JPH0810964B2 - Train control system - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a train deceleration control system, and more particularly to a train control system suitable for a transportation system with a high transportation density in which train operation time intervals are short.

[Prior art]

In order to operate a train safely by railroad, it is necessary to run the preceding train and the following train so that they do not come close to each other within a certain interval, while in order to increase the transportation capacity,
It is necessary to make this interval as short as possible.

Therefore, in order to meet such conditions, general ATC
A train control system shown in FIG. 2 has been proposed instead of the (automatic train control device), and this conventional example will be described below.

In the conventional example shown in FIG. 2, there is a speed signal generator 1 on the ground in each block section, which is controlled by the presence or absence of train detection of the track circuit in each block section. The speed limit signal of 1 is transmitted via the transmission path 2 to a plurality of signal loops 3 installed along the track. The speed signal sent to these signal loops 3 is received by the signal receiver 5 installed in the vehicle 4 and sent to the speed signal receiver 6 on the vehicle. The receiver 6 discriminates the speed signal from the ground and sends the speed limit signal to the speed checking unit 7. The speed checking unit 7 generates a speed limit pattern corresponding to this signal. On the other hand, the train speed signal generated from the speed detection device 8 of the vehicle 4 is also input to the speed checking unit 7, where the two signals are compared and checked. According to the result of the check, when the train speed exceeds the speed limit given from the ground at that time, the speed check unit 7 applies the brake with the maximum deceleration to the brake controller 9. Brake command is given, and thereby emergency stop control is performed.

In addition, this conventional example has a function of automatically performing deceleration control so as not to conflict with the speed limit pattern even in normal operation. Therefore, in FIG.
From the signal loop 3 laid on the ground, a signal for modifying the speed limit signal is sent together with the speed limit signal. On the other hand, the vehicle 4 is provided with the deceleration control unit 10,
The speed limit signal and the modifier signal are input to this.
Here, the modification signal is a target deceleration speed pattern (target deceleration travel speed) for deceleration so that the train does not interfere with the speed limit pattern by subtracting a constant speed from the speed limit signal. It is generated by the control unit 10, and is received by the reception antenna 11. Then, the deceleration control unit 10 informs the vehicle 4 in addition to these two signals.
The speed signal from the speed detection device 8 is also input, and an appropriate brake command is given to the brake controller 9 by comparing and comparing the both, thereby automatically performing deceleration control such that the target deceleration traveling speed is maintained. Will be obtained.

 Next, the operation of this conventional example will be described.

First, FIG. 3 shows the operation when a train T enters a certain block section A and a preceding train T'is present in the next block section B. 20 is provided near the insulation section S. Is a traffic signal, 21 is a speed limit pattern, 22 is a deceleration speed pattern, and 23 is a train deceleration characteristic. The reason why the speed limit pattern 21 and the deceleration speed pattern 22 are stepwise is that these patterns are given to each of the installation positions of the plurality of signal loops 3. The length of the step of the pattern depends on the size of each of the signal loops 3.

As is apparent from FIG. 3, in this prior art example, when the preceding train T'exists in the next block section B and the signal 20 shows "stopped", the restriction is made before the section S. A speed limit pattern 21 at which the speed becomes zero is set for this closed section A, whereby the train T automatically gives emergency stop control according to this pattern 21, but according to this conventional example, In addition to the speed limit pattern 21, a deceleration speed pattern 22 corresponding to the speed limit pattern 21 is simultaneously set in the closed section A, whereby the train T is automatically given deceleration control. As a result, according to this conventional example. Even in such a case, the vehicle does not enter the brake control based on the control speed pattern 21, and the vehicle travels as shown by the deceleration characteristic 23 by the appropriate deceleration control using the deceleration speed pattern 22 as the target speed to ensure sufficient safety. The distance from the preceding train T'can be kept to the maximum possible while maintaining the integrity.

Next, in FIG. 4, when the train T enters a certain closed section A, the preceding train T'exists in the next closed section B, so that the speed becomes zero before the section S once. Speed limit patterns 21, 21 'and corresponding deceleration speed pattern 2
2 is set in this section A, and as a result, the train T travels while being decelerated and controlled according to the deceleration characteristics 23 with this deceleration speed pattern 22 as the target, but at a position a predetermined distance before the section S. When the train T reaches the position P, the preceding train T ′ exits the next block section B. Therefore, when the train T reaches the position P, the indication of the traffic light 20 changes from “stop” until then to a higher position. This shows the case where the “progress” is reached.

Therefore, according to this conventional example, normally, the deceleration control of the train is smoothly performed with the target of the deceleration speed pattern 22, and if the speed of the train exceeds the speed limit, the maximum brake that can be applied is Emergency stop control that works will be carried out, compared with general train control by ATC etc.,
It is possible to sufficiently shorten the operation interval between the preceding train and the following train without sacrificing safety.

Note that, as a material related to this kind, there is, for example, JP-A-52-13204.

[Problems to be solved by the invention]

However, in the above-mentioned related art, the stop control of the train in the closed section where the train should originally be stopped has not been particularly considered.

That is, in the above-mentioned conventional technique, in the case of FIG. 4, for example, this closed section A includes the platform PF of the station where the train T at this time should stop, and therefore the next closed section B
Even when the traffic light installed before the section S between and is the departure traffic light 30 at the station, when the preceding train T'has left the next block section B, the turning angle is 23 Therefore, despite the deceleration control being performed, the deceleration control is canceled after the train T reaches the position P, and thereafter the train T is kept unless the driver actively performs the stop operation. There is a risk that it will pass through the Plattform PF at the station, but no particular consideration is given to this point.

An object of the present invention is to provide a train control system that addresses the above-mentioned problems of the prior art and ensures that train stop control in a closed section where a vehicle should be stopped is always obtained.

[Means for solving problems]

According to the present invention, the above problem is solved by allowing a signal representative of a particular block section to be automatically given to a train within the block section.

[Work]

When a train enters a certain closed section, a signal is given to the train to identify it, which makes it possible to create information indicating that the train is temporarily stopped at a predetermined position within this closed section. As a result, the vehicle stop control can always be reliably obtained regardless of the change in the information indicating the speed limit.

〔Example〕

Hereinafter, a train control system according to the present invention will be described in detail with reference to the illustrated embodiments.

By the way, also in one embodiment of the present invention, the hardware configuration is almost the same as the conventional example in FIG. 2, and as a result, the control in the case described in FIG. 3 and FIG. It is something that can be obtained.

Therefore, in this embodiment, the following configuration is added to the configuration of the conventional example described above.

The speed signal generator 1 installed on the ground in each block section A sends the above-mentioned multi-step speed limit signal and the signal that modifies the speed limit signal through each signal loop 3, and the speed signal generator 1 further generates the speed signal. The device 1 is also configured to generate an identification signal indicating the character of the closed section A in which it is installed, whereby the deceleration control unit 10 of the vehicle 4 causes the vehicle 4 to enter the closed section A. However, whether the train T is a so-called temporary stop block section (a specific block section), for example, when the train T is a section having a platform and a departure signal at a station to stop, or, for example, between stations It is preliminarily identified whether or not it is a normal closed section having an automatic traffic signal, and as a result, the deceleration control unit 10 is configured to perform deceleration control different from the normal closed section in the specific closed section.

 Next, the operation of this embodiment will be described.

First, the operation when the closed section A into which the train T has entered is a normal closed section is the same as in the case of the conventional example described in FIGS. 3 and 4.

Next, as shown in FIG. 1, the closed section A where the train T has entered is the platform platform PF where the train T should stop.
An operation including a departure traffic light 30 and a specific block section will be described.

In FIG. 1, when the train T first enters the closed section A, the speed limit patterns 21, 21 'and the corresponding deceleration speed pattern 22 are generated due to the presence of the preceding train T'in the next closed section B. Then, the emergency stop control and the deceleration control according to this are performed.

On the other hand, at this time, as described above, the speed signal generator 1 on the ground constantly generates an identification signal indicating that the section A is a specific closed section, and as a result, on the train T on the train. A certain deceleration control unit 10 recognizes that this section A is a specific closed section from the time this train T enters the section A, and performs control processing to perform deceleration control according to this. The content of has been switched.

Therefore, as in the case of FIG. 4, when the train T reaches the position P, the preceding train T ′ leaves the next block section B,
It is assumed that the indication of the traffic signal 30 has changed from "stop" to "progress", and as a result, the portion 21 'shown by the chain line of the speed limit pattern 21 has changed to a higher position.

At this time, in the conventional example described with reference to FIG. 4, as already described, the deceleration speed pattern 22 disappears when the train T reaches the position P and the preceding train T ′ leaves the next block section B, In response to this, the deceleration control was released from this point onward, and as a result, it was not possible to obtain a stop at Plattforum PF at the station unless the driver positively operated.

However, in this embodiment, as described above, the on-vehicle deceleration control unit 10 recognizes that this section A is a specific closed section, and at this time, the deceleration speed pattern 22 once in that section. After is generated, the deceleration speed pattern 22 is maintained as it is, and the deceleration control is continued as it is, even when a subsequent upper change in the indication of the traffic signal 30 is detected. When the stop of the vehicle is detected, the deceleration speed pattern 22 operates for the first time so as to follow the speed limit pattern 21 after the signal upper level change.

Therefore, according to this embodiment, when the closed section into which the train T has entered is a specific closed section that needs to be stopped once, such as a section having the platform of the station where the train T should stop, the operation is performed. As a result, it is possible to always obtain reliable stop control of the train without positively operating the hand, and it is possible to prevent the risk of the train passing through the stop station due to the driver's failure.

In addition, the above-mentioned specific closed section for temporarily stopping the train is not limited to a section such as a so-called home track including the platform of the station, but also a crossing portion of the track or a start portion of the down slope, Needless to say, it should be interpreted to include a section such as a corner and a closed section including a point where the train needs to be stopped once.

〔The invention's effect〕

As described above, according to the present invention, in the system in which the emergency stop control and the deceleration control are automatically given for each closed section, in the specific closed section, the state of the preceding train in the next closed section and Since the vehicle stop control can always be reliably performed regardless of the relationship, it is possible to sufficiently deal with the problems of the conventional techniques and reliably prevent the risk of erroneous passage through the stop station.

And, as a result, according to the present invention, as the ground-side signal system, it can be configured with a uniform logic considering only the relationship with the preceding train, nevertheless, in a specific closed section, separately, Since you will be given the necessary information, you can choose to stop and pass at the station, stop and pass at the railroad crossing,
Further, control corresponding to various variations such as control of slowing and releasing in the construction section can be easily performed.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a characteristic diagram for explaining a train control operation according to an embodiment of the present invention, and FIG. 2 shows an example of a train control system common to one embodiment of the present invention and a conventional example. Block diagrams, FIGS. 3 and 4 are characteristic diagrams for explaining the train control operation in the conventional example. 1 ... Speed signal generator, 2 ... Transmission path, 3 ... Signal loop, 4 ... vehicle, 5 ... Signal power receiver, 6 ... Speed signal receiver, 7 ... Speed checking unit, 8 ... ... Speed detector, 9 ...
… Brake controller, 10 …… Deceleration controller, 11 …… Receive antenna.

Front page continuation (72) Inventor Yoshitaka Naka, 1070 Ige, Katsuta-shi, Ibaraki Hitachi, Mito Plant, Ltd. ) Bibliography Sho 59-195906 (JP, U)

Claims (1)

[Claims] 1. A closed section based on a speed instruction signal independently transmitted from the ground to a train for each predetermined closed section, along each predetermined section along the traveling direction of the train in the closed section. Two kinds of information, that is, the information indicating the speed limit for each position of the train in the train and the information indicating the target deceleration running speed which is always lower than the speed limit by a predetermined value, are calculated.
In a train control system of a system that performs emergency stop control and deceleration control of a train using information of a kind, a means for transmitting a predetermined identification signal to a train existing in a specific closed section among the closed sections is provided. When this identification signal is received by the train, the information indicating a temporary stop at a predetermined position within the closed section indicates the target deceleration running speed regardless of the change in the information indicating the speed limit. A train control system characterized by being configured so as to be given as information to represent.