JPS6212725B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a train control device that employs an ATC (automatic train control) system based on an in-train signal system as an operation safety means for railway transportation.

Normally, the on-board devices that make up the in-vehicle signal type ATC system are as shown in Figure 1: ATC signal power receiver A, ATC on-board receiving device B, ATC control device C, speed generator D, and ATC control device C. Consists of output relay panel E, in-vehicle signal display light speedometer F, etc.
Also, there is a brake pattern generator G, which falls under the category of brake system, as a device that interfaces the ATC system and the brake system.

The characteristics of train operation using the on-board signal system are that it is not affected by weather conditions, provides good visibility, and maintains the highest level of safety, but it has the following disadvantages.

(1) Because it is not possible to predict the traffic signals ahead, it is not possible to drive at an appropriate speed pattern, which increases driving time.

(2) The braking applied by the ATC control device C is normally the maximum braking for normal use, and the jerk fluctuation at the start of braking is large, causing a worsening of riding comfort for passengers.

(3) Since the braking force acts relatively strongly against the adhesion force, it may cause skidding and slipping.

(4) ATC at the time of brake release due to delay in brake release
There is a large deviation between the signal and vehicle speed, and if you want to reduce the deviation, you will need to power the vehicle again. As a result, braking and powering are repeated, resulting in poor riding comfort. Also, from the point of view of energy conservation, the loss is large.

The present invention has been made to compensate for the shortcomings of such in-train signaling systems, and it introduces a train deceleration management device to determine the optimum braking force based on the signal type that has changed in response to a change in the lower level of the ATC signal, based on the blockage length. The objective is to select the correct speed and improve the ride comfort.

Hereinafter, one embodiment of the present invention will be described based on the drawings. FIG. 2 shows an embodiment of the present invention,
The same reference numerals as in FIG. 1 indicate the same components, but in this embodiment, a train deceleration control device H is provided between the output relay panel E and the brake pattern generator G. The functions of the train deceleration control device H are as follows, and FIG. 3 shows a specific block diagram thereof.

In other words, the input signals include speed information, an ATC signal, and the carrier wave of the ATC signal in the ATC on-board receiver changes alternately every time the ATC signal is blocked. There is a switching detection signal, and the speed information is input from the speed generator D, and the ATC signal and section switching detection signal are input from the ATC on-board receiver B. Furthermore, there is a regular braking command as a control start signal, and this command is for inputting the calculation result of the ATC control device C through the output relay panel E. The calculation elements include two types of distance counters A and B, one for direct control and one for absolute distance detection, and a speed counter C for counting speed. Counter A is a counter that has a fine resolution and ensures a length corresponding to the maximum occlusion length, and is used to obtain distance coordinates of a pattern necessary for braking force control by counting speed information from speed generator D. Counter B has a coarser resolution than counter A, and is used to obtain the absolute distance from the departure of the train.It counts based on the speed information from the speed generator D, and also measures the section change that is always obtained when the section changes. The absolute distance is obtained using the replacement signal as a distance correction signal.

Therefore, the speed input taken from the speed generator D is waveform-shaped (block 1) and sent to the distance counter A.
(block 3) and B (block 2), while also operating speed counter C (block 4). Assists in reading route conditions (block 5) from the output of distance counter B (block 2) and generating control patterns from the ATC signal input via the input buffer (block 6) and distance counter A (block 3). Used as a condition. Generated pattern (block 7) and speed counter C
The vehicle speeds from (block 4) are compared and the optimum braking force is selected (block 9).

The concrete control of the device configured as described above is performed as follows. That is, when the ATC signal changes to a lower level and a control start command is issued from the ATC control device C, it is determined from the contents of the distance counter B (block 2) how much the blockage length of the changed signal is, what the gradient conditions are, etc. confirm. From the ATC signal input from the ATC on-board receiver B, it is determined that the type of change signal is a change from n ₁ signal to n ₂ signal, and the deviation of the speed limit is x ₁ Km/n, etc., and confirmed first. A control pattern (block 7) is generated based on the content of the distance counter A (block 3) together with the obtained occlusion length. The control pattern takes the content of distance counter A (block 3) on the horizontal axis and the speed on the vertical axis, and is determined by taking into account the blockage length, gradient conditions, etc., so it is inevitably more ds/ than the normal maximum braking travel pattern. The DV is small. There are several methods for making the vehicle speed follow the control pattern; one example is the well-known zone comparison method used in the automatic train operating system ATO and the fixed position stopping system TASC. This is a control method in which several types of auxiliary patterns are set around the central control pattern, the speed intervals between the patterns are called zones, and the braking force is changed depending on the zone to converge to the central pattern, and the convergence performance It is a well-known fact that this is good. Here, the device according to the invention and
The differences between TASC and ATO are as follows.

TASC and this device differ in the following points.

(1) The purpose of TASC is to stop the train at a fixed position on the platform, whereas this device
It controls the braking force when the signal changes to a lower level and improves the indicated speed.

(2) If the control section is TASC, this device applies to the area around the station, but this device applies to all lines where trains are operated.

(3) Therefore, train route data is stored as fixed memory.

(4) Section switching signals, etc. are incorporated as distance correction signals to accurately determine the total distance traveled by the train since its departure.

In TASC, distance correction is performed by placing a ground coil at an appropriate location several meters in front of the stopping point.

Next, ATO and this device differ in the following points.

(1) ATO only performs braking force control for deceleration within the ATC signal indication, whereas this device
Based on the regular braking command from the ATC control device C, the optimum braking force corresponding to the blockage length is selected from the conventional maximum regular braking.

(2) Therefore, with ATO, it is necessary to provide a warning ground signal before the signal appearance changes, but this is not necessary with this device.

FIG. 4a is a train running diagram when using this device. When the ATC signal changes from n ₁ to n ₂ , under conventional control, the ATC normal use maximum is activated, resulting in a running diagram as shown in the figure. That is, when the brakes are released, the ATC signal is significantly affected, and it is necessary to power the vehicle again to increase the vehicle speed. On the other hand, when this device is used, the running curve is improved as shown in the figure, and there is no need to apply power again at the time of slow release.

Figure 4b is a train running diagram for ATO,
Immediately before the ATC signal changes from n ₁ to n ₂ , there is a deceleration equivalent to the driving behavior of a conventional ground signal system driver. If this were to be done mechanically, it would be necessary to install a notice ground on the ground.

As described above, according to the device of the present invention, without any equipment investment on the ground side, the conventional maximum service brake is applied whenever the service braking command of the ATC control device is output, but the blockage length is reduced. In-vehicle signal system ATC by obtaining suitable braking force
Increase the scheduled speed of trains running under the system,
It can also contribute to improving ride comfort.

[Brief explanation of the drawing]

Fig. 1 is a block diagram showing the configuration of a conventional automatic train control ATC onboard system, Fig. 2 is a block diagram showing an embodiment of the present invention, and Fig. 3 is a block diagram showing the configuration of a train deceleration management device. , Figures 4a and 4b are train running diagrams. Note that the same reference numerals in the figures indicate the same or corresponding parts. In the figure, A is the ATC power receiver, B is the on-board receiver,
C is an ATC control device, D is a speed generator, E is an output relay panel, F is a speedometer, G is a brake pattern generator, and H is a train deceleration control device.

Claims (1)

[Claims] 1. Automatic train control ATC on-board receiving device and automatic train control installed on vehicles as a means of operational safety for steel transport.
In a train that employs an automatic train control ATC system equipped with an ATC control device, the automatic train control ATC control device Input information that applies some kind of braking force to the train from
Analyzing the type of information input from the automatic train control ATC control device, and
After correcting the distance traveled by the train based on the section switching signal output from the on-board receiver, control is performed based on the corrected distance information, taking into account the route conditions for each vehicle type that are stored in fixed memory. A train control device comprising a train deceleration management device that generates a pattern, compares the control pattern with vehicle speed, and applies a braking force within a range that does not exceed the blockage length.