JPS6160645B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to improvements in automatic train control devices.

When a train equipped with automatic train control equipment (hereinafter referred to as "ATC") receives a signal instructed within the range of one signal section length, it runs within the indicated speed range corresponding to the type of received signal. .
If a train exceeds the designated speed, ATC detects this and automatically applies the brakes to the train to reduce the speed to the designated speed at least by the end of the section.

When a train enters the next section at the upper limit of the speed specified in one section, if a more restrictive speed is specified in that section, the train will decelerate to below the specified speed by the end of the section. A command to apply sufficient braking force is given to the driver. However, this braking force is generally a constant value, and in some cases, such as Shinkansen ATC, a method is used to vary the braking force according to predetermined speed categories, but even with this method, the speed Within the range of , the braking force applied by ATC is constant. The magnitude of this constant braking force is set based on the assumption that the section boundary is entered from the rear section at the maximum permissible speed, so even if the excess speed is small, a large braking force will be applied, resulting in a large amount of Not only does this force the train to decelerate more than necessary, but there are also many cases where the tires slip and cause damage when the brakes are applied.

Therefore, unless a train approaches the boundary of a section where signal updates are received at the maximum speed limit, the braking force applied by ATC should be reduced in proportion to the rate of excess speed. By regulating or controlling the braking force, trains will not be forced to decelerate more than necessary, making it possible to improve ride comfort and operating speed, and prevent unnecessary skidding. is big.

This will be explained in more detail with reference to FIG.

In FIG. 1, the horizontal axis shows the traveling direction of the train, and the vertical axis shows the train speed. In the ATC signal section A between points a and b, the curve T representing the train operating condition is the speed limit of the signal displayed in that section.
A new signal section B (between b and c) that travels at a speed Va not exceeding V ₁ but enters at point b
Assume that a signal indicating the regulated speed V ₁ is displayed. In this case, the train reception signal is updated at section boundary point b. At this point, there is an excess speed of △V with respect to the regulated speed V ₁ , so
ATC gives a brake command to the train, and the train starts decelerating and is controlled so that it falls below the regulation speed V ₁ in the middle of section B.
release the brakes. The above is general ATC
However, as mentioned above, the braking force by ATC that operates at point b is the speed at which the train reaches _V2 at this point, that is,
It is set to a value necessary to be able to reduce to the regulated speed _V1 at the end of section B when entering at the upper limit of the regulated speed of the section in front (when the excess speed is the maximum). Therefore, if the excess speed ΔV is not the maximum, more brakes than necessary will be applied to the train. In such a case, if the braking force is controlled according to the value of the excess speed ΔV, the train will not be forced to brake more than necessary, which is preferable from the above-mentioned point of view.

The present invention attempts to solve the above-mentioned problems by controlling the braking force by ATC according to the excessive speed.

The present invention will be explained in detail below with reference to FIG. 1 and FIGS. 2 to 5.

The relationship between the excess speed △V in Figure 1 and the deceleration β of the train required to eliminate this within a certain length of signal section and decelerate to the predetermined regulated speed is an example of a train when the brakes are activated. It is well known that if the idle running time is ignored, the vehicle will be represented by a quadratic curve as shown in FIG. In general trains, the brake command value and the resulting braking force, or deceleration, are approximately proportional, although there are slight differences depending on the brake equipment used on the train and the speed range. In a relationship. Therefore, when a train at a section boundary receives an updated signal instructing a higher speed limit and causes an excess speed of △V between the new speed limit and the new speed limit, this excess speed △V and the required brake command The relationship with the values is roughly represented by a group of quadratic curves shown in FIG. In Figure 3, the vertical axis shows the brake command value, the horizontal axis shows the excess speed △V, and the curve group shows the state of change in the command speed, specifically, the regulated speed V 2 before the signal update and the regulation speed V ₂ after the update. It is determined according to the regulatory speed V ₁ . An ATC
, there is a type of instruction signal that indicates a maximum speed of 90 km/h (hereinafter abbreviated as 〓, hereinafter the same), 〓, 〓, 〓, 〓, and 〓, and the setting decreases in the entire speed range. Assuming that the speed is constant, the braking force required to maintain the set speed is expressed as 100, and the deceleration is obtained in proportion to the braking force, then the deceleration is The commands representing the ATC braking force to be controlled are as shown in the group of curves in FIG.

That is, there are many different curves showing the excess speed ΔV and the braking force to be reduced corresponding to the excess speed for each situation of change in the commanded speed as shown in the figure. As is clear from the figure, even if the excess speed ΔV is the same, the braking force to be reduced will be different if the conditions of change in the commanded speed are different. For example, when updating signals such as 〓〓→〓〓 and 〓〓→〓〓, the commanded speed difference is the same 45
Even if the speed is Km/h, the reduction in braking force for excess speed △V will differ depending on the signal update situation.

Based on this idea, and after further correcting the brake idle time, etc. as necessary, we set the type of regulated speed as a variable variable and the excess speed △V as a variable, as shown in Figure 3. If the appropriate braking force is determined in advance through experiments, calculations, etc., the appropriate braking force corresponding to the signal update status (change in indicated speed) and excess speed ΔV can be detected from the corresponding pattern. Therefore, the excess speed △V
Therefore, it is possible to find an appropriate braking force that does not become excessively excessive and that can reduce the speed to a predetermined speed up to the end C of the section. A specific configuration for achieving this will be explained according to the embodiment shown in FIG.

Reference numeral 1 denotes a known ATC receiver that detects a signal current on a track (not shown), and the signal detected by the receiver 1 is given to a known speed pattern generator 2. , generates a restricted speed pattern corresponding to the type of received signal. The pattern is output to a known arithmetic unit 3. The calculation unit 3 also receives speed information from a speed generator TG that detects the speed of the train from the number of rotations of the train's axles. The calculation unit 3 uses a known method to calculate whether the train in question is running at a speed exceeding the speed specified by ATC based on the speed pattern and actual speed information. detects this and immediately outputs a command to apply a predetermined braking force. The above is a widely known speed control method using ATC, but the present invention is based on the above-mentioned method.
The feature is that a new configuration as described below is added to the speed control method.

The known code converter 4 is a speed pattern generator 2
The ATC signal output from the receiver 1 is simultaneously input to the receiver 1 and converted into a code determined in advance according to the type of ATC signal. It is assumed that these predetermined codes are expressed with values that facilitate comparison operations. The ATC signal converted into a code is output to a signal update detector 5 having a known memory 6 and a known comparator 7 therein. In the signal update detector 5, the memory 6 continuously stores the signal currently being received, and when the signal is updated, the comparator 7 is activated and detects that the signal has been updated and that the signal has been updated. In addition to detecting the type of signal, the signal before the update stored in the memory 6 is also input, and the state of change in the signal before and after the update is detected. If the updated signal is subject to greater speed control than the pre-updated signal, the known gate 8 is also activated, and the signal changes are compared using a known method. That is,
Brake force reduction device 1 detects changes in indicated speed.
Output to pattern generation mechanism PG of 0. By the operation of the gate 8, the speed information of the train detected by the speed generator TG at that point in time, that is, at the time of signal update, is outputted to the speed difference detector 9 via the gate 8. The speed difference detector 9 has a known arithmetic circuit, and uses a known method to output the actual speed information of the train at the time of signal update and the speed pattern generator 2 in accordance with the type of updated signal. The difference from the regulation speed information, that is, the excess speed is determined, and the detected excess speed information is applied to the brake force reduction device 10.
Output to. The brake force reduction device 10 having a known pattern generation mechanism PG inputs information regarding the state of change in the indicated speed output from the signal update detector 5 to the pattern generation mechanism PG, which is a storage device. The pattern generation mechanism PG, which stores a group of patterns as shown in FIG. Using the pattern thus obtained, the excess speed information ΔV outputted from the speed difference detector 9 is received, and a brake command value corresponding to the information is detected. The thus detected brake command value is output to the converter CG. When the output from the pattern generation mechanism PG is input, the converter CG becomes operational and converts the brake command output from the calculation unit 3 into the brake command value output from the pattern generation mechanism PG, and thus converts the brake command value output from the pattern generation mechanism PG. The brake command value is converted into a brake command value that decelerates to a predetermined speed until the end of the section and is output. The thus obtained brake command indicating that an appropriate brake command should be given to the train is transmitted from the brake force reduction device 10 to a known brake command device 11, and transmitted to the entire train as a predetermined brake command by a known method. ATC applies brakes to the train. If the train is decelerated to below the speed limit instructed by ATC before reaching the end of the section, the brake command from the calculation unit 3 is canceled and the brake operation is also canceled, and the train stops decelerating. With the above method, when ATC receives an updated signal, the braking force is reduced according to the excess speed only if the updated signal is low, so it is possible to operate the appropriate braking force. I can do it.

In general ATC, if the update signal is of low level, the receiving point is usually at the boundary of the section, but in rare cases, such as when an abnormal situation occurs ahead, the receiving point is at the boundary of the section. It is not impossible that a low-level signal may be updated and received in the middle. In the current ATC, in such a case, unless the updated signal is a command to make an emergency stop, the vehicle will not operate normally.
ATC only issues a brake command, that is, applies a brake force to decelerate the train to a predetermined speed limit by the end of the section. There is a possibility that the speed cannot be reduced. This problem also occurs in the above embodiments of the present invention. Moreover, in the above-mentioned embodiment, the braking force is activated in response to excessive speed, so when such a situation occurs, the problem becomes even more serious.
Therefore, in such a case, a method should be adopted in which the brake force corresponding to the excess speed is applied only when the signal is updated at the boundary of the section, and such a method should not be adopted in other cases. , the above-mentioned problems are removed from the above embodiment.

Its specific configuration will be explained with reference to FIG.

Consisting of the same structure in front of the leading axle W of the vehicle L
A receiver Ra connected to power receiver A and a receiver Rb connected to power receiver B for ATC are provided.
Power receivers Ra and Rb are provided with a sufficient distance from each other in the direction of travel of the train. It is assumed that the vehicle is entering section X from section Y. Power receiver A, which is mounted at the front of the vehicle, has already entered the new front section X, while power receiver B remains in section Y. If the type of signal presented in section X is different from the type of signal presented in section Y, the signal is updated upon passing through the section boundary of the receiver. Therefore, the timing at which the two receivers connected to the two power receivers, which are installed at a sufficient distance from each other in the train's traveling direction, receives the update signal is determined by the performance of the two receivers and power receivers. If they are the same, they are different times, even if the time is very short. That is, first, the signal of the receiver Ra is updated, and then the signal of the receiver Rb is updated. Therefore, these two
A discriminator C having a timer and memory that simultaneously inputs the outputs of the signals received by the two receivers Ra and Rb is provided. First, the receiver Ra receives the update,
Subsequently, when the discriminator C, which has a timer, memory, etc., detects that the receiver Rb has received a similar signal, it determines that the signal has been updated and received at the section boundary. Stated
All you have to do is reduce the ATC braking force. That is, for example, the output of signal update information from the signal update detector C in FIG. They may be connected in parallel using an AND gate or the like.

In addition, in the embodiment shown in Fig. 4, an example was described in which the brake force to be applied according to the excessive speed is created as a pattern in advance and the brake force is commanded based on the pattern. The method for reducing the speed is not limited to this, and a method may be used in which a predetermined braking force is applied in accordance with the excess speed using a known memory or the like. Furthermore, various modifications can be made to the signal update detection method in addition to the method described with reference to FIG.

[Brief explanation of the drawing]

Figure 1 is a diagram showing the relationship between train speed and ATC section, Figure 2 is a diagram showing the relationship between the deceleration required for ATC braking and the excess train speed, and Figure 3 is the diagram showing the relationship between the deceleration required for ATC braking and the excess train speed. Na
FIG. 4 is a diagram showing an ATC brake command value, FIG. 4 is a block diagram showing an embodiment of the present invention, and FIG. 5 is a block diagram showing another embodiment of the present invention. 5...Signal update detector, 9...Speed difference detector,
10... Brake force reduction device, X, Y... Signal section.

Claims (1)

[Claims] 1. When a train using ATC receives one signal and, while traveling within the speed range indicated by the received signal, receives an updated signal indicating that it should run at a lower speed than the received signal. a signal update detector that detects that an updated signal indicating that the user should drive at a lower speed than the received signal is received when the traveling speed exceeds the instruction speed corresponding to the updated signal;
A device that detects changes in the indicated speed, a speed difference detector that detects excessive speed of the train, a storage device that stores appropriate brake command values according to the changes in the indicated speed and the excess speed, and A device that controls the braking force according to the brake command value output according to the change in the command speed and the excess speed, and the device controls the brake force according to the brake command value output according to the change in the command speed and the excess speed at the time the update is received. An automatic train control device characterized by appropriately controlling the braking force to be applied to the train. 2. When a train using an automatic train control device receives one signal and, while traveling within the speed range indicated by the received signal, receives an updated signal indicating that it should run at a lower speed than the received signal, the updated signal The brake command from the automatic train control device is updated on the condition that the updated signal is received at the signal section boundary, and the control is performed according to the state of change in the command speed and excessive speed at the time when the brake command is updated and received. automatic train control method.