CN102039825A - Automatic train operating device and automatic train braking device - Google Patents

Automatic train operating device and automatic train braking device Download PDF

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Publication number
CN102039825A
CN102039825A CN201010509042XA CN201010509042A CN102039825A CN 102039825 A CN102039825 A CN 102039825A CN 201010509042X A CN201010509042X A CN 201010509042XA CN 201010509042 A CN201010509042 A CN 201010509042A CN 102039825 A CN102039825 A CN 102039825A
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CN
China
Prior art keywords
gear
train
velocity
deceleration
drg
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Pending
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CN201010509042XA
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Chinese (zh)
Inventor
小川岳
石田诚司
永次由英
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Hitachi Ltd
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Hitachi Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/10—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/228—Devices for monitoring or checking brake systems; Signal devices for railway vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/128—Self-acting brakes of different types for railway vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
    • B60T8/1705—Braking or traction control means specially adapted for particular types of vehicles for rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/86—Optimizing braking by using ESP vehicle or tire model
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Abstract

The present invention provides an automatic train operating device and an automatic train braking device. The ride quality of a train deteriorates when brake notches are switched frequently to follow a predetermined velocity pattern with the aim to improve the stopping accuracy. This automatic train braking device comprises a means for generating a plurality of velocity patterns based on decelerations corresponding to respective brake notches, train position; a means for computing a deceleration force of the respective notches; means for computing a deceleration of a vehicle; a means for estimating disturbance based on the deceleration force and deceleration; a means for correcting a velocity pattern based on the estimated disturbance; and a notch switching means for switching to a notch corresponding to the velocity pattern when the velocity pattern corresponds with the train velocity so as to minimise disturbance.

Description

Driverless train rotating device and fixed position shutdown feature
Technical field
The present invention relates to a kind of driverless train rotating device of railway vehicle, particularly a kind of fixed position stops control.
Background technology
Utilize Fig. 1 that the driverless train rotating device is described.In speed calculation portion 11, detect the output of the rotation sensor that is installed on axletree, utilize wheel diameter to converse train speed.
In the distance calculation portion 12 of travelling,, this train speed goes out operating range by being carried out integral and calculating.Because train speed is to calculate according to the tropometer of wheel, so because of the error of wheel diameter, the idle running of wheel, the influence of sliding will produce error, and then operating range produces calculation error.Therefore, AT STATION between predetermined position wayside equipment (on the ground son) is set, detect by wayside equipment by wayside equipment receiving and transmitting part 13, and revise operating range.
In the mode computation portion 14, based on the location information after revising, generation stops the corresponding velocity mode of Distance Remaining of target location with arrival.
In gear (notch) calculating part 15, compare velocity mode and train speed, for example passing ratio is controlled and is calculated the gear instruction, so that following train speed.The gear instruction is sent to brake gear 16, makes train deceleration.
Like this, in the driverless train rotating device, generally produce velocity mode, come following train speed, control the speed and the position of train with this by control based on train position.In addition,, only make the function automation that stops at the station assigned position, travel between station and station and will operate by chaufeur for leaving as the device of similar driverless train rotating device.Make its function that stops at the assigned position at station be called as the fixed position and stop control.
The clear 58-190204 communique of [patent documentation 1] TOHKEMY
Fig. 2 represents the action example that the fixed position stops to control.Stop in the control in the fixed position, the output brake gear makes train speed consistent with velocity mode.At this moment, be conceived to the precision that stops of fixed position is felt to design and adjust with taking.Stop at assigned position for high precision, if the situation of proportional control for example then improves proportional gain and carries out proportional plus integral control etc., thereby improve tracking, but instability appears in the higher control system that gains easily velocity mode.
In addition, under the lower situation of the resolution of drg gear, the deceleration/decel of desirable velocity mode and each drg gear is also inconsistent, can't select to be fit to follow the trail of the gear of velocity mode sometimes.In this case, gear switch often takes place, so that the mean deceleration of train is consistent with velocity mode.Its result stops precision and takes sensation will worsening.
In order to address this is that, proposed to utilize the control method of fuzzy (fuzzy) control etc., for example open in the patent documentation 1.
In this mode, by controlling unnecessary gear switch, obtain good stopping precision and take sensation, on the other hand, exist the adjustment of control law complicated, need expert's experience and the problem of time.
Summary of the invention
Main purpose of the present invention is to provide a kind of driverless train rotating device, does not need complicated adjustment, and obtains good stopping precision or take sensation.
The present invention possesses in order to address the above problem: the speed test section, and it detects the moving velocity of train; Position calculation portion, it calculates the traveling-position of train; Brake gear utilizes a plurality of drg gears that moving velocity is reduced; The velocity mode generating unit, deceleration/decel characteristic and traveling-position according in each drg gear generate a plurality of velocity modes; And the gear switch device, according to a plurality of velocity modes and described moving velocity, switch the drg gear, when the velocity mode of the drg gear of gear switch device after correspondence is switched is consistent with moving velocity, switch the drg gear.
(invention effect)
According to the present invention, do not need complicated adjustment, just can acquire the driverless train rotating device that well stops precision and take sensation.
Description of drawings
Fig. 1 is the figure of an example of expression prior art.
Fig. 2 is the figure of the sequential of expression prior art.
Fig. 3 is the figure of expression the 1st embodiment of the present invention.
Fig. 4 is the figure of the sequential among expression the 1st embodiment.
Fig. 5 is the figure of expression the 2nd embodiment of the present invention.
Fig. 6 is the figure of the sequential among expression the 2nd embodiment.
Nomenclature:
11-speed calculation portion
12-operating range calculating part
13-wayside equipment receiving and transmitting part
14-mode computation portion
15-gear calculating part
16,35,55-brake gear
31,51-speed test section
32,52-position calculation portion
33,53-velocity mode generating unit
34,54-gear switch portion
36,56-car body
57-disturbs the portion of inferring
57a-drg module
The contrary module of 57b-car body
The 57c-filter
The specific embodiment
Utilize Fig. 3 that the 1st embodiment that uses driverless train rotating device of the present invention is described.
In speed test section 31, detect the output of the rotation sensor that is installed on axletree, and utilize wheel diameter to be converted into train speed.In position calculating part 32,, train speed calculates train position by being carried out integration.In addition, though also not shown, with structure was same in the past, the predetermined a plurality of positions between are provided with wayside equipment AT STATION.When by wayside equipment, send the information that is called as text to train from wayside equipment.The information that position etc. is set that comprises wayside equipment in the text is by detecting the position calculation error that these can revise train.
In velocity mode generating unit 33, based on stopping target location Xt *With the difference of the current location of train be that Distance Remaining generates velocity mode Vt *Corresponding each the drg gear of velocity mode.In gear switch device 34, relatively velocity mode and train speed switch the gear instruction in the moment of both unanimities.Detailed content for velocity mode generating unit and gear switch device will be narrated in the back.
The gear instruction is sent to brake gear 35, acts on car body 36, thereby makes train deceleration.In brake gear 35, general and use regenerative brake and the air brake of being undertaken by changer.Pre-determine according to train speed etc. during being assigned of braking force, but sometimes also as required deceleration/decel and stringing condition etc. distribute.
In addition, gear instruction nt delivers to brake gear 35 via the control transmitting device, is calculated the distribution of regenerative brake and air brake sometimes by the control transmitting device.
The action with gear switch device 34 describes to velocity mode generating unit 33 to utilize Fig. 4.As shown in Figure 4, to calculate a plurality of velocity modes of corresponding drg gear be relation between train position and the target velocity to velocity mode generating unit 33.The velocity mode of corresponding each drg gear by initial point independently be speed be zero Distance Remaining and independently the deceleration/decel characteristic constitute.Although velocity mode can calculate according to the difference of deceleration/decel characteristic, initial point and Distance Remaining, also can be generated as form in advance.
At this, utilize each gear of B5, B3, B1, switch gear with the order of B5, B3, B1 and make train deceleration, the gear combination of above-mentioned use is called curve (profle).The initial point of velocity mode and the relation between the curve are considered to be right after the acceleration (jerk) before stopping etc. and are decided and get final product, and are not limited to described combination.In addition, consider the gradient of route etc., can stop the station at each and set different curves.
In addition, though and not shown, stop control when reducing speed now by the fixed position, in order to reduce acceleration, export more weak controller gears such as B1, afterwards, export stronger drg gear.Wherein, in regenerative brake or air brake, be increased to the braking force of respective notch instruction gradually, when carrying out such acceleration control, just export strong gear instruction in the time of also can beginning from slowing down.
Next, the action to gear switch device 34 describes.At this, describe after the moment to output B5 gear.Gear switch device 34 output B5 gears also keep, and relatively the corresponding gear that next uses is the velocity mode Vtp3 of B3 gear in this curve *With train speed Vt.At train speed Vt and velocity mode Vtp3 *In the consistent moment, switch to the B3 gear.From switching to the moment of B3 gear, with the situation of B5 gear similarly, output B3 gear also keeps, relatively the corresponding gear that next uses is the velocity mode Vtp1 of B1 gear in this curve *With train speed Vt.
At this, inconsistent in deceleration/decel that obtains by the B5 gear and the operating plan as the deceleration/decel of target, have error etc. with respect to design value, the deceleration/decel of train becomes than the velocity mode Vtp5 in the identical Distance Remaining *Deceleration/decel little.Under this situation, in identical Distance Remaining, train speed Vt specific rate pattern Vtp5 *Greatly, with velocity mode Vtp3 *Consistent constant time lag.Its result keeps the time of B5 gear to be extended, and the mode that is close to desirable value with the mean deceleration of train is carried out work.During this period, train speed may not be followed the trail of velocity mode, but in the sufficiently long place of Distance Remaining, train speed does not influence final stop position precision with respect to the error of velocity mode.
Among Fig. 4 the deceleration/decel of expression train than in the operating plan as under the little situation of the deceleration/decel of target, keep the time of B5 gear to be extended, gear switch timing ratio velocity mode from the B5 gear to the B3 gear postpones, but according to respect to the error of design value etc., the deceleration/decel of also having considered train on the contrary than in the operating plan as the big situation of the deceleration/decel of target.
In this case, in identical Distance Remaining, train speed Vt specific rate pattern Vtp5 *Little, with velocity mode Vtp3 *Consistent timing advance.Its result keeps the time of B5 gear to be shortened, and the gear switch timing ratio velocity mode from the B5 gear to the B3 gear in advance.Under this situation, the mode that is close to desirable value with the mean deceleration of train is carried out work.
In the drg gear instruction, will reach sometimes maximum braking force during only be divided into roughly 7 stages, exist to be difficult to make the consistent situation of desirable deceleration/decel on the instruction of braking gear and the operating plan.On the other hand, with respect to the movement of train, the control cycle of drg gear can be set at very short youngster ten ms～hundreds of ms, therefore, can not switch gear continually, adjusts braking force.
Continue to slow down although stop control, adopt under the situation of general speed power generation machine testing speed, become near 1km/h～4km/h and can carry out the lower limit that speed detects by the fixed position.Since the following speed of this value with stop to have no difference, so be called and stop detection level (level).Stop detection level when following when train speed is in,, therefore be transferred to open loop control owing to do not carry out controlled reset based on detection speed.
At the open loop control period, at first the instruction of drg gear is switched to a more weak side, relax the impact that is right after before stopping.Next, be estimated to be the moment of fully slowing down, the instruction of drg gear is switched to a stronger side, still under the situation of action, it is stopped fully, and keep the halted state of train at train at train.
Wayside equipment also is set stopping the target location.By receiving the information of this wayside equipment, detect the situation that stops at assigned position.In addition, exist under the situation of platform shutter (home door), pass on the instruction of opening the platform shutter via wayside equipment from train.
When leaving the station, by cutting, alleviate the drg that is keeping the train halted state to the power gear that travels, the transition of operation by chaufeur is to travelling usually.
Next, utilize Fig. 5 that the 2nd embodiment of the present invention is described.For speed test section 51, position calculation portion 52, gear switch device 54, car body 56, identical with the 1st embodiment.The purpose of the 2nd embodiment is, even if disturb under the very large situation, also guarantees to stop precision and takes sensation.
The 2nd embodiment has the estimator 57 of interference, disturbs the erection rate pattern based on inferring in velocity mode generating unit 53.Disturb estimator 57 to utilize brake module (model) 57a and the contrary module 57b of car body of brake gear 55, infer the interference that becomes train deceleration degree change reason.In drg module 57a, utilize the gear instruction n of input tWith the drg module, infer the braking force that is produced, the line output of going forward side by side.In the contrary module 57b of car body, utilize the speed Vt and the contrary module of car body of input, infer the braking force of actual generation, the line output of going forward side by side.By subtracter to from the output of drg module 57a with subtract each other from the output of the contrary module 57b of car body, thereby infer interference.
In the interference of inferring like this, be not only the slope impedance, the impedance of travelling, this interference that applies from the outside of curve impedance, also comprise this modularization error of drg characteristic and car weight change.The interference of inferring out is implemented by filter 57c to be sent to speed module generating unit 53 as inferring to disturb after the processing of frequency band limits etc.By this filter 57c the interference that applies from the outside and the influence of modularization error are compensated.In speed module generating unit 53, keep the B5 gear during, based on inferring interference the deceleration/decel characteristic as the B3 gear of the gear that uses next time in this curve is revised, generate cooresponding velocity mode.In the correction of deceleration/decel characteristic, calculate the desirable deceleration/decel characteristic of B5 gear and deducted the ratio of inferring the deceleration/decel characteristic after disturbing, this is reflected on the deceleration/decel characteristic of B3 gear.At this moment, also can utilize route data to obtain the slope impedance, revise and infer interference according to train position.During the constant gear of existence maintenance, can infer interference accurately.
Utilize Fig. 6 that the action of the 2nd embodiment is described.Fig. 6 and the 1st embodiment are same, and record switches to the moment situation afterwards of B5 gear, suppose the deceleration/decel situation lower than desirable deceleration/decel of B gear.Switching timing from the B5 gear to the B3 gear postpones this and puts identical with the 1st embodiment.In addition, because the sloping portion of the deceleration/decel of B3 gear is reflected on the cooresponding velocity mode, so retardation ratio Fig. 4 of switching timing is big.According to the 2nd embodiment, disturb deviating from of velocity mode when very big and train speed less, can improve static precision, and improve and take sensation.
The deceleration/decel of having represented train among Fig. 6 than in the operating plan as under the little situation of the deceleration/decel of target, keep the time of B5 gear to be extended, the situation of switching timing specific rate mode delay from the B5 gear to the B3 gear, but, according to respect to the error of design value etc., the deceleration/decel that also can consider train on the contrary than in the operating plan as the big situation of the deceleration/decel of target.
In this case, in identical Distance Remaining, train speed Vt specific rate pattern Vtp5 *Little, with velocity mode Vtp3 *Consistent timing advance.Its result keeps the time of B5 gear to be shortened, and the switching timing specific rate pattern from the B5 gear to the B3 gear in advance.Like this, under the big situation, also can be suitable for the present invention as the deceleration/decel of target at the deceleration/decel of train in than operating plan.

Claims (6)

1. a driverless train rotating device is characterized in that,
Possess: the speed test section, it detects the moving velocity of train;
Position calculation portion, it calculates the traveling-position of described train;
Brake gear utilizes a plurality of drg gears that moving velocity is reduced;
The velocity mode generating unit, deceleration/decel characteristic and traveling-position according in described each drg gear generate a plurality of velocity modes; And
The gear switch device according to described a plurality of velocity modes and described moving velocity, switches the drg gear,
Described gear switch device with switch after cooresponding described velocity mode of drg gear and described moving velocity when consistent, switching drg gear.
2. a fixed position shutdown feature has adopted the described driverless train rotating device of claim 1, it is characterized in that,
It is zero velocity mode that the target stop position that described velocity mode generating unit is created on regulation makes the moving velocity of train.
3. a driverless train rotating device is characterized in that,
Possess: the speed test section, it detects the moving velocity of train;
Position calculation portion, it calculates the traveling-position of described train;
Brake gear utilizes a plurality of drg gears that moving velocity is reduced;
The velocity mode generating unit, deceleration/decel characteristic and traveling-position according in described each drg gear generate a plurality of velocity modes;
The gear switch device according to described a plurality of velocity modes and described moving velocity, switches the drg gear;
The deceleration force calculating part, it calculates the deceleration force of described each drg gear;
The deceleration/decel calculating part, it calculates the deceleration/decel of described train;
Disturb estimator, it infers interference according to described deceleration force and deceleration/decel; And
Amending unit is revised described velocity mode according to described interference,
Described gear switch device with switch after cooresponding revised described velocity mode of drg gear and described moving velocity when consistent, switching drg gear.
4. a fixed position shutdown feature has adopted the described driverless train rotating device of claim 3, it is characterized in that,
By the velocity mode after the described amending unit correction is that to make the moving velocity of train be zero velocity mode for target stop position in regulation.
5. a driverless train rotating device is characterized in that,
Possess: the speed test section, it detects the moving velocity of train;
Position calculation portion, it calculates the traveling-position of described train;
Brake gear is controlled by a plurality of drg gears that regularly switch with regulation;
The generation unit of the switching timing of described each drg gear;
The deceleration force calculating part, it calculates the deceleration force of described each drg gear;
The deceleration/decel calculating part, it calculates the deceleration/decel of described train;
Disturb estimator, it infers interference according to described deceleration force and deceleration/decel; And
Amending unit is revised the switching timing of described drg gear according to described interference,
Described brake gear is controlled by a plurality of drg gears that switch with revised switching timing.
6. a fixed position shutdown feature has adopted the described driverless train rotating device of claim 5, it is characterized in that,
It is zero velocity mode that the target stop position that the velocity mode generating unit is created on regulation makes the moving velocity of train.
CN201010509042XA 2009-10-14 2010-10-12 Automatic train operating device and automatic train braking device Pending CN102039825A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2009-236783 2009-10-14
JP2009236783A JP2011087364A (en) 2009-10-14 2009-10-14 Automatic train drive unit and constant position stop device

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CN102039825A true CN102039825A (en) 2011-05-04

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CN (1) CN102039825A (en)
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