JPS6133326B2 - - Google Patents

Description

[Detailed description of the invention] This invention relates to an improvement of automatic train control (ATC) system, and in railways equipped with automatic train control (ATC) equipment, an additional signal for changing train acceleration/deceleration is superimposed on the ATC signal. By doing so, the objective is to provide an automatic train control system that achieves functions similar to the acceleration/deceleration control functions of automatic train operation (ATO) devices while using only the ATC device.

Conventionally, in an ATC device, deceleration or acceleration to a target speed based on an ATC signal has been based on a single deceleration (hereinafter referred to as normal deceleration) or acceleration (hereinafter referred to as full power running). When controlling train speed using a single acceleration/deceleration in this way, there is a risk of rapid acceleration/deceleration depending on track conditions and operating conditions, and there is still room for consideration in terms of riding comfort. be.

One measure to prevent the sudden acceleration/deceleration mentioned above and improve train ride comfort is to operate trains according to acceleration/deceleration patterns created in advance according to track conditions, operating conditions, etc. A well-known so-called automatic train operation (ATO) device may be used. However, in addition to the conventional ATC equipment, this requires new equipment such as ATO onboard equipment, ATO wayside equipment, and wayside equipment control circuits, and it is difficult to easily adopt it to existing railways. Moreover, there is a problem in that the equipment cost becomes enormous.

The present invention was invented in view of the above problems, and is used to add an additional signal (hereinafter referred to as
Depending on the presence or absence of the AD signal in the ATC signal received on the vehicle, the normal deceleration and lower deceleration (hereinafter referred to as
It is designed to obtain two types of deceleration or acceleration: service deceleration (hereinafter referred to as service deceleration), or full power running and lower acceleration (hereinafter referred to as half power running).
Using only the conventional ATC device, we have achieved the same acceleration control function as that of the ATO device, improving ride comfort when the train decelerates or accelerates, and preventing overruns at the train stop position. The aim is to obtain the same effect as an ATO device while using it.

Embodiments of the present invention will be described below with reference to the drawings.

Conventionally, ATC signals modulate, for example, a carrier wave of frequency _p with modulated waves of different frequencies ₁ , ₂ , ... _o corresponding to each stage of the set control speed, and these modulated waves are used as speed control signals. The speed of the train is controlled by transmitting modulated waves corresponding to the required control speed from the ground to the train.
FIG. 1a is a waveform diagram of a modulated wave obtained by amplitude modulating a carrier wave fo with a square wave, and is an example of a conventionally used ATC signal waveform. Figure b shows AD at frequency ad.
Modulating the signal carrier wave with the same frequency as the square wave
This is a waveform diagram showing the state where the ATC signal is superimposed on the signal space part, and the modulated wave of the AD signal is superimposed.
Naturally, it is modulated with the same period as the ATC signal.

Figure 2 shows the AD of this method, which is surrounded by a dashed line in the figure.
This is a block diagram of the ATC signal on-board receiving circuit including the signal receiving section, which contains the ATC signal transmitted from the ground to the on-board receiving antenna CA, which is usually called a power receiver.
The signal is passed through the band wave filter FOF of the carrier wave and the carrier wave
ATC signal and AD by FAD bandpass filter ADF
The ATC signal of the carrier wave is separated into signals and the detector
FOD passes through limiter LIM1, and here each selective amplifier SA for each modulated wave f1, f2,...fn
1, SA2, . The receiving relays f2R, . . . fnR are driven by similarly received modulated wave signals f2, . . . fn. In addition, the AD signal that has passed through the filter ADF, the detector ADD, and the limiter LIM2 passes through the wideband selective amplifier ADS that passes any of the modulated waves f1 to fn, and then passes through the level detector.
ADL, its receiving relay through rectifier ADRF
Drive ADR.

FIG. 3 is a block diagram of a speed check circuit that generates a brake control output by comparing and comparing the control speed based on a speed control signal received from the ground with the train speed based on a speed signal from a speed generator of the train. In other words, an AC generator ACG generates AC waves in response to the output of a speed generator TG that rotates in conjunction with the axle of the train, and a one-shot multi-pulse converter that shapes the AC waves into pulses of a constant width and amplifies and rectifies them. The voltage generated by the wave circuit SAD in proportion to the train speed is transmitted to the receiving relays f1R and f2 as shown in the figure.
R, ... fnR contacts (the contact symbol is shown with the same symbol as the relay to which it belongs. The same applies hereinafter) to the lower speed priority (however, the signal f1 → fn is set as the higher → lower speed signal). Press. The divided voltage is compared by a comparator CPM with a reference voltage which is formed into a rectangular wave by intermittent circuit CS, which is driven by a rectangular wave oscillator FR to open and close the voltage of the reference power supply SE. , a level detection circuit LAD consisting of an amplifier, a rectifier, etc., drives the brake control relay BR. Therefore, if the train speed is lower than the inspection speed, the relay BR is activated, and if it is higher, the relay is activated.
Restore the BR and control the brakes.

FIG. 4 shows a brake control circuit constructed using the contacts of the brake control relay BR and AD signal receiving relay ADR, and is an example of applying the AD signal to service deceleration. In other words, if the train speed is lower than the reference speed, the brake control relay BR operates and the brake notch circuit is turned OFF, but if the train speed is higher than the reference speed and there is an AD signal, the brake control relay BR is activated. Service deceleration β2 based on recovery conditions and AD signal reception relay ADR operating conditions
A low notch circuit is constructed, and when there is no AD signal, a high notch circuit of regular deceleration β1 is constructed via the recovery contact of the receiving relay ADR.

FIG. 5 is an example of a speed-distance curve of a train controlled by the brake control circuit shown in FIG. This diagram illustrates a comparison between the regular deceleration β1 and the service deceleration β2 when decelerating to h, that is, the difference in deceleration state depending on the presence or absence of an AD signal.

FIG. 6 is a speed-distance curve diagram showing a specific example using the brake control circuit shown in FIG. 4. When the speed limit in the speed limit section LD is 55 km/h,
In order to decelerate from the traveling speed of 70km/h to the target speed of 55km/h, (55+AD) in front of the speed limit section LD.
A signal section is provided, the vehicle is decelerated at service deceleration β2, and the vehicle passes through the restricted section LD at a constant speed of 55 km/h. Then, when the train reaches the 70km/h signal section, it accelerates and returns to a running speed of 70km/h.

In this way, by using the service deceleration β2, which is a milder deceleration, in addition to the regular deceleration β1 for safety, it is possible to eliminate passenger discomfort due to mid-way deceleration, and the automatic train operation ( It can have a function similar to ATO (abbreviated as ATO).

As another example of use, as shown in Fig. 7, the overrun protection section D of the train reaching the front car stop position S of the platform P1 can be set to the platform P1 side (0
+AD) By setting the signal section and the area beyond it as the 0 signal section, for example, if a train approaching the platform at a target speed of 25 km/h greatly overruns, safety is ensured by the normal deceleration β1 in the 0 signal section, and a little In response to an overrun, service deceleration β2 is provided to provide a more comfortable ride for passengers.

Next, Figure 8 shows an example of a circuit in which the AD signal is applied to train acceleration. The figure shows the current reducing resistor R inserted in the drive circuit of the train motor M as an AD signal receiving relay.
This is an example of a circuit that is short-circuited through the ADR recovery contact, as shown in Figure 9.
When departing, if there is an AD signal, relay
The short circuit is broken by the operation of ADR, and the motor current is reduced by the current reducing resistor R, causing the motor current to accelerate from the slow half force α2, but if there is no AD signal, the motor current
When the ADR is restored, the current reduction resistor R is bypassed and the motor current increases, resulting in full-speed acceleration α1. Therefore, for example, if there is only a control signal with a target speed of 70 km/h, it will run at full power with acceleration α1, and if an AD signal is superimposed, it will run at half power with acceleration α2, so for example, during rush hours in the morning and evening. When you want to improve transportation efficiency, you can stop superimposing AD signals and run at full power, and when it is quiet, you can superimpose AD signals and run half-power, which can reduce power consumption.

In addition, in the above, AD due to equipment failure etc.
If no signal is superimposed, the deceleration will be normal deceleration β1 and the acceleration will be full power α1, so the ATC function will not be impaired at all and the fail-safe function will be maintained.

Conventional ATO operation has a regular deceleration β1 that controls safety.
This has been done by both an ATC device with an ATC device and an ATO device with a service deceleration β2 that provides a comfortable ride for passengers.
This device has the effect of performing the above-mentioned ATO function, simplifying the system and reducing costs.

In addition, regarding the above-mentioned acceleration switching, there is no similar device to date, and ATO operation consumes more power than full-speed operation even during quiet operation, but this automatic train control method reduces power consumption. The measurable effects are remarkable.

[Brief explanation of the drawing]

The drawings relate to an embodiment of the automatic train control system of the present invention, and FIG. 1 is a waveform diagram showing an example of a speed control signal, a signal waveform diagram showing an example of superimposing an additional signal on this signal, and FIG. 2 is a waveform diagram showing an example of a speed control signal. Figure 3 is a block diagram of the on-board receiving circuit, and Figure 4 is a block diagram of the speed checking circuit.
The figure is an example of a brake control circuit, Figure 5 is a speed-distance curve diagram of a train due to brake control by the control circuit, Figure 6 is a speed-distance curve diagram showing a specific example of the same control, and Figure 7 is a diagram of a speed-distance curve showing a specific example of the above control. Same as above and other specific examples of speed.
A distance curve diagram, FIG. 8 is a circuit example diagram of acceleration control using an additional signal, and FIG. 9 is an example diagram of a train acceleration curve using the same circuit. fo...speed control signal carrier wave, fad...additional signal carrier wave, ADF...additional signal carrier passband filter, ADR...additional signal on-board reception relay.

Claims (1)

[Claims] 1. In an automatic train control system in which a carrier wave is square-wave amplitude modulated at a frequency corresponding to a required control speed to generate a speed control (ATC) signal, the signal space portion of the speed control signal consisting of the square-wave amplitude modulator wave is An additional signal consisting of a frequency different from the carrier wave of the speed control signal is interpolated and transmitted, and on condition that the additional signal is received on the train, the deceleration or acceleration during acceleration or deceleration of the train is reduced compared to during normal train speed control. An automatic train control system that is characterized by automatically switching between