WO2020144930A1

WO2020144930A1 - Train control system and train control method

Info

Publication number: WO2020144930A1
Application number: PCT/JP2019/043884
Authority: WO
Inventors: 康介大西; 直高橋; 高橋　智行; 伸一郎石川; 直也家重; 貢記淵上
Original assignee: 株式会社日立製作所
Priority date: 2019-01-11
Filing date: 2019-11-08
Publication date: 2020-07-16
Also published as: JPWO2020144930A1; JP7078756B2

Abstract

Train speed is maintained in a state with no distance leeway to a stopping position objective point when vehicle brake force is weak, and a brake notch outputted after brake force measurement is therefore assumed to be weaker than a break notch outputted during measurement. In order to solve the problem of a great acceleration change causing ride quality to be poor: a first brake pattern for stopping a train at a fixed position and a second brake pattern for advance braking are stored; before fixed-position stopping control is initiated while the train is traveling, the effect of braking using the second brake pattern is measured, the first brake pattern is corrected on the basis of the measured braking result, and the corrected first brake pattern is maintained; and when fixed-position stopping control is initiated, a brake command is calculated on the basis of the train speed and the maintained first brake pattern and the brake command is outputted to a brake output device.

Description

Train control system and train control method

The present invention relates to a train control system and a train control method for controlling stop of a train.

Control to stop the train at the stop point target point by using the deceleration data of the predicted brake of the train in order to stop the train at the stop point (stop position target point) targeting the stop station etc. (fixed position stop control ) Is being implemented.

Regarding this fixed position stop control, as described in Patent Document 1, the brake output is instructed for a certain time, the actual braking force is measured from the deceleration after the certain time, and the instructed brake notch can be obtained. There is a technique for improving the accuracy of stopping at the stop position target point by correcting the measured result.

JP, 2009-225589, A

In the technique described in Patent Document 1, for example, when the braking force of the vehicle is weak, the train speed is maintained without a sufficient distance to the stop position target point. Therefore, the brake notch output after measurement is measured. It can be assumed that the output is stronger than the brake notch that was output at times. At this time, a large acceleration/deceleration change occurs, which causes a problem that the riding comfort is deteriorated.

In consideration of the above problems, the present invention proposes a train control system and a train control method capable of accurately stopping a train at a stop position target point without deteriorating the riding comfort.

A train control system according to the present invention includes a speed/position detection unit that detects the speed and position of a train, a first brake pattern for stopping the train at a fixed position, and a second brake pattern for pre-braking. A base pattern storage unit that stores the following, a brake effect measurement unit that measures the brake effect based on the speed and position of the train, and the speed of the second brake pattern, and a pattern that corrects the first brake pattern based on the brake effect. The brake includes a correction unit, a correction pattern holding unit that holds the corrected first brake pattern, a brake control unit that calculates a brake command, and a brake output device that performs a brake operation based on the brake command. The effect measuring unit measures the braking effect by the second braking pattern while the train is running, the pattern correcting unit corrects the first braking pattern based on the measured braking effect, and the correction pattern holding unit, The corrected first brake pattern is held, and the brake control unit outputs a brake command calculated based on the train speed and the held first brake pattern to the brake output device.

According to the present invention, the train can be accurately stopped at the stop position target point, and train control can be achieved without causing a great change in acceleration/deceleration and without causing deterioration in riding comfort.

It is a figure which shows an example of a structure of the train control system which concerns on the Example of this invention. It is a flow chart which shows the control mode for fixed position stop control concerning the present invention. It is a figure which shows an example of a fixed position stop control until a train stops at a stop position target point when the degree of braking is weaker than expected. It is a figure which shows an example of a brake notch pattern correction when the effectiveness of a brake is weaker than expected. It is a figure which shows an example of fixed position stop control until a train stops at a stop position target point, when a braking effect is stronger than expected. It is a figure which shows an example of a brake notch pattern correction when the effect of a brake is stronger than expected. It is a figure which shows an example of fixed position stop control until a train stops at a stop position target point, when a braking effectiveness is as expected.

Embodiments of the present invention will be described below with reference to the drawings as modes for carrying out the present invention.

FIG. 1 is a diagram showing an example of the configuration of a train control system according to an embodiment of the present invention.
The base pattern storage unit 102 indicates acceleration/deceleration information for each brake notch, and outputs the brake notch pattern used to determine the brake notch to be output and the speed pattern that the train should follow to stop at the stop position target point. A plurality of types of patterns are prepared and stored as the position stop pattern and the pre-brake pattern calculated for the purpose of measuring the effect of the brake before starting the fixed position stop control.
The route condition data storage unit 103 stores the route condition data such as the gradient of each route and the radius of the track curve.

The speed/position detection unit 107 includes a ground element 111 that holds absolute position information, a vehicle top 110 for receiving information from the ground element 111, information from the vehicle top 110, a wheel diameter, and a speed generator (Fig. Information from (not shown) is used to detect current train speed and train position information.
The brake effect measuring unit 105 calculates the degree of braking effect (brake effect) from the train speed, the train position information, and the advance braking pattern.

The pattern correction unit 104 calculates a brake notch pattern in consideration of the degree of pre-braking (brake effect), and uses the route condition data to determine the running resistance and the gradient and the degree of pre-braking (brake effect). The position stop pattern is calculated.
The correction pattern holding unit 106 holds the corrected brake notch pattern and fixed position stop pattern.

The brake control unit 108 calculates the required number of brake notches (brake command) from the train speed and the corrected brake notch pattern and fixed position stop pattern.
The brake output device 109 operates the train brake based on the number of brake notches (brake command) calculated by the brake control unit 108.

The base pattern storage unit 102, the route condition data storage unit 103, and the correction pattern holding unit 106 are specifically configured by a storage device such as a hard disk or a semiconductor memory, and the pattern correction unit 104, the brake effect measurement unit 105, and the brake The control unit 108 is composed of an arithmetic processing unit such as a CPU.

FIG. 2 is a flowchart showing a control mode for the fixed position stop control according to the present invention. FIG. 3 is a diagram showing an example of fixed position stop control until the train stops at the stop position target point 308.
Hereinafter, a control mode for the fixed position stop control according to the present invention will be described along with an example of the fixed position stop control until the train stops at the stop position target point 308 (FIG. 3 ).

Prior to that, the fixed position stop control according to the present invention is subject to the following four conditions.
<Condition 1>
The brake notches shall be from B1 notch to B7 notch. B1 is the brake notch with the smallest deceleration, the deceleration increases as the number increases, and B7 is the brake notch with the largest deceleration.

<Condition 2>
It is assumed that the fixed position stop pattern 305 in FIG. 3 is calculated using the deceleration of the brake notch B5 that is generally frequently used.

<Condition 3>
When outputting the pre-brake, the brake notch B3 having an intermediate deceleration is used for the brake notch B5 which is generally used frequently.

<Condition 4>
The pre-brake pattern 304 is calculated by using the deceleration of the brake notch B3 when the pre-brake is output.

Hereinafter, each processing step of the flowchart shown in FIG. 2 will be described with reference to FIG.
In step 201 (S201), when the train starts running, the pattern correction unit 104 performs the fixed position stop pattern (the fixed position stop pattern) indicating the train speed to be followed during the deceleration control (fixed position stop control) toward the stop position target 308. Before correction/fixed position stop pattern (after correction) 305 and brake notch pattern 401 (FIG. 4) or 601 (FIG. 6) used to determine the brake notch output from the brake output device 109 during the fixed position stop control. ) And a pre-brake pattern 304 indicating a change in train speed expected at the time of pre-brake output are acquired from the base pattern storage unit 102. Here, as an example, a plurality of types of patterns are acquired from the base pattern storage unit 102. However, based on the route condition data, train speed, position, etc. acquired in step 202 (S202), necessary patterns of train It is also possible to calculate during running.

In step 202 (S202), the pattern correction unit 104 acquires the route condition data from the route condition data storage unit 103 to the next station, and the braking effect measurement unit 105 causes the base pattern storage unit 102 to store a plurality of pre-brakes. The pattern 304 is acquired.

In step 203 (S203), when the actual train speed 303 approaches the pre-brake pattern 304, the speed/position detection unit 107 detects passage of the pre-brake control start point 306 (that is, entry into the correction area 301). A pre-brake control start command is transmitted to the brake control unit 108. Here, as an example, the pre-brake control start point 306 is a point at which the actual train speed 303 approaches the pre-brake pattern 304, but a point that has traveled an arbitrary distance from the start of running the train, an arbitrary time It can be arbitrarily set such as a point that has passed or a point where the vehicle child 110 has passed the ground child 111.

In the correction area 301, processes related to the correction to be described later (pre-brake output start, brake effect measurement, correction process of the brake notch pattern (before correction) 401 or 601, correction process of fixed position stop pattern (before correction) 305 and correction) The pattern is stored). The end point of the correction area 301 is also set to the front side (own train side) by the fixed position stop control start point 307, and the above-mentioned correction-related processing is completed before the fixed position stop control is started. As a result, a large acceleration/deceleration change does not occur in the train under the fixed position stop control, and the deterioration of the riding comfort is suppressed. In addition, the train can be accurately stopped at the stop position target point.

In step 204 (S204), when the brake control unit 108 receives the pre-brake control start command, it transmits the brake command of the brake notch B3 set to the pre-brake output to the brake output device 109. When the brake output device 109 receives this brake command, the brake output device 109 outputs the pre-brake by the brake notch B3 according to this brake command.

In step 205 (S205), the speed/position detection unit 107 detects the actual train speed 303 when the train travels an arbitrary distance from the pre-brake control start point 306, and brakes the detected actual train speed 303. It is transmitted to the effect measuring unit 105. Upon receiving the actual train speed 303, the braking effect measurement unit 105 selects a pre-braking pattern 304 to be adopted according to the actual train speed 303 from the plurality of pre-braking patterns 304, and selects the pre-selected braking pattern from the actual train speed 303. The speed difference of the brake pattern 304 is calculated by subtracting the speed of the brake pattern 304. Here, as an example, the point where the braking effect measurement is started is a point where the train travels an arbitrary distance from the pre-brake control start point 306, but a point after an arbitrary time has passed or the car upper 110 It can be arbitrarily set, such as a point where a certain ground element 111 has passed.

When the calculated speed difference is larger than the reference speed difference V1 [km/h] that is an arbitrary positive number (that is, the braking effectiveness is weaker than expected), the braking effectiveness measuring unit 105 determines that the braking effectiveness is higher than expected. When it is determined that the strength is weak, the process proceeds from step 205 (S205) to step 206 (S206) for executing the brake notch pattern correction processing (correction enhancement).

Conversely, when the calculated speed difference is smaller than the reference speed difference V2 [km/h], which is an arbitrary negative number (that is, the braking effectiveness is stronger than expected), the braking effect measuring unit 105 determines that the braking effect is higher than expected. When it is determined that the degree of effectiveness is strong, the process proceeds from step 205 (S205) to step 207 (S207) for executing the brake notch pattern correction processing (correction weakening).

Further, when the calculated speed difference is V2 or more and V1 or less (that is, the braking effectiveness is as expected), the braking effect measuring unit 105 determines that the braking is effective as expected, and then the step 205 ( The process proceeds from step S205) to step 209 (S209) without executing the brake notch pattern correction processing.

In the following, the fixed position stop control according to the effectiveness of the brake (brake effect) will be described in three cases depending on the effectiveness of the brake.
First, the fixed-position stop control when it is determined that the braking effectiveness is weaker than expected will be described with reference to FIGS. 2 to 4. FIG. 4 is a diagram showing an example of the brake notch pattern correction when the braking effectiveness is weaker than expected.

In step 206 (S206), the brake effect measuring unit 105 requests (transmits) the brake notch pattern correction processing (correction enhancement) to the pattern correction unit 104. When the pattern correction unit 104 receives a request for the brake notch pattern correction processing (correction enhancement) from the brake effect measurement unit 105, the intercept of the brake notch pattern (before correction) 401 is output as shown in FIG. The brake notch pattern (after correction) 402 that is increased from B5 to B6, which is one step higher, is created and transmitted to the correction pattern holding unit 106. At this time, the pattern correction unit 104 does not correct the fixed-position stop pattern (before correction) 305, and makes the fixed-position stop pattern (after correction) 305 as it is, and transmits it to the correction pattern holding unit 106. After that, the processing makes a transition to Step 209 (S209).

In step 209 (S209), the correction pattern holding unit 106 stores the brake notch pattern (after correction) 402 and the fixed position stop pattern (after correction) 305 received from the pattern correction unit 104.

In step 210 (S210), the speed/position detection unit 107 recognizes the fixed-position stop control start point 307 after the train travels an arbitrary distance from the pre-brake control start point 306, and the brake control unit 108 sets the fixed position. Send a stop control command. Upon receiving the fixed position stop control command, the brake control unit 108 starts the fixed position stop control in the section of the fixed position stop control region 302, which is a region in which the fixed position stop control is performed. Here, as an example, the fixed-position stop control start point 307 is a point where the train travels an arbitrary distance that is the correction area 301 from the start of the pre-brake control, but a point after an arbitrary time has passed or a certain ground level. The position where the child 111 is installed can be arbitrarily set.

When the fixed position stop control is started, the brake control unit 108 acquires the brake notch pattern (after correction) 402 and the fixed position stop pattern (after correction) 305 from the correction pattern holding unit 106, and also from the speed/position detection unit 107. The current actual train speed 303 is acquired in a constant cycle.

Further, the brake control unit 108 subtracts the speed of the fixed position stop pattern (after correction) 305 from the acquired actual train speed 303 to calculate the speed difference ΔV, and further calculates the calculated speed difference ΔV and the brake notch pattern ( The corrected notch 402 is used to determine the brake notch (brake command) to be output, and it is transmitted to the brake output device 109.

The brake output device 109 performs a brake operation with the brake notch (brake command) received from the brake control unit 108, the speed of the train is decelerated so as to follow the fixed position stop pattern (after correction) 305, and the train stops at the stop position. Stop at the target point 308.

Next, the fixed position stop control when it is determined in step 205 (S205) that the braking effectiveness is stronger than expected will be described with reference to FIGS. 2, 5, and 6.
FIG. 5 is a diagram showing an example of fixed position stop control until the train stops at the stop position target point 509. FIG. 6 is a diagram showing an example of the brake notch pattern correction when the braking effectiveness is stronger than expected. The flow of the processing (processing from step 201 (S201) to step 205 (S205)) from when the train starts running to when the braking effect is measured is the same as that described above.

If the braking effectiveness is stronger than expected, in step 207 (S207), the braking effect measurement unit 105 requests (transmits) the brake notch pattern correction processing (correction weakening) to the pattern correction unit 104. When the pattern correction unit 104 receives the request for the brake notch pattern correction process (correction weakening) from the brake effect measurement unit 105, as shown in FIG. 6, the output brake strength of the intercept of the brake notch pattern (before correction) 601. Is corrected from B5 to B4, which is one step weaker than the current one among the options, and a brake notch pattern (after correction) 602 is created.

In step 208 (S208), the pattern correction unit 104 selects a fixed position stop pattern (before correction) 505 that is the actual speed 503 or less and has the largest deceleration as the correction target. For example, when the fixed position stop pattern (before correction) 505, which is the actual speed 503 or less, is the fixed position stop pattern calculated using the deceleration due to the brake notches B1 to B2, the pattern correction unit 104 The fixed position stop pattern (before correction) 505 calculated using the deceleration of B2, which is the largest deceleration, is selected as the correction target. Further, the pattern correction unit 104 creates a fixed position stop pattern (after correction) 506 in consideration of the route condition by using the selected fixed position stop pattern (before correction) 505 and the route condition data, and the corrected pattern holding unit To 106.

After that, step 209 (S209) and step 210 (S210) are performed as in the case where the braking effectiveness described above is weaker than expected.

Finally, the fixed-position stop control when it is determined in step 205 (S205) that the braking effectiveness is as expected will be described with reference to FIGS. 2 and 7.
FIG. 7 is a diagram showing an example of the fixed position stop control until the train stops at the stop position target point 708. The flow of processing (processing from step 201 (S201) to step 205 (S205)) from when the train starts running to when the braking effect is measured is the same as that described above.

If the braking effectiveness is as expected, the pattern correction unit 104 does not perform the correction for the fixed-position stop pattern and the brake notch pattern in step 205 (S205), and the fixed-position stop pattern (before correction) 705. To the correction pattern holding unit 106 as the fixed position stop pattern (after correction) 705, and the brake notch pattern (before correction) as it is as the brake notch pattern (after correction).

After that, step 209 (S209) and step 210 (S210) are performed as in the case where the braking effectiveness described above is weaker or stronger than expected. Although the fixed position stop pattern (before correction) 705 is not corrected here, it may be corrected.

If the fixed position stop pattern (before correction) 705 is not corrected, the actual speed 303 of the train is decelerated after the output of the pre-brake. In this case, the brake control unit 108 recognizes that the actual speed 303 is low with respect to the speed of the fixed position stop pattern (after correction) 705 to be followed, and the brake is relaxed in order to make the train follow, so that the train is trained. It is considered that acceleration/deceleration may change. For example, by selecting the pre-brake pattern 704, which is a pattern close to the actual speed 303 of the current train, as the fixed position stop pattern (after correction) 705, it is possible to suppress the acceleration/deceleration change for the train.

Since the train control system according to the present embodiment has the above-described configurations and functions, it becomes possible to perform the fixed position stop control according to the braking force actually output.
Further, the train control system according to the present embodiment measures the braking effect and corrects the fixed position stop pattern based on the measurement result (effect), from when the train starts running to when it stops. It can also be run for a period of time.

Although the embodiments of the present invention have been described above, the specific configuration is not limited to those shown in the above-described embodiments, and the present invention can be made even if changes or additions are made without departing from the scope of the present invention. Is included in.

For example, in the present embodiment, the train speed and position acquired from the speed/position detection unit 107 are used for the brake effect measurement unit 105 and the pattern correction unit 104, but the train speed and position are transmitted from other devices. It does not depart from the gist of the present invention even if it is realized in the form.

Further, in the present embodiment, as shown in FIG. 1, the on-board control for controlling everything on the upper side of the railway vehicle is assumed, but the on-board control is not limited to this on-board control. By providing a part (for example, a data storage unit such as a base pattern storage unit or a route condition data storage unit) on the ground system side and transmitting/receiving required information between the ground side and the vehicle upper side, the same function (control mode) ) May be achieved.

102 base pattern storage unit, 103 route condition data unit, 104 pattern correction unit, 105 brake effect measurement unit, 106 correction pattern holding unit, 107 speed/position detection unit, 108 brake control unit, 109 brake output device, 110 car top , 111 Kyoko

Claims

A speed/position detector that detects the speed and position of the train,
A base pattern storage unit that stores a first brake pattern for stopping the train at a fixed position and a second brake pattern for pre-braking,
A brake effect measuring unit that measures a brake effect based on the speed and position of the train and the speed of the second brake pattern;
A pattern correction unit that corrects the first brake pattern based on the brake effect,
A correction pattern holding unit that holds the corrected first brake pattern,
A brake control unit that calculates a brake command,
A brake output device for performing a brake operation based on the brake command,
The brake effect measurement unit measures the brake effect by the second brake pattern while the train is running, and the pattern correction unit corrects the first brake pattern based on the measured brake effect. The correction pattern holding unit holds the corrected first brake pattern, and the brake control unit calculates the brake based on the speed of the train and the held first brake pattern. A train control system, which outputs a command to the brake output device.
The train control system according to claim 1, wherein
The measurement of the brake effect by the brake effect measurement unit and the correction of the first brake pattern by the pattern correction unit based on the measured brake effect until the train starts running and then stops. Train control system characterized by performing between.
The train control system according to claim 1, wherein
Before the train starts the fixed position stop control, the measurement of the brake effect by the brake effect measurement unit and the correction of the first brake pattern by the pattern correction unit based on the measured brake effect are performed. Train control system characterized by performing.
The train control system according to any one of claims 1 to 3,
The train control system, wherein the brake effect measuring unit measures the brake effect based on the second brake pattern selected from a plurality of the second brake patterns according to the speed of the train.
The train control system according to claim 4,
The train control system, wherein the brake effect measuring unit measures the brake effect from a speed difference between the selected second brake pattern and the speed of the train.
The train control system according to any one of claims 1 to 5,
The base pattern storage unit further stores a brake notch pattern indicating acceleration/deceleration information for each brake notch,
Train control characterized in that the pattern correction unit selects and corrects at least one of the first brake pattern and the brake notch pattern based on a measurement result of the brake effect by the brake effect measurement unit. system.
The train control system according to claim 6,
The pattern correction unit determines whether to correct the first brake pattern and whether to correct the brake notch pattern based on the measurement result of the brake effect by the brake effect measurement unit. Train control system characterized by:
The train control system according to claim 6 or 7, wherein
The train control system, wherein the pattern correction unit corrects each of the first brake pattern or the brake notch pattern with a correction amount based on a measurement result of the brake effect.
A railway vehicle equipped with the train control system according to any one of claims 1 to 8.
A train, wherein some of the constituent elements of the train control system according to any one of claims 1 to 8 are provided on the ground side, and the remaining parts of the constituent elements are mounted on the upper side of the rail car. Control system.
Storing a first brake pattern for stopping the train in place and a second brake pattern for pre-braking,
A first step of measuring a braking effect by the second braking pattern before starting the fixed position stop control while the train is running;
A second step of correcting the first braking pattern based on the measured braking effect;
When the third step of holding the corrected first brake pattern and the fixed position stop control are started, a brake command is calculated and output based on the speed of the train and the held first brake pattern. And a fourth step of performing the train control method.
The train control method according to claim 11, wherein
The said 1st step measures the said brake effect based on the said 2nd brake pattern selected according to the speed of the said train from the said 2nd brake patterns, The train control method characterized by the above-mentioned.