such an ATO, automatic operation by the ATO is performed under the restrictions of ATC signal display, so there is a problem that it is difficult to shorten the train operation interval more than the current one. The points still remain.

[Purpose of the invention]

The purpose of the present invention is to eliminate the above-mentioned drawbacks of the prior art, reduce the interval between the preceding train and the following train, increase the overspeed protection margin at the terminal station, and improve the train course conditions (branches opened in different directions, etc.). To provide a train control system that can sufficiently shorten train operation time intervals compared to the current situation while providing effective speed limit conditions.

[Summary of the invention]

In order to achieve this object, the present invention provides a train control system that automatically decelerates a train according to a speed limit signal given from the ground. A multi-step speed limit signal that is close to a parabolic stop pattern, which is an effective stop pattern, and a speed signal that instructs the train speed so as not to exceed the speed limit set by the speed signal, and usually the latter speed signal By smoothly controlling the train speed, and in the event that the train speed exceeds the speed limit indicated by the former speed limit signal, by applying the maximum brake that can be applied,
Compared to conventional train control using ATC, etc., the operation interval between the preceding train and the following train is shortened, the filtration speed protection margin distance at terminal stations is shortened, and the train route conditions (branches opened in different directions, etc.)
This aims to shorten the margin distance for trains, thereby shortening the train operating time.

[Embodiments of the invention]

DESCRIPTION OF THE PREFERRED EMBODIMENTS The train control system according to the present invention will be explained in detail below using illustrated embodiments.

FIG. 1 shows an embodiment of the present invention. In the figure, on the ground,
There is a speed signal generator 301 that is controlled by the presence or absence of train detection on the track circuit of the next blocked section, and the multi-step speed limit signal generated here is transmitted via a transmission cable 302.
The signal is transmitted to a plurality of transmission circuits 303 installed along the track. The speed signal sent to the transmission circuit 303 is received by a signal receiver 305 installed in the vehicle 3 and sent to a speed signal receiver 306 on the vehicle. The receiver 306 discriminates the speed signal from the ground and sends a speed limit signal to the speed check section 7, and the speed check section 7 generates a speed limit pattern corresponding to this signal.

On the other hand, the train speed signal generated from the speed detection device 8 of the vehicle 3 is also input to the speed check section 7, where these two signals are compared and checked. Based on the results of this review,
If the train speed exceeds the speed limit given from the ground at that time, a brake command is given from the speed checking section 7 to the brake controller 9 to apply a braking force for maximum deceleration.

FIG. 6 shows the speed limit signal pattern instructed from the ground and the train control according to the pattern at this time.

First, when the preceding train 10 is in the next blocked section, a speed limit signal pattern 402 is given from the transmission circuit 303 on the ground. At this time, if the speed of the following train 11 exceeds the speed limit signal pattern 402 given from the ground, this train 11 is decelerated according to the maximum deceleration speed curve shown by the dashed line 404 in the figure, and the train 11 is decelerated to the next blockage boundary point. 4050
It is controlled so that it can be stopped with a sufficient distance in front (outward). Note that after the train 11 exceeds the speed limit signal pattern 404 and before it starts a predetermined deceleration, it has a free running distance of 14 according to the train's approach speed (the brakes are applied after receiving the speed limit signal). Since there is always a distance (distance traveled by the train during the delay time until
It is important to set it so that it is inscribed in .

Furthermore, on a flat line, the speed limit signal pattern 402 may be set based on the maximum deceleration speed unique to the train, but if there is a slope in the section where the speed limit signal pattern occurs, the equivalent acceleration/deceleration caused by the slope may be set. It is necessary to set the speed limit signal pattern 402 from the effective deceleration curve of the train, taking into account the maximum deceleration unique to the train. That is, it is necessary to correct the slope of the speed limit signal pattern 402.

This speed limit signal pattern that gives the train the maximum deceleration is intended to provide a backup against unexpected situations such as the failure of normal train deceleration control. Deceleration control is performed to get as close as possible to the signal pattern and not to touch the pattern.

By the way, as a means of normal deceleration control, first of all deceleration control is considered by the driver using the manual brake, but if the driver touches the limit speed signal pattern low depending on how the driver operates the manual brake, the maximum deceleration can be immediately reached. The brakes will be applied, which is undesirable from the viewpoint of passenger comfort. Therefore, this embodiment is configured to perform automatic deceleration control as normal deceleration control, and the configuration will be explained with reference to FIG. 1 mentioned above. In this figure, there are trains on the ground. A deceleration information transmitter 316 is installed to transmit information necessary for decelerating the vehicle so that the vehicle does not exceed the speed limit signal pattern.

Further, on the vehicle, there is an antenna 315 that receives a signal from a deceleration information transmitter 316 on the ground, a deceleration target speed pattern generator 312 that generates a deceleration target speed pattern based on the deceleration information signal, and a deceleration target speed pattern generator 312 that generates a deceleration target speed pattern based on the deceleration information signal. A deceleration control unit 313 has been installed that provides an appropriate brake command to the vehicle based on a comparison calculation with the train speed. Note that the deceleration information signal described above is transmitted from the transmission circuit 303 for transmitting the speed limit signal.

It is now assumed that a train enters the section where the transmission circuit 303 is installed, and at this time, a speed limit signal is generated in this section due to the relationship with the preceding train. A deceleration information signal is applied to the train through the transmission circuit 303 simultaneously and in parallel with the speed limit signal.

This deceleration information signal is received by a deceleration information signal receiving antenna 315 on the vehicle. This deceleration information signal is...
The deceleration target speed pattern is input to the deceleration target speed pattern generating section 312, and at the same time, the speed limit signal is also input to the pattern generating section 312, where a deceleration target speed pattern is generated based on the speed limit signal and information provided by the deceleration information signal. This deceleration target speed pattern is input to the deceleration control section 313,
A comparison calculation is made with the train speed from the speed detector 8 which is input at the same time, and an appropriate brake command is output to the brake controller 310 so that the train does not exceed the speed limit signal pattern.

The train control situation described above will be explained with reference to FIG. When the following train 11 enters the section where the transmission circuit 303 is installed from the left side of the diagram, the speed limit signal pattern 402 is generated in the section under the condition that the preceding train 10 is on the inside of the next blockage boundary point 405. There is. On the other hand, at this time, train 1
A deceleration information signal is given to the train 11 via a transmission circuit 303, and according to a deceleration target speed pattern 409 generated from this deceleration information signal and the speed limit signal, the train 11 is given a deceleration information signal so as not to exceed the speed limit signal pattern 402. An appropriate brake command is given to the train 11, and the train 11 is decelerated as shown by broken line 408.

With such automatic deceleration control, the train 11 is controlled by the deceleration target speed pattern 409 shown in FIG. 6, and can decelerate smoothly while sufficiently approaching the speed limit signal pattern 402 while not touching the pattern too low. is possible.

As described above, the basic configuration of the present invention is to create a speed limit signal pattern that provides a final backup for train safety, and to smoothly decelerate the train as close to the pattern as possible and not to conflict with the pattern. It consists of an automatic deceleration mechanism, but if automatic deceleration becomes invalid due to a failure of the automatic deceleration mechanism, it must be possible to achieve the same deceleration as the automatic deceleration mechanism by manual deceleration by the driver. A method for this purpose will be explained with reference to FIG. 1, also mentioned above.

In order for the driver to perform a deceleration operation so as not to conflict with the above-mentioned speed limit signal pattern, a warning signal to start deceleration before (outside) the speed limit signal pattern and the area where the speed limit signal pattern occurs is required. Three types of information regarding own train speed are required, and for this reason, the driver's cab display device 314 in FIG.
The train speed given from the speed detection device 307, the speed limit signal given from the speed limit signal receiver 306, the deceleration target speed pattern from the deceleration target speed pattern generator 312, and the deceleration target of the train according to the progress of the train. The speed is displayed in several stages. FIG. 7 shows an example of a method for displaying operation.

This will be explained with reference to FIG. FIG. 7 shows the running condition of the train, where a stair-like pattern 402 shows the control speed signal pattern given from the ground, and a broken line 408 shows the deceleration speed pattern that the train should take in the section where the speed limit signal pattern occurs. . Further, a bold stepped pattern 501 set below the broken line deceleration pattern 408 is a pattern for indicating a deceleration target speed to the train. FIG. 8 shows an example of a specific display, and ■ and ■ in this figure.

(2) In each, the upper bar graph 601 displays the speed limit signal pattern 402 and the deceleration speed pattern 408, and the lower bar graph 602 displays the train speed (7) obtained from the train speed detection device. In addition, the symbols 0 to V shown in the middle row allow drivers to divide the target deceleration speed into several stages (the middle speed stage is the speed limit stage determined from the curve of the route, the 9 slopes, etc.). (It is desirable to set them to match.) Indicates the display for notification.

Now, in FIG. 7, consider the case where a train is traveling along the broken line from the left side of the diagram. When the train is at a point, the maximum operating speed V of the line is displayed on the train, and the display at this time is as shown in Fig. 8, and the upper bar graph 601 shows the speed O~■5. The range up to is shown in a single color (for example, green), and the middle indicator light 5 is lit.

Next, when the train enters the section where the transmission circuit 303 is installed and reaches point (2), the train is given a deceleration speed pattern 409 and the next deceleration target speed (4). At this time, the display is as shown in Fig. 8 (■), in the upper bar graph 601, the display color of the area above deceleration speed pattern V and ' changes (for example, from green to orange), and in the middle display, v4 is displayed. Ru.

Furthermore, when the train reaches point O, the train is given a speed limit signal pattern 402 and a deceleration speed pattern 409 from the transmission circuit 303 on the ground, while a signal indicating the deceleration target speed is transmitted from the train's deceleration speed pattern 409. is speed V4
Under the following conditions, the process moves to the next deceleration target speed ■3. The display at this time is as shown in Figure 8 (■), the upper bar graph 601 shows the speed limit signal pattern (■), the display color in the above area further changes (for example, from orange to red), and the middle display shows the speed limit signal pattern (■). Deceleration target speed ■3 is displayed.

Therefore, according to this embodiment, when the automatic deceleration mechanism is operating normally, its operating state (train control status B) is displayed, and if the automatic deceleration speed becomes impossible, the operation status is displayed. By showing the deceleration speed pattern and deceleration target speed to the driver, it is possible to manually decelerate the vehicle so as not to conflict with the speed limit signal pattern.

Next, another embodiment of the present invention will be described.

In the basic configuration of the present invention described above, regardless of whether automatic deceleration or manual deceleration is performed, if normal deceleration control is not performed normally, the train will exceed the speed limit signal pattern,
The brakes at maximum deceleration are applied immediately. Therefore, although there is no problem from the viewpoint of train safety, it is not desirable in view of the impact on train passengers and the risk of skidding due to sudden braking action.

Therefore, in the following example, a speed pattern (hereinafter referred to as a preliminary deceleration pattern) that preliminarily gives a weaker brake command is set before a limit speed signal pattern that gives a brake command of the maximum deceleration. The configuration and control will be described.

First, FIG. 9 shows the setting of a preliminary deceleration pattern, and this preliminary deceleration pattern 701 is set outside the speed limit signal pattern 402 (on the near side as seen from the direction of train movement). In FIG. 9, it is shared with the transmission circuit 303 for generating the speed limit signal pattern, but a transmission circuit for generating the preliminary deceleration pattern may be provided separately (however,
In that case, two independent transmission circuits are required, which increases the number of ground facilities, which is not preferable. ). In addition, it is desirable to use a signal different from the speed limit signal as the pre-WAfIi speed signal, but since the signal receiver on the vehicle is complicated, the pre-WAfIi speed signal is A practical method is to generate a deceleration speed pattern at the same time (that is, to generate a preliminary deceleration speed pattern by rereading the speed limit signal on the vehicle). However, even in this case, since it is impossible to read from the speed limit signal pattern for sections outside the section where the speed limit signal pattern occurs, a signal different from the speed limit signal is sent from the ground transmission circuit or track circuit. The signal is sent to the train to slow the train in advance so as not to conflict with the speed limit signal pattern.

Now, in FIG. 9, when a train approaches the section where the speed limit signal pattern 402 occurs from the left side along the broken line 703, the transmission circuit 30 on the ground stops when it enters the section 702.
3 or a signal @ is received from the track circuit 1, which generates a preliminary deceleration speed pattern 701 on the vehicle. At this time, if the speed of the train is equal to or higher than the preliminary deceleration pattern, the train enters the section where the speed limit signal pattern 402 occurs while decelerating as indicated by the broken line, and receives the signal ω.

From now on, the speed limit signal pattern 402 will be displayed on the train.
A preliminary deceleration speed pattern 701 is generated from the train, and the preliminary deceleration brake is controlled by comparing it with the speed of the own train.

Next, when the present invention is applied to the speed limit section (curve, slope, etc.) between stations with respect to the deceleration warning control when approaching the section where the speed limit signal pattern occurs, The control flIl (hereinafter referred to as deceleration release notice control) when moving to the speed limit section will be described.'

Figure 10 shows the details of the deceleration release notice control.
This figure shows that a transmission circuit 303 for generating a speed limit signal pattern is installed to generate a speed limit signal pattern 402 when the vehicle enters a speed limit section having a certain speed limit 804, and the transmission circuit 303 generates a speed limit signal pattern 402. An example is shown in which a preliminary deceleration/deceleration pattern 701 is generated by rereading, and the deceleration control of the train is performed.

Now, in FIG. 10, when the train approaches the section where the speed limit signal pattern 402 is generated along the running curve indicated by the broken line 703, the train first receives the deceleration warning signal ■ in the section 702, and then the train starts to receive the deceleration warning signal ■ for the generation of the speed limit signal pattern. Transmission circuit 303
The deceleration is controlled so as not to exceed the speed limit signal pattern 402 generated from the speed limit signal pattern 402.

Next, proceeding further from the train, speed limit signal pattern 4
When the train enters the 02 occurrence section, it receives the speed limit signal pattern (signal {circle around (2)}) and continues to decelerate according to the preliminary deceleration speed pattern 701 generated based on the pattern.

When the train further advances and enters the section 803, if the deceleration according to the preliminary deceleration speed pattern 701 is continued, the train will move along the dashed line 8 until it enters the constant speed limit section 804.
The vehicle enters a driving mode in which the vehicle continues to decelerate as shown in the 01 driving curve and then accelerates again.

Therefore, in the section 803, the terrestrial transmission circuit 303
, the speed limit signal (2) is overwritten, a deceleration release notice signal (2) is given, and the preliminary deceleration speed pattern 701 of the section 803 is controlled to match the speed limit in the fixed limit section 804.

By doing this, when the train enters the section 803, the deceleration control is canceled and the train enters the running mode of the running curve indicated by the dashed line 802, resulting in an unnecessary speed reduction (running curve 802).
Climb when entering the fixed speed limit section 804 shown in 1)
can be avoided.

FIG. 11 shows an embodiment of a system for generating the pre-6iX deceleration pattern described above. The preliminary deceleration pattern is generated by rereading the signal from the speed limit signal receiver 306 in the speed checking unit 308, and a preliminary brake command (indicated by a broken line arrow in the figure) is given to the brake control device 9. Basically, since there is pre-vR deceleration control,
This is a configuration in which the automatic deceleration control function in the embodiment consisting of the basic configuration of the present invention shown in FIG. 1 is omitted, and manual deceleration operation is performed from the brake command device 311.

Therefore, according to the embodiments described above, it is possible to eliminate the accumulation of idle running distance every time the signal appearance changes in conventional ATC, etc., and to sufficiently shorten the running interval between trains.

〔Effect of the invention〕

As explained above, according to the present invention, smooth deceleration control can be obtained at a speed close to the current Will limit constant speed without exceeding it, thereby eliminating the drawbacks of the prior art. This eliminates the accumulation of idle running distance when the brakes are applied, thereby making it possible to sufficiently shorten train operation intervals and increase transportation capacity while maintaining good riding comfort.

[Brief explanation of the drawing]

Fig. 1 is a system configuration diagram showing an embodiment of the train control method according to the present invention, Fig. 2 is a system configuration diagram showing a conventional example of a railway signal blocking system equipped with an ATC device, and Fig. 3 is a system configuration diagram showing an example of a railway signal blocking system equipped with an ATC device. An explanatory diagram showing train running control in a conventional example equipped with the system, Figure 4 is a system configuration diagram of a conventional example equipped with ATO and ATC devices, and Figure 5 is a train running control in a conventional example equipped with ATC and ATC devices. FIG. 6 is an explanatory diagram showing train running control according to an embodiment of the present invention, FIG. 7 is an explanatory diagram showing the relationship between train control and operation display according to an embodiment of the present invention, and FIG. An explanatory diagram showing one embodiment of driving display contents, FIGS. 9 and 10 are explanatory diagrams of driving control according to another embodiment of the present invention, and FIG. 11 is a system showing another embodiment of the present invention. FIG. 1... Track circuit, 2... ATC signal transmitter, 3...
・Vehicle, 7...Speed checking section, 8...Speed detector, 9
...brake control device, 10...preceding train, 11.
...Following train, 301... Speed signal generator, 302
...Transmission cable, 303...Transmission circuit, 305.
... Signal power receiver, 306 ... Receiver, 309 ... High priority output section, 311 ... Brake command device, 3'12
...Deceleration target speed pattern generation unit, 313...Deceleration control unit, 314...Driver's cab display device, 315...Deceleration information signal receiving antenna, 316...Deceleration information signal transmitter. Figure 1 and j/6 30/ Figure 2 Figure 3 d Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 Figure 70 Figure 1/Figure

Claims (1)

[Scope of Claims] 1. Train control in which the speed limit for each location of the train is instructed in response to speed instruction signals transmitted from the ground to the train independently for each predetermined section along the track. In the method, a second speed instruction signal is transmitted from the ground to the train in parallel with the speed instruction signal, and means is provided for setting target deceleration information that is always lower than the speed limit by a predetermined value using the second speed instruction signal. , a train control system characterized in that train deceleration control is performed based on this target deceleration information. 2. In claim 1, the speed limit is:
A train control system characterized by being configured to be set as a speed limit of an automatic train stop device. 3. The train control system according to claim 1, characterized in that the train deceleration control based on the target deceleration information is performed in at least one of automatic and manual modes.