EP0197539A2 - Dispositif pour commander le mouvement des trains - Google Patents

Dispositif pour commander le mouvement des trains Download PDF

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Publication number
EP0197539A2
EP0197539A2 EP86104748A EP86104748A EP0197539A2 EP 0197539 A2 EP0197539 A2 EP 0197539A2 EP 86104748 A EP86104748 A EP 86104748A EP 86104748 A EP86104748 A EP 86104748A EP 0197539 A2 EP0197539 A2 EP 0197539A2
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EP
European Patent Office
Prior art keywords
train
data
speed
control apparatus
notch
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP86104748A
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German (de)
English (en)
Other versions
EP0197539A3 (fr
Inventor
Shinichi Sekino
Sumio Ohmura
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hitachi Ltd
Original Assignee
Hitachi Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hitachi Ltd filed Critical Hitachi Ltd
Publication of EP0197539A2 publication Critical patent/EP0197539A2/fr
Publication of EP0197539A3 publication Critical patent/EP0197539A3/fr
Withdrawn legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0092—Memory means reproducing during the running of the vehicle or vehicle train, e.g. smart cards
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0062—On-board target speed calculation or supervision

Definitions

  • the present invention relates to an improvement of a train operation control apparatus, and particularly to an automatic train operation control apparatus (called ATO hereinafter ) in which a microcomputer is utilized and which has the high flexibility or adaptability against variation of factors affecting the train operation control.
  • ATO automatic train operation control apparatus
  • microcomputer is widely used for an ATO, and one of the features of such an ATO lies in that various control parameters are stored in a memory of the microcomputer as numerical data, whereby the control parameters can be changed easily and dynamically depending on various conditions such as the purpose of use and the environmental conditions.
  • the track condition such as the grade or the curve.
  • the track condition is not used as the parameter, and this has been causing the problems such as the waste of the powering and the braking force.
  • unnecessarily large allowance is taken for the control system, since the speed reduction rate for the stop of the train has to be set so that the train will not overrun the stop point even when such point is located within the section of a line having the steepest descent throughout the whole railway line.
  • a system in which the information necessary for controlling a train is given to an operation control apparatus provided on the train by a data cassette which stores in advance the data of distance-speed and time-speed obtained by the calculation based on the track conditions of the line or the operational model by a skilled operator.
  • the train is controlled by a follow-up control and/or a variable value control in accordance with the data given through the cassette.
  • a follow-up control and/or a variable value control in accordance with the data given through the cassette.
  • An object of the present invention is to provide a train operation control apparatus capable of adapting itself flexibly to the internal and external variable factors.
  • a feature of the present invention is in that an external storage medium stores data concerning at least a track condition of a railway line through which a train travels and a data reading means reads out the necessary data and supplies the read data for an automatic train . control means, whereby a notch command is determined taking the supplied data into consideration.
  • a reference numeral 2 denotes a known automatic train control device (called ATC hereinafter ), which furnishes a speed limit signal or an allowed maximum speed signal with respect to the location of a train and takes charge of control for securing the minimum security of the train.
  • a reference numeral 4 denotes a point reference receiver, which receives a signal indicating a specific point of the railway line. Such a signal is emitted from a point reference transmitter (not shown ) provided at predetermined locations on the ground. For example, there is provided such a transmitter at a point from which the train should start to decrease its speed or at a point where the train has to stop.
  • a reference numeral 6 represents a tachogenerator coupled to a wheel axle of the train which generates a pulse every unit traveling distance.
  • a reference numeral 8 denotes a card reader as an external data reading means for reading data recorded on a card 9 which is set in the reader 8 by a train operator. The card 9 and the data recorded thereon will be further described later.
  • a reference numeral 10 represents an ATO, which controls the operation of the train under the rule of the ATC 2, that is, by which the train is operated within such a limit that the ATC 2 is not operated.
  • a target speed setting device 102 is included which receives the signal from the ATC 2, i.e. the speed limit signal or the allowed maximum speed signal, and provides a target speed signal which the train should follow. The target speed is usually set by several kilometers per hour lower than the limit speed or the allowed maximum speed.
  • a point discriminator 104 is also included which receives the signal from the point reference receiver 4 to produces a point discriminating signal.
  • a speed calculator 106 which obtains an actual speed of the train on the basis of the pulses outputted from the tachogenerator 6.
  • a constant speed controller (called CSC hereinafter ) 108 is one of main components of the ATO 10, which receives the signals from the target speed setting device 102 and the speed calculator 106 and executes the control for making the actual speed of the train follow the target speed.
  • This controller 108 receives another input signal from the card reader 8 so as to achieve the control according to the present invention as described later.
  • Another main component of the ATO 10 is a train automatic stop controller (called TASC hereinafter ) 110, which controls the speed of the train in accordance with such a speed pattern as the target speed decreases from an initial speed at a certain point ( a deceleration starting point ) to zero at a point where the train is to stop at a predetermined deceleration.
  • the speed pattern begins to be generated in response to the point discriminating signal which is produced when the train passes through the point which emits the signal indicating the deceleration starting point.
  • the TASC 110 receives the signal from the speed calculator 106 and controls the speed of the train in accordance with the speed pattern until the train stops at the scheduled stop point.
  • Both the controllers 108 and 110 furnishes notch commands to a known driving motor control apparatus (not shown ) as their output signal, which are led to a notch selector 112.
  • the notch selector 112 selects either one of the notch commands applied thereto which is of the lower notch position.
  • the selected notch command is not given to the driving motor control apparatus at once, but, as is described in detail later, it is evaluated whether or not the selected notch is adaptive in view of the operational state at that time.
  • the finally decided notch command is outputted to the driving motor control apparatus. Further, such evaluation is conducted with respect to all notches every time when the requirements and/or conditions of the train operation are varied and hence the present notch becomes necessary to be changed.
  • a reference numeral 114 denotes an acceleration detector, which detects the acceleration or deceleration on the basis of the signal supplied from the speed calculator 106.
  • the signal from the card reader 8 which includes the information about the track conditions such as a grade, a curve and so on, is taken into consideration so that the true acceleration generated by a driving motor or the true deceleration caused by a braking device can be detected.
  • the thus detected acceleration or deceleration does not include the component affected by the external factors such as a grade.
  • Such an acceleration or deceleration is used as one of factors for the evaluation mentioned above.
  • this embodiment as another factor for the evaluation, the variation in the riding quality is taken into account which is caused by changing the notch. To this end there is provided a riding quality evaluation device 116. Although described in detail later, this device 116 evaluates the riding quality on the basis of the time lapse from the last time of the notch change.
  • the card is used as an external data storage medium in this embodiment.
  • it can be of course substituted by any other type of known storage medium such as a magnetic tape or disk.
  • a punched tape may be used for example, an erasable storage medium is much more preferred.
  • a so-called IC card which is combined with integrated circuit elements can be employed.
  • a magnetic card is utilized which is combined with a railway timetable for the train operator which will never fail to be taken with him when he runs a train.
  • the operator usually sets the timetable on a timetable stand provided in an operator's platform. Therefore, the card reader 8 shown in Fig.l is desirable to be combined with such timetable stand.
  • the timetable according to this embodiment consists of a timetable area and a data recording area. On the timetable area, there are visually recorded names of stations of a line and times at which the train departs from or passes through the corresponding stations. Checking the actual state of the train operation with the record on the timetable area, the operator makes an effort to run the train on time.
  • the track conditions are recorded magnetically.
  • An example of the content of the record is shown in Fig.2(B), in which the track conditions between stations A and B are illustrated. Items of the record in this example are a between-stations code, a distance (km) measured from a station toward a next station, an information code of the track conditions and a numerical value indicative of amount or degree of the track conditions.
  • Items of the record in this example are a between-stations code, a distance (km) measured from a station toward a next station, an information code of the track conditions and a numerical value indicative of amount or degree of the track conditions.
  • the numerical value and its sign indicated corresponding to the information code GRADE mean the degree of the grade and whether the grade is an ascent (+) or a descent (-), respectively.
  • the numerical value corresponding to the information code CURVE indicates the radius of the curve, but "99999" is a code value indicating the straight t ack. Further in the same column, the numerical value corresponding to the information code SPEED LIM is the value of speed limited.
  • Fig.3 let us explain the situation of the track conditions as shown in Fig.2(B).
  • the whole distance between the stations A and B is 1 km.
  • the track From the station A, the track has an ascent of 5 per mill and is straight.
  • the track changes from the ascent to a descent of 20 per mill.
  • the radius of the curve is 600 m.
  • the descent of 200 per mill starting from 0.100 km after the departure continues till the point of 0.700 km from the stat on A.
  • the track changes from the descent o an ascent of 20 per mill, and further from the ascent to a descent of 5 per mill at the point of 0.100 km before the station B.
  • the descent of 5 per mill further continues until the point of 0.100 km after the station B.
  • the operation mode upon departure from the station B is made slow for some reason.
  • a solid line a represents the allowed maximum speed generated by the ATC 2 with respect to the distance.
  • the target speed setting device 102 receives the signal of the above maximum speed, the target speed setting device 102 produces the target speed signal as shown by a chain line b.
  • the speed thereof increases so as to follow the target speed by a full notch operation, as shown by a broken line c.
  • the fact that the track has the descent when the train runs 0.100 km after departure is taken into consideration.
  • the train is once accelerated by the full notch operation, the notch position is soon shifted down to the position of a half notch operation, for example.
  • the train continues to be accelerated by the descent in addition to the torque produced by the driving motor, so that the speed of the train increases toward the target speed, as shown by a solid curve d. Accordingly, the energy can be remarkably saved.
  • the train When the train approaches the speed limit section, according to this embodiment, the train begins to be decelerated in advance, and its speed becomes lower than the limited speed when the train reaches the speed limit section, as shown by the curve d.
  • the braking operation is first initiated when the actual speed of the train exceeds the target speed. Therefore, the rather large braking force is suddenly effected, compared with this embodiment, and the overshooting may occur according to circumstances, as shown by the broken line c. Not only the unnecessarily large braking force is required, but also the comfortableness of riding is injured.
  • the between-stations code is counted up (or down) by one, and the similar operation control is executed between the station B and the next station with the aid of the information given by the card.
  • the operation of this embodiment shown in Fig.l is explained in detail below.
  • the ATO according to the present invention is illustrated as constructed by descrete means or devices respectively having specific functions, it is to be noted that this illustration is for the purpose of facilitating the good understanding.
  • the ATO according to : the present invention can be assembled by the descrete means or devices as shown in Fig.l, however in recent . years there is mostly used a microcomputer which is so programed as to achive the function of the ATO as mentioned heretofore. Therefore, the following explanation is done with reference to flow charts of Fig.4.
  • the description relates to the constant speed control operation which has been already described in connection with the CSC 108 in Fig.l.
  • the card reader 8 reads data concerning the information of the track conditions between the stations A and B.
  • the data read at this time is those accompanied with the between-stations code A.
  • the read data is led to a memory (not shown ) of a microcomputer system and stored therein in the form of a table, for example.
  • the table is referred to with the progress of the control operation and the necessary data is read out therefrom.
  • steps 20 and 22 form the table retrieval process.
  • an actual traveling distance after departure is obtained by counting the pulses furnished from the tachogenerator 6.
  • it is retrieved by using the value related to the obtained actual distance as a searching key whether or not there is any corresponding distance data in the table within the memory. If not, the flow of the operation returns back to the step 20 and the operation mentioned above is repeated until the corresponding distance data is found.
  • the flow of the operation goes to a step 24, where the data concerning the information code and its value corresponding to the distance data are read out.
  • the above mentioned read of the information codes and their values must be done before the train actually reaches respective points specified in the table as the distance data.
  • the value added by an additional distance to the actual traveling distance obtained at the step 20 can be used as the searching key at the step 22.
  • the card can be recorded in advance with the smaller distance data than actual, and the actual distance, as it is, is used as the searching key.
  • step 26 Fig.4(B)
  • step 28 at which a speed Vp after a predetermined time T under the selected notch Ni is predicted. Namely, there is predicted the speed Vp which the train will reach after the predetermined time T if the provisionally selected notch Ni is made the notch command to the driving motor control apparatts.
  • This prediction is conducted in accordance with the following relation, for example: wherein
  • a difference ⁇ V between the target speed and the speed Vp predicted at the stp 28 is calculated.
  • the selected notch Ni is evaluated at a step 32.
  • This evaluation is carried out in accordance with the relation as shown in Fig.4(C), for example.
  • an abscissa represents the speed difference ⁇ V and an ordinate an evaluation value E S .
  • the evaluation value E NC concerning the riding quality is obtained on the basis of the time lapse t and the notch difference ⁇ N calculated at the steps 34 and 36 in accordance with the relation as shown in Fig.4(D).
  • an abscissa represents the time lapse t from the last notch change and an ordinate indicates the evaluation value E NC , the maximum value of which is 1 similarly to that of E S .
  • the parameter is the notch difference ⁇ N.
  • the synthetic evaluation value E T is obtained at a step 40.
  • the smaller one of the evaluation values E S and E NC can be selected as the synthetic evaluation value.
  • E T the evaluation vale of the notch Ni selected at the step 26
  • the flow of the operation goes to a step 42, where it is checked whether or not the evaluation as described above has been executed with respect to every notches. If not, the flow of the operation returns back to the step 26 and the next notch is newly selected and evaluated in the same manner. This notch evaluating operation is repeated until the evaluation of all the notches has been completed.
  • the train automatic stop control operation is required when the train approaches the station at which it is to be stopped. Therefore, the operation of reading the data from the card, as shown in Fig.4 (A), is completed and the operation for the train automatic stop control is started from the step 26 of Fig.4(B) when the train receives the point reference signal indicating the deceleration starting point.
  • a given notch Ni is provisionally selected at the step 26.
  • the prediction step 28 follows, in which a stop position Pp when the deceleration is continued with the selected notch Ni is predicted.
  • difference ⁇ P in the distance between a scheduled stop position and the predicted one Pp is calculated.
  • the notcn Ni is evaluated at the step 32.
  • the relation between the evaluation value and the difference ⁇ P which is similar to that as shown in Fig.4(C).
  • the flow of the operation is the same as that in the constant speed control operation mentioned before.
  • the notch with the largest synthetic evaluation value is finally selected as the notch command under the train automatic stop control operation.
  • the train p eration is dominated by either one of the constant reed control operation and the train automatic stop control operation.
  • the train is controlled by the constant speed control operation only.
  • both the control operations may run simultaneously so that the notch commands dependent on both of them are possibly issued.
  • the notch command of the lower notch position is finally selected as the command to the driving motor control apparatus, as described before in connection with the notch selector 112 in Fig.l.
  • the track conditio is stored in the magnetic card as the external storage medium, so that the ATO control system can be made uniform regardless of the difference of the railway lines through which the train runs, and this makes the ATO control system economically advantageous over the conventional control system.
  • the ATO control system will not read all the data concerning the track condition at a time but separately by the track section between the stations, and the data for the track section between stations can be identified by the number of the times of the read of the data, so that the quantity of the memory needed by the ATO control system can be made smaller than that required by the conventional system, and the adaptation of the control system to the case where the length of the railway line to be covered is extended can be made readily.
  • the function for enabling the specification of the running mode depending on the time zone for example can be added to the control system, by integrating the magnetic card and the timetable.
  • the present invention can provide the automatic operation system not only capable of adapting itself flexibly to the variable internal and external conditions but also permitting the use of the momory of the smaller capacity than that required by the conventional control system.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP86104748A 1985-04-09 1986-04-08 Dispositif pour commander le mouvement des trains Withdrawn EP0197539A3 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP60073451A JP2543496B2 (ja) 1985-04-09 1985-04-09 自動運転方式
JP73451/85 1985-04-09

Publications (2)

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EP0197539A2 true EP0197539A2 (fr) 1986-10-15
EP0197539A3 EP0197539A3 (fr) 1988-12-14

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EP86104748A Withdrawn EP0197539A3 (fr) 1985-04-09 1986-04-08 Dispositif pour commander le mouvement des trains

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EP (1) EP0197539A3 (fr)
JP (1) JP2543496B2 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0539885A2 (fr) * 1991-10-25 1993-05-05 Kabushiki Kaisha Toshiba Appareil de calcul d'un plan de roulage optimal d'un train et système qui s'y rapporte
WO1994029827A1 (fr) * 1993-06-09 1994-12-22 Minnesota Mining And Manufacturing Company Systeme de poursuite de vehicules
CN104890533A (zh) * 2014-03-07 2015-09-09 沈海峰 一种有轨电车控制系统及最大运行速度控制方法
JP2016116259A (ja) * 2014-12-11 2016-06-23 西日本旅客鉄道株式会社 列車運転保安システムを用いた車上装置
CN111212508A (zh) * 2020-02-25 2020-05-29 北京和利时系统工程有限公司 一种照明控制方法、装置、设备及存储介质

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2536501B2 (ja) * 1986-12-18 1996-09-18 三菱電機株式会社 カ−ド利用車輌運行システム
JP2002010402A (ja) * 2000-06-19 2002-01-11 Nippon Signal Co Ltd:The 列車ブレーキ制御装置
CN107878510B (zh) * 2016-12-29 2019-04-19 比亚迪股份有限公司 列车自动控制方法及装置、车载ato

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Publication number Priority date Publication date Assignee Title
US3805056A (en) * 1972-05-08 1974-04-16 British Railways Board Vehicle program control systems
FR2309916A1 (fr) * 1975-04-29 1976-11-26 Mte Procede et dispositif pour la conduite d'un vehicule
US4179739A (en) * 1978-02-13 1979-12-18 Virnot Alain D Memory controlled process for railraod traffic management
JPS5513670A (en) * 1978-07-13 1980-01-30 Sanyo Electric Co Ltd Electric car operation control method

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JPH0783526B2 (ja) * 1982-05-07 1995-09-06 株式会社日立製作所 車輌自動運転方法
JPS58214456A (ja) * 1982-06-08 1983-12-13 株式会社日立製作所 車両自動運転装置
JPS59178903A (ja) * 1983-03-28 1984-10-11 Japanese National Railways<Jnr> 列車減速度制御方式
JPS6046703A (ja) * 1984-07-02 1985-03-13 Hitachi Ltd 車輛自動運転装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3805056A (en) * 1972-05-08 1974-04-16 British Railways Board Vehicle program control systems
FR2309916A1 (fr) * 1975-04-29 1976-11-26 Mte Procede et dispositif pour la conduite d'un vehicule
US4179739A (en) * 1978-02-13 1979-12-18 Virnot Alain D Memory controlled process for railraod traffic management
JPS5513670A (en) * 1978-07-13 1980-01-30 Sanyo Electric Co Ltd Electric car operation control method

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Title
CONTROL & INSTRUMENTATION, vol. 12, no. 3, March 1980, pages 45-49, London, GB; A. MANDEL: "People movers and the march of the microchip" *
WIRELESS WORLD, vol. 81, no. 1476, August 1975, pages 348-353, Hayward's Heath; W.E. ANDERTON: "Computers, communication and high speed railways" *

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0539885A2 (fr) * 1991-10-25 1993-05-05 Kabushiki Kaisha Toshiba Appareil de calcul d'un plan de roulage optimal d'un train et système qui s'y rapporte
EP0539885A3 (fr) * 1991-10-25 1994-02-23 Toshiba Kk
WO1994029827A1 (fr) * 1993-06-09 1994-12-22 Minnesota Mining And Manufacturing Company Systeme de poursuite de vehicules
US5602739A (en) * 1993-06-09 1997-02-11 Minnesota Mining And Manufacturing Company Vehicle tracking system incorporating traffic signal preemption
CN104890533A (zh) * 2014-03-07 2015-09-09 沈海峰 一种有轨电车控制系统及最大运行速度控制方法
CN104890533B (zh) * 2014-03-07 2018-11-27 沈海峰 一种有轨电车控制系统及最大运行速度控制方法
JP2016116259A (ja) * 2014-12-11 2016-06-23 西日本旅客鉄道株式会社 列車運転保安システムを用いた車上装置
CN111212508A (zh) * 2020-02-25 2020-05-29 北京和利时系统工程有限公司 一种照明控制方法、装置、设备及存储介质
CN111212508B (zh) * 2020-02-25 2022-04-19 北京和利时系统集成有限公司 一种照明控制方法、装置、设备及存储介质

Also Published As

Publication number Publication date
JP2543496B2 (ja) 1996-10-16
JPS61236310A (ja) 1986-10-21
EP0197539A3 (fr) 1988-12-14

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