GB2416864A - Train control system and wayside system - Google Patents
Train control system and wayside system Download PDFInfo
- Publication number
- GB2416864A GB2416864A GB0515442A GB0515442A GB2416864A GB 2416864 A GB2416864 A GB 2416864A GB 0515442 A GB0515442 A GB 0515442A GB 0515442 A GB0515442 A GB 0515442A GB 2416864 A GB2416864 A GB 2416864A
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- United Kingdom
- Prior art keywords
- train
- information
- wheel slip
- drive
- control apparatus
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/50—Trackside diagnosis or maintenance, e.g. software upgrades
- B61L27/57—Trackside diagnosis or maintenance, e.g. software upgrades for vehicles or vehicle trains, e.g. trackside supervision of train conditions
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L3/00—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal
- B61L3/02—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L3/00—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal
- B61L3/02—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control
- B61L3/08—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically
- B61L3/12—Devices along the route for controlling devices on the vehicle or vehicle train, e.g. to release brake, to operate a warning signal at selected places along the route, e.g. intermittent control simultaneous mechanical and electrical control controlling electrically using magnetic or electrostatic induction; using radio waves
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- 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
A train's control system 102 is in communication with a wayside system 101 via respective transmitters and receivers. The wayside system is responsible for providing wheel slip prediction information to a train's control system. The wheel slip prediction information is preferably based on information regarding wheel slip, position, time, train type and weather conditions. The train's control system calculates a drive signal base on the wheel slip prediction information received from the wayside system other drive signal information stored in an on-board storage apparatus. Preferably another train, on request, will receive wheel slip prediction information based on a preceding train from the wayside system.
Description
24 1 6864 - 1 -
TRAIN CONTROL SYSTEM AND WAYSIDE SYSTEM
The present invention relates to a train control system and wayside system for preventing wheel slip and slide (collectively called Wheel slip").
In a moving system equipped with a wheel, a plurality of power driven apparatuses connected in parallel are operated in the direction of travel. When it is raining or the rail is wet, for example, a wheel slip occurs due to the difference in the speed of wheel rotation.
To prevent this, a known prior art technique sets
the acceleration and deceleration of the leading railcar and railcars closer to the leading railcar, at values lower than those of the following railcar in advance, based on the fact that wheel slip tends to occur more frequently to the leading railcar than to the railcars following it. However, this technique cannot completely eliminate the wheel slip. To
overcome this problem, another prior art technique
proposes a method of preventing wheel slip by using the drive apparatus of each axle that independently reduces the acceleration and deceleration, which are returned - 2 - to the predetermined acceleration and deceleration with the process of time. Alternatively, when wheel slip has been detected, the motor output characteristics are changed, whereby predetermined acceleration and deceleration are obtained (e.g. Japanese Patent Laid- open No. Hei 05-276606).
According to the prior art, acceleration and
deceleration are made to go back to predetermined speeds with the passage of time in order to prevent wheel slip. This arrangement reduces the acceleration and deceleration of all the railcars or a train composition. According to the art disclosed in the Patent Document 1, motor characteristics are distributed to each railcar to provide control in the event of a wheel slip. If there is a shortage of output in each railcar, there is no way of make up for the shortage, with the result that acceleration and deceleration are reduced.
The present invention provides a train control system comprising a train drive apparatus for driving a train; a train control apparatus for outputting a drive signal to the aforementioned train drive apparatus; an on-board storage apparatus for storing the drive signal information associated with the drive signal of the train control apparatus; and an on-board - 3- transmitter/receiver section for exchanging the information stored in the on-board storage apparatus, with a wayside system. The train control apparatus comprises the steps of receiving wheel slip prediction information from a wayside system through the aforementioned on-board transmitter/receiver section; determining a drive signal according to the wheel slip prediction information having been received and the drive signal information stored in the aforementioned lo on-board storage apparatus; and outputting the determined drive signal to the aforementioned train drive apparatus, whereby the train is controlled.
Preferably, this train control system further comprises a plurality of the train drive apparatuses on the train, a plurality of the train control apparatuses for controlling a plurality of the aforementioned train drive apparatuses respectively, and a central control apparatus for controlling a plurality of the aforementioned train control apparatuses. The central control apparatus determines the distribution of the torque assignment to a plurality of the aforementioned train drive apparatuses according to the aforementioned wheel slip prediction information having been received and the drive signal information stored in the aforementioned on-board storage apparatus.
Preferably, this train control system further comprises a sensor, connected to the aforementioned train drive apparatus, for sensing the wheel slip of the aforementioned train drive apparatus. This sensor inputs the wheel slip signal of the train drive apparatus to the train control apparatus through the communication means. The on-board storage apparatus stores the wheel slip signal information associated with wheel slip signal. The train control apparatus sends the wheel slip signal information stored in the on-board storage apparatus, to a wayside system through the on-board transmitter/receiver section.
The present invention provides a train control system comprising a train drive apparatus for driving a train; a train control apparatus for outputting a drive signal to the aforementioned train drive apparatus; an on-board storage apparatus for storing the drive signal information associated with the drive signal of the train control apparatus; and an on-board transmitter/receiver section for exchanging the information stored in the on-board storage apparatus, with a wayside system. This train control apparatus comprises the steps of receiving wheel slip signal information on other trains from a wayside system through the aforementioned on-board transmitter/receiver section; determining wheel slip prediction information according to the wheel slip signal information having been received; determining a - 5 - drive signal according to the wheel slip prediction information having been received and the drive signal information stored in the aforementioned on-board storage apparatus; and outputting the determined drive signal to the aforementioned train drive apparatus, whereby the train is controlled.
Preferably, this train control system further comprises a sensor, connected to the aforementioned train drive apparatus, for sensing the wheel slip of the aforementioned train drive apparatus, wherein this sensor inputs the wheel slip signal of the train drive apparatus to the train control apparatus through the communication means. This on-board storage apparatus stores the wheel slip signal information associated with wheel slip signal. This train control apparatus sends the wheel slip signal information stored in the on-board storage apparatus, to other trains through the on-board transmitter/receiver section.
The present invention provides a wayside system comprising a transmitter/receiver section for receiving drive signal information from a train and outputting the wheel slip prediction information to the train; a traffic control apparatus having information on train position and time; a train information database for storing train attribute information; a storage apparatus for storing the aforementioned position and time information and the aforementioned attribute - 6- information; and a processor capable of communication with the aforementioned transmitter/receiver section, traffic control apparatus, train information database and storage apparatus. This processor contains the steps of determining wheel slip prediction information based on the position and time information inputted from the traffic control apparatus, train information database and transmitter/receiver section, attribute information, and the aforementioned drive signal information; storing the determined wheel slip prediction information into the aforementioned storage apparatus; and sending the wheel slip prediction information to the aforementioned train through the transmitter/receiver section in response to the request from an another train.
Preferably, this wayside system further comprises a meteorological information receiving apparatus for receiving meteorological information wherein the processor determines wheel slip prediction information based on the position and time information, attribute information, drive signal information and meteorological information.
The present invention provides a wayside system comprising a transmitter/receiver section for exchanging drive signal information among trains; a traffic control apparatus having information on train position and time; a storage apparatus for storing the - 7- aforementioned information on position and time; and a processor capable of communication with the aforementioned transmitter/receiver section, traffic control apparatus and storage apparatus. This processor comprises the steps of storing into the storage apparatus the position and time information inputted from the traffic control apparatus and the drive signal information inputted from the transmitter/receiver section; and sending the position and time information and the drive signal information to the aforementioned train through the transmitter/receiver section in response to the request from a train.
When each train drive apparatus is controlled to prevent wheel slip, the acceleration and deceleration of all the railcars or a train composition are kept unchanged wherever possible.
In the drawings: Fig. 1 is a diagram representing the flow of the information of a control system as an embodiment of the present invention; Fig. 2 is a block diagram representing the wayside system 101 shown in Fig. 1; Fig. 3 is a block diagram representing the function of the train 102 shown in Fig. 1; Fig. 4 is a diagram showing the flow of control - 8 information of an on-board system shown in Fig. 3; Fig. 5 is a block diagram representing the train central control apparatus 304 shown in Fig. 4; Fig. 6 shows another embodiment of a train 102 different from that shown in Fig. 3; Fig. 7 is a diagram representing the internal configuration of the on-board storage apparatus 303; Fig. 8 is a diagram representing the internal configuration of the on-board storage apparatus 303; Fig. 9 is a diagram showing the configuration of a train performance database 602 as an embodiment of the present invention; Fig. 10 is a flowchart representing the processing of the torque distribution determining apparatus 501 shown in Fig. 5; Fig. 11 is a diagram showing the status information of the on-board storage apparatus 303 in each train drive apparatus to be updated in Step 1004 shown in Fig. 10; Fig. 12 is a flowchart of Fig. 11; Fig. 13 is a diagram representing the flow of information of the control system as another embodiment of the present invention; Fig. 14 is a block diagram representing the wayside system 1301 shown in Fig. 13; and Fig. 15 is a diagram representing the flow of - 9 information of the control system as still another embodiment of the present invention.
The following describes the railway system as an embodiment of the present invention: The railroad train is driven by simultaneous operation of a plurality of power driven apparatuses connected in parallel. In the railroad train, for example, several railcars through more than ten railcars are connected. Generally, some inverter drive apparatuses are provided, and each inverter drive apparatus has one or two, or four motors connected in parallel. Each inverter drive apparatus receives a torque command from the operation apparatus located in the leading railcar, and control is provided to ensure that the motor torque conforms to the command value.
Railcars are operated by the steel-made wheels running on the steel rail through acceleration and deceleration. The friction coefficient of steel is small and the wheel tends to slip. The steel friction coefficient is subject to changes due to the surface state and the weight applied. For example, the rail is wet in the rain and the friction coefficient is reduced.
Accordingly, it is known that, in the railcar traveling on a predetermined route, a railcar closer to the leading railcar is more affected than a succeeding one, and is more likely to undergo wheel slip.
In the operation of the railroad train, all railcars are preferably placed under the same control in order to ensure satisfactory maintenance and acceleration and deceleration performance. However, when the rail is wet on rainy days, a railcar closer to the leading railcar is more sensitive to the rail surface conditions and is more likely to undergo a wheel slip, as described above. Accordingly, in the
prior art railroad train, the acceleration and
deceleration of the railcar closer to the leading railcar are set at values lower than those of the following railcar in advance. In this case, wheel slip occurs sometimes. To prevent this, each apparatus reduces acceleration and deceleration independently of the other; then the predetermined acceleration and deceleration are regained with the lapse of time.
In the prior art, when wheel slip has been detected, the motor output characteristics are changed to get back to the predetermined acceleration and deceleration.
In the railroad train according to the prior art,
as described above, the worst conditions are assumed based on the data obtained from actual measurement.
Means are provided to ensure that wheel slip does not take place even under the worst conditions. A railcar closer to the leading railcar is provided with lower acceleration and deceleration in the range of high 11 speed through intermediate speed, and the reduced portion of the acceleration and deceleration is distributed to each of the following railcars in such a way that a constant acceleration and deceleration are ensured as a railcar composition. However, since the worst conditions are assumed, greater acceleration and deceleration are distributed to the succeeding railcard.
Even if this distribution is provided in advance, a wheel slip may occur.
lo When a wheel slip has occurred, each apparatus reduces the acceleration and deceleration independently of the other to prevent the wheel slip, and the predetermined acceleration and deceleration is regained with the lapse of time. This arrangement reduces acceleration and deceleration the whole train composition. Especially in the case of a high-speed railroad train such as the Shinkansen train, a sufficient acceleration and deceleration cannot be ensured. This will prolong the time required to reach the next station, and a longer time and distance will be required before the train stops subsequent to application of a brake, with the result that the train schedule will be disrupted. To avoid such a possibility, the railway schedule usually includes an ample margin of safety. However, in the line section where operations based on high speed and tight train schedule are essential, it is considered that such a margin of safety should be minimized so that operations can be performed under the same conditions as those on fine days.
According to this distribution method, train operation is carried out based on the same distribution rate on rainy days as well as on fine days. This is because it will be difficult to make decision according to the weather and other conditions and to perform preliminary switching, due to time restrictions where lo operations based on high speed and tight train schedule are essential. Thus, acceleration and deceleration are not distributed uniformly to each railcar. An accident is more likely to occur to a succeeding railcar located farther from the leading train, due to wear of the brake and increased loads.
In the prior art, when a wheel slip has occurred,
the motor characteristic is assigned to each railcar so that control is provided. Accordingly, if the output is insufficient in each railcar, there is no means for making up for the insufficiency, with the result that acceleration and deceleration will be reduced. Further, to store the motor characteristics, the storage apparatus is required to have a greater storage capacity.
To solve these problems, in the embodiment to be described below, distribution of the acceleration and deceleration is controlled in a flexible manner during the travel with consideration given to the weather and other conditions, without this distribution being carried out in advance. Accordingly, trains are connected with one another via the network. With consideration given to the particular status of each train, a dynamic change of acceleration and deceleration is performed based on the information of all the trains running in one and the same line section, through communication between the wayside system and lo each train, or utilizing the communication network connecting among the trains.
To put it more specifically, each train drive apparatus is provided with a sensor for sensing the status of the apparatus; a communication network for transmitting information of the sensing function; and a train control apparatus for distributing the acceleration and deceleration to each train drive apparatus. A storage medium apparatus is mounted on each train. Further, a system capable of communication between the wayside system and each train, and among trains is also provided. They are used to perform the operations described below: In the train control apparatus, wheel slip information in the area where the train is currently traveling is searched from the storage medium apparatus, thereby predicting the point where a wheel slip may occur, and an ideal load of each train drive apparatus - 14 when a wheel slip has occurred. The sensor installed on each train drive apparatus scans information from each train drive apparatus and transmits it to the train control apparatus using the communication network.
Based on the status of each train drive apparatus sent from the sensor, the train control apparatus determines if the load of the apparatus is decreased or increased.
Further, when the load of each train drive apparatus has exceeded the tolerance, the load of this apparatus lo is reduced to the tolerance level and the load equivalent to the reduced rate is assigned to other train drive apparatuses. The load of each train drive apparatus subsequent to adjustment is sent to each train drive apparatus through the communication network.
Each train drive apparatus provides control, based on the load from the train control apparatus. This processing is applied until the status of each train drive apparatus is stabilized. The load of each train drive apparatus having been stabilized, weather conditions, temperature and distance traveled are transmitted to the wayside system or the storage medium apparatus mounted on the succeeding train, through communication between the wayside apparatus and train or communication among trains.
Referring to the drawing, the following describes the embodiment of the present invention: Fig. 1 is a diagram representing the flow of the information of a control system as an embodiment of the present invention.
The train 102 sends to the wayside system 101 the information on the position of wheel slip or slide, and the torque where the wheel slip or slide has been stabilized, and receives the prediction information on the wheel slip that may occur subsequently, and the information on ideal distribution of the torque assignment when the wheel slip has occurred.
The train 102 provides dynamic distribution of the torque assignment when a wheel slip has occurred, whereby a constant torque of the train composition as a whole is maintained. Torque information under stable conditions signifies that no wheel slip has been detected for several seconds, subsequent to dynamic distribution of torque.
The prevent invention comprises at least one wayside system 101, a plurality of trains 102, and a system capable of communication between the wayside device and train.
Fig. 2 is a block diagram representing the function of the wayside system 101 shown in Fig. 1.
The wayside system 101 comprises a traffic control system 201, a train type information database 202, a meteorological information receiving apparatus 203, a central processing apparatus 204, a wayside storage apparatus 205, and a wayside transmitter/receiver - 16 section 206.
The operation of the wayside system 101 can be broadly classified into two forms: one is the operation performed when the wheel slip information as drive signal information has been received from the train 102.
The other is the operation performed when an inquiry about prediction information has been received from the train 102. These operations are different from each other.
The following describes the operation performed when the wheel slip information has been received from the train 102: The wayside transmitter/receiver section 206 having received wheel slip information from the train 102 sends this information to the central processing apparatus 204. The central processing apparatus 204 sends an inquiry to the traffic control system 201, and gets information train schedule information as information on the position and time of the train 102 as a source of this information. The central processing apparatus 204 sends an inquiry to the train type information database 202 to get the train information (e.g. type of the train, period of use and number of railcard) as the attribute information of the train 102 as a source of this information. From the meteorological information receiving apparatus 203, the central processing apparatus 204 gets meteorological information such as - 17 rain, fine day, cloudy day, thunder or the combination of such pieces of information. Then the train schedule information, train information and meteorological information are combined and are stored in the wayside storage apparatus 205. Based on the wheel slip information, the central processing apparatus 204 creates wheel slip prediction information of the train running in the same line section and stores it in the wayside storage apparatus 205. Then a command is given to the train running in the same line section through the wayside transmitter/receiver section 206.
The wayside transmitter/receiver section 206 having received the inquiry information from the train sends that information to the central processing apparatus 204. To get the information of the train from which the inquiry has been made, the central processing apparatus 204 sends an inquiry to the traffic control system 201 and train type information database 202, thereby obtaining train schedule information and train information. It also gets information on rain, fine day, cloudy day, thunder or the combination of such pieces of information, which are obtained from the meteorological information receiving apparatus 203.
Based on the aforementioned train schedule information, train information and meteorological information, a search is performed to get the data stored in the wayside storage apparatus 205, thereby creating the - 18 nearest wheel slip prediction information. Through the wayside transmitter/receiver section 206, a command is sent to the train from which an inquiry has been made.
Fig. 3 is a block diagram representing the function of the train 102 shown in Fig. 1. The train 102 is composed of a plurality of railcars 103, and Fig. 3 shows an example of a two-railcar trainset.
If, for the entire train composition, there is at least one on-board transmitter/receiver section 301, a vehicle cab 302, a on-board storage apparatus 303, and a plurality of train control apparatuses to be described later, the train 102 comprises a train central control apparatus 304 controlling a plurality of train control apparatuses as one type of the train control apparatus, a plurality of train control apparatuses 305 as a train control apparatus, a train drive apparatus 307 as a train drive apparatus, and a sensor 306 for sensing the status of the train drive apparatus 307. The train drive apparatus 307 drives the axle (not illustrated) to be driven, and each axle contains an axle 310. At least one train control apparatus 305, at least one train drive apparatus 307 and at least one sensor 306 are provided on each railcar 103. The train 102 is composed of a coupler 308 connecting between railcars 103, and a communication network 309 as a means of communication connecting various pieces of equipment.
Fig. 4 is a diagram showing the flow of control information of a on-board system.
The train central control apparatus 304 sends an inquiry to the wayside system through the on-board transmitter/receiver section 301, and gets wheel slip prediction information through the on-board transmitter/receiver section 301. After receiving a notch command from the vehicle cab 302, it sends a torque command to the train control apparatus 305 through the communication network 309, with consideration given to the status information of the train control apparatus 305. The train control apparatus 305 sends a torque command to the train drive apparatus 307 through the communication network 309.
Further, the train control apparatus 305 receives the status information of the train drive apparatus 307 from the sensor 306. It also sends to the train central control apparatus 304 the status information of the train drive apparatus 307 received from the sensor 306, through the communication network 309. The train central control apparatus 304 stores the status information of the train drive apparatus 307 and the torque having assigned, into the on-board storage apparatus 303. In the step of the next command, it performs calculation work by reference to the information stored in the on-board storage apparatus 303. -
Fig. 5 is a block diagram representing the train central control apparatus 304 shown in Fig. 4.
The train central control apparatus 304 comprises a torque distribution determining apparatus 501, a train performance database 502 and an input/output apparatus 503. The torque distribution determining apparatus 501 calculates the torque command given to each of the train control apparatuses 305. This method will be described later.
Fig. 6 shows another embodiment of a train 102 different from that shown in Fig. 3. As shown in Fig. 6, each railcar of the train 102 may be provided with at least one sensor 306 and at least train drive apparatus 307.
Figs. 7 and 8 show the configuration of the on board storage apparatus 303. The internal structure of the on-board storage apparatus 303 is divided into two parts.
One part of the structure contains the wheel slip information of the train traveling in the same line section so far, as shown in Fig. 7. The wheel slip information of the train traveling in the same line section at least includes the train number, train schedule information, train information, meteorological information, the position of wheel slip, and the final torque distribution rate of each train drive apparatus.
The other part of the structure contains the status - 21 information shown in Fig. 8. The status information includes the history of wheel slip for each train drive apparatus, status (faulty or normal), the upper output limit of each train drive apparatus (exceeded or not), and the rate of torque distribution to each train drive apparatus. For the history of wheel slip for each train drive apparatus, "1" indicates that there is a history of wheel slip, while "o n denotes that there is no history. For the status of each train drive apparatus, -1 n indicates that the apparatus is faulty, and "0" shows that it is normal. Similarly, for the upper output limit of each train drive apparatus (exceeded or not), -1 n indicates that the upper output limit is exceeded, and "o n shows that it is not exceeded. Lastly, for the rate of torque distribution, the output command torque is expressed in terms of binary numbers. It is assumed that the necessary number of bits have been provided.
It is also possible to make such arrangements that -1" and 0" defined above are reversed. Further, in the aforementioned statement, the binary number is used to indicate the status and the rate of torque distribution. For example, it is also possible to make such arrangements that the status is expressed in terms of decimal digits. Further, tractive force, braking force, acceleration and deceleration force, or acceleration and deceleration speed may be used instead of the rate of torque distribution.
Fig. 9 shows the configuration of a train performance database 602. It indicates the torque outputted by the speed and notch.
Fig. 10 is a flowchart representing the processing of the torque distribution determining apparatus 501 shown in Fig. 5.
In Step 1001, a check is made to see whether or not the train central control apparatus 304 contains the reset instruction of the on-board storage apparatus 303.
If the reset instruction is contained, the system goes to Step 1002. Ifthe reset instruction is not contained, the system goes to Step 1003. That the status information in the on-board storage apparatus 303 is initialized (reset) signifies that there is no history of wheel slip for each train drive apparatus; the status is normal; the upper output limit of each train drive apparatus is not exceeded; and the rate of torque distribution to each train drive apparatus is 100. The conditions for causing the reset instruction to occur can be described as follows: There is no change in the rate of torque distribution for a certain period of time; there is no change in the rate of torque distribution during traveling a certain distance; the train speed is reduced below a certain level; and a reset instruction is given by an train operator. In Step 1002, the status information of the - 23 on- board storage apparatus 303 in the train central control apparatus 304 is initialized.
The next Step 1003 receives the speed information and notch command from the vehicle cab. Referring to the train performance database 502 in the train central control apparatus 304, it obtains the torque T required for the train composition and calculates the torque S for uniform distribution to each train control apparatus 305. This is calculated from the following equation: S = T/(M - X) where M denotes the total number of the train control apparatuses 305 in the train composition, and X indicates the train control apparatus 305 where failure has occurred.
The next Step 1004 receives the status information of each apparatus and updates the status information on the train control apparatus 305 of the on-board storage apparatus 303. The details will be described later with reference to Fig. 11.
The next Step 1005 calculates the total torque Pn for the train control apparatus 305 based on the status information of the on-board storage apparatus 303.
The next Step 1006 determines the torque for each train drive apparatus 307 based on the status information of the train drive apparatus 307 installed below the train control apparatus 305 stored in the on - 24 board storage apparatus 303, the total torque Pn for the train control apparatus 305 obtained in the Step 1005, and the torque S calculated in the Step 1004.
The next Step 1007 updates the torque Sin (where "n" indicates a train drive apparatus number) for each train drive apparatus 307 in the on-board storage apparatus 303.
The aforementioned processing is repeated until the train stops, whereby torque is effectively distributed to each railcar.
Fig. 11 shows the status information of the on- board storage apparatus 303 in each train drive apparatus to be updated in Step 1004 shown in Fig. 10.
As described in the Step 1001, when the train is stopped, the system is in the initial state. When the train starts running, changes occur to the history of the wheel slip of each train drive apparatus, the status (faulty or normal), the upper output limit of each train drive apparatus 307 (exceeded or not), and the rate of torque distribution to each train drive apparatus 307, depending on the weather conditions and topographic features. After these changes continue for a certain period of time, the status changes stop.
Distribution of torque to each train drive apparatus 307 is carried out in such a way that the torque is reduced in the train drive apparatus where the wheel slip has been detected, while the torque - 25 equivalent to the reduced rate is distributed to the train drive apparatus where there is no history of wheel slip and the upper output limit of each train drive apparatus is not exceeded, whereby a predetermined torque for the entire train composition is maintained.
Fig. 12 shows the flowchart of Fig. 11.
Referring to the on-board storage apparatus 303, the Step 1201 uses the following method to calculate the torque distribution rate Hn (where "n" indicates a train drive apparatus number), based on the command torque Sn (where "n" indicates a train drive apparatus number) for the train drive apparatus 307 obtained from the status information of each train drive apparatus 307, and the total torque Pn for each train control apparatus 305 calculated in the Step 1003.
Hn = Sn/Pn (where n n n indicates a train drive apparatus number) Immediately after the on-board storage apparatus 303 has been reset, Pn = 0. Accordingly, in this case, Hn = initial torque distribution rate (where "n" indicates a train drive apparatus number) Based on the history of the wheel slip obtained from each train drive apparatus 307, the status (faulty or normal), and the upper output limit of each train drive apparatus 307 (exceeded or not), the next Step 1202 finds out: the total number L of the train drive apparatuses 307 where there is no history of wheel slip and the upper output limit of each train drive apparatus is not exceeded; the total number Y of the train drive apparatuses 307 performing normal operations with a history of wheel slip; and the total number Z of the train drive apparatuses 307 where the upper output limit of each train drive apparatus is exceeded.
In this case, the following equation holds: M = L + Y + Z + X In the next Step 1203, the torque distribution rate Hn is reduced by a certain value n a", for the train drive apparatuses 307 performing normal operations with a history of wheel slip, and the train drive apparatuses 307 where the upper output limit of each train drive apparatus is exceeded. The following equation is used to calculate the torque command value Sin for the train drive apparatuses 307 performing normal operations with a history of wheel slip, and the train drive apparatuses 307 where the upper output limit of each train drive apparatus is exceeded: Sin = (Hn - a) x S In the next Step 1204, the torque distribution rate of the train drive apparatuses 307, performing normal operations with a history of wheel slip, where the upper output limit of each train drive apparatus is not exceeded, is increased to ensure that a predetermined torque will be obtained in terms of the train composition as a whole. To be more specific, processing is applied to ensure that uniform distribution of the amount equivalent to decrease in the torque calculated in the Step 1203 is provided by the total number of the train drive apparatus 307 performing normal operations where the upper output limit of each train drive apparatus 307 is not exceeded.
Accordingly, the following equation is used to get the torque command value Sln of the train drive apparatus 307 performing normal operations where the upper output limit of each train drive apparatus 307 is not exceeded: b = a x (Y + Z)/L Sln = (Hn + b) x S The aforementioned processing provides the torque command value Sln for each train drive apparatus 307.
The torque command value Sln for each train drive apparatus 307 having been obtained is sent to each train drive apparatus 307, and control is provided to ensure that each train drive apparatus 307 conforms to the torque command value.
In the aforementioned embodiment, the torque command value is used. It is also possible to utilize the tractive force/brake command, - 28 acceleration/deceleration speed command, or acceleration/deceleration force command. In the aforementioned embodiment, the information on the history of wheel slip is regarded as one factor for decision, when the torque command value is changed. In this case, the information located inside the on-board storage apparatus 303 is regarded as wheel slip information for each control cycle. It should be noted that use of the information on the wheel slip for each cycle can reduce the excessive dependency on the train drive apparatus located backward. However, this will take a longer time before a change in status stops, so the distance of stop may be increased even though a little.
In the aforementioned embodiment, each train drive apparatus 307 is provided with a sensor 306 to detect the wheel slip status information. The train control apparatus 305 can also be used to detect the wheel slip of the train drive apparatus 307. In this case, the speed information of the train drive apparatus 307 is obtained from the sensor 306 of the train drive apparatus 307.
Fig. 13 is a diagram representing the information of the control system as another embodiment of the present invention. In the embodiment shown in Fig. 1, prediction of wheel slip and ideal torque distribution are provided by the wayside system. The on-board - 29 system controls the torque re-distribution control in response to the current status, based on the wheel slip prediction information received by the wayside system and ideal torque distribution information. In the embodiment of the present embodiment of Fig. 13, wheel slip information is sent or received through the wayside system, and ideal torque distribution is determined for each train. In this case, as shown in Fig. 14, this can be achieved, if the on-board system has some of the functions of the wayside system shown in Fig. 2.
As shown in Fig. 15, wheel slip information can be directly exchanged between trains without using the wayside system, and ideal torque distribution can be determined for each train. This can be achieved if the on-board system has all the functions of the wayside system shown in Fig. 2.
More accurate prediction can be provided by storing the data of other trains traveling in the same line section in the train shed, electric train depot or the station at which the train has called, using a movable storage medium apparatus.
In the embodiments described so far, all the commands from the vehicle cab are torque commands, but they can be notch commands. In this case, the required performances are provided by the aforementioned system.
The aforementioned system is equivalent to the - 30 meteorological information receiving apparatus 203, and meteorological information is described as a piece of wheel slip information. This need not always be included in the wheel slip information.
The inventors of the present invention applied the aforementioned processing by simulation, and achieved the same acceleration and deceleration on rainy days as those on fine days. They have made the following verification: In case of torque pre-distribution has been made, about 7 percent increase is needed for the train drive apparatus performing normal operations where there is no history of wheel slip and the upper output limit of each train drive apparatus is not exceeded. By contrast, when dynamic torque distribution is made using all the information of the trains running on the same line section, about 3 percent increase is sufficient. It has been confirmed that excessive dependency on the train drive apparatus can be reduced.
The aforementioned embodiments of the present invention are characterized as follows: (1) A train control apparatus wherein: at least one train control apparatus and a plurality of parallel-connected train drive apparatuses are connected with each one by information communication means; the aforementioned plurality of train drive - 31 apparatuses comprise at least one status sensor; the status of the train drive apparatus can be notified of the train control apparatus by the communication means.
This train control apparatus is further characterized in that: in the line section where the train composition having the function of determining the amount of information to be distributed to the aforementioned plurality of train drive apparatuses, based on the result of sensing the drive force required in the system as a whole, by the status sensor, and the amount of information to be distributed to each train drive apparatus prior to control cycle; the train control apparatus determines the amount of information to be distributed to the aforementioned plurality of train drive apparatuses, through mutual communication with the wayside system, based on the information of the train composition running ahead.
(2) A train control apparatus wherein: at least one train control apparatus and a plurality of parallel-connected train drive apparatuses are connected with each one by information communication means; the aforementioned plurality of train drive apparatuses comprise at least one status sensor; the status of the train drive apparatus can be - 32 notified of the train control apparatus by the communication means.
This train control apparatus is further characterized in that: in the line section where the train composition having the function of determining the amount of information to be distributed to the aforementioned plurality of train drive apparatuses, based on the result of sensing the drive force required in the system as a whole, by the status sensor, and the amount of information to be distributed to each train drive apparatus prior to control cycle; the train control apparatus designates the amount of information to be distributed to the aforementioned plurality of train drive apparatuses, for the train composition, by referring to the history of travel and train information on the train running in the same line section stored in the wayside system.
(3) A train control apparatus wherein: at least one train control apparatus and a plurality of parallel-connected train drive apparatuses are connected with each one by information communication means; the aforementioned plurality of train drive apparatuses comprise at least one status sensor; the status of the train drive apparatus can be notified of the train control apparatus by the - 33 communication means.
This train control apparatus is further characterized in that: in the line section where the train composition having the function of determining the amount of information to be distributed to the aforementioned plurality of train drive apparatuses, based on the result of sensing the drive force required in the system as a whole, by the status sensor, and the amount lo of information to be distributed to each train drive apparatus prior to control cycle; the train control apparatus determines the amount of information to be distributed to the aforementioned plurality of train drive apparatuses, through mutual communication between trains, based on the information of the train composition running ahead.
(4) The train control apparatus described in any one of the aforementioned structures (1) through (3), further comprising the steps of: storing the result of sensing by status sensor inside the train drive apparatus, into the storage apparatus inside the train control apparatus; and designating the amount of information to be distributed to the aforementioned plurality of train drive apparatuses, whenever required, based on the aforementioned result and the amount of information to be distributed to each train drive apparatus prior to - 34 control cycle.
(5) The train control apparatus described in any one of the aforementioned structures (1) through (3), further comprising the steps of: separating a train drive apparatus having been evaluated as faulty, electrically from the system; and distributing the drive force under the charge of this train drive apparatus, to the train drive apparatuses performing normal operations where the upper output limit of each train drive apparatus is not exceeded.
(6) The train control apparatus described in any one of the aforementioned structures (1) through (3), wherein the status sensor sensors wheel slip and wheel slide.
According to the aforementioned embodiment; the distribution of the acceleration/deceleration performances is predicted in advance, based on the information on the train traveling in the same line section and the database for the information on the previous travel, and ideal acceleration/deceleration distribution is estimated. This arrangement allows the ideal acceleration and deceleration to be selected when a wheel slip has occurred, and permits dynamic acceleration/deceleration distribution to be performed if the wheel slip still remain uncorrected, whereby wheel slip time can be minimized.
The aforementioned embodiment also provides flexible control in response to the weather and other conditions.
The aforementioned arrangement reduces the amount of information to be distributed to the succeeding railcars as compared to the case where the worst conditions are assumed and torque distribution is made in advance.
When the wheel slip in excess of a certain level does not occur, the amount of information to be distributed is reset, thereby reducing excessively unbalanced amount of information to be distributed.
This arrangement minimizes the troubles that may occur to the railcar and truck due to unbalanced wear or load increase, and ensures constant acceleration and deceleration, independently of dry or wet conditions. 36
Claims (9)
1. A train control system comprising: a train drive apparatus for driving a train; a train control apparatus for outputting a drive signal to said train drive apparatus; an on-board storage apparatus for storing the drive signal information associated with the drive signal of the train control apparatus; and an on-board transmitter/receiver section for exchanging the information stored in the on-board storage apparatus, with a wayside system; wherein said train control apparatus comprises the steps of: receiving wheel slip prediction information from the wayside system through said on-board transmitter/receiver section; determining a drive signal according to the wheel slip prediction information having been received and the drive signal information stored in said on-board storage apparatus; and outputting the determined drive signal to the said train drive apparatus, whereby the train is controlled.
2. The train control system described in Claim 1 further comprising: a plurality of the train drive apparatuses on the train, a plurality of the train control apparatuses for - 37 controlling a plurality of said train drive apparatuses respectively, a central control apparatus for controlling a plurality of said train control apparatuses; wherein said central control apparatus determines the distribution of the torque assignment to said plurality of train drive apparatuses according to said wheel slip prediction information having been received and the drive signal information stored in said on-board lo storage apparatus.
3. A train control system described in Claim 1 further comprising a sensor, connected to said train drive apparatus, for sensing the wheel slip of said train drive apparatus, wherein: said sensor inputs the wheel slip signal of the train drive apparatus to the train control apparatus through the communication means; said on-board storage apparatus stores the wheel slip signal information associated with wheel slip signal; and said train control apparatus sends the wheel slip signal information stored in the on-board storage apparatus, to a wayside system through the on-board transmitter/receiver section.
4. A train control system comprising: a train drive apparatus for driving a train; a train control apparatus for outputting a drive - 38 signal to said train drive apparatus; an on-board storage apparatus for storing the drive signal information associated with the drive signal of the train control apparatus; and an on-board transmitter/receiver section for exchanging the information stored in the on-board storage apparatus, with a wayside system; wherein said train control apparatus comprises the steps of: lo receiving wheel slip signal information on other trains from a wayside system through said on-board transmitter/receiver section; determining wheel slip prediction information according to the wheel slip signal information having been received; determining a drive signal according to the wheel slip prediction information having been received and the drive signal information stored in said on-board storage apparatus; and outputting the determined drive signal to the said train drive apparatus, whereby the train is controlled.
5. A train control system described in Claim 4 further comprising a sensor, connected to said train drive apparatus, for sensing the wheel slip of said train drive apparatus, wherein: said sensor inputs the wheel slip signal of the train drive apparatus to the train control apparatus 39 through the communication means; said on-board storage apparatus stores the wheel slip signal information associated with wheel slip signal; and said train control apparatus sends the wheel slip signal information stored in the on-board storage apparatus, to other trains through the on-board transmitter/receiver section.
6. A wayside system comprising: a transmitter/receiver section for receiving drive signal information from a train and outputting the wheel slip prediction information to the train; a traffic control apparatus having information on train position and time; a train information database for storing train attribute information; a storage apparatus for storing said position and time information and said attribute information; and a processor capable of communication with said transmitter/receiver section, traffic control apparatus, train information database and storage apparatus; wherein the processor contains the steps of: determining wheel slip prediction information based on the position and time information inputted from the traffic control apparatus, train information database and transmitter/receiver section, attribute information, and said drive signal information; - 40 storing the determined wheel slip prediction information into said storage apparatus; and sending the wheel slip prediction information to said train through the transmitter/receiver section in response to the request from an another train.
7. The wayside system comprising described in Claim 6, further comprising a meteorological information receiving apparatus for receiving meteorological information wherein the processor determines wheel slip lo prediction information based on the position and time information, attribute information, drive signal information and meteorological information.
8. A wayside system comprising: a transmitter/receiver section for exchanging drive signal information among trains; a traffic control apparatus having information on train position and time; a storage apparatus for storing said information on position and time; and a processor capable of communication with said transmitter/receiver section, traffic control apparatus and storage apparatus; wherein the processor comprises the steps of; storing into the storage apparatus the position and time information inputted from the traffic control apparatus and the drive signal information inputted from the transmitter/receiver section; and - 41 sending the position and time information and the drive signal information to said train through the transmitter/receiver section in response to the request from a train.
9. A train control system substantially as herein described with reference to and as illustrated in Figs. 1 to 12, or Figs. 13 and 14, or Fig. 15 of the accompanying drawings.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2004228778A JP4225254B2 (en) | 2004-08-05 | 2004-08-05 | Train control system and ground system |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| GB0515442D0 GB0515442D0 (en) | 2005-08-31 |
| GB2416864A true GB2416864A (en) | 2006-02-08 |
| GB2416864B GB2416864B (en) | 2007-01-17 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB0515442A Expired - Fee Related GB2416864B (en) | 2004-08-05 | 2005-07-27 | Train control system and wayside system |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP4225254B2 (en) |
| CN (1) | CN1730337B (en) |
| GB (1) | GB2416864B (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109153333A (en) * | 2016-05-12 | 2019-01-04 | 株式会社京三制作所 | Car-mounted device and train occupation range computation method |
| US11713065B2 (en) | 2019-10-17 | 2023-08-01 | Thales Canada Inc. | Method for CBTC system migration using autonomy platform |
| SE2250683A1 (en) * | 2022-06-07 | 2023-12-08 | Txg Ecobogie Ab | Supplementary drive system for a train |
| GB2621327A (en) * | 2022-08-04 | 2024-02-14 | Hitachi Rail Ltd | Rail network management system, and train for operation on a rail network |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| JP4400599B2 (en) * | 2006-08-03 | 2010-01-20 | トヨタ自動車株式会社 | Vehicle control system |
| JP4732995B2 (en) * | 2006-10-19 | 2011-07-27 | 株式会社日立製作所 | Communication system evaluation apparatus and communication system evaluation method |
| JP5632139B2 (en) * | 2009-06-19 | 2014-11-26 | 株式会社日立製作所 | Train control system |
| CN102050122B (en) * | 2010-12-16 | 2012-09-05 | 中国北车集团大连机车车辆有限公司 | Anti-slip control method of locomotive |
| JP2013141891A (en) * | 2012-01-11 | 2013-07-22 | Hitachi Ltd | Railroad signal system using power supply system |
| CN104029688B (en) * | 2014-05-30 | 2016-09-28 | 南车株洲电力机车研究所有限公司 | A kind of wheel pair idling detection method |
| DE102017206199A1 (en) * | 2017-04-11 | 2018-10-11 | Knorr-Bremse Systeme für Schienenfahrzeuge GmbH | Support of train control systems by online transmission of braking information |
| JP7142654B2 (en) * | 2018-02-13 | 2022-09-27 | 三菱電機株式会社 | Condition monitoring system for railway vehicles |
| CN112572545B (en) * | 2019-09-30 | 2022-07-15 | 比亚迪股份有限公司 | Train parking method and device and computer equipment |
| JP7390156B2 (en) | 2019-10-17 | 2023-12-01 | ナブテスコ株式会社 | Skiing prediction device |
| JP7134369B2 (en) * | 2020-01-09 | 2022-09-09 | 三菱電機株式会社 | Control device, control system and control method |
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- 2005-07-27 GB GB0515442A patent/GB2416864B/en not_active Expired - Fee Related
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| US5129605A (en) * | 1990-09-17 | 1992-07-14 | Rockwell International Corporation | Rail vehicle positioning system |
| US5950966A (en) * | 1997-09-17 | 1999-09-14 | Westinghouse Airbrake Company | Distributed positive train control system |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN109153333A (en) * | 2016-05-12 | 2019-01-04 | 株式会社京三制作所 | Car-mounted device and train occupation range computation method |
| CN109153333B (en) * | 2016-05-12 | 2022-05-31 | 株式会社京三制作所 | Vehicle-mounted device and train occupation range calculation method |
| US11713065B2 (en) | 2019-10-17 | 2023-08-01 | Thales Canada Inc. | Method for CBTC system migration using autonomy platform |
| SE2250683A1 (en) * | 2022-06-07 | 2023-12-08 | Txg Ecobogie Ab | Supplementary drive system for a train |
| WO2023239278A1 (en) * | 2022-06-07 | 2023-12-14 | Txg Ecobogie Ab | Supplementary drive system for a train |
| GB2621327A (en) * | 2022-08-04 | 2024-02-14 | Hitachi Rail Ltd | Rail network management system, and train for operation on a rail network |
Also Published As
| Publication number | Publication date |
|---|---|
| JP4225254B2 (en) | 2009-02-18 |
| GB0515442D0 (en) | 2005-08-31 |
| CN1730337A (en) | 2006-02-08 |
| CN1730337B (en) | 2010-09-08 |
| GB2416864B (en) | 2007-01-17 |
| JP2006050798A (en) | 2006-02-16 |
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Legal Events
| Date | Code | Title | Description |
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| PCNP | Patent ceased through non-payment of renewal fee |
Effective date: 20090727 |