GB2474934A - Automatic train braking system - Google Patents

Automatic train braking system Download PDF

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Publication number
GB2474934A
GB2474934A GB1017414A GB201017414A GB2474934A GB 2474934 A GB2474934 A GB 2474934A GB 1017414 A GB1017414 A GB 1017414A GB 201017414 A GB201017414 A GB 201017414A GB 2474934 A GB2474934 A GB 2474934A
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United Kingdom
Prior art keywords
velocity
train
notch
deceleration
brake
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Granted
Application number
GB1017414A
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GB2474934B (en
GB201017414D0 (en
Inventor
Takashi Ogawa
Seiji Ishida
Yoshihide Nagatsugu
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Hitachi Ltd
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Hitachi Ltd
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Publication of GB2474934A publication Critical patent/GB2474934A/en
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Publication of GB2474934B publication Critical patent/GB2474934B/en
Expired - Fee Related legal-status Critical Current
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Classifications

    • 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

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

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 system 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. The system also enables the train to be braked to a stop at a given target position.

Description

AUTOMATIC TRAIN OPERATION SYSTEM AND
TRAIN AUTOMATIC STOP CONTROL SYSTEM
TECHNICAL FIELD
The present invention relates to an automatic train operation system of a railway vehicle, and more specifically, to an automatic stop control system of the railway vehicle.
BACKGROUND ART
The configuration of an automatic train operation system will be describedwith reference to FIG. 1. Avelocity computing section 11 detects an output of a rotation sensor attached to a wheel, and converts the detected rotation to train velocity using the wheel diameter.
A travel distance computing section 12 integrates the train velocitytocornputeatraveldistance. Sincethetrainvelocity is computedbasedon the rotation of thewheels, errors are caused for example by the errors of the wheel diameter, the slip or skid of the wheels, causing computation errors of the travel distance. Therefore, ground coils are installed at predetermined positions between stations so as to detect that the train has passed a ground coil via a ground coil transmission-reception section 13, based on which the travel distance is corrected.
A pattern computing section 14 generates a velocity pattern corresponding to the remaining distance to a stop target position based on the corrected position information.
A notch computing section 15 compares the velocity pattern with the train velocity, and computes a notch command via proportional control, for example, so that the train velocity follows the velocity pattern. The notch command is sent to a brake device and decelerates the train.
As described, according to a common automatic train operation system, a velocity pattern based on the position of the train is generated, and the train velocity is controlled so as to follow the velocity pattern, by which the velocity and position of the train are controlled. Further, a system similar to the automatic train operation system is proposed, in which only the function for stopping the train at a predetermined position in a station is automated, and a driver drives the train in the conventional manner when the train departs from the station or when the train is traveling between stations. The function for stopping the train at a predetermined position in a station is called a train automatic stop control.
[Cited Reference] [Patent document 1] Japanese patent application laid-open publication No. 58-190204 One example of the operation of a train automatic stop control is showninFiG. 2. Accordingtothetrainautomaticstopcontrol, the brake notch is output so that the train velocity corresponds to the velocity pattern. At this time, the control system is designed and adjusted while focusing on the ride quality and the stopping accuracy of the train to stop at the predetermined position. Thestoppingaccuracyofthetraintoapredetermined position can be improved for example by enhancing a proportion gain or by adopting a proportional-integral control when a proportional control is adopted, totherebyenhancethe following performance to follow the velocity pattern, but the control system having a high gain may become unstable.
Further, if the resolution performance of the brake notch is low, the deceleration of the train with the respective brake notches may not correspond with the desirable velocity pattern, and it may be impossible to select a notch appropriate for following the desiredvelocitypattern. In that case, frequent switching of notches is performed so that the average deceleration of the train corresponds to the desired velocity pattern. As a result, the stopping accuracy and the ride quality of the train are deteriorated.
In order to solve the above--mentioned problem, a control method using a fuzzy control is proposed, for example, in patent document 1.
According to this method, unnecessary switching of notches is suppressed so as to realize superior stopping accuracy and ridequality, butontheotherhand, theadjustment of the control law becomes complex, which may require the experience and time of an expert.
SUMMARY OF THE INVENTION
The principal object of the present invention is to provide an automatic train operation systemcapable of providing superior stopping accuracy and ride quality without requiring complicated control and adjustment.
In order to solve the problems mentioned above, the present invention provides an automatic train operation system comprising a velocity detecting section for detecting a travel velocity of a train, a position computing section for computing a travel position of the train, a brake device for decelerating the travel velocityusingapluralityof brake notches, avelocity pattern generating section for generating a plurality of velocity patterns based on a deceleration characteristics of the respective brake notches and the travel position, and a notch switching unit for switching the brake notch based on the plurality of velocity patterns and the travel velocity, characterized in that the notch switching unit switches the brake notch when the velocity pattern corresponding to a subsequent brake notch corresponds with the travel velocity.
The present invention enables to provide an automatic train operation system capable of providing superior stopping accuracy and ride quality without requiring cOmplex control and adjustment.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a view showing one example of the prior art; FIG. 2 is a view showing a time chart of the prior art; FIG. 3 is a view showing a first embodiment of the present invention; FIG. 4 is a view showing a time chart of the first embodiment; FIG. 5 is a view showing a second embodiment of the present invention; and FIG. 6 is a view showing a time chart according to a second embodiment of the present invention.
BEST MODE FOR CARRYING OUT TUE INVENTION
A first embodiment of an automatic train operation system to which the present invention is applied will now be described with reference to FIG. 3.
A velocity detecting section 31 detects an output of a rotation sensor attached to a wheel, and converts the detected value to train velocity using the wheel diameter. A position computing section 32 computes the train position by integrating the train velocity. Although not shown, ground coils are laid at multiple locations determined in advance between stations, similar to the prior art configuration. When the train passes a ground coil, information called a "telegraph" is transmitted from the ground coil to the train. Information such as the laid position of the ground coil are included in the telegraph, and by detecting the information, the computation error of the train position can be corrected.
A velocity pattern generating section 33 generates a velocity pattern Vt based on a remaining distance which is the difference between a stop target position Xt and the current position of the train. The velocity pattern corresponds to respective brake notches. A notch switching unit 34 compares the velocity pattern with the train velocity, and when the two values correspond, the notch command is switched. The velocity pattern generating section and the notch switching unit will be described in further detail later.
The notch command is sent to a brake device 35, which acts on the vehicle body 36 to decelerate the train. Normally, the brake device 35 utilizes both a regeneration brake via an inverter and an air brake. The allocation of the brake force can be determined in advanced based on the train velocity or the like, or can be determined based on the necessary deceleration or the condition of the overhead wires.
Further, a notch command nt can be sent via a control transmission device to a brake device 35, or the allocation of the regenerative brake and the *air brake can be computed via the control transmission device.
The operation of the velocity pattern generating section 33 and the notch switching unit 34 will be describedwith reference to FIG. 4. The velocity pattern generating section 33 computes a plurality of velocity patterns corresponding to the respective brake notches, that is, the relationship between the train positionandthetargetvelocityas showninFiG. 4. Thevelocity patterns corresponding to the respective brake notches are composed of an independent original point, that is, a remaining distance in which the velocity becomes zero, and an independent deceleration characteristics. The velocity pattern can be computedbased ona deceleration characteristics andadifference between the original point and the remaining distance, but it can also be created in advance as a table.
In the present embodiment, notches B5, B3 and Bi are used, and the notches are switched from B5, B3 to Bi in the named order to decelerate the train. Such combination of the notches being used is calleda profile. The relationship between the original point of the velocity pattern and the profile can be determined byconsidering the jerk (change rate of acceleration) immediately priortostopping, anditisnotrestrictedtotheabove-mentioned combination. Further, the profile canbe variedper each station, taking into consideration the gradient of the train line or the like.
Further, although not shown, when starting deceleration via the automatic position stop control, a weak brake notch such as Bi is output and then a stronger brake notch is output, so astoreducethejerk. However, whenajerkcontrol is performed in which the brake force is gradually increased in response to notch commands during regenerative braking or air braking, a strong notch command can be output from the beginning of deceleration.
Next, the operation of a notch switching unit 34 will be described. The operation after the output of a B5 notch will be described. The notch switching unit 34 outputs a B5 notch and maintains the same, and in the present profile, compares the train velocity Vt with a velocity pattern Vtp3* corresponding to a B3 notch which is the notch to be used subsequently. At the time when the train velocity Vt corresponds to the velocity pattern Vtp3*, the notch is switched to B3 notch. From the time when the notch is switched to B3 notch, similar to the case of B5 notch, the notch switching unit outputs B3 notch andmaintains the same similar to the case of the B5 notch, and in the present profile, compares the train velocity Vt with a velocity pattern Vtpl* corresponding to a Bi notch which is the notch to be used subsequently.
At this time, it is assumed that the train deceleration becomes smaller than the deceleration of the velocity pattern Vtp5* corresponding to the same remaining distance, due for example to the deceleration obtained by the B5 notch not corresponding to the target deceleration of the operation plan or having an error with respect to the designed value. In that case, the train velocity Vt becomes greater than the velocity pattern Vtp5* corresponding to the same remaining distance, and the timing in which the velocity corresponds to the velocity pattern Vtp3* is delayed. As a result, the time for maintaining the B5 notch is extended, and the average deceleration of the train shows a change to approximate the desired value. During this time, the train speed does not necessarily follow the speed pattern, but at positions where the remaining distance is sufficiently long, the error of train velocity with respect to the velocity pattern does not affect the final stop position accuracy.
FIG. 4 shows that the time for maintaining the B5 notch is extended when the deceleration of the train becomes smaller than the target deceleration set in the operation plan and that the notch switch timing from B5 notch to B3 notch is delayed compared to the velocity pattern, but on the other hand, there may be cases where the deceleration of the train becomes greater than the target deceleration of the operation plan due to errors with respect to the design value.
In such case, the train velocity Vt becomes smaller than the velocity pattern Vtp5* at the same remaining distance, and the timing in which the velocity corresponds to the velocity pattern Vtp3* becomes faster. As a result, the time for maintaining the 35 notch is reduced, and the notch switch timing fromB5notchtoB3notchbecomes fasterthanthevelocitypattern.
Also according to the present example, the operation is performed so that the average deceleration of the train approximates a desired value.
In some cases, the brake notch command is only divided into approximately seven levels to reach the maximum brake force, and it may be difficult for the brake notch command to match the desirable deceleration corresponding to the operation plan.
On the other hand, the control cycle of the brake notch can be set to a few dozen ms (millimeter seconds) to a few hundred ms, which is sufficiently short with respect to the behavior of the train, and therefore, the brake force can be controlled without having to switch the notches frequently.
Deceleration is continued via the automatic position stop control, but when velocity is detected using a common velocity generator, a speed range of approximately 1 km/h to 4 km/h is the minimum value in which velocity can be detected. Velocities smaller than this value cannot be distinguished from a stopped sate, so this range is called a stop detection level. When the train velocity becomes equal to or smaller than the stop detection level, feedback control based on detected speed can no longer be performed, so the control is transitedto an open loop control.
During the open loop control period, the brake notch command is first switched to a weak level so as to relieve the shock immediatelyprior to stopping. Next, at a point of time in which the train is estimated to have decelerated sufficiently, the brake notch cormnand is switched to a stronger level so as to completely stop the train if it is still moving and to maintain the stopped state of the train.
A ground coil is also installed at a stop target position.
By receiving information from the ground coil, it is detected that the trainhas stoppedatapredeterminedposition. Further, when platform doors are installed on the platform, a command to open the platform doors is transmitted from the train via the ground coil.
When departing from a station, a powering notch is entered so as to release the brake having maintained the train at a stopped state, and the trainmoves onto a normal running operation during which the driver drives the train.
Next, a second preferred embodiment of the present invention will be describedwith reference to FIG. 5. Avelocitydetecting section 51, a position computing section 52, a notch switching unit 54 and a vehicle body 56 are the same as those of embodiment 1. The second embodiment aims at ensuring the stopping accuracy and the ride quality even when there is a large disturbance.
The second embodiment is equipped with a disturbance estimator 57, and based on the estimated disturbance, a velocity pattern generating section 53 corrects the velocity pattern.
The disturbance estimator 57 estimates the disturbance acting as a variation factor of the deceleration of the train using a brake model 57a of the brake device 55 or a vehicle body inverse model 57b. The brake model 57a estimates the brake force being generated using the entered notch command n and the brake model, and outputs the same. The vehicle body inverse model 57b estimates the actually generated brake force using the entered velocity Vt and the vehicle body inverse model, and outputs the same. The output from the brake model 57a and the output from thevehiclebodyinversemodel S7baresubtractedviaasubtractor, and the disturbance is estimated.
The disturbance estimated in the above-mentioned manner includes not only the disturbance applied from the exterior, such as a gradient resistance, a travel resistance and a curve resistance, but also modeling errors such as the braking characteristics and car weight variation. The estimated disturbance is subjected to processes such as band limitation in a filter 57c, and then sent as estimated disturbance to the velocity pattern generating section 53. The filter 57c compensates the influence of the disturbance applied from the exteriorandthemodelingerrors. WhilemaintainingtheB5notch, the velocity pattern generating section 53 corrects the deceleration characteristics of a B3 notch which is the notch to be used subsequently according to the present profile based on the estimated disturbance, and generates the corresponding velocity pattern. In the correction of the deceleration characteristics, a ratio of the given deceleration characteristics of the B5 notch and a deceleration characteristics having deducted the estimated disturbance is computed, andthecomputedratioisreflectedonthedeCeleratiOn characteristics of the B3 notch. At this time, the estimated disturbance canbe correctedby computing the gradient resistance based on the train position using the train line data. The existence of a period in which a fixed notch is maintained enables to estimate the disturbance with high accuracy.
The operation of the second embodiment will be described with reference to FIG. 6. FIG. 6 shows a state after the notch isswitchedtoB5notch, similartothe firstembodiment, assuming that the deceleration of B5 notch is smaller than the desired deceleration. The switching timing of switching from B5 notch to B3 notch is delayed, similar to the first embodiment. In addition, since the lowering of the deceleration of B3 notch is reflected in the corresponding velocity pattern, the delay in the switching timing is increased further compared to FIG. 4. The divergence between the velocity pattern and the train velocity when there is an extremely large disturbance is small according to the second embodiment, according to which the stopping accuracy is enhanced and the ride quality is improved.
FIG. 6 shows that when the deceleration of the trainbecomes smaller than the target deceleration set in the operation plan, the time for maintaining the B5 notch is extended, and the notch switching timing from B5 notch to B3 notch is delayed compared to the velocity pattern, but it is also possible for the deceleration of the train to be greater than the target deceleration set in the operation plan due for example to errors with respect to the design value.
In that case, the train velocity Vt becomes smaller than the velocity pattern Vtp5* at the same remaining distance, and the timing in which the velocity corresponds to the velocity pattern Vtp3* becomes faster. As a result, the time for maintaining the B5 notch is shortened, and the notch switch timing fromB5notchtoB3notchbecomes faster than the velocitypattern.
As described, the present invention is applicable even when the deceleration of the train becomes greater than the target deceleration set in the operation plan.

Claims (7)

  1. CLAIMS1. An automatic train operation system comprising: a velocity detecting section for detecting a travel velocity of a train; a position computing section for computing a travel position of the train; a brake device for decelerating the travel velocity using a plurality of brake notches; a velocity pattern generating section for generating a plurality of velocity patterns based on a deceleration characteristics of the respective brake notches and the travel position; and a notch switching unit for switching the brake notch based on the plurality of velocity patterns and the travel velocity; characterized in that the notch switching unit switches the brake notch when the velocity pattern corresponding to a subsequent brake notch corresponds with the travel velocity.
  2. 2. A train automatic stop control system using the automatic train operation system according to claim 1, wherein the velocitypattern generating section generates a velocity pattern in which the travel velocity of the train becomes zero at a given target stop position.
  3. 3. An automatic train operation system comprising: a velocity detecting section for detecting a travel velocity of a train; a position computing section for computing a travel position of the train; a brake device for decelerating the travel velocity using a plurality of brake notches; a velocity pattern generating section for generating a plurality of velocity patterns based on a deceleration characteristics of the respective brake notches and the travel position; a notch switching unit for switching the brake notch based on the plurality of velocity patterns and the travel velocity; a deceleration force computing section for computing a deceleration force of the respective brake notches; a deceleration computing section for computing a deceleration of the train; a disturbance estimator for estimating a disturbance based on the deceleration force and the deceleration; and a correction means for correcting the velocitypattern based on the disturbance; characterized in that the notch switching unit switches thebrakenotchwhenthecorrectedvelocitypatterncorresponding to a subsequent brake notch corresponds with the travel velocity.
  4. 4. Atrainautomaticstopcontrolsystemusingtheautomatic train operation system according to claim 3, wherein a velocity pattern corrected via the correction means is a velocity pattern in which the travel velocity of the train becomes zero at a given target stop position.
  5. 5. An operation control system comprising: a velocity detecting section for detecting a travel velocity of a train; a position computing section for computing a travel position of the train; a brake device controlled via a plurality of brake notches switched at given timings; a means for generating a switching timing of respective brake notches; a deceleration force computing section for computing a deceleration force of the respective brake notches; a deceleration computing section for computing a deceleration of the train; a disturbance estimator for estimating a disturbance based on the deceleration force and the deceleration; and a correction means for correcting the switching timing of the brake notches based on the disturbance; characterized in that the brake device is controlled via a plurality of brake notches switched at the corrected switching timing.
  6. 6. AtrainautomaticstopcontrolsystemuSiflgtheaUtOmatiC train operation system according to claim 5, wherein a velocity pattern generating section generates a velocity pattern in which the travel velocity of the train becomes zero at a given target stop position.
  7. 7. n automatic train operation system substantially as herein described with reference to and as shown in Figs. 3 and 4 or Figs. 5 and 6 of the accompanying drawings.
GB1017414.2A 2009-10-14 2010-10-14 Automatic train operation system and train automatic stop control system Expired - Fee Related GB2474934B (en)

Applications Claiming Priority (1)

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

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GB201017414D0 GB201017414D0 (en) 2010-12-01
GB2474934A true GB2474934A (en) 2011-05-04
GB2474934B GB2474934B (en) 2012-02-29

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CN (1) CN102039825A (en)
GB (1) GB2474934B (en)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
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EP3482995A4 (en) * 2016-07-05 2020-03-04 Kabushiki Kaisha Toshiba Train control device, method, and program
US10960774B2 (en) 2016-11-10 2021-03-30 Mitsubishi Electric Corporation Automatic train operation device
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EP3482995A4 (en) * 2016-07-05 2020-03-04 Kabushiki Kaisha Toshiba Train control device, method, and program
US10960774B2 (en) 2016-11-10 2021-03-30 Mitsubishi Electric Corporation Automatic train operation device
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GB201017414D0 (en) 2010-12-01

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