KR940008239B1 - Automatic train operation - Google Patents

Abstract

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Description

Automatic train operation device

1 is a schematic explanatory diagram of a driving device installed in a train.

2 is an explanatory diagram of the automatic train operating device shown in FIG.

3 is an explanatory diagram of a device installed at a station.

4 is an explanatory diagram showing a device of a station ground control loop for accurate stop control of a train.

5 is a diagram illustrating a speed comparison between a train equipped with the present invention and a train not provided with the present invention.

* Explanation of symbols for main parts of the drawings

1: Automatic train protection device 2: Pickup

4: tachometer 8: automatic train operating device

9,10: control output 14,16: antenna device

20: memory 32,33,34,36: loop

39: platform communication device

The present invention relates to an automatic train driving apparatus.

Unmanned automatic trains operate on the same basic signals and principles as those used on manually operated trains. In other words, the train will run roughly until it reaches the minimum safe distance from the rear of the other train, and when the minimum safe distance is reached, the speed of the train will slow down and finally the train will stop.

In addition to the normal forward speed safety signals, either visual or electrical, the train receives signals indicating the absolute maximum speed limit and the target speed limit. The train then runs while maintaining the target speed without exceeding the maximum speed. Therefore, when the head of the train begins to approach the minimum safe distance, the target speed is slowed down and the brakes of the train immediately actuate to lower the train below that target speed. At least one effective braking signal king is supplied to the train controller at least one effective acceleration signal. The target speed is calculated by the central network controller responsible for controlling the operation of the safe network involved in the collision of many trains on many tracks or the complete section of the network.

It is an object of the present invention to provide an automatic train with "intelligence" so that it can calculate its own acceleration, braking and speed conditions, taking into account more detailed information of the tracks that the train will soon pass.

Automatic train driving apparatus according to the present invention is a means for continuously communicating with the train signal information related to the safe operation installed on a permanent track, fixed information related to the efficient driving of the train (slope, distance between the station and the target arrival time) Means for periodically providing the train to the train, and means for receiving and storing stationary information provided on the train, means for measuring the speed of the train and the distance traveled by the train, responding to the stationary stationary information and received signals and information. Control means for generating a control output for operating the brake and the motor of the train according to the input generated by the.

The station is provided with means for transmitting fixed information to the train so that the fixed information is transmitted to the train and stored in the memory means installed on the train while the train is standing at the station. The memorized stationary information received at one station is replaced with new stationary information received at the station following the train stop.

The present invention will be described in more detail with reference to the accompanying drawings.

The device shown in FIG. 1 consists of an automatic train protection device 1 connected to receive a first input from a pickup 2. The pickup 2 is composed of an induction loop antenna provided below the axle of the head bogie bogie close to one side of the train, that is, the railway rail 3.

The electric current induced in the railway rail 3 in the form of a track circuit signal is sensed by the pickup 2. This signal is used by track circuit devices (not shown) to detect the presence of trains in the track section between the transmitter and receiver devices of the device. This is well known in the art. This is merely a background art with respect to the present invention, and those skilled in the art will readily understand it.

The pickup 2 is dual. The second pickup is the same as the first pickup but is installed so as to be close to another rail. These pickups are connected to the automatic train protection device 1 so as to input a track circuit signal.

The device shown uses the A and C codes and signals used to modulate the carrier track carrier frequency for the purpose of train operation. The coded signal on the track circuit carrier signal transmits the maximum speed and target speed information to the train. In practice, this speed information replaces the information transmitted to the train driver by conventional color traffic light devices.

This is briefly described as follows.

That is, the maximum speed information that should not be exceeded and the target speed information expected to achieve the maximum speed in the next section are transmitted to the train.

The target speed decelerates gradually to zero in a continuous section. The same maximum and target speeds are the same as indicated by the green signal, the target speed lower than the maximum speed is the same as the warning yellow signal, and the zero target speed is the same as the stop red signal.

The automatic train protection device 1 installed in a train may be a type known in the art, for example, as shown in British Patent Nos. 2159311 and 2017991.

The maximum and target speed coded signals are carried in the coded modulation track circuit signal transmitted via the railway rail 3 and received through the pickup 2. This signal is decoded by the apparatus 1 to extract the speed limit information.

The actual speed of the train is measured by a tachometer 4 which generates an electrical output signal in proportion to the speed of the train. This speed output signal is connected to the second input of the automatic train protection device 1.

The automatic train protection device compares the measured train speed signal from the tachometer 4 with the maximum speed limit signal decoded from the modulation trajectory circuit received through the pickup 2.

If the measured speed exceeds the maximum speed limit, the brake is automatically activated by the automatic train protection device 1. This automatic train protection device 1 has an emergency braking control output 5 which is connected to a brake device. When the emergency braking signal appears at the output 5, the brake of the train is automatically activated to reach the emergency braking level. The automatic train protection device 1 has two different outputs 6 and 7 which respectively transmit a target speed signal and a track circuit frequency. Automatic train operation is shown by block 8 in FIG. It consists of a microprocessor device as described in detail below. This automatic train driving device 8 has two control outputs 9 and 10, respectively, connected to control the motor control and the brake device of the train. The target speed and track circuit frequency signal outputs 6 and 7 from the automatic train protection device 1 are connected to the inputs 11 and 12 of the automatic train operating device 8, respectively. Another auto train operation input 13 is connected to another dual inductive loop antenna receiver indicated by reference numeral 14.

The automatic train driving device 8 also has an output line 15 connected to the dual transmitter loop antenna device shown by reference numeral 16. These antenna devices 14 and 16 are inductively coupled to the roofs which are installed on the lower side of a train equipped with an automatic train driving device and are developed on tracks close to the railway rails 3, which are mentioned above. It is provided in the rear side rather than the pickup 2. The measured speed signal from the tachometer 4 is connected to the input 17 on the side of the automatic train operating device 8.

FIG. 2 shows the automatic train operating device in more detail, and the parts shown in FIG. 1 are denoted by the same reference numerals. An important part of the automatic train operator is the micro-processor 18. The processor 18 is controlled by a data instruction, that is, an operation program stored in a programmable read-only memory 19 composed of control data storage connected to the processor. The processor 18 is also connected to another memory 20 serving as a geographic data storage device.

This processor 18 has an input 21 and an output 22 which are connected to a dual receiver and transmitter antenna 14, 16 via a high frequency carrier modulator / demodulator 23. The signal sent to the transmitter antenna is amplified by the amplifier 24. The received and transmitted signal is modulated into a high frequency carrier signal and the output from the dual antenna 14 is applied to the high frequency carrier modulator / demodulator 23 via the carrier level detector 25. The modulator / demodulator 23 includes a matching high frequency signal generator and circuitry for modulating the carrier signal to the processor output for transmission and demodulating the received modulated carrier signal to send the modulated signal to the processor input 21.

The processor 18 is also connected to the system data bus 26 for bidirectional communication with the data input block 27, the data output block 28 and the distance velocity measuring device 29. Input and output blocks 27 and 28 carry train driving system control signals. The processor 18 is installed in a detachable device and is connected to a regular train control circuit through an interface 30. The control outputs 9 and 10 of the motor and brake are shown from the processor 18 via the interface 30 and the target speed and track circuit frequency signals of the inputs 11 and 12 are transferred via the interface 30 to the processor. 18 is passed.

The tachometer 4 is connected to the distance speed measuring device 29, which is composed of other micro-processor based device values that operate independently of the main processor 18. The tachometer 4 may be composed of an alternator generating an analog signal, the frequency of which is directly proportional to the speed of the train wheels. The device 29 includes a transfer circuit for generating a digital logic compatible signal from an analog signal of a tachometer. The micro-processor processes this signal to measure the distance traveled by the train from the starting point by calculating the number of pulses generated, to determine the speed by determining the time conversion rate of the traveled distance, and to measure travel in the opposite direction (reverse). It is programmed to indicate.

The measuring device 29 generates a digital output compatible with the input word format of the processor 18. The output of this device 29 is connected to the data bus 26.

Figure 3 shows a block diagram of the device part installed in the station. The station platform is indicated by an outline 31, in which an orbit (not shown) lies adjacent to the platform, where two different types of loop aerials (32) (33) (34) (35) It is arranged. The loops 32 and 35 of the first aspect are arranged at intervals of about 100 m at both ends of the platform. Their configuration is shown in detail in FIG. In particular in view of Figure 4 (b) their electrical configuration is important, which will be explained in more detail later.

The loops 33 and 34 which are the second form are arranged between the loops 32 and 35. The loops 33 are optional and are indicated by dashed lines.

In practice, only three loops out of four loops are used at a time, as indicated in the train direction.

In FIG. 3, the train is assumed to move from left to right in the figure, whereby three loops 32, 34 and 35 are used. The loops 34 and 35 are arranged to be remarkably close to the position where the head vehicle of the train stops. In the case where the train moves in the opposite direction, the loops 32, 33 and 35 are used, and the loops 32 and 33 are also arranged in close proximity to the position where the head vehicle of the train stops.

Loops 32 and 35 of the first type are used to transmit data to the train.

The train traveling from left to right in the figure is stopped so that its receiving antenna 14 is located exactly in the part of the loop 35, which is indicated by reference A in FIG. The train moving in the opposite direction is stopped so that its receiving antenna 14 is located in part A of the loop 32.

Transmitter loops 32 and 35 are each connected to an output 38 of the "platform communication device" 39 via line feed devices 36 and 37, each of which loops 32 and 34 are lines. It is connected to the device 39 via a matching device 40, 41. The platform communication device 39 includes a geographic data storage device 42; The storage device 42 is selectively read and data is transmitted to the train through the loop 35 when the train moves from the left to the right in the drawing and transmitted through the loop 32 when the train moves from the right to the left in FIG. Micro-processor based scanning and control circuitry 43 for scanning the memory device 42; A high frequency carrier modulated demodulation circuit 44 connected to the circuit 43 via the bidirectional link 45; An input connected to the output of the line matching device 40, 41, an output connected to the input of the circuit 44, an input connected to the output of the circuit 44, and an output of the device 39 through the power amplifier 47 ( A carrier detection circuit 46 having an output connected to 38; A data output circuit 43 connected to the automatic train monitoring device of the traffic control station via the parallel interface bus 49 and connected to the circuit 43 via the data bus 50; A twisted pair bi-directional link 54 connected between the circuit 43 and the automatic train monitoring device.

The geographic data stored in the storage device 42 indicates the geographical position of the rail extending to the next stop. This data consists of slope information, data indicating intersections and crossings, track section length, track section operating frequency, maximum speed limit, train timetable information, and other data that should be considered to drive the train most efficiently. Can be. The data transmitted to the data input circuit 48 via the interface 49 or the data transmitted to the circuit 43 via the link 54 is the current signaling information, that is, every track section transmitted along the track to the next station. Contains information encoded in digital format, indicating the tentatively declared maximum speed limit and the current target speed limit. This information is provided by automatic train monitoring. Thus, this information depends on, for example, the presence or absence of other trains on the same track to maintain the minimum safe distance.

The fixed geographic data from the storage device 42 and the gradient signaling data received by the circuit 48 and via the link 54 are transferred to the circuit 44 under the control of the circuit 43 via the link 45. It is encoded into a series of digital data information applied. The high frequency frequency carrier signal generated by the circuit 44 is a frequency modulated by the circuit 44 using digital information as a modulation signal.

The resulting modulated signal is applied to loop 32 or loop 35 through detector circuit 46, power amplifier 47, output 38 and device 36, 37. The "handshake" signal transmitted from the train and received by the loop 34 is supplied to the carrier level detector circuit 46 through the line matching device 41. This circuit 46 stores a value representing the maximum level of the received signal when the train first passes through loop 32 or loop 35. When the signal level falls continuously, the data appearing in the circuit 43 via the line 45 is switched off when the level reaches a predetermined ratio of the maximum level stored.

The construction of each loop 32, 35 is shown in detail in FIG. 4 (b). The total length of each loop is 15 m and consists of several secondary loops as shown by protection (A) (B) (C) (D) (E). The boundary between the secondary loops (B) (C) (D) (E) is crossed. When a pair of train antennas passes through these intersections and the loop is excited, the signal received by the train is significantly lowered following the ascending level as shown in FIG. 4 (c). The junction boundary between the secondary loops (B) and (C) is located about 10 meters from the required stop of the train and is arranged to be within the secondary loop (A). Therefore, the corresponding level change of the train received signal is used as the distance measuring point by the processor 18 in the train and also used for the low speed check. This assumes the train is moved from left to right in FIG. 3 so that the train stops exactly so that the receiving antenna 14 is located on the secondary loop A of the loop 35 and on the antenna loop 34. Do it. The train traveling in the opposite direction uses the loops 32, 33 and 35 in the same way, but stops so that the antennas 14 and 16 are located on the loops 32 and 33 respectively.

When the train approaches the station shown in Figure 3 from the left, the sequence of steps is as follows.

That is, the train is being operated by the command of the automatic train operating device according to the maximum and target speed limit of the already signaled system, and the control of the automatic train operating device attempts to stop as close as possible to the stopping point of the train. (See Figure 3).

The platform communication device 39 is in its ready state and continuously transmits synchronization data to the loops 32 and 35. This data may consist of a single tone signal, but it is preferable that the frequency shift including the station identification code consists of a keyed signal. As the antenna 14 of the train passes through the loop 32 these antennas 14 and the loop 32 are inductively coupled and the processor 18 of the train receives the corresponding input. The rectified signal level of the input follows the signal curve shown in FIG. 4 (c) but is traced from right to left.

In Figs. 4A and 4B, the second intersection point between the auxiliary loops C and D is designated as the first synchronization point. It is located at a distance of about 100m from the stop. At the first synchronizing point, the processor 18 operates to synchronize the distance / speed measuring device 29 and select the appropriate braking control signal required by the braking information required to cause the train to stop at the required position. After a certain time, the train begins to pass through the second transmission loop 35. When the antenna 14 passes through the third intersection point, that is, when it is used from left to right between the auxiliary loops C and B in Figs. 4A and 4B, the processor 18 Confirms the second synchronization point. This point is 10m from the stopping point and is used to check the rotation and update the braking requirements if necessary.

When the train is stopped, the antenna 14 is located directly on the portion A of the loop 35 and the antenna 16 is located directly above the loop 34. The device 29 indicates that the speed is zero and in response, the processor 18 transmits a " wake-up " message and its color code to the platform communication device 39 via the antenna 16. Is triggered to.

In this way, after the two-way communication is performed, the device 39 begins to transmit a predetermined data message.

For the first time, this message will be a command to open the train door.

Also, if the platform has an edge screen door, they are also open at the same time.

In the latter case, the train is absolutely necessary to ensure that the door of the train is exactly matched to the screen door, and that the above-mentioned multiple crossover sync pattern is done exactly this way. Next, the device 39 transmits geographic data and signaling data to the train.

The new geodata is stored in the storage device 20 in place of the existing geodata to be discarded. While this is being done, the train may continue to send identifications to the device 39. This is a "continuous handshake" signal and continues for station stop time. At the end of this period, the device 39 ends the data transfer and the automatic train operator closes the door again.

When the train doors and platform screen doors are closed, a command to indicate the train's departure is sent to the automatic train operator in the train. Fully automatic trains will leave according to these orders. If a "driver" or watcher is in the train, he only needs to prove the start order by pressing the start button or the like.

As the train moves along the track, the pickup (2) installed below the head of the train receives the encoded track circuit signal from the rail (3), and the automatic train protection device automatically displays the speed information and track circuit frequency. Send to (8). The tachometer 4 generates an output pulse from which the device 29 can inform the automatic train operating device 8 of the speed and the distance traveled. Under the control of the program stored in the memory 19, the processor 18 performs two basic tasks.

First, it compares the distance traveled from the last stop and the frequency of the track circuit carrier signal with the geodata stored in the memory 20 to determine where the current train is. Such techniques are described in detail in patent application 86-10206. After identification of the current position, the processor 18 reads geographic data representing the front track of the train from the memory 20. In order to calculate the speed at which the train is to be moved and in particular the current acceleration or deceleration, the processor must take into account the rail inclination, the maximum speed limit and the distance to the next speed change, ie the length of the track section. 5 shows that the train can be driven more efficiently.

In FIG. 5, the train is assumed to move from left to right, and the vertical dotted line indicates the boundary between adjacent track sections. The vertical scale on the left side of the figure shows the speed of the train in units of kilometres per hour (kph). The horizontal axis represents the maximum speed above the target speed, indicating the track section speed sign, and the target speed is the maximum speed to be achieved when entering the next section. .

As shown, the speed signs from the left are indicated by 80/80, 80/65 and 65/65. The train enters almost 80kph from the left. When the train enters the second section, the target speed is reduced to 65 kph. In a known system, this deceleration immediately triggers the automatic train operating device 8 to apply braking, which causes the speed to decelerate to 65 kph or less, which can be represented by a curve marked "not equipped with the present invention". However, the device of the present invention allows the processor 18 to read the length of the second track section from the geodata storage so that the train can run longer without braking. This makes it possible to calculate the point where braking should begin, taking into account the section length and the rail slope.

In the case of the present invention, it is shown by a speed curve marked "with the present invention". In addition, the braking point and the traveling speed can be selected according to the traveling time compared to the train schedule. For example, if a train runs correctly according to a timetable, the train does not need to be driven beyond the maximum speed limit, and braking is applied according to the time difference or even if the maximum and target speeds are increased in the fault zone. In many speed limit sections, these limits can be driven.

Claims (10)

In the automatic movement device of a train, a) means for continuously communicating with train signal information related to safe operation, installed on a permanent track, b) for periodically providing fixed information related to efficient operation of the train to the train. Means, c) i) signal information means installed on each train, ii) fixed information reception and storage means, i) means for measuring the speed and loop of the train, i) stored fixed information and received signaling information. And means for generating a control output for operating the brakes and motors of the train in accordance with the input generated in response to the response. The apparatus according to claim 1, wherein means for receiving and storing fixed information provided in each train comprises: a) antenna operation for receiving fixed information; and b) data for storing fixed information under control of a micro-processor. And a storage means, wherein the control means of the train includes the micro-processor. The method according to claim 1 or 2, wherein a means for periodically providing fixed information to the train is provided at a station and comprises means for transmitting fixed information to the train while the train is standing at the station. Automatic train driving apparatus characterized in that the memory means of the train. 4. The automatic train driving apparatus according to claim 3, wherein the fixed information received and stored at one stop is replaced with new fixed information received at the next stop at which the train stops. 5. A station as claimed in claim 4 wherein said means installed at the station comprises a) data storage means for storing fixed information, b) means for detecting the arrival of the train at the station, and c) the train standing at the station. Means for transmitting fixed information to the train through the transmission means, characterized in that consisting of automatic train operating apparatus. The automatic train driving apparatus according to claim 5, wherein the detecting means comprises loop means for inductively detecting that the train arrives at the station. The device according to claim 5 or 6, wherein the means installed at the station is a means for scanning the data storage unit so that the information of the data storage unit installed at the station can be selectively transmitted to the train standing at the station. Auto train operating apparatus, characterized in that configured. 7. An automatic train operating apparatus according to claim 5 or 6, wherein said means installed at the station comprises means for communicating with remote monitoring means to indicate the arrival of the train at the station. The method according to claim 8, characterized in that the means installed at the station allow the provisional signal and information received by the communication means from the monitoring means to be transmitted to the train via the transmission means while the train is standing at the station. Automatic train driving system. 10. The automatic train driving apparatus according to claim 9, wherein the transmission means installed at the station comprises loop means for inductively transmitting information to a train.

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