Train control system

Abstract

This train control system provides a low-cost solution for automated train operation while minimizing the impact on existing ATS systems, such as stop control, and requiring additional equipment. [Solution] The train control system 1 generates an ATS speed check pattern P0 (safety pattern) using the ATS onboard device 2 based on the position information of the ground beacon G, and controls the acceleration and deceleration of the train T based on the driving pattern generated by the ATO onboard device 3 so as not to exceed the ATS speed check pattern P0. The ATO onboard device 3 in this train control system 1 has an ATO database 33 in which driving information 33B based on the ground beacon G is stored, and generates a driving pattern by referring to the information in the ATO database 33 corresponding to the position information of the ground beacon G.

Description

Technical Field

[0001] The present invention relates to a train control system that enables automatic train operation.

Background Art

[0002] In recent years, in order to maintain the railway network as the declining birthrate and aging of the population and the decrease in the working population progress, railway operators are required to promote the improvement of work efficiency and labor saving, and the automatic operation of trains has attracted attention as one of the measures to promote the efficiency and mechanization of work. The automatic operation of trains is generally realized by a combination of an automatic train control device (ATC) and an automatic train operation device (ATO). The ATC is a device that automatically activates the brakes when the speed of the train exceeds the restricted speed determined according to the distance from the preceding train and the conditions of the route, etc., and automatically releases the brakes when the speed is below the restricted speed. The ATO is a device that performs acceleration control and brake control of the train according to a preset operation pattern.

[0003] Such automatic train operation has been mainly carried out mainly on lines where people cannot easily enter the line so far, but in recent years, the introduction to other general lines has also begun to be considered. However, as described above, the conventional automatic train operation is realized by a combination of ATC and ATO, and there are many lines in the existing lines where ATC is not installed. Therefore, in order to introduce automatic train operation, it is necessary to install ATC on the lines to be introduced, which requires a large introduction cost.

[0004] On the other hand, existing lines that are not equipped with ATC often already have Automatic Train Stop (ATS) systems installed. Like ATC, ATS is a train safety device. With ATS, for example, when a train passes a trackside beacon, information such as signal indications, speed limits, and distance to the stopping position is transmitted to the train. Based on this information, a speed check pattern is created by the onboard equipment, and the train is controlled so that the brakes are applied if the train's speed exceeds the speed check pattern. If a system for automatic train operation can be built by combining such ATS and ATO, it will be possible to significantly reduce the cost of introducing automatic train operation to existing lines compared to conventional methods.

[0005] As a conventional technology related to automated driving based on ATS, for example, Patent Document 1 below discloses an on-board device that stores attribute information and track condition information for each ground beacon. When this on-board device detects and identifies a ground beacon that is not of the stop control type, it performs speed control according to the route opening pattern based on the current driving position and track condition information. On the other hand, when the on-board device detects and identifies a ground beacon that is of the stop control type and is installed in correspondence with railway equipment, it performs speed control according to the route pattern based on given conditions, or speed control according to a stop pattern that allows stopping up to the stopping limit point based on the current driving position, track condition information and attribute information of the specific ground beacon. As a result, automated driving equivalent to Grade of Automation (GOA) 2.5 is realized by utilizing existing ground beacons and keeping costs down. [Prior art documents] [Patent Documents]

[0006] [Patent Document 1] Japanese Patent Publication No. 2024-50239 [Overview of the Initiative] [Problems that the invention aims to solve]

[0007] The conventional train operation using a combination of ATS and ATO, as described above, has been achieved by adding information necessary for automatic operation to the ATS or by adding new ground coils. The information necessary for automatic operation includes route information that is not related to train safety (stop control), such as speed-restricted sections not protected by the ATS. For this reason, in conventional automatic operation technology based on ATS, it was necessary to register the above-mentioned route information that is not related to safety in the onboard database of the ATS, which is one of the train safety devices. Trains that support this automatic operation may run not only in automatic operation sections but also in sections that were previously operated manually. In this case, if route information that is not related to safety is stored in the onboard database of the ATS, it may affect the ATS's stop control and operation in the manually operated sections.

[0008] Furthermore, in automated driving based on ATS, new ground beacons added in addition to existing ones include, for example, ground beacons for generating signal overrun protection patterns in the ATS. Specifically, various signals such as station signals, departure signals, and block signals are installed along the train's route. Some existing ATS systems are configured to generate overrun protection patterns for only some of the signals along the route. When using such an existing ATS for automated driving, it is necessary to install new ground beacons to generate overrun protection patterns for signals that do not currently have such patterns. It is also necessary to install new ground beacons for performing station-assisted stopping control (TASC) in automated driving. The installation of such new ground beacons for generating signal overrun protection patterns and for TASC presents the challenge of increasing the cost of introducing automated driving based on ATS.

[0009] This invention has been made in view of the above points, and aims to provide a train control system that can realize automated train operation at low cost while minimizing the impact on stop control and other aspects of existing ATS systems and the need for additional equipment. [Means for solving the problem]

[0010] To achieve the above objective, one aspect of the present invention provides a train control system that generates a safety pattern using an ATS onboard device based on the position information of a ground beacon, and controls the acceleration and deceleration of the train based on a driving pattern generated by an ATO onboard device so as not to exceed the safety pattern. The ATO onboard device in this train control system has a database that stores necessary driving information based on the ground beacon, and generates the driving pattern by referring to the information in the database corresponding to the position information of the ground beacon. [Effects of the Invention]

[0011] According to one aspect of the present invention, a train control system can be used to achieve low-cost automated train operation while minimizing the impact on stop control and other functions in existing ATS systems and requiring additional equipment. [Brief explanation of the drawing]

[0012] [Figure 1] This figure shows a schematic configuration of a train control system according to one embodiment of the present invention. [Figure 2] Figure 1 is a block diagram showing an example of the functional configuration of the ATS on-board equipment and ATO on-board equipment in the train control system. [Figure 3] Figure 2 shows an example of the information stored in the ATO database. [Figure 4] This figure shows an overview of the control operation in the train control system of the above embodiment. [Figure 5] This figure shows an overview of the control operation in the train control system of the above embodiment. [Figure 6] This figure shows an overview of the control operation in the train control system of the above embodiment. [Figure 7] This figure shows an overview of the control operation in the train control system of the above embodiment. [Figure 8] This figure shows an overview of the control operation in the train control system of the above embodiment. [Figure 9]This figure shows an overview of the control operation in the train control system of the above embodiment. [Figure 10] This figure shows an overview of the control operation in the train control system of the above embodiment. [Modes for carrying out the invention]

[0013] Embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Figure 1 is a diagram showing the schematic configuration of a train control system 1 according to one embodiment of the present invention. In Figure 1, the train T to which the train control system 1 is applied is various types of vehicles that run on a predetermined track R. In this embodiment, the train T is, for example, a vehicle that runs on rails with steel wheels (railway vehicle). Railway vehicles also include vehicles used for LRT (Light Rail Transit) and trams.

[0014] Multiple ground coils (ATS ground coils) G are installed at predetermined positions along the track R on which train T travels, as ground-side equipment for the Automatic Train Stop (ATS). The train control system 1 is configured to enable automatic operation of train T based on the existing ATS, including these ground coils G. The train control system 1 enables automatic control of the train T's running state by having the existing ATS on-board device 2 and the newly installed ATO on-board device 3 work in conjunction as on-board equipment. In other words, the train control system 1 enables automatic operation of train T by adding the ATO on-board device 3 to the on-board equipment while minimizing the addition of ground-side equipment to the existing ATS train safety device. In this embodiment, in addition to the ATS on-board device 2 and ATO on-board device 3, train T is equipped with, for example, a speed generator 4, on-board coils 5, drive unit 6, service brake device 7, and emergency brake device 8 as on-board equipment.

[0015] The speed generator 4 is attached to the axle of the train T and is connected to the on-vehicle ATS device 2 and the on-vehicle ATO device 3 by cables respectively. The speed generator 4 outputs a signal corresponding to the rotational speed of the axle of the train T. The output signal of the speed generator 4 is input to the on-vehicle ATS device 2 and the on-vehicle ATO device 3 via the cables respectively.

[0016] The on-vehicle unit 5 is attached to the lower part of the train T (preferably the lower front part in the running direction) and is connected to the on-vehicle ATS device 2 by a cable. When the train T passes above each ground unit G installed on the track R, the on-vehicle unit 5 receives the information transmitted from the ground unit G. The ground unit reception information received by the on-vehicle unit 5 is provided to the on-vehicle ATS device 2 via the cable. Details of the ground unit reception information will be described later.

[0017] The drive device 6 has an electric motor (motor), an internal combustion engine (diesel engine), etc. that serve as the power source of the train T. A control command output from the on-vehicle ATO device 3 is given to the drive device 6 via a cable, and the driving force of the drive device 6 is controlled according to the control command.

[0018] The service brake device 7 is a braking device that is normally used for decelerating and / or stopping the train T. A control command output from the on-vehicle ATO device 3 is given to the service brake device 7 via a cable. The emergency brake device 8 is a braking device that is used when it is necessary to bring the train T to an emergency stop. Each control command output from the on-vehicle ATS device 2 and the on-vehicle ATO device 3 is given to the emergency brake device 8 via a cable respectively. The service brake device 7 and the emergency brake device 8 apply a braking force to the axle or wheels of the train T according to the given control command.

[0019] Figure 2 is a block diagram showing an example of the functional configuration of the on-vehicle ATS device 2 and the on-vehicle ATO device 3 in this embodiment. In Figure 2, the on-vehicle ATS device 2 has, for example, a speed / distance calculation unit 21, a ground unit detection unit 22, an ATS database (ATS-DB) 23, a stop control unit 24, and an ATS information transmission unit 25.

[0020] The speed / distance calculation unit 21 calculates the speed and distance traveled by train T based on the output signal from the speed generator 4. The calculation results from the speed / distance calculation unit 21 are transmitted to the stop control unit 24.

[0021] The ground beacon detection unit 22 detects whether information transmitted from the ground beacon G has been received by the on-board beacon 5, and if reception is confirmed, it detects the ground beacon reception information itself. The ground beacon reception information includes the identification information of the ground beacon (ground beacon ID) and the signal indication information of the corresponding ground beacon. Based on the detected ground beacon reception information, the ground beacon detection unit 22 can correct the position information of the train T that is being tracked by the ATS on-board device 2. The detection results from the ground beacon detection unit 22 are transmitted to the stop control unit 24 and the ATS information transmission unit 25, respectively.

[0022] The ATS database 23 is an onboard database that stores identification information (ground beacon ID) of each ground beacon G installed along the track R on which the train T travels, and location information associated with each ground beacon ID. The information stored in the ATS database 23 is the same as the information stored in the onboard database of the ATS before the introduction of automatic driving by adding the ATO onboard device 3 to the onboard equipment. In other words, in this embodiment, when introducing automatic driving based on the existing ATS, it is not necessary to change or add to the information stored in the ATS database 23.

[0023] The stop control unit 24 determines the speed and position of train T based on the calculation results of the speed / distance calculation unit 21 and the detection results of the ground beacon detection unit 22. Then, the stop control unit 24 generates an ATS speed check pattern used for stopping control of train T based on the train T's running position information and the information stored in the ATS database 23. The ATS speed check pattern is a safety pattern that shows the change in the permissible upper speed corresponding to the maximum speed of each section on the operating route. The ATS speed check pattern (safety pattern) may include a signal overrun protection pattern. The signal overrun protection pattern is generated for some of the various signals installed on the train T's operating route, such as home signals, departure signals, and block signals. The ATS speed check pattern generated by the stop control unit 24 is transmitted to the ATS information transmission unit 25. If the speed of train T exceeds the permissible upper speed of the ATS speed check pattern, the stop control unit 24 issues a control command to the emergency brake device 8 to decelerate and / or emergency stop train T.

[0024] The ATS information transmission unit 25 transmits the ATS speed check pattern generated by the stop control unit 24, along with the ground beacon reception information detected by the ground beacon detection unit 22, as ATS information to the ATO on-board device 3.

[0025] The ATO on-board device 3 includes, for example, a speed / distance calculation unit 31, an ATS information receiving unit 32, an ATO database (ATO-DB) 33, a train position correction unit 34, and a running control unit 35.

[0026] The speed / distance calculation unit 31 calculates the speed and distance traveled by train T based on the output signal from the speed generator 4, similar to the speed / distance calculation unit 21 of the ATS on-board device 2. The calculation results of the speed / distance calculation unit 31 are transmitted to the running control unit 35.

[0027] The ATS information receiving unit 32 receives ATS information sent from the ATS information transmitting unit 25 of the ATS on-board device 2. The ATS speed check pattern (safety pattern) and ground beacon reception information included in the ATS information received by the ATS information receiving unit 32 are transmitted to the running control unit 35 via the train position correction unit 34.

[0028] The ATO database 33 is an onboard database that stores ground beacon information 33A related to each beacon G installed along the route on which the train T travels, and driving information 33B based on each beacon G, as shown in Figure 3, for example. In this embodiment, the ATO database 33 corresponds to the "database" of the present invention.

[0029] The ground beacon information 33A includes identification information (ground beacon ID) for each ground beacon G, as well as location information (up / down line, line section ID, section ID, track currently in use, station ID, etc.) and telegram information associated with each ground beacon ID. The operational information 33B is information about the route on which the train T is traveling, and includes, for example, information about the maximum speed between line sections and stations, information about signals, and information about speed-restricted sections. In this embodiment, the operational information 33B includes speed restriction information 33B1, signal location information 33B2, and stopping position information 33B3 associated with the ground beacon ID of the base ground beacon G.

[0030] The speed limit information 33B1 contains information regarding the ground beacon ID of the base point ground beacon G, the distance from the installation location of the ground beacon G to the speed limit section set on the side ahead of the train T in the direction of travel, the length of the speed limit section, and the speed limit within the speed limit section. The signal position information contains information regarding the ground beacon ID of the base point ground beacon G, the distance from the installation location of the ground beacon G to the signal corresponding to the ground beacon G, and the type of signal (home signal, departure signal, block signal, etc.). The stopping position information 33B3 contains information regarding the ground beacon ID of the base point ground beacon G and the distance from the installation location of the ground beacon G to the stopping position at the station located on the side ahead of the train T in the direction of travel.

[0031] The train position correction unit 34 performs calculations to correct the position information of train T, which is known by the ATO on-board device 3, based on the ground beacon information received from the ATS information receiving unit 32 and the ground beacon information 33A from the ATO database 33, and transmits the calculation results to the running control unit 35.

[0032] The running control unit 35 determines the speed and running position of train T based on the speed and distance traveled by train T calculated by the speed / distance calculation unit 31 and the calculation result of the train position correction unit 34. Then, based on the running position information of train T, the ATS speed check pattern (safety pattern) received by the ATS information receiving unit 32, and the ground beacon reception information, the running control unit 35 refers to the information stored in the ATO database 33 and generates a driving pattern to be used for the automatic operation of train T. The driving pattern generated by the running control unit 35 is set so as not to exceed the ATS speed check pattern. In this embodiment, the driving pattern includes, for example, an ATO safety pattern, an ATO allowable speed pattern, and a target speed pattern.

[0033] The ATO safety pattern is a pattern that shows the change in the maximum ATO speed, which is set to be below a predetermined value (e.g., -5 km / h or less) relative to the maximum ATS permissible speed indicated by the ATS speed check pattern, and is also set in accordance with the necessary driving information 33B of the ATO database 33 (speed limit information 33B1, signal position information 33B2, and stop position information 33B3). The ATO permissible speed pattern is a pattern that shows the change in the maximum ATO permissible speed, which is set to be lower by a predetermined value (e.g., -5 km / h) relative to the maximum ATO speed indicated by the ATO safety pattern. The target speed pattern is a pattern that shows the change in the target speed, which is set to be even lower by a predetermined value (e.g., -3 km / h) relative to the maximum ATO permissible speed indicated by the ATO permissible speed pattern. Details of the ATO safety pattern, ATO permissible speed pattern, and target speed pattern will be described later.

[0034] The running control unit 35 automatically controls the running state of train T according to an operating pattern that includes the ATO safety pattern, ATO permissible speed pattern, and target speed pattern described above. Specifically, the running control unit 35 accelerates, maintains a constant speed, coasts, or decelerates train T by issuing control commands to the drive unit 6 and / or the service brake unit 7 so that the speed of train T follows the target speed pattern. Furthermore, if the speed of train T exceeds the ATO permissible upper speed indicated by the ATO permissible speed pattern, the running control unit 35 issues control commands to the service brake unit 7 and / or the emergency brake unit 8 to decelerate and / or stop train T. Automatic operation of train T is performed by this control of the running state of train T by the running control unit 35.

[0035] Next, the control operation of the train control system 1 of this embodiment will be explained in detail with reference to Figures 4 to 10. Figures 4 to 10 show an overview of the control operations performed by the train control system 1 (mainly the ATS onboard equipment 2 and the ATO onboard equipment 3) from the time train T departs from station A until it arrives at station B.

[0036] In the example shown in Figures 4 to 10, it is assumed that between stations A and B on the line on which train T travels, the departure signal S1 and block signal S2 at station A, and the home signal S3 and departure signal S4 at station B are installed in this order in the direction of train T's travel. In this example, the existing ATS is configured to generate overrun protection patterns for departure signals S1, S4 and home signal S3, while not generating an overrun protection pattern for block signal S2. In this embodiment, the ATO onboard device 3 is configured to generate a driving pattern that includes overrun protection patterns corresponding to all signals S1 to S4 installed on the line on which train T travels, based on the information stored in the ATO database 33.

[0037] Furthermore, a speed limit section L1 is set between the departure signal S1 and the block signal S2, and a speed limit section L2 is set between the block signal S2 and the station signal S3. Speed ​​checks are performed by the existing ATS in speed limit section L1 because there is a risk of derailment or overturning. On the other hand, speed checks are not performed by the existing ATS in speed limit section L2 because there is no risk of derailment or overturning. In this embodiment, the ATO on-board device 3 is configured to generate a driving pattern corresponding to the speed limit section L2 based on the information stored in the ATO database 33 and perform speed checks.

[0038] In Figures 4 to 10, the thin solid line represents the ATS speed check pattern P0, the dashed line represents the ATO safety pattern P1, the dotted line represents the ATO allowable speed pattern P2, and the thick solid line represents the target speed pattern P3.

[0039] Figure 4 shows the situation when train T departs from station stopping position XA at ​​station A. As shown in Figure 4, when train T arrives at station A and stops at station stopping position XA, the ATS onboard equipment 2 and ATO onboard equipment 3 generate various patterns to enable train T to travel a predetermined distance at a low speed below a predetermined speed.

[0040] Specifically, the stop control unit 24 of the ATS on-board device 2, based on the currently known position information of train T and the information transmitted from the speed / distance calculation unit 21, recognizes that train T is stopped at station stopping position XA at ​​station A and is about to pass the ground coil G1 directly below which is linked to the departure signal S1 at station A. In this case, it generates an ATS speed check pattern P0 (thin solid line) that caps (constants) the permissible upper limit speed of train T between stations A and B at 25 km / h. The ATS speed check pattern P0 generated by the stop control unit 24 is transmitted from the ATS information transmission unit 25 to the ATO on-board device 3.

[0041] In the ATO on-board device 3, the ATS speed check pattern P0 from the ATS on-board device 2 is provided to the running control unit 35 via the ATS information receiving unit 32 and the train position correction unit 34. The running control unit 35 generates an ATO safety pattern P1 (dashed line) that is -5 km / h from the ATS speed check pattern P0, i.e., capped at 20 km / h, and further generates an ATO allowable speed pattern P2 (dotted line) that is -5 km / h from the ATO safety pattern P1, i.e., capped at 15 km / h. In addition, the running control unit 35 generates a target speed pattern P3 (fixed distance driving pattern) that is -3 km / h from the generated ATO allowable speed pattern P2 and travels a predetermined distance before stopping. In other words, the target speed indicated by the target speed pattern P3 caps out at 12 km / h and gradually decreases to zero as the predetermined distance approaches.

[0042] When the crew of train T, which is stopped at station stopping position XA at ​​station A, confirms that the departure signal S1 at station A is showing a proceed indication (shown in white in the diagram) and that departure is possible, they perform a predetermined operation to start the train, such as pressing a start-up request button (not shown) located in the driver's cab of train T. In response to this operation by the crew, the running control unit 35 gives a power control command to the drive unit 6 and a control command to the service brake unit 7 to release the anti-rolling brake, thereby performing running control according to the target speed pattern P3. As a result, immediately after departing station A (i.e., immediately after starting to run), train T accelerates to approximately 12 km / h as indicated by the target speed pattern P3, then coasts, and automatic operation of train T at a low speed of 12 km / h or less is performed.

[0043] Figure 5 shows the situation when train T reaches above the ground coil G1 directly below the departure signal S1 at station A. As shown in Figure 5, when train T, which has departed from station stopping position XA at ​​station A, reaches above the ground coil G1 directly below, the ATS on-board device 2 receives the ground coil ID of the ground coil G1 and indication information for departure signal S1 from the ground coil G1 via the on-board device 5. In the example in Figure 5, the ATS on-board device 2 receives information indicating that departure signal S1 is showing a caution indication (shown with diagonal lines in the figure), along with the ground coil ID of the ground coil G1. Note that a caution indication for various signals indicates that the next signal is showing a stop (or warning) indication. In other words, in the example in Figure 5, the caution indication for departure signal S1 indicates that the block signal S2 installed after departure signal S1 is showing a stop indication (shown in black in the figure).

[0044] In the ATS on-board device 2, the received ground beacon ID of the ground beacon G1 directly below and the caution indication information of the departure signal S1 are transmitted to the stop control unit 24 and the ATS information transmission unit 25, respectively, via the ground beacon detection unit 22. The stop control unit 24 refers to the information in the ATS database 23 that is associated with the ground beacon ID of the ground beacon G1 directly below, generates an ATS speed check pattern P0 (Figure 5) that corresponds to the maximum speed between stations A and B, and also corresponds to the speed limit section L1 set inside the departure signal S1 (far side in the direction of travel of the train T), and updates the ATS speed check pattern P0 (Figure 4) which caps out at 25 km / h.

[0045] Specifically, in the ATS speed check pattern P0 updated by the stop control unit 24, the ATS permissible upper speed limit is raised to the speed limit within the speed restriction section L1 immediately after passing the ground coil G1 directly below, and then further raised to the maximum speed between stations A and B once the train exceeds the position where the length of train T is added to the end of the speed restriction section L1. The updated ATS speed check pattern P0 is transmitted to the ATS information transmission unit 25 and sent to the ATO onboard device 3 along with the ground coil ID of the ground coil G1 directly below and the caution indication information of the departure signal S1.

[0046] In the ATO on-board unit 3, the ATS speed check pattern P0 from the ATS on-board unit 2, the ground beacon ID of the ground beacon G1 directly below, and the caution indication information of the departure signal S1 are provided to the running control unit 35 via the ATS information receiving unit 32 and the train position correction unit 34. The running control unit 35 refers to the ground beacon information 33A corresponding to the ground beacon G1 directly below and the driving necessary information 33B (here, speed limit information 33B1 and signal position information 33B2) associated with the ground beacon ID of the ground beacon G1 from the information stored in the ATO database 33 to recognize the speed limit section L1 set inside the departure signal S1. In addition, based on the caution indication information of the departure signal S1, the running control unit 35 recognizes that the block signal S2 installed after the departure signal S1 is showing a stop indication. The driving control unit 35 then generates ATO safety pattern P1, ATO permissible speed pattern P2, and target speed pattern P3 (Figure 5), corresponding to the speed limit section L1 and the overrun protection of the block signal S2, respectively, and updates the previous ATO safety pattern P1, ATO permissible speed pattern P2, and target speed pattern P3 (Figure 4) by erasing them.

[0047] Specifically, in the ATO safety pattern P1 updated by the running control unit 35, the maximum ATO speed is -5 km / h compared to the ATS speed check pattern P0 in the section from immediately after passing the ground coil G1 directly below to the vicinity of the long ground coil G21 linked to the block signal S2, and then gradually decelerates as it approaches the ground coil G22 directly below which is linked to the block signal S2, temporarily becoming a constant speed (slow speed) before and after the ground coil G22, and coming to a stop just before the block signal S2. In addition, in the ATO allowable speed pattern P2, the ATO allowable upper speed limit is changed to -5 km / h compared to the updated ATO safety pattern P1. Furthermore, in the target speed pattern P3, the target speed is changed to -3 km / h compared to the updated ATO allowable speed pattern P2. In the updated target speed pattern P3, the target speed is set to zero, meaning train T stops, before the ground coil G22 directly below block signal S2 in the direction of travel. The hypothetical patterns shown by the dashed lines in Figure 5 represent the maximum speed driving pattern P4, which assumes that train T is automatically driven at the target speed corresponding to the maximum speed over the entire section between stations A and B, and the TASC pattern P5, which is used for precise position stopping control at station stopping position XB at station B.

[0048] The running control unit 35 controls the running state of train T to follow the updated target speed pattern P3 after train T reaches above the ground beacon G1 directly below the departure signal S1 of station A, thereby performing automatic operation. As a result, train T travels at or below the speed limit in the speed-restricted section L1 set inside the departure signal S1, and reaches above the pair of ground beacons G0 for absolute position confirmation located near the exit of the speed-restricted section L1. Information transmitted from the pair of ground beacons G0 is received by the ATS on-board device 2 via the on-board device 5, and transmitted to the ATO on-board device 3 via the ground beacon detection unit 22 and the ATS information transmission unit 25. The position information of train T, which is known by the ATS on-board device 2 and the ATO on-board device 3 respectively, is corrected based on the absolute position indicated by the ground beacon received information from ground beacons G0. The ATO onboard device 3's running control unit 35 then automatically controls the running state of train T so that it accelerates to near a target speed corresponding to the maximum speed between station A and station B, and then maintains a constant speed.

[0049] When train T reaches above the long ground coil G21 which is linked to block signal S2, the ground coil ID of the long ground coil G21 and the stop indication information of block signal S2 are received by the ATS on-board device 2 and the ATO on-board device 3, respectively. The stop control unit 24 of the ATS on-board device 2 is set not to generate an overrun protection pattern for block signal S2 at this point, so it maintains the current ATS speed check pattern P0. Also, the running control unit 35 of the ATO on-board device 3 maintains the current ATO safety pattern P1, ATO allowable speed pattern P2, and target speed pattern P3, respectively, because block signal S2 remains in a stop indication. Then, as train T approaches the ground coil G22 directly below it, which is linked to the block signal S2, the running control unit 35 decelerates train T to follow the target speed pattern P3 and stops train T outside the block signal S2 (in this case, before the ground coil G22 in the direction of travel).

[0050] Figure 6 shows the situation when train T stops outside block signal S2. As shown in Figure 6, when train T is stopped, the ATO onboard unit 3 cannot recognize the current indication of the block signal S2 until train T reaches above the ground coil G22 located directly in front of the stopping position, and therefore cannot automatically restart train T. For this reason, the running control unit 35 of the ATO onboard unit 3 generates a target speed pattern P3 (not shown) in the same manner as when departing from station A described above, for example, in which the target speed of train T caps out at 10 km / h. Then, when the crew of train T confirms the safety of the area ahead in the direction of travel and performs the predetermined starting operation described above, the running control unit 35 restarts train T according to the target speed pattern P3. As a result, train T can travel at a low speed of 10 km / h or less until it reaches above the ground coil G22 located directly in front of the stopping position.

[0051] Figure 7 shows the situation when train T reaches above the ground coil G22 directly below it, which is linked to block signal S2, and block signal S2 is showing a stop indication. In the situation shown in Figure 7, when train T reaches above the ground coil G22 directly below, the ground coil ID of the ground coil G22 and the stop indication information of block signal S2 are received by the ATS on-board device 2 and the ATO on-board device 3. The running control unit 35 of the ATO on-board device 3, upon receiving that block signal S2 is still showing a stop indication, updates the target speed pattern P3 so that train T stops before block signal S2, and automatically controls the running state of train T according to the updated target speed pattern P3. As a result, train T, which was traveling at a low speed when passing the ground coil G22 directly below, will stop before block signal S2.

[0052] On the other hand, Figure 8 shows the situation when train T reaches above the ground coil G22 directly below it, which is linked to the block signal S2, and the block signal S2 is showing a proceed indication. In the situation shown in Figure 8, when train T reaches above the ground coil G22 directly below it, the ground coil ID of the ground coil G22 and the proceed indication information of block signal S2 are received by the ATS on-board device 2 and the ATO on-board device 3. Upon learning that block signal S2 has switched from a stop indication to a proceed indication, the running control unit 35 of the ATO on-board device 3 refers to the ground coil information 33A corresponding to the ground coil G22 directly below block signal S2 and the driving necessary information 33B (here, speed limit information 33B1, signal position information 33B2, and stopping position information 33B3) associated with the ground coil ID of the ground coil G22 from the ground coil G22, to recognize the speed limit section L2 set inside block signal S2, and to recognize the distance from the installation position of the ground coil G22 directly below it to the station stopping position XB of station B. The running control unit 35 then generates ATO safety pattern P1, ATO allowable speed pattern P2, and target speed pattern P3, respectively, corresponding to the speed-restricted section L2 and the fixed-position stopping at station stopping position XB, and updates the previous ATO safety pattern P1, ATO allowable speed pattern P2, and target speed pattern P3 by erasing them.

[0053] Specifically, in the ATO safety pattern P1 (Figure 8) updated by the running control unit 35, the maximum ATO speed increases to a speed of -5 km / h compared to the ATS speed check pattern P0 immediately after passing the ground coil G22 directly below the block signal S2, then gradually decreases as it approaches the speed restriction section L2, reaching the speed limit within the speed restriction section L2 just before reaching it, and after passing the point where the train length T plus a predetermined end compensation length is added to the end of the speed restriction section L2, it increases again to a speed of -5 km / h compared to the ATS speed check pattern P0, and then gradually decreases as it approaches the station stopping position XB of station B. In addition, in the ATO allowable speed pattern P2, the ATO allowable upper limit speed is changed to -5 km / h compared to the updated ATO safety pattern P1. Furthermore, in the target speed pattern P3, the target speed is changed to -3 km / h compared to the updated ATO allowable speed pattern P2. Furthermore, the updated target speed pattern P3 is set to correspond to TASC pattern P5 (Figures 5-7), where the target speed is zero at station stopping position XB of station B, meaning train T stops at the designated position.

[0054] The running control unit 35 controls the running state of train T to follow the updated target speed pattern P3 after train T reaches above the ground coil G22 directly below it, thereby enabling automatic operation. As a result, after passing the ground coil G22 directly below, train T accelerates to near the target speed corresponding to the maximum speed between stations A and B, then gradually decelerates and runs at or below the speed limit in the speed-restricted section L2 set inside the block signal S2. Before and after the speed-restricted section L2, the long ground coil G31, intermediate ground coil G32, and direct ground coil G33, which are linked to the home signal S3 of station B, are installed in this order in the direction of train T's travel.

[0055] Figure 9 shows the situation when train T reaches above the long ground coil G31, which is linked to the station signal S3. In the example shown in Figure 9, when train T reaches above the long ground beacon G31, the home signal S3 is in a caution indication, and this caution indication indicates that the departure signal S4 for station B, which is located after the home signal S3, is in a stop indication. When the ground beacon ID of the long ground beacon G31 and the caution indication information of the home signal S3 are received by the ATS on-board device 2, the stop control unit 24 of the ATS on-board device 2 recognizes that the home signal S3, which is the target of the overrun protection pattern generation, is in a caution indication and not a stop indication, and maintains the previous ATS speed check pattern P0. The running control unit 35 of the ATO on-board device 3 also recognizes that the home signal S3 is in a caution indication (the next departure signal S4 is in a stop indication), and maintains the previous ATO safety pattern P1, ATO allowable speed pattern P2, and target speed pattern P3, respectively.

[0056] The running control unit 35 controls the running state of train T to follow the target speed pattern P3 even after passing the long ground coil G31, thereby performing automatic operation. As a result, train T sequentially reaches the intermediate ground coil G32 and the direct ground coil G33 of the home signal S3, and after passing the direct ground coil G33, accelerates and runs at a constant speed near the target speed corresponding to the maximum speed between stations A and B. Between the home signal S3 and the departure signal S4 at station B, the long ground coil G41 and the direct ground coil G42, which are linked to the departure signal S4, are installed in this order in the direction of train T's travel.

[0057] When train T reaches above the long ground beacon G41, the ground beacon ID of the long ground beacon G41 and the stop indication information of the departure signal S4 are received by the ATS on-board device 2 and the ATO on-board device 3. The stop control unit 24 of the ATS on-board device 2 refers to the information stored in the ATS database 23 and generates an ATS speed check pattern P0 (Figure 10) corresponding to overrun protection for the departure signal S4, and erases and updates the previous ATS speed check pattern P0 (Figure 9). Meanwhile, the running control unit 35 of the ATO on-board device 3 maintains the previous ATO safety pattern P1, ATO allowable speed pattern P2, and target speed pattern P3.

[0058] The running control unit 35 controls the running state of train T to follow the target speed pattern P3 even after passing the long ground coil G41, thereby performing automatic operation. As a result, train T decelerates as it approaches the station stopping position XB at station B, and as shown in Figure 10, its speed becomes zero at the station stopping position XB and it comes to a fixed stop.

[0059] Next, the effects of the train control system 1 of this embodiment will be described in detail. As described above, in the train control system 1 of this embodiment, the ATS onboard device 2 generates an ATS speed check pattern P0, which is a safety pattern, based on the position information of the ground beacon G, and the ATO onboard device 3 controls the acceleration and deceleration of the train T based on the driving pattern (ATO safety pattern P1, ATO allowable speed pattern P2, and target speed pattern P3) generated so as not to exceed the ATS speed check pattern P0. The ATO onboard device 3 in the train control system 1 of this embodiment has an ATO database 33 in which driving information 33B based on the ground beacon G is stored, and generates a driving pattern by referring to the information corresponding to the position information of the ground beacon G from the information stored in the ATO database 33, and performs automatic driving of the train T according to the driving pattern.

[0060] With this train control system 1, in automatic driving based on existing ATS, it becomes unnecessary to register non-safety-related route information in the ATS database 23 of the ATS on-board device 2. Therefore, even when a train T compatible with automatic driving travels not only in automatic driving sections but also in conventional manual driving sections, the manual operation of the train T can be performed as before without affecting the ATS stop control or driving operations in the manual driving sections. Furthermore, it becomes unnecessary to add new ground coils to generate overrun protection patterns or new ground coils to perform station-assisted stopping control (TASC) to the existing ATS. As a result, the cost of introducing automatic driving based on ATS can be reduced.

[0061] Furthermore, in the train control system 1 of this embodiment, the driving information 33B stored in the ATO database 33 includes speed limit information 33B1, signal position information 33B2, and stopping position information 33B3, which correspond to the ground beacon G that serves as the base point. By using such driving information 33B, the ATO on-board device 3 can generate driving patterns that correspond to speed limit sections and fixed-position stopping control at stations where speed checks are not performed in existing ATS systems. Therefore, it becomes possible to introduce automated driving based on existing ATS systems to a variety of lines at a lower cost.

[0062] Furthermore, in the train control system 1 of this embodiment, the speed limit information 33B1 includes the distance from the installation position of the base point ground beacon G to the speed limit sections L1 and L2 set on the forward side in the direction of travel of the train T, the length of the speed limit sections L1 and L2, and the speed limit within the speed limit sections L1 and L2. By using such speed limit information 33B1, the ATO on-board device 3 can accurately generate driving patterns corresponding to the various conditions of the speed limit sections L1 and L2. Thus, it becomes possible to improve the safety of automatic driving based on existing ATS.

[0063] In addition, in the train control system 1 of this embodiment, the signal position information 33B2 includes the distance from the installation position of the base point ground beacon G to the signal corresponding to the ground beacon G. By using such signal position information 33B2, the ATO onboard device 3 can reliably recognize the positional relationship between the numerous ground beacons G installed on the track on which the train T travels and the corresponding signals S1 to S4, thereby enabling the generation of driving patterns with higher accuracy.

[0064] Furthermore, in the train control system 1 of this embodiment, the stopping position information 33B3 includes the distance from the installation position of the base point ground beacon G to the stopping position at a station located ahead of the train T in the direction of travel. By using such stopping position information 33B3, the ATO on-board device 3 can accurately generate driving patterns that correspond to fixed-position stopping control at various stations along the route on which the train T travels. Therefore, it becomes possible to perform fixed-position stopping control in automatic driving based on existing ATS with higher accuracy.

[0065] Furthermore, in the train control system 1 of this embodiment, the ground beacon G is an existing ATS ground beacon located on the track on which the train T travels. This minimizes the need to add ground-side equipment in automated driving based on existing ATS systems, thereby further reducing the cost of introducing automated driving.

[0066] In addition, in the train control system 1 of this embodiment, the ATO on-board device 3 can generate a driving pattern that includes overrun protection patterns corresponding to all signals S1 to S4 installed on the route on which train T travels. As a result, even if there are signals on the route on which train T travels for which the existing ATS does not generate overrun protection patterns, the ATO on-board device 3 can generate a driving pattern that corresponds to overrun protection for all signals S1 to S4 without installing new ground coils for overrun protection. Therefore, it is possible to further enhance the safety of automatic driving based on the existing ATS.

[0067] Although embodiments of the present invention have been described above, the present invention is not limited to the embodiments described above, and various modifications and changes are possible based on the technical concept of the present invention. [Explanation of Symbols]

[0068] 1...Train control system, 2...ATS on-board equipment, 21...Speed / distance calculation unit, 22...Ground coil detection unit, 23...ATS database, 24...Stop control unit, 25...ATS information transmission unit, 3...ATO on-board equipment, 31...Speed / distance calculation unit, 32...ATS information reception unit, 33...ATO database (database), 33A...Ground coil information, 33B...Operational information, 33B1...Speed ​​limit information, 33B2...Signal position information, 33B3... Stopping position information, 34...Train position correction unit, 35...Running control unit, 4...Speed ​​generator, 5...On-board unit, 6...Drive unit, 7...Service brake unit, 8...Emergency brake unit, G...Ground unit, L1, L2...Speed ​​restricted section, P0...ATS speed check pattern (safety pattern), P1...ATO safety pattern, P2...ATO allowable speed pattern, P3...Target speed pattern, R...Track, S1~S4...Signal, T...Train, XA, XB...Station stopping position

Claims

1. A train control system that generates a safety pattern using an ATS on-board device based on the position information of a ground beacon, and controls the acceleration and deceleration of the train based on a driving pattern generated by an ATO on-board device so as not to exceed the safety pattern, The ATO on-board device is a train control system that has a database containing operational information based on the ground beacons, and generates the operational pattern by referring to the information in the database corresponding to the position information of the ground beacons.

2. The train control system according to claim 1, wherein the necessary driving information includes speed limit information, signal location information, and stopping position information corresponding to the ground beacon that serves as the base point.

3. The train control system according to claim 2, wherein the speed limit information includes the distance from the installation position of the ground beacon, which serves as the base point, to a speed limit section set on the side in front of the direction of travel of the train, the length of the speed limit section, and the speed limit within the speed limit section.

4. The train control system according to claim 2, wherein the signal position information includes the distance from the installation position of the ground beacon, which serves as the base point, to the signal corresponding to the ground beacon.

5. The train control system according to claim 2, wherein the stopping position information includes the distance from the installation position of the ground beacon, which serves as the base point, to the stopping position at a station located ahead of the train in the direction of travel.

6. The train control system according to claim 1, wherein the ground beacon is an existing ATS ground beacon located on the line on which the train runs.

7. The train control system according to claim 1, wherein the ATO onboard device is capable of generating the driving pattern including an overrun protection pattern corresponding to each of the signals installed on the line on which the train is running.

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