JP7336918B2 - Automated train driving system - Google Patents

Description

TECHNICAL FIELD The present invention relates to an automatic train operation system, and more particularly to a technique useful for an automatic train operation system capable of supporting automatic operation control (ATO) of railway vehicles using weather information.

In recent years, weather information providing services using smartphones and the like have become widespread, and various services for corporations have started, and applications for field workers to receive such services have been provided.
On the other hand, in the railway field as well, since train operation is closely related to the weather, the importance of weather information is increasing. , Infrastructure for railway business has been built that notifies automatic stop of trains and temporary speed limit based on disaster prevention information. However, regarding the utilization of disaster prevention information on the train side in the conventional railway security system, it is limited to transmitting disaster prevention information to the train, and ensuring transportation stability such as speed adjustment of platform stops during rain and snowfall depends on the crew. It is left to the judgment and skill of

For this reason, in automatic driving control, in which the device controls driving instead of the crew, it is necessary to correct the driving pattern during rainfall and snowfall (especially torrential rain), which has been covered by the skill of the crew.
Specifically, when a train runs during rain or snow, a decrease in adhesion between wheels and rails becomes a problem.
Conventionally, with regard to operation control that considers stickiness, rain sensors (water droplet detection and temperature gauges) have been installed on trains, and power distribution patterns for rainy weather have been prepared according to the sticky torque characteristics of trains (the front of the train is slippery). On the other hand, there has been proposed an invention relating to an operation control system provided with an inverter for driving each car with slip/skid detection and a formation network terminal that integrates them (Patent Document 1).

In addition, regarding the use of weather information for train operation control, the weather information system and control terminals on the ground and on the train are networked, and weather information, past slip point data, and on-time schedule information are combined to generate slip information. is generated and provided to the train, and on the train side, an invention is proposed in which control is performed so that the car number that has a margin for adhesion (no slip detection) bears the torque (Patent Document 2).
In addition, the slope profile of the train line, ATC signal, and operation schedule information are read into the onboard control device, and the optimum run curve is selected using the current position, signal, wheel slip detection, and wiper conditions of the cab as parameters. An invention has been proposed in which a control device is provided with a function of presenting a notch operation to a driver (Patent Document 3).

Japanese Patent No. 4619185 Japanese Patent No. 4225254 Japanese Patent Application Laid-Open No. 2004-357399

The invention described in Patent Document 1 detects rainfall independently for each train, pursues optimization of the torque balance of the train, and utilizes weather information obtained from an external weather information provision service. Therefore, it is not possible to perform operation control that predicts weather conditions, and it is not possible to perform operation control that utilizes information from other trains or that targets a group of trains.
In addition, the invention described in Patent Document 2 is a loop process that uses weather information as a trigger, but specializes in idling detection of each inverter of a train (judgment during power running) and optimum torque distribution within the train set. Considering the actual train dynamics (forward and backward impulses in the train set), there is a problem that cooperation with other control devices such as brakes becomes complicated. In addition, since the control proposal targets the power running mode and does not consider brake control, there is the problem that the braking performance (stopping distance) is affected by weather conditions.

Furthermore, the invention described in Patent Document 3 varies the target run curve (reference time between stations) of a train between stations calculated in advance according to the running conditions of the vehicle, and the signal condition as a parameter and wiper operation, and do not utilize weather information provided by an external weather information provision service, so automatic operation control that predicts weather conditions cannot be performed, and operation using information from other trains There is a problem that the operation control for the control and the group of trains cannot be performed.

The present invention has been made with a focus on the above problems, and by utilizing weather information provided by an external weather information distribution server, an automatic train operation system that can perform automatic operation control of trains by predicting weather conditions. intended to provide
Another object of the present invention is to provide an automatic train operation system capable of performing operation control utilizing environmental information related to weather along the track and information from other trains.
Still another object of the present invention is to provide an automatic train operation system capable of transmitting an appropriate command to each of a plurality of trains with a group of trains as the control object after grasping the rain/snow area. It is in.

In order to solve the above problems, the invention according to the present application is
Acquiring weather information from an on-board device having a function of running a train by controlling a traveling drive device and a braking device, a ground device capable of transmitting control information to the on-board device, and at least a weather information providing device In an automatic train operation system equipped with an external information collection device,
The on-board equipment comprises information transmitting/receiving means capable of transmitting/receiving information to/from the ground equipment, and operation control means for controlling the running speed of the train by controlling the traveling drive device and the braking device,
The ground equipment includes:
It is possible to grasp the position of each train and determine whether there is a train entering a predetermined section, and to determine the extent of the adhesive force fluctuation event in the set section based on the information received from the external information collection device. and
control information generating means for generating control information instructing the on-board device to reduce the traveling speed when the extent of the adhesive force fluctuation event in the set section is equal to or higher than a predetermined level;
a communication means capable of transmitting the control information generated by the control information generating means;
The operation control means of the on-board device is configured to control the travel drive device and the braking device based on the control information received by the information transmission/reception means.

According to the automatic train operation system configured as described above, by utilizing weather information provided by an external weather information providing device (weather information distribution server), it is possible to perform automatic operation control that predicts weather conditions. can. In addition, the ground equipment extracts information that may adversely affect normal train operation, such as torrential rain, from the weather information collected by the external information collection device, and sends a command to switch running control to each train. Therefore, it is possible to ensure the safe running of the train while preventing a large timetable delay, thereby ensuring the stability of transportation.

Here, desirably, an environment monitoring device is provided for monitoring environmental changes along the track on which the train to be controlled runs,
The external information collection device is capable of acquiring trackside environment information detected by the environment monitoring device,
The ground device is configured to be able to determine the extent of the adhesive force fluctuation event in the set section based on the weather information and the trackside environment information received from the external information collection device.
According to this configuration, it is possible to perform operation control using information related to the weather along the track, and based on the environmental information of a small-scale area that cannot be obtained from the weather information provided by the weather information distribution server. Appropriate driving control becomes possible.

Also, desirably, the adhesive force variation event is rainfall or snowfall,
The on-board device comprises detection means for detecting the amount of rain and snowfall or imaging means for photographing outside the train,
The ground device is configured to be able to determine the amount of rainfall and snowfall in the set section based on the output of the detection means or the imaging means.
According to the configuration as described above, it is possible to perform operation control using weather-related information from other trains and operation control targeting a group of trains.

Further, desirably, the on-board device includes detection means for detecting an amount of slip/skid, and the detected amount of slip/skid can be transmitted to the ground apparatus by the information transmitting/receiving means together with travel section information,
The ground device calculates the adhesion rate based on the degree of the adhesion force fluctuation event in the set section determined based on the information received from the external information collection device and the accumulated information on the amount of slipping, and the calculated adhesion It is configured to transmit control information according to the rate to the on-board device.
According to such a configuration, the ground equipment collects in real time the amount of slipping from each running train, calculates the sticking rate, and controls the train entering the section where the slipping occurs according to the sticking rate. Information can be transmitted, and travel control can be executed that is safer and allows the vehicle to stop accurately at a predetermined stop position.

Further, desirably, the on-board device controls the travel drive device and the braking device according to a travel pattern read from a storage device or a travel pattern generated based on information from the ground device to travel the train. It is an on-board device for automatic operation control trains that allows
The ground device transmits to the onboard device control information corresponding to the amount of rain and snowfall in the set section determined based on the information received from the external information collection device,
The operation control means of the on-board device is configured to switch the running pattern based on the control information received by the information transmitting/receiving means to control the running drive device and the braking device.
According to this configuration, the automatic operation train equipped with the automatic operation control device can be given an appropriate control command based on the weather information, and the train that receives the control command can run safely even during rain and snow. control can be exercised.

Further, desirably, the set section is a preset fixed position stop control section,
When the ground equipment determines that the extent of the adhesive force fluctuation event in the fixed position stop control section is equal to or higher than a predetermined level, the ground equipment sends the control information to the on-board device of the train entering the fixed position stop control section. and send
The operation control means of the on-vehicle device is configured to switch the driving pattern to a driving pattern under bad conditions based on the control information received by the information transmitting/receiving means, and to control the braking device.
According to this configuration, even when the train enters the fixed position stop control section where the amount of rainfall and snowfall is very large, the train can be accurately stopped at the predetermined stop position.

According to the automatic train operation system according to the present invention, by utilizing weather information provided by an external weather information providing device (weather information distribution server), automatic train operation control can be performed by predicting weather conditions. In addition, operation control can be performed using environmental information related to the weather along the track and information from other trains.
Furthermore, according to the present invention, it is possible to generate and transmit an appropriate command (control command) to each of a plurality of trains with a group of trains as the object of control after grasping the rainfall/snowfall area. There is

BRIEF DESCRIPTION OF THE DRAWINGS It is a system block diagram which shows one Embodiment of the train automatic operation system which concerns on this invention. 1 is a block diagram showing a specific example of an automatic operation device (on-board device) that constitutes an automatic train operation system according to the present invention; FIG. It is explanatory drawing which three-dimensionally represented the change of the adhesion rate M in the train running section by using the train position P and the time T as a variable in the train automatic operation system of embodiment. FIG. 4 is an explanatory diagram showing a concrete image of setting of control sections during rain and snowfall in train running sections; It is a flow chart which shows an example of a procedure of automatic operation support control processing performed by ATO ground equipment which constitutes an automatic train operation system.

An embodiment of an automatic train operation system according to the present invention will be described below with reference to the drawings. FIG. 1 is a system configuration diagram showing an example configuration of the entire automatic train operation system according to the present invention.

As shown in FIG. 1, the automatic train operation system according to the present embodiment connects a weather information distribution server 11 managed by the Japan Meteorological Agency or a private operator that distributes weather information to a communication network 41 composed of transmission lines and the like. It is composed of an external information collecting device 12 for receiving weather information via an external information collecting device 12 and a train operation system 30 .
The external information collecting device 12 also has a function of receiving video information from cameras 13 installed along the railway line via the communication network 41 and grasping the running environment of the train. In addition, the external information collecting device 12 may acquire information from environmental monitoring devices such as anemometers and rain gauges installed along railway lines to grasp the running environment of the train in more detail. The environment monitoring device may have a function of receiving weather information from the weather information distribution server 11 . In this case, the environmental monitoring device becomes the external information gathering device.

The train operation system 30 includes an operation management device 31 having a database storing planned timetable information, operation timetable information, vehicle IDs (identification codes) of all trains under management, etc., and a plurality of trains 14. An ATO on-board device 32 and an ATO ground device 33 for generating control information for the ATO on-board device 32 are provided. ing.
A transmission/reception unit 34 for transmitting/receiving data to/from the ATO on-board device 32 is also connected to the communication network 42 . Communication between the ATO on-board equipment 32 and the transmitting/receiving unit 34 is wireless communication, and information may be transmitted/received via a beacon provided at a predetermined position on the track, or may be carried on the current of the track circuit. It may be of a form in which information is transmitted and received in the form of a signal. Moreover, it is also possible to use a digital train radio that is used on existing routes.

In this embodiment, the ATO ground device 33 and the external information collection device 12 for grasping the running environment of the train are connected via a communication network 43 so as to be able to transmit and receive data. Weather information is acquired from the distribution server 11 and the wayside camera 13, and a control command (instruction) as control information can be generated and transmitted to the ATO on-board device 32 according to information such as rainfall and snowfall.
The ATO ground unit 33 comprises a microprocessor (MPU), a non-volatile storage device such as a ROM for storing programs executed by the MPU, a readable and writable storage device such as a RAM, network communication means, and the like. .

In addition, the ATO ground equipment 33 acquires the operation schedule information from the operation management device 31, and information such as the vehicle ID, train position, driving direction, and driving mode from the ATO on-board equipment 32 of all trains under management, and operates the trains. It is configured to have a function of grasping the operation status and generating an appropriate control command to be transmitted to the ATO on-board device 32 .
On the other hand, the ATO on-board device 32 reads out a running pattern (ATO pattern) created for each station between stations stored in advance in a storage device mounted on the vehicle, or reads the next-station stop from the ATO ground device 33. A running pattern is generated based on information such as time, and based on the running pattern and the position and running speed of the train at that time, the necessary notch command is output to the power running / braking control unit, and the running drive device (motor) and a function to control the brake device (braking device) to make the vehicle run according to the running pattern.

In FIG. 1, the symbol of the triangle "▴" attached with the symbol 35 is a beacon (ATO Transponder), and information transmitted from the ATO transponder 35 is received by the ATO transponder on-board device 25 (see FIG. 2). The information transmitted by the ATO transponder 35 includes, for example, information for the train to correct its own position.

FIG. 2 shows a configuration example of an ATO on-board device 32 mounted on a train (railway vehicle) 14. As shown in FIG.
As shown in FIG. 2, the ATO on-board device 32 in this embodiment includes a tachometer generator 21 for detecting the number of revolutions of the wheels to calculate the travel speed and travel distance, brake discs and brake pads, driving means, and the like. an ATC receiver 23 for receiving information (ATC information) transmitted via a track circuit; an ATC pattern as a running pattern is generated based on the received ATC information; It has an ATC control device 24 for controlling.

In addition, the ATO on-board device 32 includes an ATO transponder on-board device 25 for receiving information from an ATO transponder 35 provided along the track, a traveling drive device 26 including a motor for rotating the wheels, and a traveling speed. An automatic driving control device 27 that outputs a notch command to control the traveling drive device 26 and the brake device 22 while watching and performs automatic driving, a cab switch device (cab SW) 28, and a rainfall sensor 29 for detecting the amount of rainfall. The traveling drive device 26 has an inverter, and the inverter has a slip/skid detection function. A camera may be mounted instead of the rainfall sensor 29 .

The automatic driving control device 27 is composed of a microprocessor (MPU), a non-volatile storage device such as a ROM that stores programs executed by the MPU and speed check patterns, and a readable and writable storage device such as a RAM. . The storage device stores a reference traveling pattern between each station in the traveling section, and the automatic operation control device 27 reads out the reference inter-station traveling pattern from the storage device, and compares the traveling pattern with that time. It is configured to be able to output a notch command necessary for power running to the traveling drive device 26 based on the position and running speed of the train, or to calculate the optimum braking force and output the notch command to the brake device 22. ing. Furthermore, it may be configured such that the running pattern can be switched according to the location of the preceding train.

In the ATO control by the automatic operation control device 27, the beacon information acquired from the ATO transponder on-board coil 25 is used, and when the train recognizes the point information where the train should stop, the train moves to the stop point of the next station and the operation is controlled according to the ATO pattern. I do. In addition, by receiving the position correction information of the beacon installed at the braking start point, it generates a speed check pattern called TASC (fixed position stop control) pattern, and brakes while comparing its own speed with the pattern. A control is executed to operate the device 22 to slow down the vehicle and stop it. In this embodiment, the information received by the ATC receiver 23 is transmitted to the ATC control device 24 and the automatic driving control device 27 and reflected in the automatic driving control.
Further, in the present embodiment, a plurality of ATO patterns (including TASC patterns) corresponding to the wheel-rail adhesion rate (adhesion level) are stored in the onboard storage device, and are transmitted from the ATO ground device 33. An ATO pattern corresponding to the coming adhesion level is read out and speed control is executed. Specifically, when the adhesion rate, that is, the adhesion level is low, a pattern with slower acceleration and deceleration than normal acceleration and deceleration is selected.

In addition, like general automatic driving control, the speed check pattern (ATC pattern) of ATC control is also stored in the database of the on-board device 32, and when the ATC receiver 23 receives the information of the digital ATC message signal, The automatic operation control device 27 is configured to search for the applicable ATC pattern from the database and perform brake control so that the speed is less than or equal to the allowable speed obtained based on the applicable ATC pattern and the own train position. .
For example, when receiving information that a delayed preceding train is on the track ahead, the speed limit line of the ATC pattern drops and when it comes to cross the ATO pattern, the automatic operation control according to the ATO pattern is canceled and the ATC pattern is resumed. Operation control will be carried out accordingly.

Instead of providing the ATC receiver 23, the ATO on-board equipment 32 and the ATO ground equipment 33 are provided with a wireless communication function, and the ATO on-board equipment 32 of each train transmits the position information of its own train to the ATO ground equipment 33 by radio. , and the ATO ground device 33 may be configured to transmit the position information of the preceding train to the ATO on-board device 32 of the succeeding train.
Here, the positional information transmitted from each train is, for example, the positional information grasped by the ATO on-board device 32 of the train based on the signal from the tachometer or the like. This position information is corrected by information received by the ATO transponder pickup 25 .

The automatic operation control device 27 of the on-board device 32, when it is the departure time on the timetable diagram or when the departure permission is received from the train operation management system, etc. It reads out and starts running control according to the running pattern.
In this embodiment, the database of the storage device stores an ATO pattern created for each station interval.

Here, the concept of running control of a group of trains using weather information in the present invention will be described with reference to FIGS. 3 and 4. FIG.
It is known that the reason why running trains skid when it rains or snows is that water enters between the wheels and the rail surface and the adhesive strength decreases, and it is known that the adhesive strength depends on the amount of rain and snowfall. ing. Fig. 3 shows three-dimensional changes in the adhesion rate M in the train section with the train position P and time T as variables. This is the range in which the rainy weather operation mode is applied without interpolation based on the weather information from.

In FIG. 3, the range surrounded by the dashed line B is the rainy weather warning range determined by comparing the adhesion rate with the predetermined wet standard value M1, and the range surrounded by the broken line C is the adhesion rate at the predetermined wetness reference value M1. This is the range for applying the rainy weather operation mode determined by comparison with the heavy wet reference value M2. Restricting the running speed of the train in the regions A and B is not desirable because it causes a large train delay. In the present invention, the ATO ground equipment 33 detects the range surrounded by the dashed line C using information from a weather information distribution server or the like, transmits a control command to the train entering the section, and controls the running of the train. to execute.

Furthermore, slipping occurs during train running not during coasting but during power running and braking. Deviations can be corrected by information from the ATO transponder 35 previously described. On the other hand, skidding that occurs during braking must be avoided because it causes deterioration in ride comfort and overrun in which the vehicle exceeds a predetermined stop position. Specifically, a control command is transmitted from the ATO ground equipment 33 to a train entering a predetermined section such as a TASC section, and the ATO pattern is set to a running pattern in bad weather with a small deceleration (in bad conditions). It can be avoided by switching to the driving pattern).

FIG. 4 shows a specific image of the setting of the control section during rain/snow in the travel section. In FIG. 4, E1, E2, and E3 are TASC sections (fixed position stop control sections), which are set on the entrance side of a station or the like. Further, F1 and F2 are power running sections, which are provided on the exit side of a station or the like. Furthermore, in FIG. 4, the range surrounded by dashed lines G1 and G2 is a section with a medium level of rainfall, and the range surrounded by a dashed line H is a section with a high level of rainfall. 14A to 14E are running trains.

In the automatic train operation system of this embodiment, for the train (14B, 14D in FIG. 4) entering the section (E2 in FIG. 4) where the section (H) where the rainfall level is heavy and the TASC section overlap A control command is transmitted to switch the ATO pattern to a bad-weather driving pattern in which deceleration is suppressed, and assistance is provided to execute driving control during rainy weather and snowfall. For the train (14D in FIG. 4) entering the section (F1 in FIG. 4) where the section (H) where the rainfall amount is strong and the power running section overlap, the acceleration is suppressed and the running pattern in bad weather is applied. Support is provided so that the changed travel control during rainy weather and snowfall is executed. When the train 14E traveling in the power running section F2 spins and an error occurs in the train position, the information from the ATO transponder 35 is used to correct the position.

Further, in this embodiment, information collected from rainfall sensors, cameras, etc. mounted on each running train 14 is transmitted to the ATO ground equipment 33, and the ATO ground equipment 33 receives the rainfall information from the weather information distribution server 11. In addition, based on information from trains traveling in opposite lanes and preceding trains, rainfall conditions are determined, and control commands are generated and transmitted. Therefore, it is possible to determine the driving environment in units of narrower areas, which cannot be determined only by the rainfall information from the weather information distribution server, and to perform appropriate driving control support.

In order to enable the running control support as described above, the automatic train operation system of the present embodiment shown in FIG. It communicates with the external information collecting device 12 and exchanges version information of the database and master clock information for correcting the time. In addition, the ATO ground equipment 33 communicates with the ATO on-board equipment 32 of all trains under its own control to check consistency and time synchronization.

After that, the ATO ground equipment 33 receives the planned timetable information from the operation management device 31 and the weather information from the external information collection device 12, and also receives the ID of the on-board equipment and the train position from the ATO on-board equipment 32 of each train. , operation direction, ATO operation mode, train load (occupancy rate), etc., is started, a control command (ATO control command) is generated according to the acquired information, and the ATO on-board device 32 of each train is generated. Executes processing such as sending to

Next, the details of the procedure of automatic operation (ATO) support control processing executed by the ATO ground equipment 33 that constitutes the automatic train operation system of the present embodiment will be described using the flowchart of FIG.
When the automatic driving support control process of FIG. 5 is started, the ATO ground equipment 33 first requests version information and time information of the database (DB) from the external information collecting device 12 and the ATO on-board equipment 32 of each train. and check the consistency of the versions and times (step S1). In addition, a request for planned timetable information is made to the operation management device 31, and based on the acquired planned timetable information, the train number described in the planned timetable and the vehicle ID of each train (ATO on-board device) are linked. is attached (step S2). As a result, the ATO ground device 33 can grasp the scheduled arrival and departure times of each train.

Subsequently, the ATO ground equipment 33 determines whether or not control can be started based on the processing results of steps S1 and S2 (step S3). When it is determined that the external information collecting device 12 is not ready (NG), the process proceeds to step S4, the state is displayed on the command terminal of the operation management device 31, and the control process ends. Also, if it is determined in step S3 that the external information collecting device 12 is ready, the process proceeds to step S5. Also, if it is determined in step S3 that only some of the vehicles are not ready, the IDs of some of the uncontrollable vehicles are specified, and the process proceeds to step S5. Then, in step S5, the controllable vehicle ID is determined.

Next, the ATO ground equipment 33 sets a train group control start flag in cooperation with the external information collecting device 12, and starts control (step S6). Then, first, a request for implementation timetable information is made to the operation management device 31, and a request for real-time information is made from the ATO ground device 33 to the ATO on-board device 32, and rainfall sections, TASC, etc. are set based on the received information. The section, the position of each train, the running speed, etc. are grasped (step S7).

Incidentally, when a real-time information request is made from the ATO ground equipment 33 to the ATO on-board equipment 32, the train speed and train position information (kilometers) which the ATO on-board equipment 32 grasps based on the signal of the tachometer, etc. , operation direction information (up/down), driving mode, vehicle ID, rainfall measurement value detected by a rainfall sensor, slip/skid detection information, etc. are stored in a data packet to the ATO ground equipment 33 . As a result, the ATO ground equipment 33 can grasp the current position, operation mode, and rainfall conditions of each train. The operation modes include "normal", "recovery" to recover from train delays, and "rainy weather" in which the speed is lower than normal. Based on these pieces of information, the ATO ground equipment 33 can determine sections for which low adhesion control is to be set and trains (IDs) to be controlled.

Next, the ATO ground device 33 requests from the external information collection device 12 the driving environment information determined based on the weather information distributed by the weather information distribution server 11 and the information of the environment monitoring devices such as the trackside cameras. , ATO ground equipment 33 requests real-time information (measured rainfall, slip/skid detection information) from ATO on-board equipment 32, and determines the rainfall level and slip/skid level of the set section based on the received information (step S8). ).
Here, the "weather information" includes real-time weather information and forecast weather information, and the real-time weather information and forecast weather information include time, point number, rainfall level, temperature and humidity, and the like. Also, the driving environment information determined based on the information of the environment monitoring device includes the monitoring target point or section and the result of visual determination by the person in charge.

Further, in step S8, the correction value for determining the rainfall level may be read out from the database held by the ATO ground equipment 33 and used. Furthermore, when the rain section has already been set, the ATO ground device 33 determines whether to cancel the setting of the rain section.
Subsequently, the ATO ground equipment 33 calculates the reduction rate of the adhesion rate of the wheels in each rainfall section, determines the section corresponding to travel control, the train to be controlled (ID), and the operation mode, and generates and transmits a control command. (Step S9). This control command (including the train ID) is transmitted to the ATO on-board devices 32 of all trains in operation by a broadcast method. However, it is also possible to specify and transmit the train to be controlled.

Upon receiving the control command transmitted from the ATO ground equipment 33, the ATO on-board equipment 32 determines whether the command is addressed to itself, and if the command is addressed to itself, changes the TASC pattern and follows the changed pattern. In addition to executing brake control, trace control results (stopping accuracy, number of slip detection times, required time between stations, regeneration failure, etc.) is started, and the traced data is displayed together with TASC section information, train ID, operation mode information, etc. The data is transmitted to the ATO ground equipment 33, and the ATO ground equipment 33 stores the received data in a database.
After step S9, the ATO ground equipment 33 returns to step S7 and repeats the above process.

According to the process according to the procedure as described above, the external information collecting device 12 calculates the adhesion rate based on the weather information obtained from the weather information distribution server 11 and the environmental information obtained from the environment monitoring device (13), A control command corresponding to the adhesion rate can be transmitted to the ATO on-board device 32 of a train entering a predetermined section with a large amount of rainfall to suppress running speed fluctuations compared to normal times. This can prevent the train from skidding, improving ride comfort and achieving accurate fixed position stops at stop sections. Also, if the train is equipped with a rainfall sensor or a camera, it is possible to implement more appropriate automatic operation control of the train itself and other trains based on the information from those devices.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above embodiments, and various modifications and changes are possible. For example, in the above embodiment, the ATO ground equipment 33 is configured to obtain weather information from the weather information distribution server 11 via the external information collection device 12, but the ATO ground equipment 33 directly obtains weather information from the weather information distribution server 11. It may also be configured to acquire weather information and environment information along the railway line from the environment monitoring device (13).

In the above embodiment, the rainfall amount is calculated based on the information from the rainfall sensor mounted on the train and reflected in the automatic operation control. In addition to snowfall, fallen leaves, yellow sand, and oil adhere to the rail surface. Therefore, without being limited to the rainfall sensor, trains running in mountainous areas are equipped with an anemometer, and using the measured wind speed and the wind speed information obtained from the weather information distribution server 11, skidding due to falling leaves is performed in autumn. Prediction of slipping due to adhesion of oil by installing a sensor that can detect oil on the rail surface, prediction of changes in wheel adhesion using yellow sand forecast, etc. and reflecting it in the automatic driving control of the vehicle For example, events that affect the adhesion (adhesion rate) between the wheels and the rail surface may be grasped and reflected in the automatic operation control of the vehicle. In this specification, an event that affects the adhesion (adhesion rate) between the wheel and the rail surface is referred to as an adhesion fluctuation event.

Furthermore, in the above embodiment, the on-board device 32 calculates its own position from the travel distance information calculated based on the signal from the tachometer 21 provided on the axle of the train. The position of the own train may be grasped based on the information from the GPS signal receiving device.
In addition, in the above embodiment, the case where it is applied to a system that controls by sending a control command to a train that performs automatic operation control has been described, but a control command is sent to a train that is operated by a crew instead of automatic operation However, it can also be used in a system in which the contents of the commands are displayed on the monitor in the driver's cab and the driver operates according to the instructions displayed on the monitor.

10 track 11 weather information distribution server (weather information providing device)
12 external information gathering device 13 wayside camera (environment monitoring device)
14 train (vehicle)
21 speed generator 22 brake device 23 ATC receiver 24 ATC control device 25 ATO transponder on-board coil 26 traveling drive device 27 automatic operation control device (operation control means)
29 rain sensor (driving condition detection means)
32 On-board device (automatic driving device)
35 ATO transponder (ATC ground coil)

Claims (6)

Acquiring weather information from an on-board device having a function of running a train by controlling a traveling drive device and a braking device, a ground device capable of transmitting control information to the on-board device, and at least a weather information providing device An automatic train operation system comprising an external information collection device,
The on-board equipment comprises information transmitting/receiving means capable of transmitting/receiving information to/from the ground equipment, and operation control means for controlling the running speed of the train by controlling the traveling drive device and the braking device,
The ground equipment includes:
It is possible to grasp the position of each train and determine whether there is a train entering a predetermined section, and to determine the extent of the adhesive force fluctuation event in the set section based on the information received from the external information collection device. and
control information generating means for generating control information instructing the on-board device to reduce the traveling speed when the extent of the adhesive force fluctuation event in the set section is equal to or higher than a predetermined level;
a communication means capable of transmitting the control information generated by the control information generating means;
The automatic train operation system, wherein the operation control means of the on-board device is configured to control the traveling drive device and the braking device based on the control information received by the information transmission/reception means. . Equipped with an environmental monitoring device that monitors environmental changes along the track on which the train to be controlled runs,
The external information collection device is capable of acquiring trackside environment information detected by the environment monitoring device,
2. The train automation system according to claim 1, wherein said ground equipment is capable of determining the extent of the adhesive force fluctuation event in said set section based on the weather information and trackside environment information received from said external information collecting device. driving system. the adhesive force variation event is rain or snow;
The on-board device comprises detection means for detecting the amount of rain and snowfall or imaging means for photographing outside the train,
3. The automatic train operation system according to claim 1, wherein the ground equipment can determine the amount of rainfall and snowfall in the set section based on the output of the detection means or the imaging means. The on-vehicle device is provided with a detection means for detecting an amount of slip/skid, and can transmit the detected amount of slip/skid together with travel section information to the ground equipment by the information transmitting/receiving means,
The ground device calculates the adhesion rate based on the degree of the adhesion force fluctuation event in the set section determined based on the information received from the external information collection device and the accumulated information on the amount of slipping, and the calculated adhesion 4. The automatic train operation system according to any one of claims 1 to 3, wherein control information corresponding to a rate is transmitted to said on-board device. The on-board device controls the traveling drive device and the braking device according to the traveling pattern read from the storage device or the traveling pattern generated based on the information from the ground device to perform automatic operation control for running the train. It is an on-board device of a train,
The ground device transmits to the onboard device control information corresponding to the amount of rain and snowfall in the set section determined based on the information received from the external information collection device,
The operation control means of the on-board device switches the running pattern based on the control information received by the information transmitting/receiving means to control the running drive device and the braking device. 5. The automatic train operation system according to any one of 4. The set section is a preset fixed position stop control section,
When the ground equipment determines that the extent of the adhesive force fluctuation event in the fixed position stop control section is equal to or higher than a predetermined level, the ground equipment sends the control information to the on-board device of the train entering the fixed position stop control section. and send
6. The driving control means of the on-board device controls the braking device by switching the driving pattern to a driving pattern under adverse conditions based on the control information received by the information transmitting/receiving means. The train automatic operation system described in .

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