JPS6235322B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an automatic vehicle operation system for automatically operating a train, and in particular to an automatic vehicle operation system that enables normal automatic operation even when an abnormality occurs in the electric brake system. Regarding equipment.

The prior art and its problems will be explained with reference to FIGS. 1 and 2. In the control block diagram of Fig. 1,
Reference numeral 1 denotes an ATC (automatic train control) receiver, which receives an ATC signal from the ground track circuit of the ATC device, that is, a speed limit signal within the corresponding section, and inputs it to the ATO (automatic operation) device 20. The input ATC signal is converted from a 100V level or a 24V level to a 5V level in the input buffer 4. Similarly, an ATO signal for train power running control is received by ATO receiver 2, and this ATO signal is also 5V at input buffer 4.
After being converted to a level, it is taken into the ATO device 20 as input information. 5 is a pattern generator,
It receives the ATC signal and ATO signal unified at the 5V level as input, and generates the traveling target speed and a speed pattern signal V _P of distance versus speed. 3 is a speed generator which detects the actual speed of the vehicle and outputs an AC sine wave signal with a frequency corresponding to the actual speed. 7 is a waveform shaping circuit that converts the sine wave signal from the speed generator 3 into a rectangular wave, further rectifies and smoothes it, and outputs it as a signal V _V corresponding to the actual speed. The deviation between the pattern signal V _P from the pattern generator 5 and the actual speed signal V _V from the waveform shaping circuit 7 is calculated by an adder 8,
A computing unit 9 computes a brake signal and a power running signal that are proportional to this speed deviation ΔV. The adder 8 and the arithmetic unit 9 are collectively called a proportional controller 10. The power running signal and the brake signal from the proportional controller 10 are each converted by a notch converter 11, and the power running signal is controlled by a power running command unit 12 and a brake command unit 13 via a power running command line 14 and a brake command line 15 of the vehicle, respectively. and electric brake control device 1
6 and air brake device 17 that controls the air brake
given to. 16 and 17 are the first car of the train.
16' and 17' are for car 2, 16'' and 17'' are for car 3
The chopper device and air brake device of car No. are shown, respectively.Although illustrations are omitted, the chopper device and air brake device of car No. N are similarly connected to the power running command line 14 and brake command line 15 for automatic operation. Power running control and brake control are performed in accordance with a power running command and a brake command from the device 20. Such electro-pneumatic brake control is disclosed in, for example, Japanese Patent Laid-Open No. 55048/1983.

However, the conventional automatic driving device described above has the following problems. That is, for example, if the electric brakes of the chopper devices 16, 16', etc. in cars 1 to N become inactive due to an abnormality, as is well known, for example, when an abnormality is detected in the chopper device, that unit is released. and the train is operated only with the remaining healthy units. When this electric brake is disabled, the air brake devices 17, 17'... will compensate for the braking force, but generally the electric brake force and the air brake force do not match, and the characteristics are as shown in Fig. 2. There is a discrepancy between the two. In FIG. 2, the horizontal axis represents the brake notch, the vertical axis represents the deceleration, the characteristic curve represents the electric brake force, and the characteristic curve represents the air brake force. Normally, in an automatic driving system, control performance is matched by a proportional characteristic that has a relationship between the output of the calculator 9 in the proportional controller 10 and the speed deviation ΔV, but the deceleration characteristic for the same notch is and air brakes may differ. For example, if the deceleration of the electric brake for the same brake notch is greater than the deceleration of the air brake, the deceleration of the electric brake with 5 notches will be the same as the deceleration at point A in Figure 2 (approximately 3.5 Km/h/s). On the other hand, with the 5-notch air brake, the characteristic deceleration just below point A (approximately
2.9Km/h/s). This figure shows an example in which the deceleration obtained with the electric brake at a point of 5 brake notches is the same as the deceleration obtained at the point of a 6-notch brake one rank higher with only the air brake. In this case, even if the automatic driving device 20 commands, for example, 5 notches, if the electric brake is disabled and only the air brake is applied, the deceleration will be low, the speed deviation ΔV of the target speed V _P will become large, and the offset from V _P will be low. There was a problem that the amount increased and control performance deteriorated.

In this way, conventional control devices that operate trains automatically operate, for example, when there is an abnormality in the brake system and only air brakes are used, the braking force changes when electric brakes and air brakes are used together, and the control system that was set under normal conditions changes. If the constants are used as they are, constant speed controllability and fixed position stop controllability will be affected, and control performance that is exactly the same as in normal conditions cannot be obtained. Because it is not possible to match the control constants to each system, and it is not possible to have a unified control constant for each system, it is not possible to maintain normal automatic operation control when these drive systems become abnormal. There were some inconveniences.

SUMMARY OF THE INVENTION An object of the present invention is to provide an automatic vehicle driving system that can operate a vehicle without changing the fixed position stop control performance from the normal state even when an abnormality occurs in the electric brake system.

A feature of the present invention is that, in an ATO that performs fixed position stop control, the control constant of the proportional control section of the ATO is switched in response to a failure signal of the electric brake controller.

An embodiment of the present invention will be described below with reference to FIGS. 3 and 4. The difference between the control block diagram in FIG. 3 and the conventional example in FIG. 1 is that the embodiment in FIG. 3 includes chopper devices 16, 16', .
The electric brake failure command line 18 inputs the failure signal FD to the automatic driving device 20, and upon receiving this failure signal, selects and extracts a control constant according to the failure signal and outputs it to the proportional control unit 10. The other points are the same as the conventional example shown in FIG. 1 except that a control constant setter 6 for switching the control constant of the control section 10 is added. Figure 4 is a diagram showing an example of control constant switching, where the horizontal axis shows the speed deviation ΔV, the vertical axis shows the brake output, the curve shows the proportional control characteristic under normal conditions, and the curve shows the electric brake system expired and only the air brake is used. This shows the proportional control characteristics when . In other words, by adding the bias amount ΔB to the proportional control characteristics under normal conditions and making the total bias amount = BIAS + ΔB, the braking force was equivalently increased by 5 notches in order to maintain the same speed deviation ΔV ₅ . The control constants are changed so that the output is as high as 6 notches, and the electric brake 5 in Fig. 2 is
From point A of the notch to B of the 6th notch of the air brake
This is intended to make it possible to maintain constant control performance even if an abnormality occurs in the brake system.

In this way, in this embodiment, when an abnormality is detected in the chopper and the unit is opened, an electric brake system failure signal is sent via the electric brake failure command line 18.
The FD is taken into the calculation section consisting of a microcomputer, and the brake characteristics when the electric brake of each car breaks down are stored in advance in the control constant setter 6, as in the example above, and the failure signal FD is input. Accordingly, the control constant setter 6 selects the optimum control constant from the stored contents, and automatically switches the constant of the proportional controller 10 in the arithmetic unit. As a result, according to this embodiment, it is possible to always perform stable fixed position stop control with a simple configuration of adding the failure command line 18 and the control constant setter 6 to the conventional device.

In addition, even in the case of failures in the electric brake system, failure detection information for unit failures, all unit failures, and failures for each car is imported into the arithmetic unit that incorporates the proportional controller 10, and this information is deciphered and analyzed individually. By selecting control constants corresponding to the mode, optimal control can be performed for any abnormality, and stable fixed-position stop control can be achieved at all times.

According to the present invention, stable fixed position stop control can be maintained even in the event of a failure in the electric brake system.

[Brief explanation of the drawing]

Fig. 1 is a conventional control block diagram, Fig. 2 is a characteristic diagram of the relationship between the brake notch and deceleration in a conventional device, Fig. 3 is a control block diagram of an embodiment of the present invention, and Fig. 4 is a control block diagram of an embodiment of the present invention. It is a relationship characteristic diagram of the speed deviation and brake output in the example of a figure. 1...ATC receiver, 2...ATO receiver, 3...speed generator, 4...input buffer, 5...pattern generator, 6...control constant setter, 9...calculator, 10...proportional controller, 12...power running Command device, 13... Brake command device, 16... Chopper device, 17... Air brake device, 18... Air brake failure command line, 20... Automatic driving device.

Claims (1)

[Claims] 1 An ATO receiver, a means for generating a speed pattern for stopping at a fixed position in response to the reception, a speed detector for detecting the actual speed of the train and outputting a signal according to the actual speed, An automatic operation calculation unit that has a built-in proportional control unit that calculates the speed deviation from the speed deviation and calculates a brake command signal according to the speed deviation, and an electric brake controller that receives brake commands from this calculation unit and controls the brakes of the train. and an air brake controller for supplementing the insufficient braking force of the electric brake, further comprising: means for inputting a failure signal of the electric brake controller to the proportional control section; 1. An automatic vehicle driving device comprising means for switching a control constant of a proportional control section.