JPS6016103A - automatic train driving device - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed description of the invention] [Field of application of the invention] The present invention relates to an automatic train operating system (hereinafter referred to as an ATO system).

), and particularly relates to a backup method when a point signal reception error occurs during fixed position stop control.

[Background of the invention]

Fixed position stop control in the on-vehicle pattern type ATO device will be explained with reference to FIG. 1(a). PS1 to P84i1m indicate the first to fourth point signals, and are installed so that a stop pattern with a predetermined deceleration can be generated by fixed position stop control. Conventionally,
This point signal is decoded by the ATO on-board receiver through frequency changing action with a ground transducer or small loop installed on the ground, and is input to the ATO device as a point signal. Normally, the ATO device has a target speed f corresponding to the ATC signal.
r is set, and the train is controlled to follow this target speed fr.

When approaching the station and receiving a point signal from the ground switch Ps+ via the ATO onboard receiver, the stop pattern f.

All occurs and shifts to fixed position stop control. In general, 81
As shown in FIG. 41(a), from the intersection of the target speed fr and the stop pattern f, the routine shifts to fixed position stop control (hereinafter referred to as TASC control).

FIG. 1(b) shows TASC control when the first point signal PS1 is received incorrectly.

If PSL is received incorrectly, the switching between the target speed fr and the stop pattern fp will be stepped as in AM, and the speed deviation between the train speed f7, which has been controlled to follow the target speed f7, and the stop pattern fp will be This becomes excessive and leaves the TASC controllable range. In addition, the second point signal P82 is normally used to correct the distance of the stop pattern f generated from PSl, and is installed at a point relatively close to the station stop target point S, so the second point signal P82 is Even if a reception error occurs and the ATO device outputs the maximum brake to make the train follow the stop pattern fp, there is not enough distance and the train will overrun the target stop point S. Such an overrun requires recovery measures such as manual reverse operation, and becomes a major impediment to operation management. A.T.O.
This is the most important requirement to avoid in a system.

[Purpose of the invention]

SUMMARY OF THE INVENTION An object of the present invention is to provide an A'I'0 device that is effective in eliminating overruns of stop target points due to incorrect reception of point signals and ensuring smooth train operation.

[Overview of the invention]

The key point of the present invention is to detect a misreception of a point signal and, depending on this and the train speed and position, issue an emergency brake command.
Alternatively, the service brake command can be output.

[Embodiments of the invention]

Hereinafter, one embodiment of the present invention will be explained with reference to all the drawings.

FIG. 2 shows fixed position stop control when the twisting point of the guide wire loop is used as a point signal. In FIG. 2, 1 is a guide wire loop for the first point signal, 2 is a loop oscillator, and 3 is a second point signal loop.
3.4 shows the guide line loop for point signals, 4 shows the loop transmitter, fp shows the stop pattern generated by the ATO device, fr shows the target speed, and f9 shows the total train speed. In this system, the ATO on-board receiver detects the twisting points of the guide wire loops 1 and 2 via the on-board antenna, thereby reading out point signals PS1 to PS4 and inputting them to the ATO device. A.T.
By receiving this point signal, the O device generates a predetermined stop pattern f, and T A B OffIIJ
I will do the same.

FIG. 3 is a block diagram of an ATO device showing an embodiment of the present invention.

The twisting point of the guide wire loop and the carrier signal are received and detected by the on-board antenna 11 and input to the ATO on-board receiver 12 . The ATO onboard receiver 12 successively outputs point signals PS1 to PS4 and inputs them to the stop pattern generator 16 and point signal reception register 17 of the ATO device. On the other hand, the vehicle speed pulse obtained from the speed generator 13 is given to the pattern generator 16 and the proportional controller 18 as the train speed fv via the waveform shaping circuit 14 and the wheel diameter correction circuit 15. In the proportional controller 18, the pattern generator 16
The speed deviation Δ between the stop pattern fp and the train speed fv from
Calculate the brake notch according to V=f, f. or,
The emergency V-key command output logic unit 19 constantly monitors the reception error of the point signal using the loop carrier detection signal Pc from the point signal reception register 17 (5) and the ATO on-board receiver 12, and detects when a reception error has occurred. In this case, the train speed fv is compared to determine the output of the emergency brake command. This result is output to the vehicle after the notch selection circuit 20 determines the logic that gives priority to the emergency brake.

FIG. 4(a) shows the running mode at this time. If the point signal PSl is received incorrectly, an emergency brake command is output from the carrier signal receiving point of the guide line loop 3 to stop the vehicle before the target stop point. The length L of loop 3 can be determined by the maximum target speed and the emergency brake deceleration. After stopping in front of the vehicle, it is sufficient to run the vehicle again until it reaches the target stop point.

As shown in Fig. 4(b), if the target speed is about the same as the initial value of the stop pattern at the time of PS2 reception, the emergency brake command is not output, and follow-up control for the target speed is performed until the stop pattern is crossed. If the train is shifted to TASC control after crossing, it becomes possible to stop at a normal station. Similarly, the loop carrier signal reception condition was used as a means of detecting a point signal reception error.6) However, in the conventional point control method, this can be used instead by integrating the distance from the station departure point. It is possible to do so.

According to this embodiment, even if a point signal reception error occurs, the train can be made to reach the target stop point without overrunning.

FIG. 5 shows another embodiment of the invention. The difference from FIG. 3 is that the emergency brake command output logic section 19 includes all regular brake command output logic sections 1, and its input includes a stop pattern f,
is added, and the output is set to the regular brake command NB.

In this embodiment, when a point signal reception error occurs, a service brake command is output to fully decelerate the train speed, and the stop (turn f) is compared with the train speed fv. When the speed deviation falls within the controllable range of TASC control, the service brake is released and the system shifts to TASC control.

゛Figure 6 shows this running mode. That is, at the time when the carrier signal of the loop is received, the regular P-V-K command NB is
t- is output once, thereby decelerating the train, and when the speed deviation Δ■=f between the train speed fv and the stop pattern fp, fv becomes below a predetermined value that can be controlled by TASC, NB
It relieves the symptoms. The length L of the guide wire loop is determined by the maximum target speed, the service brake deceleration, and the initial value of the stop pattern of PS2. The above describes only the reception error of the first point signal, but if the reception error of the second or third point signal is subsequently made, the reception error is detected by integrating the distance from the reception start point of the carrier signal, All you have to do is output the service brake command. Similarly, in the conventional point control method, the means for detecting a reception error in a point signal can be calculated by integrating the distance from the station departure point, thereby substituting the reception area of the carrier signal.

As described above, according to another embodiment of the present invention, even if a point signal reception error occurs and fC occurs, the train can be made to reach the stop target point without overrunning according to the occurrence state of the stop pattern. I can do it.

〔Effect of the invention〕

According to the present invention, when a point signal reception error occurs in the on-board pattern type ATO device, it is possible to prevent a train from overrunning and ensure smooth train operation.

[Brief explanation of the drawings] Fig. 1(a) is a TASC control diagram of an on-board pattern type ATO device using a point signal of a point control method, and Fig. 1(b) is a
TASC control diagram when a point signal reception error occurs in the TO device,
Fig. 2 is a TASC control diagram of an on-board pattern type ATO device that obtains a point signal from the twisting points of the guide wire loop, Fig. 3 is a configuration diagram of an ATO device according to an embodiment of the present invention, and Fig. 4 is a diagram of the configuration of an ATO device according to an embodiment of the present invention.
5 is a configuration diagram of an ATO device according to another embodiment of the present invention, and FIG. 6 is a TASC control diagram according to FIG. 5.
It is a control diagram. 11... Vehicle antenna for point detection, 12... ATO
On-board receiver, 13...Speed generator, 14...Waveform shaping circuit, 15...Wheel diameter correction circuit, 16...Kuturn generator, 17...Point signal reception register, 18
. . . Proportional controller, 19. Emergency brake command output logic section, 20. Notch selection circuit. Agent Ben, Physician Akio Takahashi beef 1 rEi (L) 1 ward distance therapy 2 drawings 3 drawings humiliating rape Nki Mutsu EB A

Claims (1)

[Scope of Claims] 1. In an automatic train operation device that receives all point signals installed on the ground, generates a stop pattern on the train, and performs fixed position stop control, the detected reception error of the point signal and An automatic train operation device characterized by outputting an emergency brake command according to train speed and train position. 2. In claim 1, an emergency brake command or a full service brake command is output depending on the detected reception error of the point signal, the train speed, and the train position, and the train speed is reduced by this brake command. An automatic train operating system characterized in that, when the train speed approaches a stop pattern generated by reception of a next point signal, the brake command is relaxed and the system shifts to fixed position stop control.