JP3392916B2 - Digital transmission type automatic train controller - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic train control device (hereinafter, referred to as an ATC device) employing a digital transmission system for transmitting information between a ground and a vehicle using digital signals. ). 2. Description of the Related Art An ATC device sets an allowable speed of a succeeding train according to an interval from a preceding train, and when the succeeding train exceeds the allowable speed, a brake is automatically operated to decelerate. It limits the train speed. Specifically, train detection is performed for each closed section set on the track,
Based on the position of the preceding train, the permissible speed is set for each closed section behind the train, and the permissible speed information (ATC signal) is continuously transmitted to each closed section. For example, FIG.
When there is a preceding train in the closed section 5T, the signal indication "75" is provided in each of the rear closed sections 1T to 4T.
(Allowable speed 75 km / h or less), "55" (allowable speed 5
5km / h or less), "45" (hereinafter allowable speed 45 km / h), and transmits "0 _1" (the ATC signal corresponding to the allowable stop) continuously. In the train rear section block section in 5T, since no flow transmission information by rail short circuit becomes a signal Gen示"0 _2" (absolute stop). Then, when the subsequent train travels in the direction of the arrow and enters the front blocked section, the permissible speed information transmitted in the blocked section is received on the upper side of the vehicle, and the actual train speed calculated from the tach generator on the upper side of the vehicle is received. When the actual speed exceeds the allowable speed, a brake command is issued and the brake is automatically activated. [0003] Therefore, the following train has a running pattern like a curve shown as an actual speed in FIG. That is, when the succeeding train approaches the preceding train and enters the front blocked section having a low permissible speed, the service brake is operated to reduce the speed to the permissible speed in the entered blocked section. It should be noted that the emergency brake is activated when the train enters the block section further forward without decreasing to the allowable speed of the block section that has entered. In the conventional ATC system, when a train enters a closed section, it is necessary to reduce the speed to an allowable speed within the section. It is decided according to the worst vehicle. Here, the traveling distance from the speed below the allowable speed to the boundary of the front obstruction section is referred to as the allowance distance. However, the better the braking performance of the vehicle, the shorter the distance from the time of braking operation to the speed lower than the allowable speed may be shorter. Therefore, the margin distance becomes long, and the length of the closed section is wasted. [0005] As described above, in the conventional ATC device, the speed is controlled on a block-by-block section basis, and the above-mentioned extra distance is wasted for each block section. Further, since the brake is operated each time the vehicle enters the closed section, the time from when the ATC signal is received to when the brake is operated, so-called idle running time, also occurs for each closed section. For this reason, there was much waste in the control intervals between trains. [0006] In recent years, there has been an increasing need for fine-grained train operation control corresponding to high-speed and high-density operation. There is a demand for a control system that can perform optimal operation control. Therefore, instead of the conventional speed control on a block-by-block basis, the distance information to the preceding train is given to the upper side of the vehicle, and based on this distance information, a continuous unique brake pattern that takes into account the train's vehicle performance is created. It is considered that the train deceleration control is performed based on the created brake pattern. In this case, when the distance information is transmitted to the upper side of the vehicle, the amount of information to be transmitted becomes extremely large if control accuracy is to be enhanced, and it is difficult to perform the conventional analog transmission method. Formula ATC devices are being considered. In such a digital transmission type ATC device,
On the ground side, train detection is performed for each block section, and distance information to the preceding train is transmitted for each block section behind the train based on the position of the preceding train. On the upper side of the vehicle, the distance information transmitted from the ground side is received, and the distance information and the line segment data (curves, gradients, etc.) and the vehicle performance data (brake performance, etc.) stored in the memory on the upper side of the vehicle are stored in advance. Based on this, a continuous brake pattern optimal for the train shown in FIG. 5 is created. Then, the deceleration control is performed along the created brake pattern while comparing the created brake pattern with the actual speed calculated from the tacho generator. [0008] According to such a digital transmission type ATC device, the idle running time is generated only once at the first time, and the margin is hardly generated regardless of the braking performance of the vehicle. The train interval can be controlled to be narrower than that of the device, and higher-speed and higher-density operation can be performed than before, and operation efficiency can be improved. However, when considering safety, there is an inadequate aspect as compared with the conventional ATC device. That is, in the conventional ATC apparatus, the permissible speed information is always given to the closed section via the rail, and when there is no train in the closed section, the transmission information is received by the receiving device on the ground side and constantly transmitted. Checking. When a train enters the closed section, it will not be received by the ground-side receiver due to short-circuiting of the rail, but it will receive transmission information on the ground side on the upper side of the car and match by using the same receiver on the vehicle side and the ground side Therefore, the permissible speed information is checked until immediately before the train enters the closed section. On the other hand, in a digital transmission type ATC device,
It is the same as before that the distance information to the preceding train is always given to each closed section via the rail, and when there is no train in the closed section, the receiver on the ground receives transmission information and checks constantly. Although safety is ensured, no safety check has been made on the brake pattern created by the upper device based on distance information from the ground. Therefore, even if an error occurs in the line section data or the vehicle performance data in the memory used for creating the brake pattern and an incorrect brake pattern is created, there is no check function. The deceleration control is executed by an appropriate brake pattern, and there is a problem in terms of safety. The present invention has been made in view of such circumstances, and has as its object to improve the security of a digital transmission ATC device. [0012] Therefore, in the present invention,
Based on the position information of the preceding train, at least the distance-related information from the preceding train to the succeeding train is transmitted from the ground side to the upper side of the vehicle as a digital signal, and the succeeding train side receiving the distance-related information is mounted on the vehicle. A brake pattern of the subsequent train is created based on the line performance data including at least the line segment data and at least the brake performance data and the received distance-related information, and deceleration of the subsequent train is performed according to the brake pattern. A digital transmission-type automatic train control device configured to perform control, wherein another memory storing the same data as the line section data and the vehicle performance data stored in the memory used when creating a brake pattern is created. From the brake pattern using the line segment data and the vehicle performance data stored in the separate memory. Distance-related information restoring means for restoring information; and comparing means for comparing the distance-related information restored by the distance-related information restoring means with distance-related information transmitted from the ground. The train deceleration control is performed according to the brake pattern created when the trains coincide with each other within the determined error range. According to this structure, there is almost no probability that the line segment data and the vehicle performance data in each memory are similarly erroneous.
If there is an error in one of the data, the comparison result between the distance-related information from the ground for the brake pattern creation and the distance-related information restored from the created brake pattern greatly deviates from a predetermined error range. Can be judged inappropriate. Therefore, the digital transmission AT
It is possible to enhance the safety of the C device. An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a diagram showing a configuration on the ground side of a digital transmission type ATC apparatus according to the present invention. In FIG. 1, a track 11 insulated from each other to form closed sections 1T, 2T, 3T,... Has respective closed sections 1T, 2T, 3T,.
Each time, a ground-side device of the ATC device described below is connected. In FIG. 1, only the closed section 2T is shown and described. On the track 11 in the closed section 2T, digital information is transmitted from the front end side of the closed section by the transmitter 12, and this digital information is received by the receiver 13 at the rear end side of the closed section 2T when there is no train. You. The digital information received by the receiver 13 is compared with the digital information transmitted from the transmitter 12 by the comparator 14, and if they match, the transmitter 12 continues to transmit the digital information. If they do not match, the transmitter 12 stops transmitting digital information. When the train 10 is present in the closed section 2T as shown in the figure, the track 11 is short-circuited by the wheels, and the digital information is not received by the receiver 13. At this time, the train detector 15 moves to the rear closed section. Train detection output occurs. Here, the transmitter 12 creates digital information to be transmitted based on train position information from the front side closed section and the like. The digital information created and transmitted by the transmitter 12 is mainly information that changes momentarily according to the position of each train, and self-blocking section number information for notifying the own blocking section, allowable speed information in the self-blocking section. Information on the number of sections to be closed to the preceding train that gives distance information from the preceding train to the succeeding train (here, the train 10 corresponds), and blockage to the speed limit for speed control in the speed limited section such as a branch or construction. The information includes the number of sections and the speed limit speed information. Here, the information on the number of closed sections up to the preceding train corresponds to distance-related information from the preceding train to the following train. Although not shown, a grounding element for transmitting position information for position correction on the upper side of the vehicle is installed near the boundary at the rear end of each closed section. Next, the configuration of an onboard device mounted on the train 10 for receiving digital information transmitted from the ground side and controlling the speed of the train will be described with reference to FIG. 2, the digital information transmitted to the orbit 11 is received by the power receiver 21 and transmitted to the ATC receiver 22. The ATC receiver 22 includes an information check unit 2 that checks the received digital information for errors.
2A and the distance-related information in the digital information checked by the information check unit 22A from the preceding train for creating the brake pattern to the train 10 using the data stored in advance in the first memory 23. An information conversion unit 22B for converting the information into distance information. ATC receiver 2
The information received and converted in 2 is transmitted to the train controller 24. The train controller 24 determines a braking pattern based on the transmitted distance data, the line segment data (gradient, curve, etc.) and the vehicle performance data (braking performance, etc.) stored in the first memory 23. And a line pattern data and a vehicle performance data in a second memory 25 storing the same data as the first memory 23 from the brake pattern generated by the brake pattern generation brake 24A. Distance related information,
That is, in the present embodiment, the distance information creating unit 24B that restores information on the number of closed sections from the preceding train to the succeeding train, the closed section number information restored by the distance information creating unit 24B, and the information check unit 22A of the ATC receiver 22 Comparing section 24C for comparing whether or not the information on the number of closed sections checked in the step is the same.
And deceleration control by controlling the brake device 27 according to the brake pattern created by the brake pattern creation unit 24A while monitoring the actual train speed calculated from the tachogenerator 26 when the comparison result of the comparison unit 24C matches. And a brake control unit 24 </ b> D. The information from the ground child is received by the vehicle child 28 and transmitted to the transponder vehicle device 30. The transponder vehicle device 30 outputs A as position correction data.
Whether it is transmitted to the train controller 24 via the TC receiver 22 or
Alternatively, it is transmitted directly to the train controller 24. The monitor device 29 displays information necessary for the driver, such as the created brake pattern and the speed and position of the train. Next, the control operation of the digital transmission type ATC apparatus of this embodiment will be described with reference to FIG. First, the transmitter 12 on the ground side generates transmission information including the above-mentioned information to be transmitted to the upper side of the vehicle based on the position information of the preceding train and transmits the information to the track 11 continuously. When the train 10 enters the closed section to which the transmission information is transmitted, step 1 (indicated by S1 in the figure,
Then, the ATC receiver 22 determines whether transmission information has been received based on the input state from the power receiver 21. If received, go to step 2,
If not received, the process proceeds to step 8 described later. In step 2, the information check unit 22A checks the received information for errors. If there is no error, proceed to the next step 3. In step 3, the information conversion section 22B converts the information on the number of closed sections up to the preceding train, which is distance-related information in the received information, into distance information. That is, based on each block section length data stored in advance in the first memory 23, the position before the block section where the preceding train exists (the train 1
The distance to the position where 0 is stopped) is calculated. In step 4, the reception information including the distance information to the preceding train calculated in step 3 is transmitted from the ATC receiver 22 to the train controller 2.
4 and the brake pattern creation unit 24A creates a brake pattern as shown in FIG. The brake pattern is created based on distance information, line section data such as a slope or curve unique to the line section stored in the first memory 23, and vehicle performance data such as brake performance. In step 5, the distance information generating unit 24 B calculates the distance based on the brake pattern generated by the brake pattern generating unit 24 A and the data in the second memory 25 to the preceding train transmitted from the ground side for distance calculation. Recover the closed section number information. Here, in the second memory 25,
The same line section data and vehicle performance data as the data stored in the first memory 23 are stored, and information is restored using these line section data and vehicle performance data. At step 6, the information check unit 2 of the ATC receiver 22 and the information on the number of closed sections created at step 5
The comparison unit 24C compares the information on the number of blocked sections transmitted from the ground determined to be correct in 2A with the comparing unit 24C. If they match, the process proceeds to Step 7, and if they do not match, the process proceeds to Step 8. In step 7, it is determined that the created brake pattern is correct because the information matches, and the brake control unit 24D executes the deceleration control according to the brake pattern. That is, while monitoring the actual speed of the train 10 by the tachogenerator 26, the brake device 27 is controlled so that the actual train speed matches the brake pattern, and the train speed is feedback-controlled. If the transmission information on the ground side is not received in step 1, if an error is detected in the error check of the reception information in step 2, or if the comparison result in step 7 does not match, in step 8, It is determined that the side device has failed or that the created brake pattern is inappropriate, and safety-side control such as operating an emergency brake is executed to prevent an accident. On the ground side, when there is no train in the closed section, the transmission information from the transmitter 12 is received by the receiver 13 via the track 11, and the comparator 14 transmits the information to the transmitter 1.
By comparing whether the transmission information of No. 2 and the reception information received by the receiver 13 match or not, the correctness of the transmission information is checked, and if it is not correct, the transmission of the transmission information from the transmitter 12 is stopped. Therefore, when the train enters the closed section, the transmission information is not received on the upper side of the vehicle, and the safety-side control is performed. As described above, by checking whether or not the created brake pattern is correct, the security of the digital transmission type ATC device can be remarkably improved. In addition, since train speed control is performed according to the brake pattern created in consideration of the vehicle performance of each train, even when trains with different vehicle performances run together, appropriate speed control is performed for each train. In addition, the idle running time at the time of deceleration is only one, and the control interval of the train can be wasted. Therefore, higher speed and higher density operation can be performed as compared with the conventional analog transmission type ATC device. In this embodiment, the distance-related information obtained from the created brake pattern and the distance-related information transmitted from the ground are compared on the vehicle side. The configuration may be such that the signal is transmitted to the ground side and compared on the ground side. If further security is considered, it is desirable to perform the comparison on the ground side in this way. Further, in the present embodiment, the information is converted into the distance information on the upper side of the vehicle using the information on the number of closed sections to the preceding train, but the distance information to the preceding train is transmitted directly from the ground side. Is also good. In this case, the information conversion unit 22B of the ATC receiver 22 on the vehicle becomes unnecessary. Then, when the distance information itself is directly transmitted to the upper side of the vehicle, the distance information transmitted from the ground and the distance information restored on the upper side of the vehicle need not coincide completely but match within a predetermined error range. However, in this case, the setting of the allowable error range for the distance information transmitted from the ground side is performed in consideration of safety, and the error on the side where the restoration distance information is longer is compared with the error on the side where the restoration distance information is shorter. Set smaller. As described above, according to the present invention, there is provided a digital transmission type ATC apparatus for controlling a train deceleration in accordance with a brake pattern created on the upper side of a vehicle based on distance information from the ground to a preceding train. In this configuration, the correctness of the created brake pattern is checked, and only when it is correct, the deceleration control is performed using the created brake pattern. Therefore, the reliability and safety of the digital transmission type ATC device can be remarkably improved, and high speed and high density can be achieved. Enable driving.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a configuration diagram of a ground-side device showing one embodiment of a digital transmission type ATC device according to the present invention. FIG. 2 is a configuration diagram of a vehicle-side device of the same embodiment. FIG. 4 is a flowchart for explaining a control operation of the embodiment. FIG. 4 is a diagram for explaining a speed control operation of a conventional ATC device. FIG. 5 is a diagram showing a brake pattern of a digital transmission type ATC device. Reference Signs List 11 track 12 transmitter 13 receiver 14 comparator 15 train detector 21 power receiver 22 ATC receiver 22B information converter 23 first memory 24 train controller 24A brake pattern generator 24B distance information generator 24C comparator 24D brake control Part 25 second memory 26 tachogenerator 27 brake device

Claims (1)

(57) [Claim 1] Based on the position information of the preceding train, at least distance-related information from the preceding train to the succeeding train is transmitted as a digital signal from the ground side to the upper side of the vehicle, and the distance is transmitted. On the side of the subsequent train that has received the relevant information, the brake pattern of the subsequent train is determined based on the line segment data and the vehicle performance data including at least the braking performance and the received distance-related information, which are stored in advance in a memory mounted on the vehicle. A digital transmission type automatic train control device configured to perform deceleration control of the following train according to the brake pattern, wherein the line segment data and the vehicle performance data stored in the memory used at the time of forming the brake pattern are the same. And the line data stored in the other memory from the created brake pattern and Distance-related information restoring means for restoring distance-related information using vehicle performance data; and comparing means for comparing distance-related information restored by the distance-related information restoring means with distance-related information transmitted from the ground. A digital transmission type automatic train control device, characterized in that train deceleration control is performed according to a brake pattern created when the comparison result of the comparison means matches within a predetermined error range.