JPS62254607A - Automatic operating apparatus for trains - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed description of the invention] [Industrial application field] The present invention relates to an automatic train operation device.

[Conventional Techniques vfI] Unmanned autonomous trains are operated using the same basic signaling principles employed for manned trains, i.e. the shortest safe train operation to the rear of another train. An unmanned self-driving train is operated as if it had a track until it starts violating the time interval distance, and the shortest safe train operation time interval! l!
If a violation occurs, the train will be slowed down and eventually stopped.

In addition to conventional optical or electrical train operation interval safety signals, autonomous trains can receive signals representing absolute maximum speed limits and target speed limits. The train is then operated to maintain the target speed without exceeding the maximum speed.

Therefore, when an unmanned autonomous train begins to approach the shortest train operation interval of the train ahead, the target speed is reduced and the brakes are immediately activated to slow the train to its target speed. The train control device is supplied with at least one service braking profile and likewise with at least one service acceleration profile. It is calculated by the central traffic control IIVi@, which is responsible for braking the operation of a complete network, or a complete section of the network, including the incompatible movements of multiple trains over many routes.

[Problem to be Solved by the Invention 1] The object of the present invention is to provide a certain level of control over one's own acceleration, braking and speed profile, taking into account more detailed information about the course one is currently traveling. [Intelligence] It is to provide self-driving trains with intelligence.

[Means and Operations for Solving the Problems 1] In accordance with the present invention, there is provided a means for substantially constantly communicating vehicle signal information regarding the safety of operation and static information regarding the efficient operation of the vehicle in a permanent manner. means for periodically supplying signals to the vehicles; means for receiving signal information for each vehicle;
(such as distance between stop locations and target arrival time)
means for receiving and storing static information; means for measuring the speed of the vehicle and the distance traveled by the vehicle; and controlling the brakes and electric motors of the vehicle based on the stored static information and the received information. An automatic train operation system is obtained which includes a control output means capable of generating a control output to be operated according to an input generated in response.

Provide stations with means to transmit static information to vehicles as much as possible.

The static information is sent to the vehicle while the vehicle is stopped at a station and stored in storage means of the vehicle.

Static information received and stored at one station can be replaced with new static information received at the next station the vehicle stops at.

[Example] Hereinafter, the present invention will be described in detail with reference to the drawings.

Referring first to FIG. 1, the illustrated station has an automatic train protection (A, T, P,) device 0!2 connected to receive a first input from a pick-up 2.

The pickup 2 can have an inductive loop antenna. The induction loop antenna is installed on the underside of the train, below the front of the front bogie and close to the rail 3 in front of the front center shaft.

The current induced in the rail 3 in the form of a rail circuit signal is detected by the pick-up 2. Those signals are first used by a track circuit device (not shown) to detect the presence of a train on the track section between the device's transmitter and receiver. This is well known in this technology;
Described in other literature. This is only background art as far as the present invention is concerned, and the reader is assumed to be familiar with the art.

The pickup 2 is provided in duplicate. The second pickup is identical to the first pickup, but is placed in close proximity to the other rail. A, T, P, two pickups are connected to provide track circuit signal input to device 1.

The above-described device is used to modulate the basic rail circuit signal carrier frequency for train operation.
Uses encoded signals. A coded signal modulated on the track circuit signal carrier signal conveys maximum speed information and target speed information to the train. The speed information actually replaces the information given to the driver by the conventional driver. In a nutshell, it works as follows. The train is given a maximum speed that it must not exceed and a target speed that is predicted to be the maximum speed within the next section. In subsequent sections, the target speed can be gradually reduced to zero. Equal maximum speed and target speed are equivalent to the traditional blue tier, and zero target speed is the same as the red stop light.

The A, T, P, equipment [11] installed on the train is, for example, British Patent No. 2159311 and British Patent No. 201799.
It may be a known one as described in No. 1 Mei III. A maximum speed coded signal and a target speed coded signal are included in the coded modulated track circuit signal transmitted through the track 3 and received by the pickup 2.

The signals are A and T to retrieve speed limit information.

Demodulated by P and @1. The actual speed of the train is measured by speedometer generator 114, which generates an electrical output signal proportional to the speed of the train. Its speed output signals are A, T
, P, are connected to the second input terminal of device 1.

A, T, P, '81121 is operative to compare the measured train speed signal from speedometer generator n4 with the maximum speed limit signal demodulated from the modulated track circuit signal received by pickup 2. do.

If the measured speed exceeds the speed limit, A.

Braking is automatically applied by T, P and device 1.

A, T, P, the device 1 has an emergency braking control output terminal 5. This emergency braking control output terminal is connected to a braking device.

When an emergency braking signal appears at output terminal 5, the train is automatically braked to the emergency braking level. A, T, P,
The device 1 also has two additional output terminals 6.7. A target speed signal and a track circuit frequency appear at their output terminals 6, 7, respectively.

An automatic train operation (A, T, O,'') device is represented by block 8 in FIG. 1. This device 8 has a microprocessor device, which will be explained in more detail later.A.
, T, O, the device 8 has two control output terminals 9 and 10. Their output terminals 9 and 10 are
11 device and a brake device, respectively. Target speed signal output terminal 6 and rail circuit frequency output terminal 7 are A, T, O, input terminal 11 of device 8
゜12 respectively. Another input terminal 13 of A, T, O, ¥& is connected to another inductive loop antenna receiving device @14 provided in a double manner.

A, T, O, and output lines 15 of the device 8 are connected to a transmitting loop antenna device @16 which is provided in duplicate. The antenna arrangement 14.16 is installed on the underside of the vehicle, including the A, T, O, @ positions, and is inductively coupled to a loop embedded in the trackbed close to the rail 3. Antenna device 14.16
is installed further back in the row than the pickup 2. The measured speed signals from the speedometer generator 14 are A and T.

0, connected to the input terminal 17 of the device 8.

FIG. 2 shows the A, T, O apparatus in detail. A.

■、0. The heart of the device is the microprocessor 18. The operation of this microprocessor is controlled by data instructions, i.e. operating programs, stored in a programmable read-only memory (PROM) 19 having a control data storage connected thereto. . Also connected to the microprocessor 18 is a further description which serves as a geographic data storage.

Input terminal 21 and output terminal 22 of microprocessor 18
via the high frequency carrier modulator/demodulator block 23,
It is connected to a receiving antenna device @14 and a transmitting antenna device 116, which are provided in duplicate. The signal sent to the transmitting antenna device 1f16 is amplified by the amplifier 24. The received signal and the transmitted signal are modulated high frequency carrier signals, and the output from the dually installed antenna system @14 is given to the high frequency carrier modulator/demodulator block 23 via the carrier level detector 25. . The high frequency carrier modulator/1wJ block 23 includes a matched high frequency signal generator and a microprocessor 18 for transmitting the carrier signal.
and a circuit for demodulating the received modulated carrier wave signal and applying the m-tone signal to the input terminal 21 of the microprocessor.

The microprocessor 18 includes a data input block 27, etc.
A data output block 28 and a distance/speed measuring device 29 are also connected to the system data bus 26 for bidirectional communication. A data input block 27 and a data output block 28 transmit tiIl signals between train operating devices. The microprocessor 18 is housed inside a removable unit and is connected to the normal train control circuitry via an interface 30. Electric! 1JI11 control output 9 and control v
A control output 10 of the JIi is output from the microprocessor 18 via an interface 30, and a target speed signal and a track circuit frequency signal applied to input terminals 11 and 12, respectively, are applied to the microprocessor 18 via the interface 30.

The speedometer generator 4 can be connected to the distance 11i/speed information measuring device 29. The distance/speed measuring device 29 includes a separate microprocessor-based device that operates independently of the main microprocessor 18. The speedometer generator R4 can have an alternating current generator that generates an analog signal. The frequency of the analog signal is directly proportional to the rotational speed of the vehicle's wheels, and therefore directly proportional to the speed of the vehicle. Distance/speed meter 29 includes a squaring circuit that generates a digital logic compatible signal from the analog signal from the speedometer generator. The microprocessor processes the signal to obtain a distance measurement, i.e. a measurement of the distance traveled by the train from the initial point, by counting the number of pulses generated;
By determining the rate of change of that distance over time, the speed measurement is determined and an instruction to travel in the opposite direction (reverse direction) is given.

Distance/velocity, information measuring device 29 is microprocessor 18
produces an output in digital form that conforms to the input HFtm equation. The output of the distance/speed information measuring device 29 is connected to the data bus 26
given to.

FIG. 3 is a block diagram of the fixed part of the device installed at the station. The outline of the station platform is indicated by reference numeral 31. Rails on this platform (not shown)
are installed in close proximity.

There are two camphor loop antennas on the rail 32.33°34.
35 will be installed. The first type of loop antennas 32 and 35 are located about 100 meters apart towards the ends of the platform, 4! Details of the I-structure are shown in Figure 4. The electrical structure of those loop antennas is shown in FIG. 4(b).

A second type of loop antennas 33 and 34 are arranged between the positions of loop antennas 32 and 35.

Since it is optional whether or not to use the loop antenna 33,
To indicate this, the loop antenna 33 is drawn with a broken line. In practice, this device control signal is indicated by the direction in which the train is traveling, and this embodiment uses one 3fA loop antenna at a time out of four loop antennas. In FIG. 3, it is assumed that the train moves from left to right within the page, so the train is connected to the loop antenna 32,
Use 34°35. Loop antennas 34 and 35 are installed at a stop position at the leading end of the train, somewhat close to each other. In the case of trains traveling in the opposite direction, loop antennas 32, 33, and 35 are used. Loop antennas 32 and 33 are installed somewhat close to each other at a stop position at the leading end of the train.

The first type of loop antennas 32 and 35 are used to transmit data to the train. A train running from left to right in the drawing receives ff, lf: when its receiving antenna 14 is above the portion of the loop antenna 35 indicated by reference numeral A in FIG. It will be done. A train running in the opposite direction is stopped when the receiving antenna 14 is positioned above the loop antenna 32.

The transmitting loop antennas 32 and 35 are feed line devices 36.37
Connect to platform communication device 1J39 or Lano output ll1J38 via respectively, loop antenna 33
．． 34 are connected to the platform communication device 39 via transmission line matchers 40 and 41, respectively. The platform communication device 39 has a geographical data storage @@42 and a storage device 4.
2 is selectively read out, and if the train is moving from left to right on the drawing in FIG. 3, it is read out via the loop antenna 35; A microprocessor-based scanning and control circuit 43 is provided to scan the memory W142 so that data can be sent to the train via the loop antenna 32.
, a high frequency carrier modulation/demodulation circuit 44 connected to that circuit via a bidirectional link 45, a carrier level detection circuit 46, and a traffic control room automatic train monitoring (A, T, 8.) Scanning and control circuit 43 coupled to the device and via data bus 50
A, T, S via a data input circuit 48 and a parallel interface bus 49 coupled to the A, T, S.

A data input circuit 48 coupled to the device and to scan and control circuit 43 via data bus 50, and scan and control circuit 43 and A, T, S.

a torsional pair bidirectional link 54 coupled between the devices. Two input terminals of the carrier level detection circuit 46 are respectively connected to the output terminals of the line matching device 40.41, another input terminal is coupled to the input terminal of the high frequency carrier modulation/demodulation circuit 44, and one output terminal is connected to the input terminal of the high frequency carrier modulation/demodulation circuit 44. It is coupled to an input terminal of a high frequency carrier modulation/demodulation circuit 44 and another output terminal is coupled via a power amplifier 47 to an output terminal 38 of platform communication device 39 .

The geographic data stored in geographic data storage 42 describes the next extension of the rail extending to the next station stop.

The information includes slope information, connection points and intersection points, rail section length, rail section carrier frequency, maximum speed limit,
This includes data describing train planning information, etc., or other data that must be taken into account in order to operate the train most efficiently.

At least one of the data sent to the data input circuit 48 via the interface 4, 9 and the data sent to the scanning and control circuit 43 via the link 54 contains current signal information, as well as information about the next station. Contains digitally encoded information describing the temporarily imposed maximum speed limit and the current target speed for each section of track along the path to. Since that information is provided by the A, T, and S devices, it may depend on, for example, the presence of another train on the same track to maintain the maximum safe train separation distance.

Fixed geographic data from storage 42 and transient signal data received by data input circuit 48 or via link 54 are encoded as a series of digital signal telegrams which are transmitted to scanning and control circuit 43. High frequency carrier modulation/demodulation circuit 4 via link 45 under the control of
given to 4. The ^frequency carrier signal generated by the high frequency carrier modulation/demodulation circuit 44 is frequency modulated in the high frequency carrier modulation/demodulation circuit 44 using a digital telegram as a modulation signal. The resulting modulated signal is applied to the loop antenna 32 or 35 via the detection circuit 46, the power amplifier 47, the output terminal 38, and the feed line device 36 or 37. "Handshake" transmitted from the train and received by the loop antenna 34
The signal passes through a line matching device 41 to a carrier level detection circuit 46
given to. The carrier level detection circuit 46 stores a value representing the highest level of the signal received the first time the train crosses the loop antenna 32 or 35. As the signal level subsequently falls, the data applied to the scanning and control circuit 43 is switched off when its level reaches a certain percentage of the highest stored level.

The details of the structure of each loop antenna 32, 35 are shown in Figure 4 (b).
). The total length of each loop antenna is 15m,
Several sub-loops A, B, C, D.

It has E. The divisions of the sub-loops B, C, D, E are formed by intersections. When a pair of train antennas passes over their intersection while the loop antenna is excited, the level of the signal received by the train decreases significantly, as shown in Figure 4(C). The level is upper stomach.

The cross-splitting point between secondary loops B and C is located approximately 10 m from the desired stopping point of the train. Its location is made to fall within the scope of sub-loop A. Corresponding level changes in the signals received by the train are therefore used by the microprocessor 18 onboard the train as a distance calibration point and also as a low speed check. In this way, when the train is moving from left to right within the paper plane of FIG.
The train can be accurately stopped when the antenna is above the loop antenna 34. When the train is traveling in the opposite direction, the train uses the loop antenna 32.33°35 in the same way, but the loop antenna 14.16
are respectively positioned above the loop antennas 32 and 33.

As shown in Figure 3, the series of events that occur when a train approaches from the left is as follows. The train is operated under the command of the A, T, O, device according to the maximum speed limit and target speed limit of the signal device, and the control of the A, T, O, device is such that the leading end of the train The train is trying to stop as close as possible to Figure 3).

Platform communication device 39 is in standby mode and is continuously transmitting synchronization data to loop antennas 32 and 35. The signal can be an upper-tone signal, but preferably includes a frequency-shifting keying signal that includes a recognition code. Antenna system W114 installed on the train
passes over the loop antenna 32, both antennas are inductively coupled and the microprocessor 18 on board the train receives the corresponding signal. The level of the rectified signal at its input follows the signal curve shown in FIG. 4(C) from right to left. The second point of intersection between sub-C and D in FIGS. 4(a) and 4(b) is named the first synchronization point. The synchronization point is about 100 m1ill from the stopping point. At its first synchronization point, microprocessor 1
8 serves to synchronize the distance/speed measuring device 29;
Select the appropriate braking brake all signal as required by the braking profile required to stop the train at the desired location.

After a certain period of time, the train begins to pass over the second transmitting loop antenna 35. As the antenna device 14 passes from left to right over the third intersection between the sub-loops C and D of FIGS. 4(a) and 4(b), the microprocessor 18 detects a second synchronization point. admit.

The second synchronization point is 10 meters away from the stop point and is used as a final check and update of the braking request, if necessary.

When the train stops, the antenna device 14 is directly above the sub-loop A of the loop antenna 35, and the antenna device @16 is directly above the loop antenna 34.

The distance/speed measuring device 29 indicates zero speed, and in response to the zero speed indication, the microprocessor 18 sends a "wake up" message and its identification code to the antenna device @16.
Trigger the transmission to platform communication device 39 via. Once bidirectional communication has occurred in this manner, platform communication device 39 begins transmitting its predetermined data messages.

The first message may be a command to open the train door. In addition, if the platform has an edge shield, the edge shield is also opened at the same time as the train door is opened. In the latter case, it is absolutely important that the train doors are aligned very precisely with the edge shields to stop the train. The multi-point synchronization pattern ensures this operation. The platform communication device @39 then sends geographic data and signal data to the train.

New geographic data replacing old geographic data is stored in storage device 2.
Loaded to 0. Loading that new geographic data is
Preferably, this is done while the train is transmitting its own identification code to the platform communication device 39. This is a continuous "handshake" and is repeated during the time the train is stopped at the station. After that time has elapsed, platform communication device 3
9 stops transmitting data and A, T, O, the device closes the door again.

The train doors and, if platform edge shields are used, the edge shields, when closed,
A, T, and O installed on the train in preparation for the re-emergence of the train
, a command is issued to the device.

The fully automated train begins to move in response to the command. In a train where a driver or a supervisor is on board, it is necessary for the driver or supervisor to indicate confirmation of the departure command by, for example, pressing a departure button.

While the train is moving along the rails, a pickup 2 installed at the lower front of the train receives encoded rail circuit frequency signals from the rails 3, and outputs A, T, P, and device control signals. sends the track circuit frequency signal and speed information to A, T, O,
Send to device 8. The speedometer generator 4 generates an output pulse,
From the output pulse, the distance 1ili/speed measuring device 29 measures the speed and distance A.

1.0. Instructions can be given to the device 8. Read-only storage @19
The microprocessor 18, controlled by a program stored in the microprocessor 18, performs two basic tasks. The first task is to determine the current position of the train by comparing the distance traveled since the last stop and the track circuit carrier signal with the geographic data stored in the memory @20. This technology is a “positive root
Identification (Po5itive Ro
uteIdentification) is described in detail in pending British patent application no. Once the current location is determined, microprocessor 18 reads geographic data from storage 120 that describes the train's forward path or track. In order to determine the speed at which the train should travel, in particular the current acceleration, or deceleration if the train is coasting, the microprocessor 18 changes the track slope, hen track speed limit and then the speed. The distance to, i.e. the length of the rail section, must be taken into account. Figure 5 shows one aspect of how trains can be operated more efficiently.

In FIG. 5, it is assumed that the train travels from left to right. Vertical dashed lines mark the boundaries between adjacent rail sections. The scale on the left side of the diagram indicates the speed of the train in kilometers/hour (
kph), and the horizontal axis shows the rail section speed code as the maximum speed higher than the target speed. Target speed is the maximum speed that should be achieved when approaching the next station. As shown, the speed code from the left is 80/80.80
/65.65/65. The train will enter from the left at approximately 80 kph. When the train enters the second track section,
Target speed is reduced to 65 kph. In the conventional system, that deceleration would immediately trigger the Δ, T, O, device 8 to apply the brakes and reduce the speed to just below 65 kph. It is shown by the curve marked "without invention". The device described herein can continue longer without braking because the microprocessor 18 is able to read the length of the second track section from the geographic data storage. This makes it possible to determine the point closest to the end of the section at which braking must begin, taking into account not only the length of the section, but also the slope of the track. This is represented by the curve labeled ``With Honkomyo''. The point of braking and the travel speed can also be selected according to the travel time, which is compared with the planned time.

For example, if we have one hour of control compared to the planned time, there is no way to drive the train to the maximum speed limit, and braking can be initiated according to the controlled time difference, or according to the speed constraint ahead of the parish. can drive trains,
Even if the maximum speed in the intervening section and the target speed can be higher, they can be recorded as fixed data.

[Brief explanation of drawings]

Figure 1 is a block diagram of the operating equipment installed on the train, Figure 2
The figure is a block diagram of the self-help train operation device shown in Figure 1, Figure 3 is a schematic diagram of the station fixing device, Figure 4 is a schematic diagram showing the configuration of the station aboveground loop to accurately control train stops, and Figure 5 The figure is a graph showing the contours of train speeds with and without the present invention. 2...Pickup, 4...Speedometer generator, 8...
・Automatic train operation device, 14...Receiving antenna, 16・
...Transmission antenna, 18...Microprocessor, 1
9... Control data storage device, 20.42... Geographical data storage device, 23... High frequency carrier modulator/demodulator, 25.46... Carrier level detector, 29... Distance@/ Speed measuring device, 39... platform communication device,
43...Scanning and control circuit, 44...High frequency carrier wave variation: ll/'11110 path.

Claims (10)

[Claims] (1) a. Means for substantially constantly communicating, in a permanent manner, vehicle signal information relating to the safety of operation, and b. Means for periodically supplying to the vehicle static information regarding the efficient operation of the vehicle. , c. each vehicle is provided with: i) means for receiving signal information; ii) means for receiving and storing static information; and iii) measuring the speed of the vehicle and the distance traveled by the vehicle. and iv) control means capable of generating a control output for operating the brakes and electric motors of the vehicle in accordance with inputs generated in response to the stored static information and the received information. automatic train driving equipment. (2) Said means on each vehicle for receiving and storing static information include: a) antenna means for receiving static information; and b) data storage means for storing static information under the control of a microprocessor. The apparatus according to claim 1, characterized in that the vehicle control means includes the microprocessor. (3) The means for periodically supplying static information to the vehicle is
means at the station for transmitting static information to the vehicle, the station transmitting the static information while the vehicle is stopped at the station, the information being stored in storage means on the vehicle; An apparatus according to claim (1) or (2). (4) Stored static information received at one station is replaced by new static information received at the next station where the vehicle stops. Apparatus described in section. (5) The means at the station include: a) data storage means for storing static information; b) means for detecting the arrival of a vehicle at the station; and c) means for detecting static information while the vehicle is stopped at the station. The device according to claim 3 or 4, further comprising: means for transmitting the target information to the vehicle via the transmitting means. (6) The apparatus according to claim (5), wherein the detection means includes loop means for inductively detecting the arrival of a vehicle at a station. (7) The means at the station further comprises means for scanning the data storage means at the station so that the information stored in the data storage means can be selectively transmitted to vehicles at the station. The device according to claim (5) or (6). (8) The device according to any one of claims (5) to (7), wherein the means at the station is for instructing remote monitoring means that a vehicle has arrived at the station. Claims (5), (6), or (7) further comprising means for communicating with the monitoring means.
Apparatus described in section. (9) The means at the station is such that the transient signal information received by the communication means from the monitoring means is transmitted to the vehicle via the transmission means while the vehicle is stopped at the station. The device according to claim (8), characterized in that: (10) The device according to any one of claims (3) to (9), wherein the transmitting means at the station includes loop means for inductively transmitting information to a vehicle.