JP5395398B2 - Train control device - Google Patents

Description

The present invention relates to a train control device that automatically performs fixed position stop control for stopping a train at a predetermined position, for example.

  In recent years, vehicle driving devices have been proposed in order to maintain uniform driving of vehicles such as trains and reduce the risk of operation delay. For example, an automatic train driving device performs operation control such as fixed position stop control for stopping a train at a predetermined position. In a train operation diagram that tends to increase in density in recent years, if a certain train overruns a predetermined stop position, the stop position of the train is adjusted, which causes a delay in train operation. In addition, for the safety of passengers at the platforms of each station, the installation of doors called platform doors is proceeding at the platforms of each station. When such a platform door is installed on the platform side of the station, the train needs to be accurately stopped according to the installation location of the platform door.

  Some conventional vehicle driving devices store various data relating to control in the vehicle in a database, and perform driving control such as fixed position stop control according to the various data stored in the database. For example, some conventional automatic train operation devices perform operation control such as fixed position stop control based on a travel plan calculated according to data such as route data or vehicle model data (for example, Patent Document 1).

However, during actual travel, travel conditions (such as travel conditions or the surrounding environment) may change significantly. When such traveling conditions are greatly changed, it is sometimes difficult to ensure stop accuracy in the fixed position stop control using the conventional vehicle model. For example, when the type of brake is switched, when the surrounding environment is switched, or when the state of the vehicle itself is switched, the dynamic characteristics of the vehicle such as the brake characteristics may greatly change before and after switching. . In such a case, it is sometimes difficult to secure an accurate stop position without deteriorating the ride comfort in the driving control using the conventional vehicle model.
JP 2007-97378 A

One form of this invention is made in view of the said situation, and it aims at providing the train control apparatus which can improve the precision of the fixed position stop control with respect to the train which drive | works on various conditions. .

Train control device according to one aspect of the invention, controls the braking of the train corresponding to different air brakes the first dynamic characteristic model for controlling the braking of the train corresponding to at least the electric brake and the electric brake A storage unit that stores a second dynamic characteristic model for the determination, a determination unit that determines operating states of the electric brake and the air brake , and an electric brake or an air brake that is determined to be operating by the determination unit Based on the first dynamic characteristic model or the second dynamic characteristic model selected from the storage unit, and the first dynamic characteristic model or the second dynamic characteristic model selected by the selection means. And control means for controlling braking based on the control means.

According to an aspect of the present invention, it is possible to provide a train control device capable of improving the accuracy of operation control for a train traveling under various conditions.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a block diagram illustrating a configuration example of an automatic train driving device 2 as a vehicle driving device according to an embodiment of the present invention and a train 1 as a vehicle on which the automatic train driving device 2 is mounted.
As shown in FIG. 1, an automatic train operation device 2, a speed detector 11, a ground element detector 12, a driving device 13, and a braking device 14 are mounted on the train 1. That is, the speed detector 11, the ground element detector 12, the drive device 13, and the braking device 14 are hardware mounted on the train 1 as a vehicle whose operation is controlled by the automatic train operation device 2. It is.

  The automatic train driving device 2 includes a database 21, a dynamic characteristic model holding unit 22, a control command unit 31, a speed and position detection unit 32, a dynamic characteristic model switching unit 33, a brake state determination unit 34, and the like. The database 21 and the dynamic characteristic model holding unit 22 are configured by a storage device mounted on the train 1. The control command unit 31, the speed and position detection unit 32, the dynamic characteristic model switching unit 33, and the brake state determination unit 34 are realized by an arithmetic circuit connected to each hardware.

  The speed detector 11 is constituted by a pulse generator (PG) or a tachometer (TG) attached to a rotating shaft of a wheel. The speed of the train 1 is detected by the signal detected by the speed detector 11. The ground element detector 12 detects a ground element (transponder) installed on the orbit. A vehicle position of the train 1 is detected by a signal detected by the ground detector 12.

  The driving device 13 is a device that drives the train 1. The train 1 is accelerated by the drive device 13 and travels. The braking device 14 is a device that brakes the train 1. The train 1 is decelerated by the braking device 14 and stopped. The braking device 14 includes, for example, an electric brake (regenerative brake) and an air brake (friction brake). In this case, the braking device 14 adjusts the braking force according to a given brake command using an electric brake and an air brake.

  It is to be noted that electric (regenerative) braking (electric control) is to turn the motor by rotating the axle and use it as a generator to convert the kinetic energy of the vehicle back to the overhead line. The air (friction) brake (pneumatic) presses the shoe of the brake device against the axle and decelerates it by friction. Electric control and air control are switched according to the state of the train. In general, while using electric control, regeneration may not be effective at low speeds and electric control may not be effective. Such an approximate switching speed between electric control and air control is usually determined for each train. Even when electric control is used, if the torque is insufficient due to electric control, it is compensated by air control. Such control is called blending. In an electric control model as an example of a dynamic characteristic model described later, characteristics including blending are simulated.

  The database (DB) 21 stores data necessary for traveling the train 1. For example, the database 21 stores data (route data) relating to the route on which the train 1 travels. The route data includes information such as information for specifying the current position based on the detection signal of the ground unit, information indicating the stop target position of each station, information indicating the gradient, or information indicating the curve.

  The dynamic characteristic model holding unit 22 functions as holding means and stores a plurality of dynamic characteristic models. Each dynamic characteristic model stores data related to operation control of the train 1 such as a brake characteristic by the braking device 14. However, data related to the operation control of the train 1 varies depending on the traveling state or the surrounding environment. For this reason, in the automatic train driving device 2, a plurality of dynamic characteristic models corresponding to various traveling states or surrounding environments are stored in the dynamic characteristic model holding unit 22. These dynamic characteristic models will be described in detail later.

  The control command unit 31 functions as a control unit, and controls the driving device 13 and the braking device 14 based on information supplied from each unit. For example, when accelerating the train 1, the control command unit 31 gives a control command for accelerating the train 1 to the drive device 13. Moreover, when stopping the said train 1, the said control instruction | command part 31 gives the control command for stopping the said train 1 with respect to the said braking device. In particular, when performing the fixed position stop control, the control command unit 31 determines the control for stopping the train 1 at the fixed position based on the route data, the dynamic characteristic model, the current speed, the current position, the brake state, and the like. To do.

  The speed and position detection unit 32 functions as speed detection means or position detection means, and outputs a signal indicating speed (speed detection signal) and a signal indicating position (position detection signal). For example, the speed and position detection unit 32 detects a speed based on a signal input from the speed detector 11 and outputs information indicating the detected speed as a speed detection signal. The speed and position detector 32 outputs information indicating the position as a position detection signal based on signal inputs from the speed detector 11 and the ground detector 12.

  The dynamic characteristic model switching unit 33 functions as a selection unit, and selects a dynamic characteristic model to be used for current operation control from a plurality of dynamic characteristic models held in the dynamic characteristic model holding unit 22. In other words, the dynamic characteristic model switching unit 33 selects a dynamic characteristic model most suitable for the current running state or the surrounding environment from a plurality of dynamic characteristic models held in the dynamic characteristic model holding unit 22.

  The brake state determination unit 34 functions as a determination unit. The brake state determination unit 34 determines which of the electric brake and the air brake is operating as the brake state. For example, the brake state determination unit 34 determines whether the electric brake or the air brake is operating based on the speed, the regeneration effective signal, or the BC (brake shoe) pressure.

  As will be described later, when the electric control model and the air suppression model are held as dynamic characteristic models corresponding to the brake state, the dynamic characteristic model switching unit 33 determines the current brake state from the brake state determination unit 34. The information shown is acquired, and either the electric control model or the air control model is selected according to the current brake state. That is, when the brake state determination unit 34 determines that the electric control is operating (regeneration is effective), the dynamic characteristic model switching unit 33 selects the electric control model as the dynamic characteristic model. In addition, when the brake state determination unit 34 determines that the vehicle is decelerating only by the air suppression (the regeneration is not effective), the dynamic characteristic model switching unit 33 selects the air suppression model as the dynamic characteristic model.

Next, an example of a plurality of dynamic characteristic models held by the automatic train driving device 2 will be described.
As described above, the automatic train driving device 2 has a plurality of dynamic characteristic models. The automatic train driving device 2 controls traveling using an optimum dynamic characteristic model corresponding to the traveling state or the surrounding environment among a plurality of dynamic characteristic models. In other words, each of the plurality of dynamic characteristic models corresponds to a driving state or an ambient environment assumed in the vehicle.
For example, as the dynamic characteristic model assumed to be used by the automatic train driving device 2, the following dynamic characteristic models (1) to (4) are conceivable.

  (1) When the train 1 has an electric brake (regenerative brake) and an air brake (friction brake) as a braking device, the dynamic characteristic model holding unit 22 has electric power as a dynamic characteristic model for the electric brake. It is conceivable to memorize a braking model and an air braking model as a dynamic characteristic model for an air brake. It is considered that there is a large difference in brake characteristics between the electric brake and the air brake. For this reason, if either the electric control model or the air control model is appropriately selected according to the state of the brake and the braking of the train 1 is controlled, the accuracy of operation control such as fixed position stop control can be improved. Can be considered.

  (2) When the train 1 travels on the ground and underground, the dynamic characteristic model holding unit 22 includes a ground model as a dynamic characteristic model for ground traveling and an underground model as a dynamic characteristic model for underground traveling. It is possible to remember. Since the environmental conditions may be greatly different between the above-ground route section and the underground route section, it is expected that the brake characteristics will also change. For this reason, if either the ground model or the underground model is appropriately selected according to the current position and the braking of the train 1 is controlled, the accuracy of operation control such as fixed position stop control can be improved. it is conceivable that.

  Note that the dynamic characteristic model for each section is held in the dynamic characteristic model holding unit 22 even when the dynamic characteristics such as the brake characteristics change for each specific section in which the train 1 travels, not only on the ground and underground. Thus, operation control according to the dynamic characteristics in each section is possible.

  (3) The dynamic characteristic model holding unit 22 may store a clear weather model as a dynamic characteristic model for traveling in fine weather and a rainy weather model as a dynamic characteristic model for traveling in rainy weather. Since the environmental conditions (specifically stop conditions) may differ greatly during clear weather and rainy weather, it is expected that the brake characteristics will also change. For this reason, it is considered that the accuracy of operation control such as fixed position stop control can be improved by appropriately selecting either a clear weather model or a rainy weather model according to the weather and controlling the braking of the train 1. It is done.

  In this case, as means for acquiring information indicating the weather, means for the driver to input whether the weather is sunny or rainy using an operation panel (not shown), and means for identifying whether the weather is sunny or rainy by operating a wiper installed in the train 1 A means for receiving weather information from the outside by a wireless communication function can be considered. Based on the information indicating the weather acquired by these means, the dynamic characteristic model switching unit 33 monitors the weather. Thereby, if it is fine weather, the dynamic characteristic model switching unit 33 selects the fine weather model as the dynamic characteristic model, and if rainy weather, selects the rainy weather model as the dynamic characteristic model.

  (4) It is also conceivable that the dynamic characteristic model holding unit 22 stores a dynamic characteristic model according to the combined and divided state of the vehicles. For example, a combined model as a dynamic characteristic model for traveling in a state where a plurality of vehicles are combined and a divided model as a dynamic characteristic model for traveling in a state where the vehicle is divided are stored in the dynamic characteristic model holding unit 22. It is possible to do. Since the weight, driving force, or braking force of the vehicle itself may differ greatly between the time of merging and the time of division, it is expected that the brake characteristics will also change. For this reason, if the dynamic characteristic model according to the combined state or divided state of the vehicle is appropriately selected and braking of the train 1 is controlled, the accuracy of operation control such as fixed position stop control can be improved. Conceivable.

  In this case, the information indicating the status of merge and division (the number of vehicles) is obtained by means for the driver to input using a control panel (not shown), means for obtaining the detection result of the number of vehicles by a vehicle control information device (not shown), and a wireless communication function It is conceivable to obtain the information on the number of vehicles from outside. Based on the information acquired by these means, the dynamic characteristic model switching unit 33 monitors the state of merge and division (number of vehicles). As a result, the dynamic characteristic model switching unit 33 can select a dynamic characteristic model according to the number of vehicles.

Next, as an operation example for switching the above-described plurality of dynamic characteristic models, operation control using the electric control model and the air suppression model as described in the above (1) will be described.
In this case, the dynamic characteristic model switching unit 33 selects either the electric control model or the air suppression model based on the determination result by the brake state determination unit 34. For example, when braking by an electric brake is effective, the dynamic characteristic model switching unit 33 selects an electric control model. In the state where the electric control model is selected, the dynamic characteristic model switching unit 33 monitors the change in the brake state based on the determination result by the brake state determination unit 34. When the braking is switched from the electric brake to the pneumatic brake, the dynamic characteristic model switching unit 33 switches the dynamic characteristic model from the electric control model to the pneumatic model.

  The control command unit 31 performs operation control using the dynamic characteristic model selected by the dynamic characteristic model switching unit 33. That is, in a state where the dynamic characteristic model switching unit 33 selects the electric control model, the control command unit 31 brakes the train 1 using a dynamic characteristic model according to the brake characteristic by the electric brake. When the dynamic characteristic model switching unit 33 switches the dynamic characteristic model from the electric control model to the air control model, the control command unit 31 brakes the train 1 with the dynamic characteristic model according to the brake characteristic by the air brake. .

  In general, in a braking device using both an electric brake and an air brake, there is a high possibility that disturbance of the stop position as shown in FIG. 2 or FIG. 3 will occur. As shown in FIG. 2A, when the air braking torque is larger than the electric braking torque, when switching from the electric brake to the air brake, the deceleration due to the air brake often becomes larger than expected. In such a case, as shown by a solid line with respect to a control target as shown by a dotted line in FIG. In addition, as shown in FIG. 3A, when the response time constant of the air brake is larger than that of the electric brake, when switching from the electric brake to the air brake, the air brake cannot obtain the deceleration as expected. Many. In such a case, as shown by the solid line with respect to the control target as shown by the dotted line in FIG.

  As described above, in the braking device 14 using both the electric brake and the air brake, it is difficult to realize the high-precision fixed position stop control with only one dynamic characteristic model. On the other hand, in this automatic train operation device 2, it is possible to perform appropriate operation control according to the state of the brake by holding the electric control model and the air control model, and the operation control such as the fixed position stop control. Accuracy can be improved.

Next, as an example of an operation for switching the plurality of dynamic characteristic models described above, operation control using the ground model and the underground model as described in the above (2) will be described.
Here, it is assumed that the route data stored in the database 21 includes information for determining whether the position detected by the position detection signal is above the ground or underground. In this case, the dynamic characteristic model switching unit 33 determines whether the current position of the train 1 is above ground or underground based on the position detection signal output from the speed and position detection unit 32 and the route data stored in the database 21. Is determined. When the current position of the train 1 is on the ground, the dynamic characteristic model switching unit 33 selects a ground model. Further, when the current position of the train 1 is underground, the dynamic characteristic model switching unit 33 selects an underground model.

  That is, the dynamic characteristic model switching unit 33 monitors whether the current position of the train 1 is on the ground or underground based on the position detection signal output from the speed and position detection unit 32. Thereby, when the train 1 enters the underground from the ground, the dynamic characteristic model switching unit 33 switches the dynamic characteristic model from the ground model to the underground model. In addition, when the train 1 goes up from the underground to the ground, the dynamic characteristic model switching unit 33 switches the dynamic characteristic model from the underground model to the ground model.

  The control command unit 31 performs operation control using the dynamic characteristic model selected by the dynamic characteristic model switching unit 33. That is, in the state where the dynamic characteristic model switching unit 33 selects the ground model, the control command unit 31 uses the ground dynamic characteristic model indicating the dynamic characteristics such as the brake characteristics on the ground route, and 1 is controlled. In a state in which the dynamic characteristic model switching unit 33 selects the underground dynamic model, the control command unit 31 is an underground dynamic characteristic model that indicates a dynamic characteristic such as a brake characteristic on the underground route. The train 1 is controlled.

  As described above, according to the present embodiment, the automatic train driving device has a plurality of dynamic characteristic models for controlling the operation of the train 1. The automatic train driving device monitors the running state of the train 1 or the surrounding environment among a plurality of dynamic characteristic models. The automatic train driving device appropriately selects an optimal dynamic characteristic model according to the traveling state or ambient environment of the train 1 obtained as a monitoring result, and controls the traveling of the train 1 by the selected optimal dynamic characteristic model. .

  Thus, according to the embodiment as described above, it is possible to select a dynamic characteristic model corresponding to various traveling states or surrounding environments for the train 1 traveling under various conditions, and to select appropriate dynamic characteristics. The accuracy of the fixed position stop control can be improved by the model.

  The above embodiment is not limited to selecting a dynamic characteristic model under a single condition, and operation control may be performed by a combination of dynamic characteristic models under different conditions. For example, when an electric brake is used in an underground section, operation control can be performed using a dynamic characteristic model combined with an electric control model and an underground model. Similarly, when the air brake is used on the ground during rainy weather, it is possible to perform operation control with a dynamic characteristic model that combines an air control model, a ground model, and a rainy model. According to such a form, it is not necessary to hold in advance dynamic characteristic models corresponding to all combinations for various conditions. As a result, it becomes easy to increase or decrease the switching elements for a plurality of dynamic characteristic models.

The block diagram which shows the structural example of the automatic train driving device which concerns on embodiment of this invention. The figure which shows the example of the fixed position stop control by an electric brake and an air brake when an air control torque is larger than an electric control torque. The figure which shows the example of the fixed position stop control by an electric brake and an air brake when the response time constant of an air brake is larger than the response time constant of an electric brake.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Train, 2 ... Automatic train driving device, 11 ... Speed detector, 12 ... Ground element detector, 13 ... Drive device, 14 ... Braking device, 21 ... Database, 22 ... Dynamic characteristic model holding part, 31 ... Control command 32, speed and position detection unit, 33, dynamic characteristic model switching unit, 34, brake state determination unit.

Claims (3)

A first dynamic characteristic model for controlling braking of a train corresponding to at least an electric brake and a second dynamic characteristic model for controlling braking of a train corresponding to an air brake different from the electric brake are stored. A storage unit;
Determining means for determining operating conditions of the electric brake and the air brake ;
Selection means for selecting a corresponding first dynamic characteristic model or second dynamic characteristic model from the storage unit based on an electric brake or an air brake determined to be operated by the determination means;
Control means for controlling braking based on the first dynamic characteristic model or the second dynamic characteristic model selected by the selection means;
A train control device comprising: The determination means determines that the electric brake is designated for operation based on a signal indicating that regenerative operation is performed, and determines that the air brake is operated based on brake shoe pressure. The train control device according to claim 1 . 2. The train control according to claim 1 , wherein the selection unit selects the second dynamic characteristic model when the determination unit determines that the electric brake and the air brake are operating. 3. apparatus.

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