TWI796026B - Train control device and control method - Google Patents

Abstract

The brake command is weakened during the stop period while suppressing the delay of the running time, thereby preventing deterioration of the riding comfort when the vehicle is stopped.

The train control device of the embodiment has: a train speed position detection device, which detects the speed of the train and the position of the train; a memory unit, which stores route information and vehicle information; and a control command calculation unit, which is based on the detected The speed of the train and the position of the train, as well as route information and vehicle information, to calculate the control command to the drive/brake control device; wherein, the control command calculation part cooperates with the predicted value of the train deceleration speed after the specified time, and the predicted value of the deceleration speed after the specified time. The difference between the train speed prediction value and the deceleration speed of the target deceleration pattern at the same speed is used to change the position deviation allowable range in the position direction.

Description

Train control device and control method

Embodiments of the present invention relate to a train control device and a control method.

In recent years, the introduction of automatic train operation (ATO) devices has been promoted. The purpose of this is to reduce the driver's burden, save labor due to single-person operation, and stabilize the position of the platform door to stop the train without relying on the driver's skills. Through this, to prevent the stop position Correct the occurrence of delays, etc., to stabilize train operation.

In this case, as one of the methods of automatically stopping the train at a predetermined position at the station, a technique of making the train speed follow a deceleration pattern created at a predetermined deceleration speed is proposed. In the technology described in Patent Document 1, there is provided a train control device that selects a braking command based on a positional deviation in a target deceleration mode, thereby avoiding a control method switching from speed following control to position following control, and without using Deterioration of riding comfort due to disturbance of shift operation in station stop control.

In this technique, the braking command is selected so that the positional deviation after a predetermined time is within an allowable range in consideration of the delay in response to the train acceleration of the control command. When the brake command cannot be selected to keep the position deviation within the allowable range, the brake command at the highest position on the most power side is selected from among the brake command candidates on the near side of the predicted position deviation closer to the allowable range. As a result, when the vehicle is decelerated to the front side slightly closer to the target deceleration pattern, the braking command is naturally weakened during the stop period, and a comfortable stop can be expected. [Prior Art Literature] [Patent Document]

[Patent Document 1] Japanese Unexamined Patent Publication No. 2018-007464

However, if the positional deviation under the selected braking command is within the allowable range and deceleration continues without changing the braking command, the vehicle will stop immediately without weakening the braking command, and the ride comfort at the moment of stopping will be deteriorated.

The present invention was created in view of the above-mentioned problems, and its object is to provide a train control device and control method, which suppresses the extension of the running time and weakens the braking command during the stop period, so as to prevent the ride comfort during the stop. feeling worse.

The train control device of the embodiment has: a train speed position detection device, which detects the speed of the train and the position of the train; a memory unit, which stores route information and vehicle information; and a control command calculation unit, which is based on the detected The speed of the aforementioned train, the position of the aforementioned train, the aforementioned route information, and the aforementioned vehicle information are used to calculate the control command to the driving/braking control device; wherein, the aforementioned control command calculation unit cooperates with the predicted value of the deceleration speed of the train after a predetermined time, and the difference between the train speed prediction value after a predetermined time and the deceleration speed of the target deceleration pattern at the same speed to change the positional deviation allowable range in the position direction.

Hereinafter, a train control device according to an embodiment of the present invention will be described with reference to the drawings.

FIG. 1 is a block diagram schematically showing the configuration of a train on which a train control device according to an embodiment is mounted.

As shown in FIG. 1 , the train TR is equipped with a speed position detection device 110 , an ATC (Automatic Train Control) on-board device 120 , and a drive/brake control device 130 in addition to the train control device 100 .

The speed position detection device 110 detects the speed of the train TR based on the pulse of the speed generator (Tachogenerator) 140 provided on the axle of the wheel W of the train TR, or the information received from the ground member 190 through the upper member 150, etc. and location.

The ATC on-board device 120 is a device that outputs a braking command for avoiding the train TR from colliding with the preceding train TRa or derailing. The ATC on-board device 120 is configured to communicate with the ATC ground device 200 .

The ATC ground device 200 detects whether there are trains in each blocked section through the track (track loop) RL, and determines the signal indication of each blocked section according to the on-track status, and transmits the information related to the determined signal indication through each block. The track (track loop) RL in the blocked section is sent to the ATC on-board device 120 . The ATC on-board device 120 receives information related to the signal indication from the ATC ground device 200 through the power receiver 160, and compares the speed limit based on the information related to the signal indication with the train TR detected by the speed position detection device 110. When the speed of the train TR exceeds the speed limit, a braking command is output to the driving/braking control device 130 .

The train control device 100 is a device for controlling a train. For example, the train control device 100 calculates and gives to the drive/brake control device 130 in order to realize the stop control that stops the train TR at a predetermined position (for example, a stop target position set at a stop station). Control command (such as brake command). Furthermore, the train control device 100 also calculates a control command (power command and/or braking command) for traveling between stations while observing the speed limit. Furthermore, the train control device 100 is configured as a computer including a microprocessor, a memory, and the like, for example.

The driving/braking control device 130 is based on a braking command from the ATC on-board device 120, a power command and/or a braking command from the train control device, and a main controller (main controller not shown) that cooperates with the driver's operation. ) output power command and/or braking command to control the motor 170 and/or the braking device 180 .

Furthermore, the so-called power command is to realize the power of the train TR by being given to the motor 170 through the drive/brake control device 130, and the so-called brake command is to be given to the motor 170 through the drive/brake control device 130. And brake device 180 to realize the braking of the train TR. The braking command given to the motor 170 realizes regenerative braking (electric braking) using regeneration of the motor 170 , and the braking command given to the braking device 180 realizes air braking using the braking device 180 .

Here, in the embodiment, the train control device 100 includes a braking determination unit 103 , a deceleration rate ratio estimation unit 104 , a characteristic parameter adjustment unit 105 , a control command calculation unit 108 , and an acquisition unit 111 . Part or all of these components may be implemented by the processor of the train control device 100 executing a computer program stored in the memory through the cooperative operation of hardware and software, or may be implemented by a dedicated circuit or the like. implemented by means of hardware.

Furthermore, the train control device 100 includes a storage unit 101 , a vehicle characteristic model storage unit 102 , a characteristic parameter storage unit 106 , and an allowable range parameter storage unit 107 on a nonvolatile storage medium such as SSD or HDD.

Stored in the memory unit 101 are route information and operation information. The route information is information on the route that the train TR travels, and at least includes information indicating the position of the station where the train stops. Furthermore, the route information includes various information related to the route, for example, information related to the slope and curve (radius of curvature) of the route traveled by the train TR, and information related to the speed limit of each block section. information, information related to the block length (distance of the blocked section), or track alignment information related to the arrangement of the blocked section.

The operation information includes, for example, the stop target position of each stop station existing on the route that the train TR travels, the stop station set for each operation type of the train TR, or the travel time determined in advance between each station.

Vehicle information including acceleration characteristics, deceleration characteristics, etc. of the train TR is stored in the vehicle characteristic model holding unit 102 . More specifically, the vehicle information includes: train length or weight of train TR, models representing acceleration characteristics and deceleration characteristics respectively corresponding to given power commands and braking commands (acceleration characteristic model and deceleration characteristic model), air resistance The characteristics of the slope impedance, the characteristics of the curve impedance, etc.

The acquisition unit 111 acquires the speed and position of the train TR detected by the speed and position detection device 110 from the speed and position detection device 110 .

The deceleration speed ratio estimation unit 104 uses the speed and position detected by the speed position detection device 110, the route information read from the storage unit 101, the deceleration characteristic model read from the vehicle characteristic model holding unit 102, and the control command calculation unit 108 The calculated braking command is used to calculate the relationship between the calculated deceleration degree and the actual deceleration degree of the train TR (deceleration speed ratio, effective conditions for braking).

The characteristic parameter adjustment unit 105 adjusts the characteristic parameter held in the characteristic parameter storage unit 106 based on the deceleration speed ratio estimated by the deceleration speed ratio estimation unit 104 . The so-called characteristic parameters are parameters used for correction of the deceleration characteristic model.

The allowable range parameter holding unit 107 holds the allowable deviation time, the lower limit value of the allowable range, the calculation time, the first coefficient PM1 and the second Coefficient PM2.

The allowable deviation time is the time for deriving the allowable range of the progress direction of the target deceleration pattern of the train TR. The allowable range lower limit value means the lower limit value in the allowable range. The calculation time is the time for calculating the movement amount of the positional deviation allowable value. The first coefficient PM1 is used for position deviation when the "predicted value of train deceleration speed after a predetermined time" is stronger than "the deceleration speed of the target deceleration pattern at the same speed as the predicted value of train speed after a predetermined time". Coefficient of movement of tolerance. The second coefficient PM2 is used for position deviation when the "predicted value of train deceleration speed after a predetermined time" is weaker than "the deceleration speed of the target deceleration pattern at the same speed as the predicted value of train speed after a predetermined time". Coefficient of movement of tolerance.

FIG. 2 is an explanatory diagram of an example of data stored in an allowable range parameter storage unit. Fig. 2(A) is an explanatory diagram of a first example of holding data. In the example shown in Figure 2(A), tolerance time = 1 second, allowable range lower limit = 5 cm, calculation time = 1 second, first coefficient PM1 = 1.5, second coefficient PM2 = 1.0 (< first coefficient PM1) .

Fig. 2(B) is an explanatory diagram of a second example of holding data. In the second example, it is the case where the second coefficient PM2 has a negative value. In the example shown in Figure 4(B), the tolerance time = 1 second, the lower limit of the allowable range = 5 cm, the calculation time = 1 second, the first coefficient PM1 = 1.5, the second coefficient PM2 = -0.5 (< the first coefficient PM1 ).

3 is an explanatory diagram of a target deceleration pattern and a positional deviation allowable range.

Target deceleration mode is the deceleration mode aiming at fixed position stop control. The portion with a speed lower than the speed Vth is calculated based on a deceleration speed or a braking command that is weaker than the portion with a speed higher than Vth.

The allowable range of position deviation (the excess side boundary ULM and the lack of side boundary LLM) represents the allowable range of the train position prediction value after the train behavior prediction time has elapsed.

In this embodiment, the excessive side boundary ULM and the short side boundary LLM of the positional deviation allowable range are before and after the target deceleration pattern position, and the allowable position deviation Psh on the short side obtained by multiplying the target deceleration mode speed by the allowable deviation time is specified. The position of Pov that deviates from the allowable position of too many sides.

In a more specific aspect, the allowable time for multiplying the predicted train speed value when setting the allowable position deviation Pov on the excess side may be multiplied by the allowable deviation time of the predicted train speed value when setting the allowable position deviation Psh on the short side. The value of time is still small. That is, in the case of too much parking, it is necessary to reverse the direction of operation to perform stop alignment, and the operation is greatly delayed compared to the case of insufficient parking, so it is expected to avoid excessive parking.

The control command calculation unit 108 is based on the speed and position of the train TR acquired by the acquisition unit 111, the route information and operation information read from the storage unit 101, the vehicle information read from the vehicle characteristic model storage unit 102, and the information from the characteristic parameter storage unit 106. The read characteristic parameter and the allowable range parameter read from the allowable range parameter holding unit 107 are calculated to stop the train at the stop target position of the train TR (for example, stop the train at the position indicated by the route information). Station position) braking command (one example of the control command), and output to the driving/braking control device 130.

Moreover, in the embodiment, the train control device 100 may further include: a target speed calculation unit for calculating a target speed for traveling between stations at a speed limit, or for calculating a travel speed for traveling between stations at a predetermined time. Calculation means of the walking plan of the plan. In this case, the control command calculation unit 108 calculates a power command and/or a braking command for running the train TR to the next station based on the calculated target speed or travel plan.

Next, the operation of the embodiment will be described.

During the walking until the next station is reached, the driver can operate the main controller to output the power command and the braking command, or the control command calculation unit 108 can calculate the power command and the braking command to follow the speed limit setting. The obtained target speed may be a power command and a braking command calculated by the control command calculation unit 108 according to the travel plan.

The start judgment of the stop control at the fixed position is determined in the control command calculation unit 108. For example, whether the remaining distance to the stop target position at the next stop station is below a certain value, the speed of the train detected by the speed position detection device 110 Whether the position is close to the target deceleration pattern, whether the train position prediction value TRpe predicted from the speed and position of the train detected by the speed and position detection device 110 is close to the position corresponding to the target deceleration pattern TGP, etc.

If the fixed-position stop control is started, the control command calculation unit 108 calculates the position according to the position of the target deceleration pattern TGP in each control cycle. The deviation calculates a brake command for stopping the train at the stop target position TGstp through the following procedure.

Here, the target deceleration pattern TGP system calculates a weak deceleration speed (for example, 1.5km/h/ s) or a braking command (for example, counting from the weak braking side, in the 7th brake gear from the 1st braking gear to the 7th braking gear, the 2nd braking gear on the weak braking side) to decelerate, for more Trajectory of the high-speed part when the deceleration is performed at the standard deceleration speed (for example, 2.5km/h/s) or the standard braking command (for example, among the 7-stage braking gears, the 5th braking gear on the hard braking side) , and as position and velocity data.

Furthermore, as the target deceleration pattern TGP, the data of each station may be read out from the storage unit 101 in advance, or the control command calculation unit 108 may calculate it when departing from a station or approaching the next station.

In this case, if the target deceleration pattern is created with a constant braking command while adjusting the characteristic parameters according to the actual deceleration speed, it is possible to suppress the number of changes of the braking command when decelerating following the target deceleration pattern.

FIG. 4 is a processing flowchart of an embodiment.

First, based on the outputted braking command and the speed change detected by the speed position detection device 110, the characteristic parameter indicating the effective condition of the brake is corrected (step S11).

Next, extract the braking command value from the currently outputting braking command and the braking command whose change in acceleration and deceleration speed is within the allowable range. Make a candidate (step S12).

In this case, when only the fixed position stop control is started and the power command is being output, the higher order commands are not included in the candidates on the power side above that.

In addition, when a braking command or an inertial movement command (both the power command and the braking command are 0) is being output, the higher-order commands on the power side than the inertial movement command are not included in the candidates.

Next, the control command calculation unit 108 is based on the speed and position of the train detected by the speed and position detection device 110, the route information read from the memory unit 101, the vehicle information read from the vehicle characteristic model holding unit 102, and the The characteristic parameters read out by the characteristic parameter holding unit 106 are used to predict the behavior of the train only when the candidate brake commands are respectively output at the train behavior prediction time, through which, the train position prediction value and the train speed prediction value are calculated (step S13).

The train behavior prediction time is a value above the response delay of the deceleration speed to the change of the braking command, and the train speed prediction value and the train position prediction value after the change of the deceleration speed due to the change of the braking command are almost completed can be obtained.

Next, the control command calculation unit 108 calculates a positional deviation Δp and a positional deviation allowable value (step S14 ).

FIG. 5 is an explanatory diagram of a positional deviation allowable range before movement.

In Fig. 5, the current speed and position of the train TR are the train speed position TRvp, and the train speed and position of the train TR after the specified time from this point in time are Set the predicted value as train speed position predicted value TRvpe.

On the other hand, the position deviation allowable range PAR0 is based on the train speed and position target value TGvp which is the same as the train speed and position predicted value TRvpe in the target deceleration pattern TGP, and is defined as the allowable position deviation Psh on the short side. The excess side is the allowable positional deviation Pov.

Specifically, the control command calculation unit 108 obtains a position TGp at the same speed as the train speed predicted value TRve on the target deceleration pattern TGP as shown in FIG. 5 . Next, the control command calculation unit 108 multiplies the train speed prediction value TRve by the allowable deviation time read from the allowable range parameter holding unit 107 to obtain a positional deviation allowable value.

The tolerance time can be set to different values, for example, 0.5 seconds on the long side and 1 second on the short side.

FIG. 6 is a diagram illustrating calculation of a positional deviation and calculation and movement of a positional deviation allowable range.

The control command calculation unit 108 first obtains a position TGp at the same speed as the train speed predicted value TRve on the target deceleration pattern TGP as shown in FIG. 6(A). Next, the control command calculation unit 108 subtracts the position TGp from the predicted train position value TRpe to calculate the positional deviation Δp. Furthermore, the control command calculation unit 108 obtains the allowable positional deviation value by the routine described in FIG. 5 .

However, when the train speed prediction value TRve becomes lower and the value multiplied by the allowable deviation time is lower than the lower limit of the allowable range, the control command calculation unit 108 sets the lower limit of the allowable range to prevent the brake command from jumping randomly. into the allowable value of the position deviation.

The allowable range of positional deviation is between the positional deviation allowable value on the excess side and the short side.

Next, when the deceleration speed prediction value and the deceleration speed of the target deceleration pattern are different, the control command calculation unit 108, as shown in FIG. Generally, the calculated allowable range is shifted back and forth (shifted) in the moving direction (position direction) of the vehicle.

In this case, the magnitude of shifting the allowable range may be determined by multiplying the difference between the deceleration speed prediction value and the deceleration speed in the target deceleration pattern by the first coefficient.

Therefore, as the magnitude of shifting the allowable range, the larger the difference in deceleration speed, the larger the value is obtained.

Furthermore, the magnitude of shifting the allowable range may be obtained by multiplying the difference between the deceleration speed prediction value and the deceleration speed corresponding to the target deceleration pattern TGP by the first deceleration amount when decelerating in a constant calculation time. depends on the coefficient. Alternatively, the difference between the deceleration speed prediction value and the deceleration speed corresponding to the target deceleration pattern TGP may be determined by multiplying the first coefficient by the movement distance when the deceleration speed is decelerated in a constant calculation time.

Next, the control command calculation unit 108 compares the positional deviation with the positional deviation allowable value to determine a braking command (step S15).

FIG. 7 is a diagram illustrating selection of a braking command so that the train position prediction value enters the allowable range of position deviation.

Fig. 7(A) is the case where the positional deviation tolerance range PAR0 moves (shifts) to the side of the train TR, and it is the case where the predicted train position value TRpe is included in the positional deviation tolerance range PAR1 after the movement. , the current braking command is retained through the braking command selection process. Fig. 7(B) is the case where the position deviation tolerance range PAR0 moves (shifts) to the train TR side, and it is the case where the train position prediction value TRpe is not included in the position deviation tolerance range PAR1 after the movement. Next, through the brake command selection process, the brake command is changed to the weak brake side, so that the train position prediction value TRpe is included in the post-movement position deviation allowable range PAR1.

FIG. 8 is a processing flow of brake command selection processing. First, the control command calculation unit 108 compares the positional deviation with the positional deviation allowable value, and judges whether the positional deviation caused by the current braking command is within the positional deviation allowable range (step S21).

In the judgment of step S21, if the position deviation caused by the current braking command is within the allowable range of position deviation (step S21; Yes), the control command calculation part 108 maintains the status quo and does not need to select the braking command. Therefore, the current brake command (candidate) is maintained (step S22), and the process ends.

In the judgment of step S21, when the position deviation caused by the current braking command is outside the position deviation allowable range (step S21; No), the control command calculation part 108 judges that the braking command from the braking command in the current output Whether or not the positional deviation is within the positional deviation allowable range among the braking command candidates whose values and even the change amount of the acceleration/deceleration speed are within the allowable range (step S23).

In the judgment of step S23, in the case where the positional deviation does not have a braking command candidate within the positional deviation allowable range (step S23; No), the control command calculation part 108 selects that the positional deviation becomes the short side (negative value), and also That is, the brake command candidate with the smallest braking force (the brake command candidate at the highest position on the power side) among the brake command candidates at the position TGp at which the train position prediction value TRpe does not exceed the target deceleration pattern TGP (step S24 ).

On the other hand, in the judgment of step S23, in the case where the positional deviation has a braking command candidate included in the range of the positional deviation allowable value (step S23; Yes), the control command calculation unit 108 selects that the positional deviation is included in Among the brake command candidates in the range of the positional deviation allowable value, the change amount of the brake command value (change amount of the brake force) is the smallest with respect to the current brake command value (step S25).

In the case where the amount of shifting the allowable range is determined based on the difference in the amount of speed drop during the calculation time, as long as the train speed is predicted to drop and the train speed becomes 0 km/h within the train behavior prediction time, the calculation time and the train speed are also The amount of speed drop can be calculated using the predicted time until the speed is 0. The lower the train speed, the smaller the speed drop and its difference. Assuming that even if the braking command has not been weakened, the amount of deviation from the allowable range becomes smaller as the train speed drops, and finally becomes 0, so the deterioration of the stop position accuracy can be reduced. possibility.

In the case where the amount of shifting the allowable range is determined based on the difference in moving distance in the calculation time, the difference in the amount of speed drop is proportional to (difference in deceleration speed × deceleration time), while the moving distance is Because it is proportional to (difference in deceleration speed × square of deceleration time), the predicted speed value becomes 0km/h, and the moving distance is calculated using the predicted time until the speed becomes 0 in addition to the calculated time. Based on this, the train speed The lower it is, the faster the amount of offset tolerance is reduced. Thus, even if the braking command is not weakened, as the train speed decreases, the amount of deviation from the allowable range of position deviation decreases rapidly and finally becomes 0, so the possibility of deterioration of the stop position accuracy can be further reduced.

Here, the calculation processing of the allowable value of the positional deviation will be described. FIG. 9 is a processing flowchart of calculation processing of a positional deviation allowable value. First, the control command calculation unit 108 obtains a positional deviation allowable value by multiplying the train speed prediction value by the allowable deviation time read from the allowable range parameter storage unit 107 (step S31 ).

The control command calculation unit 108 uses the lower limit value of the calculated positional deviation allowable value and the positional deviation allowable value read from the allowable range parameter holding unit 107 as the positional deviation whichever is farther from the target deceleration pattern TGP. allowable value (step S32).

Next, the control command calculation unit 108 compares the deceleration speed prediction value with the deceleration speed of the target deceleration pattern TGP at the same speed (step S33).

In the determination of step S33, if the deceleration speed prediction value is stronger than the deceleration speed of the target deceleration pattern (step S33; the deceleration speed prediction value is stronger), the control command calculation unit 108 performs the following (1 ) to (3) are multiplied by the first coefficient to calculate the magnitude (amount) of shifting the allowable range of positional deviation (step S34). (1) The difference between the deceleration speed prediction value and the deceleration speed of the target deceleration mode; (2) The difference between the deceleration speed prediction value and the deceleration amount when decelerating for a constant time at the deceleration speed of the target deceleration pattern TGP; (3) The difference between the deceleration speed prediction value and the movement distance when decelerating at the deceleration speed of the target deceleration pattern TGP for a fixed time.

Next, the control command calculation unit 108 shifts the allowable range of positional deviation toward the short side (the side of the train running position) by only the magnitude (amount) of the calculated allowable range of deviation (step S35). That is, shift the allowable range of positional deviation to the short side. In this case, the excessive side may be maintained as it is, and the short side may be extended only by the amount of offset.

In the judgment of step S33, when the predicted deceleration speed value is equal to the deceleration speed of the target deceleration pattern (including the case where it appears to be equal) (step S33; equal), the control command calculation unit 108 maintains the positional deviation allowable range at status quo and end processing. In the judgment of step S33, if the deceleration speed prediction value is weaker than the deceleration speed of the target deceleration pattern TGP (step S33; the deceleration speed prediction value is weaker), the control command calculation unit 108 performs the following (1 ) to (3) are multiplied by the second coefficient smaller than the first coefficient or having a negative value to calculate the magnitude (amount) of shifting the positional deviation tolerance range (step S34). (1) The difference between the deceleration speed prediction value and the deceleration speed of the target deceleration mode; (2) The difference between the deceleration speed prediction value and the deceleration amount when decelerating for a constant time at the deceleration speed of the target deceleration pattern TGP; (3) The difference between the deceleration speed prediction value and the movement distance when decelerating at the deceleration speed of the target deceleration pattern TGP for a fixed time.

Next, the control command calculation unit 108 shifts the allowable range of position deviation to the multi-side (the side in the direction in which the train travels) by the magnitude (amount) of the calculated deviation allowable range, or, when the second coefficient is negative, to the Short side offset (step S37). In other words, the allowable range of positional deviation is shifted to the high side (the short side when the second coefficient is negative). In this case, the deficient side system may be maintained as it is, and the excess side may be expanded only by the amount of offset.

When the deceleration speed prediction value is weaker than the deceleration speed of the target deceleration pattern, the allowable range is shifted to the multi-side as the difference is larger, for the following reason.

Under the influence of manual intervention or the delay of the preceding train, etc., when approaching the stop target position and performing stop control at a fixed position from a low speed, even if the brake command is selected so that the predicted value of the train position and speed shifts to the vicinity of the target deceleration mode, The position and speed of the train shift below the target deceleration pattern, and there is a possibility that the train will stop before the deceleration speed of the train reaches the deceleration speed of the target deceleration pattern.

Here, in the present embodiment, when the deceleration speed prediction value is weaker than the deceleration speed of the target deceleration pattern, the allowable range is shifted to multiple sides, thereby delaying the timing of strengthening the brake command. As a result, the predicted values of the train position and speed shift toward the upper side of the target deceleration pattern, and since the train position and speed shift closer to the target deceleration pattern, delays in deceleration time can be suppressed.

Even when the deceleration speed prediction value is weaker than the deceleration speed of the target deceleration pattern, the allowable range may be shifted to the short side as the difference is larger. In this case, the second coefficient only needs to be a negative value. This is because, through this, the braking command is started as early as possible to suppress the peak of the braking command, although the deceleration time is delayed, it is possible to avoid excessive parking.

Here, the behavior of the train in the case of moving (shifting) by the allowable positional deviation value will be described in detail. FIG. 10 is an explanatory diagram of the target deceleration pattern and the behavior of the train. When calculating the positional deviation allowable value, as shown in FIG. 10(A), when the deceleration speed prediction value is equal to the deceleration rate of the target deceleration pattern, the positional deviation allowable value is not shifted (shifted). The positional deviation at this time point is within the allowable range, and there is no problem maintaining this state, so the braking command is not changed.

On the other hand, when calculating the positional deviation allowable value, if the predicted deceleration speed value is different from the deceleration speed of the target deceleration pattern, the calculated allowable range is moved forward and backward in the traveling direction of the train TR based on the difference. move (offset). In this case, when the deceleration speed prediction value is stronger than the deceleration speed of the target deceleration pattern TGP at the same speed, the allowable range may be shifted to the short side as the difference is larger.

After this, the train position prediction value is also nearer than the allowable range before shifting. As shown in FIG. If the deviation of the deceleration pattern) is within the allowable range, the control command calculation unit 108 does not weaken the braking command immediately.

When the control command calculation unit 108 starts weakening the braking command, the deceleration speed prediction value approaches the deceleration speed of the target deceleration pattern on the shorter side than the allowable range of the position deviation after the position deviation is greatly shifted. Since the difference in deceleration speed tends to be narrowed, the size of the offset to allow the allowable range tends to be narrowed. As a result, as shown in FIGS. 10(C) to 10(E), the predicted train position and the predicted speed of the train TR approach the stop target position while shifting below the target deceleration pattern TGP.

That is, the predicted value of the train position of the train TR is a position closer to the position of the target deceleration pattern TGP at the same speed, and the predicted value of the speed of the train TR is the speed of the target deceleration pattern TGP at the same position. Also low speed.

As a result, the position of the train TR and the speed of the train shift closer to the target deceleration pattern TGP than when the position does not deviate from the allowable range of positional deviation, as shown in FIG. 10(F). Then, since the deceleration speed of the train TR is close to the deceleration speed of the portion calculated quickly with the weakest deceleration speed of the target deceleration pattern TGP during the stop period, the calculation of braking with the weakest target deceleration pattern TGP can be shortened. Because of the part, the delay of the overall deceleration time can be suppressed.

As mentioned above, when the target deceleration pattern TGP at the same speed is stronger than the reference deceleration speed in the deceleration speed prediction value, the allowable range is shifted to the short side according to the difference between the deceleration speed prediction value and the deceleration speed of the target deceleration pattern As a result, the predicted position and speed of the train TR pass below the portion calculated with the weaker deceleration speed of the target deceleration pattern TGP, so the train position and speed pass near the target deceleration pattern.

Therefore, without extending the weak deceleration portion of the target deceleration pattern, the deceleration speed immediately before the stop can be approached to the weak deceleration speed, and the deterioration of the riding comfort at the time of stopping can be prevented while suppressing the extension of the running time.

As described above, according to the present embodiment, the allowable range of the positional deviation is shifted (shifted) back and forth in the moving direction of the train in accordance with the difference between the estimated deceleration speed value and the deceleration speed of the target deceleration pattern, or is only shortened. The control command is calculated based on the predicted value of the position deviation with the deceleration mode when the side expansion position deviation is within the allowable range. As a result, it is possible to provide a train control device that weakens a braking command during a stop while suppressing a delay in travel time, thereby preventing deterioration of ride comfort at the moment of stop.

The train control device of this embodiment includes: a control device such as a CPU, a memory device such as a ROM (Read Only Memory) or a RAM, an external memory device such as an HDD or a CD drive device, a display device such as a display device, and a keyboard or a slider. An input device such as a mouse is configured using the hardware of a normal computer.

The program executable in the train control device of this embodiment may also be configured to provide a file in an installable or executable form and record it on a semiconductor memory device such as a CD-ROM, USB memory, or DVD. (Digital Versatile Disk) and other recording media that can be read by a computer.

Furthermore, a configuration may be adopted in which the program executed by the train control device according to the present embodiment is stored in a computer connected to a network such as the Internet, downloaded via the network, and provided. Furthermore, a configuration may be adopted in which the program executed by the train control device according to the present embodiment is provided or distributed via a network such as the Internet.

Furthermore, a configuration may be adopted in which the program of the train control device according to the present embodiment is provided by preloading a ROM or the like.

Although some embodiments of the present invention have been described, these embodiments are presented as examples and are not intended to limit the scope of the invention. These novel embodiments can be implemented in other various forms, and various omissions, substitutions, and changes can be made without departing from the gist of the invention. These embodiments or modifications thereof are included in the scope or gist of the invention, and are also included in the inventions described in the claims and their equivalent scopes.

100: Train control device 101: memory department 102: Vehicle characteristic model maintenance unit 104: Deceleration speed ratio estimation unit 105:Characteristic parameter adjustment department 106: Characteristic parameter holding part 107: Permissible range parameter holding unit 108: Control command calculation department 110: Speed and position detection device 111: Acquisition Department 120: ATC on-board device 130: Drive/brake control device 150: Car parts 160: power receiver 170: motor 180: brake device 190: ground parts 200: ATC ground device LLM: Insufficient side boundary of positional deviation tolerance range Pov: allowable position deviation Psh: allowable position deviation PAR0: Allowable range of position deviation PAR1: Allowable range of position deviation PM1: 1st coefficient PM2: 2nd coefficient PPM: characteristic parameters TGP: target deceleration mode TGp: position TGstp: stop target position TGvp: train speed and position target value TRpe: train position prediction value TR: train TRa: Leading train TRpe: train position prediction value TRve: train speed prediction value TRvp: train speed position TRvpe: Predicted value of train speed and position ULM: Too many side boundaries of the positional deviation tolerance range Δp: position deviation

[ Fig. 1 ] Fig. 1 is a block diagram schematically showing the configuration of a train on which a train control device according to an embodiment is mounted.

[FIG. 2] FIG. 2 is an explanatory diagram of an example of data stored in an allowable range parameter storage unit.

[ Fig. 3] Fig. 3 is an explanatory diagram of a target deceleration pattern and a positional deviation allowable range.

[ Fig. 4] Fig. 4 is a processing flowchart of the embodiment.

[ Fig. 5] Fig. 5 is an explanatory diagram of a positional deviation allowable range before movement.

[ Fig. 6] Fig. 6 is a diagram illustrating calculation of a positional deviation and calculation and movement of a positional deviation allowable range.

[FIG. 7] FIG. 7 is a diagram illustrating selection of a braking command so that the train position prediction value enters the position deviation allowable range.

[ Fig. 8] Fig. 8 is a processing flow of brake command selection processing.

[ Fig. 9] Fig. 9 is a processing flowchart of calculation processing of a positional deviation allowable value.

[ Fig. 10] Fig. 10 is an explanatory diagram of a target deceleration pattern and a behavior of a train.

100: Train control device

101: memory department

102: Vehicle characteristic model maintenance unit

104: Deceleration speed ratio estimation unit

105:Characteristic parameter adjustment department

106: Characteristic parameter holding part

107: Permissible range parameter holding unit

108: Control command calculation department

110: Speed and position detection device

111: Acquisition Department

120: ATC on-board device

130: Drive/brake control device

140: Speed Generator

150: Car parts

160: power receiver

170: motor

180: brake device

190: ground parts

200: ATC ground device

RL: Rail (Rail Loop)

TR: train

TRa: Leading train

W: wheel

Claims (10)

A train control device, comprising: a train speed position detection device, which detects the speed of the train and the position of the train; a memory unit, which stores route information and vehicle information; and a control command calculation unit, which is based on the detected aforesaid The speed of the train, the position of the aforementioned train, the aforementioned route information, and the aforementioned vehicle information are used to calculate the control command to the driving/braking control device; wherein, the aforementioned control command calculation unit cooperates with the predicted value of the deceleration speed of the train after a specified time, and the prescribed The difference between the train speed prediction value after time and the deceleration speed of the target deceleration pattern in the same speed is used to change the position deviation allowable range in the position direction. The train control device according to claim 1, wherein said control command calculation unit moves said change in a positional direction within a positional deviation allowable range. The train control device according to claim 2, wherein the control command calculation unit shifts the allowable range of the position deviation to within the range when the predicted train deceleration speed after a predetermined time is stronger than the deceleration speed of the aforementioned target deceleration pattern. The location direction of the aforementioned train. The train control device according to claim 2, wherein the control command calculation unit shifts the allowable range of the position deviation to within a range when the predicted train deceleration speed after a predetermined time is weaker than the deceleration speed of the target deceleration pattern. The direction of travel of the aforementioned train. As the train control device of claim 2, wherein, The control command calculation unit calculates a movement amount to the side of the traveling direction within the allowable range of the position deviation when the predicted deceleration speed of the train after a predetermined time is weaker than the deceleration speed of the target deceleration pattern. When the predicted deceleration speed of the train is stronger than the deceleration speed of the aforementioned target deceleration pattern, the amount of movement toward the position of the train within the allowable range of the position deviation is smaller. The train control device according to any one of Claim 2 to Claim 5, wherein the aforementioned control command calculation unit multiplies the difference between the train deceleration speed prediction value after a predetermined time and the deceleration speed of the deceleration mode by a coefficient to calculate Calculate the amount of movement within the allowable range of the aforementioned positional deviation. The train control device according to any one of claim 2 to claim 5, wherein the control instruction calculation unit is to calculate the train deceleration speed prediction value after a predetermined time and the deceleration speed in the aforementioned target deceleration mode at a constant time, respectively. The difference in the amount of speed drop during deceleration is multiplied by a coefficient to calculate the movement amount within the allowable range of the positional deviation mentioned above. The train control device according to any one of claim 2 to claim 5, wherein the control instruction calculation unit is to calculate the train deceleration speed prediction value after a predetermined time and the deceleration speed in the aforementioned target deceleration mode at a constant time, respectively. The difference in the movement distance during deceleration is multiplied by a coefficient to calculate the movement amount within the allowable range of the positional deviation mentioned above. As the train control device of claim 1, wherein, The control command calculation unit expands the change in the positional direction within the allowable range of the positional deviation. A control method for controlling a train control device, the train control device includes: a train speed position detection device, which detects the speed and position of the train; a memory unit, which stores route information and vehicle information; and a control command calculation unit, It calculates the control command to the driving/braking control device according to the detected speed of the aforementioned train, the position of the aforementioned train, the aforementioned route information and the aforementioned vehicle information; wherein, the control method includes: calculating the train after a predetermined time The process of deceleration speed prediction value; the process of calculating the train speed prediction value after the specified time and the deceleration speed of the target deceleration mode in the same speed; The process of changing the allowable range of position deviation in the position direction.

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