JP2000156920A - Automatic control device for moving body - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an automatic control device for a moving body, with which the density of the movement of the moving body can be increased and with which the moving body can be stopped comfortably and safely in a prescribed position. SOLUTION: A future-speed target value calculating means 10 calculates the future-speed target value of a moving body in a prescribed period toward the direction of the stop target position from the present position of the moving body, on the basis of a collation pattern P which is calculated by a collation- pattern calculating means 9. Then, a deceleration rate change-amount calculating means 11 calculates the optimum deceleration-rate change amount on the basis of the estimated speed of the moving body in the prescribed period, and on the basis of the future-speed target value which is calculated by the future-speed target value calculating means 10. In a deceleration-rate command means 12, the deceleration-rate change amount is added to present deceleration rate, and a deceleration-rate command value is decided. In a notch conversion means 13, a brake notch which is optimum for the deceleration-rate command value is selected, and a brake is applied.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a moving object automatic control device for controlling the movement of a moving object, and more particularly to a moving object automatic control device capable of appropriately performing stop control of a moving object.

[0002]

2. Description of the Related Art In a moving body such as a train or an automobile, running and stopping are controlled by a moving body automatic control device. For example, when the moving object is a train, the running stop control of the train is performed by an automatic train control device (Automatic Train Control). Hereinafter, an automatic train control device will be described as an example of a mobile automatic control device.

[0003] Automatic Train Control
rol) is a security system that determines the speed limit of the succeeding train according to the distance between the preceding train and the succeeding train, and operates the train at the speed limit to prevent accidents such as collisions and derailments. In other words, the ground equipment detects the train positions of the preceding train and the following train in the track circuit using rails,
The speed limit of the following train is determined according to the distance between the preceding train and the following train (the number of track circuits). Then, the speed limit is transmitted to the subsequent train by the track circuit. The on-board device of the succeeding train operates the brakes when the following train exceeds the speed limit to ensure the safety of running the train and to ensure that the train stops at a fixed position.

[0004] When the train is stopped, as shown in Fig. 10, a stepwise speed limit of, for example, 90 km / h, 50 km / h, 30 km / h, or 15 km / h is given, and the train speed V is set at an appropriate position. Control to ensure that the speed drops to the speed limit and stop the train at the fixed position.

[0005]

However, at present, the speed limit is determined by the ground equipment according to the train having the worst braking performance (for example, a freight train). Has been hindered. In addition, the distance between the preceding train and the succeeding train must be maintained in accordance with the worst braking performance, which is an obstacle to increasing the density of the train.

Further, as shown in FIG. 10, since the speed limit suddenly changes stepwise at the boundary of the track circuit, a sudden braking operation is performed at the boundary of the speed limit, causing a deterioration in ride comfort. .

SUMMARY OF THE INVENTION An object of the present invention is to provide a moving object automatic control device capable of stopping a moving object at a predetermined position in a comfortable and safe manner with a high density of operation of the moving object.

[0008]

According to a first aspect of the present invention, there is provided an automatic control system for a moving body, wherein a control pattern for calculating a checking pattern indicating a speed limit target value with respect to a distance for stopping the moving body at a target stop position is calculated. Means, a future speed target value calculating means for calculating a future speed target value of the moving object with respect to time within a predetermined distance from the current position of the moving object to the stop target position direction based on the check pattern, and the predetermined period A deceleration rate change amount calculating unit that calculates an optimal deceleration rate change amount based on the predicted speed of the moving object and the future speed target value calculated by the future speed target value calculation unit,
Deceleration rate command means for determining a command value of the deceleration rate based on the deceleration rate change amount calculated by the deceleration rate change amount calculation means,
Notch conversion means for selecting a brake notch most suitable for the deceleration rate commanded by the deceleration rate command means.

In the moving object automatic control device according to the first aspect of the present invention, the future speed target value calculating means moves from the current position of the moving object to the stop target position based on the check pattern calculated by the check pattern calculating means. Is calculated for a predetermined period of time. The deceleration rate change amount calculating means calculates an optimum deceleration rate change amount based on the predicted speed of the moving object in a predetermined period and the future speed target value calculated by the future speed target value calculation means, and calculates a deceleration rate command. The means determines the command value of the deceleration rate by adding the deceleration rate change amount to the current deceleration rate. The notch conversion means selects the brake notch most suitable for the deceleration rate command value and applies the brake.

According to a second aspect of the present invention, in the moving object automatic control device according to the first aspect of the invention, the deceleration rate change amount calculating means includes a deceleration rate change amount value for one operation or a predetermined control cycle. , A series of values of the deceleration rate change amount to be used over the range are calculated.

According to the second aspect of the present invention, in addition to the operation of the first aspect, the deceleration rate command means calculates the deceleration rate change amount by the deceleration rate change amount calculation means. Deceleration rate change value for one operation,
Alternatively, the first value of a series of deceleration rate change values to be used over a predetermined control cycle is used.

According to a third aspect of the present invention, in the automatic moving body control apparatus according to the first or second aspect, the notch conversion means includes a notch when the deceleration rate command value increases and when the deceleration rate decreases. Are characterized by different switching characteristics.

According to a third aspect of the present invention, in addition to the operation of the first or second aspect of the present invention, the deceleration rate command value from the deceleration rate command means changes slightly at the boundary of the notch. However, the notch conversion means does not perform unnecessary notch switching.

According to a fourth aspect of the present invention, in the moving object automatic control device according to the first aspect of the present invention, the future speed target value calculating means specifies a current position of the moving object on the check pattern, , A future speed target value in a predetermined period is calculated based on a plurality of speed limit target values in the direction of the target stop position.

According to a fourth aspect of the present invention, in addition to the operation of the first aspect of the present invention, the future speed target value calculating means moves from the current position of the moving object on the check pattern to the stop target position. Based on the plurality of speed limit target values, a future speed target value of the moving object in a predetermined period is calculated.

According to a fifth aspect of the present invention, in the moving object automatic control device according to the first aspect of the present invention, the future speed target value calculating means designates a current position of the moving object on the check pattern, and , A target speed limit value is extracted, a deceleration rate target value is calculated from the characteristics of the check pattern, and a future speed target value in a predetermined period from the current position of the moving body toward the stop target position is calculated based on the target value. It is characterized by doing so.

According to a fifth aspect of the present invention, in addition to the operation of the first aspect of the present invention, the target future speed calculating means calculates the target speed limit value at the current position of the moving body on the check pattern. At the same time, the deceleration rate target value is calculated from the characteristics of the check pattern. Then, a future speed target value within a predetermined distance from the current position of the moving object to the stop target position is calculated based on these. Therefore, the values extracted from the check pattern are the speed limit target values near the current position for obtaining the speed limit target value and the deceleration rate target value at the current position.

According to a sixth aspect of the present invention, in the moving object automatic control apparatus according to the fifth aspect of the present invention, the future speed target value calculating means has a margin with the current speed when the current speed is equal to or lower than a certain speed. The deceleration rate target value is obtained based on the remaining distance to the stop target position.

According to a sixth aspect of the present invention, in addition to the operation of the fifth aspect of the present invention, the target future speed calculating means includes:
A deceleration rate target value is obtained based on the characteristics of the inspection pattern. When the current speed is equal to or lower than a certain speed, a deceleration rate target value is obtained based on the current speed and the remaining distance to the stop target position having a margin.

[0020]

Embodiments of the present invention will be described below. FIG. 1 is a block diagram showing a case where a moving object automatic control device according to an embodiment of the present invention is mounted on a train.

The train 1 is equipped with an automatic train control device 2 as a moving body automatic control device. The automatic train control device 2 determines the speed limit of the train 1 according to the distance from the preceding train 1a. The control is performed so that the speed of the train 1 becomes the speed limit.

The ground equipment 3 includes a track circuit 1 using rails.
The position of the own train which is the preceding train and the succeeding train detected at 9 is input. Usually, the own train position is obtained by integrating the speed in the automatic train control device, and the train position of the preceding train may be wirelessly received from the preceding train. When the upper child 4 of the train 1 passes over the ground child 5, signals are exchanged between the ground child 5 and the vehicle child 4,
Based on this information, the train 1 corrects the current position calculated by itself.

The automatic train control device 2 calculates a check pattern indicating a speed limit target value for the distance of the train 1 based on the stop target position from the ground device 3 and the deceleration performance of the train 1, and the train 1 checks the check pattern. The brake 8 is operated via the brake control device 7 so as to be decelerated according to the pattern. Thereby, the safety of the running of the train 1 is ensured, and the stop at the fixed position is ensured.

Here, the stop target position of the train 1 is calculated by the ground device 3. However, a stop target position calculating means is provided on the vehicle, and the train position of the train 1 and the preceding position are calculated. The stop position of the train 1 may be calculated by inputting the position of the train 1a. In addition,
In the following description, a case in which the ground apparatus 3 calculates the stop target value of the train 1 will be described.

The check pattern calculating means 9 of the automatic train control device 2 checks the target speed limit for stopping the train 1 at the stop target position based on the stop target position of the train 1 from the ground device 3. Calculate the pattern. That is, the check pattern calculating means 9 calculates the target speed limit value (check pattern) according to the distance between the stop target position from the ground device 3 and the current position of the train 1.

FIG. 2 is an explanatory diagram of the check pattern P.
This check pattern P is determined in the opposite direction from the target stop position by using the deceleration of the relaxation brake in the portion immediately before the stop and the deceleration of the stop brake in the other portions, while taking into account the line conditions such as the gradient and the like. .

L in FIG.₀Is used when creating the reference pattern P
The current position of the train at the point, L₁Is the target stop position
You. L₀₁Indicates the current position of train 1 that changes from moment to moment
And L over time₀To L₁Go to Control
Turn P is the current position L of train 1 ₀To the target stop position L₁
Speed limit value V of train 1 at each position up to_refTo
It is shown. This speed limit target value V_refIs digital
Indicated by value.

The future speed target value calculating means 10, Shosa pattern based on P, every moment changing trains 1 future speed target value V _ref of the train 1 in the predetermined time period from the current position L ₀₁ the stop target position direction _{, i} . This future speed target value V _{ref, i} is obtained, for example, as follows.

The future speed target value calculating means 10, the current position L ₀₁ of the train 1 changes every moment shown in Fig. 2 and designated on Shosa pattern P, the stop from the current position L ₀₁ the target position L
A plurality of speed limit target values _Vref in _one direction are extracted from the check pattern P. Then, as shown in FIG. 3, a plurality of extracted speed limit target values V _ref (black points in FIG. 13) are expressed in a time-speed coordinate system, and each black point is linearly approximated and expressed in a time axis. The characteristic curve Q of the obtained future speed target value _{Vref, i} is obtained. From the characteristic curve Q, a plurality of Np future speed target values V _{ref, i} (points in FIG. 3) are obtained at a constant time interval Δt. That is, the target value V _{ref, i} [km
/ h] (i = 1,..., Np: Np is the number of prediction steps).

The deceleration rate change amount calculation unit 11 based on the current velocity V ₀ which the train 1 to calculate a predicted velocity V _i of the train 1 in the predetermined time period Np · Delta] t, furthermore, the predicted velocity V _i and future speed The optimum deceleration rate change amount Δβ is calculated based on the future speed target value V _{ref, i} calculated by the target value calculating means 10.

The deceleration rate change amount Δβ calculated by the deceleration rate change amount calculation means 11 is input to the deceleration rate command means 12, added to the current deceleration rate, and input to the notch conversion means 13.
The notch conversion means 13 selects a brake notch most suitable for the deceleration rate commanded by the deceleration rate command means 12,
A brake command is output to the brake control device 7. Thereby, the brake 8 is operated and the speed of the train 1 is controlled according to the check pattern P.

Here, the deceleration rate change amount calculating means 11
Based on the current speed V ₀ [km / h] detected by the speed detector 6, a future predicted speed V _i [km / h] is obtained as follows.
Now, deceleration rate change amount (operating amount) for one time is △ β [km / h / s]
Then, the future predicted speed V _i after step _i is expressed by equation (1), and the future predicted velocity V _{p, i} when the current deceleration rate β ₀ is maintained is expressed by equation (2).

V _i = V _{p, i} + i · Δβ · Δt (1) V _{p, i} = V ₀ + i · β ₀ · Δt (2) i: Number of future samplings (i = 1,2,3...) Np) △ t: Sampling period [s] △ β: Deceleration rate change [km / h / s] V ₀ : Current speed [km / h] β ₀ : Current deceleration rate [km / h / s]

Therefore, from equations (1) and (2), the predicted future speed V _i is expressed by equation (3).

V _i = V ₀ + i · (Δβ + β ₀ ) · Δt (3)

Next, in the deceleration rate change amount calculating means 11,
Np future predicted speeds V _i obtained by the equation (3) (i = 1, 2, 3,...)
Np) and Np future speed target values V _{ref, i} (i = 1,2,3... Np) extracted by the future speed target value calculating means 10, the following formulas (4) and (5). , (6), the deceleration rate change amount Δβ
Ask for. a _i is the weight (0 <
a _i ) and λ are weights (0 <λ) applied to the manipulated variable change amount.

[0037]

(Equation 1)

That is, an evaluation function J as shown in the equation (4) is set, and an operation amount for minimizing the evaluation function J, that is, a deceleration as small as possible so as to obtain a speed as close as possible to the future speed target value. The rate change amount Δβ is obtained. Such a deceleration rate change amount △ β is obtained when (∂J / ∂Δβ = 0). Differentiating equation (4) with △ β yields equation (5), and finding Δβ that makes equation (5) zero gives equation (6).

FIG. 4 is a block diagram of the future speed target value calculating means 10 and the deceleration rate change amount calculating means 11.
The current speed V ₀ of the train 1 is calculated by the future speed target value calculating means 10.
, And is integrated by the integrating means 14 to calculate the distance to the target stop position. That is,
Current position L ₀₁ of the train which changes with time is input to the arithmetic unit 15 is required. The calculating means 15 extracts a plurality of speed limit target values V _ref from the current position L ₀₁ on the check pattern P of the check pattern calculating means 9, and Np future speed target values V _{ref, i} (i = 1) with respect to time. , 2,3 ... Np).

On the other hand, the subtraction rate change amount calculating means 11 first inputs the current speed V ₀ of the train 1 to the proportional means 16a and multiplies it by a constant k ₁ to obtain the first term of the numerator in the equation (6). . Similarly, the current speed V ₀ is differentiated by the differentiating means 17 to obtain the current deceleration rate β ₀ , and the current deceleration rate β ₀ is input to the proportional means 16b and multiplied by a constant k ₂ to obtain the equation (6). Find the second term of the numerator. Then, these are added to the adding means 18.
Add with a.

Further, the third term of the numerator in the equation (6) is obtained. This is because the future speed target value V _{ref, i} (i = 1,2,3... Np) obtained from the future speed target value calculation means 10 is Np · a _Np ·
.DELTA.t (i = 1, 2, 3,..., Np), and then add them. Then, the third term is added to the first and second terms of the numerator in the equation (6) by the adding means 18b to obtain the numerator in the equation (6). Further, the deceleration rate change amount Δβ is obtained by multiplying the constant (1 / k ₃ ) by the proportional means 16c. The constants k ₁ , k ₂ , and k ₃ are represented by the following equation (7).

[0042]

(Equation 2)

In this manner, the deceleration rate change amount calculating means 11
As described above, the deceleration rate change amount β is added to the current deceleration rate β ₀ by the deceleration rate command means 12 to determine the deceleration rate command value, and is input to the notch conversion means 13. The notch conversion means 13 selects the brake notch most suitable for the commanded deceleration rate command value according to the switching characteristics as shown in FIG. For example, when the deceleration rate command value is A, three notches are selected.

If the detected current speed signal contains noise when the deceleration rate command value is near the notch switching value, the deceleration rate command value may hunt before and after the notch switching value. For example, as shown in FIG. 6A, when the deceleration rate command value is hunted before or after the switching value of 7 notches or 6 notches, the notch may be frequently switched.

Therefore, when noise is superimposed on the detection signal, the notch conversion means 13 has different switching characteristics when the deceleration rate command value increases and decreases as shown in FIG. . That is, a dead zone is provided in the notch conversion characteristic. Therefore, when the notch increases (or decreases) by one, the notch is held for a while, and as shown in FIG. 6B, frequent switching of the notch due to the detection noise of the current speed is prevented. Can be.

As described above, the notch conversion means 13 selects an appropriate notch according to the deceleration rate command value, and instructs the selected notch to the brake control device 7. Brake control device 7
Then, the brake 8 is operated according to the selected notch.

Therefore, as compared with the conventional method in which a speed limit is applied in a stepwise manner and braking and coasting are repeated, as shown in FIG. 8, the speed of the train 1 can be reduced with smooth characteristics and the train 1 can be stopped safely. In other words, efficient and comfortable driving can be efficiently achieved.

In the above description, the deceleration rate change amount calculating means 1
In 1, although to obtain the deceleration rate variation of dose (operation amount) △ beta, rather than in one batch, it may be obtained deceleration rate variation [Delta] [beta] _j of Nu batch. In this case, the deceleration rate change amount Δβ _j for Nu times is obtained as follows.

The predicted future speed V _i [km / h] is expressed by using the deceleration rate change amount (operation amount) Δβ _j [km / h / s] (j = 1, 2, 3,... Nu) for Nu times. And (8). In this case, j>
When Nu, Δβ _j = Δβ _Nu . By substituting V _{p, i} shown in equation (2) into equation (8), equation (9) is obtained.

[0050]

(Equation 3)

The deceleration rate change amount calculating means 11 calculates Np future predicted speeds Vi (i = 1, 2, 3,... Np) obtained by equation (9).
From Np future speed target values V _{ref, i} (i = 1,2,3... Np) calculated by the future speed target value calculation means 10, the following (10)
The deceleration rate change amount Δβ _{j is} calculated by the equations (11) and (12).
Ask for.

[0052]

(Equation 4)

That is, an evaluation function J as shown in the equation (10) is set, and an operation amount that minimizes the evaluation function J, that is, a deceleration that is as small as possible so as to obtain a speed as close as possible to the future speed target value. The rate change amount Δβ _j is obtained.
Such a vector of the deceleration rate change amount Δβ _j is represented by Expression (11), and is obtained when (∂J / ∂Δβ = 0). (1
Differentiating equation (0) with △ β gives equation (12), and (1)
2) Solve the simultaneous equations so that all the equations become 0, and calculate Δβ
_{Find j} . In this case, the deceleration rate change amount Δβ _j for Nu times
Therefore, a series of operations in the future can be presented to the driver, and more secure and reliable train control becomes possible.

Next, in the above description, the future speed target value calculating means 10 extracts a plurality of speed limit target values V _ref from the check pattern P and calculates the future speed target value V _{ref, i} of the train 1. However, the speed limit target value V _{ref, 0} at the current position is extracted, and the speed limit target value V
_Based on the deceleration rate target value β ₁ calculated in consideration of the gradient from the characteristics of the _{ref, 0} and the check pattern P, the future speed target value V _ref, in a predetermined period from the current position of the train 1 to the stop target position is calculated _. It is also possible to calculate _i .

That is, the future speed target value calculating means 10
Instead of calculating the future speed target value V _{ref, i} based on the plurality of speed limit target values V _ref extracted from the control pattern P, the target speed limit value V _ref, at the current position extracted from the control pattern P _The future speed target value V _ref is obtained using ₀ , another speed limit value near the speed limit target value V _{ref, 0 at} the current position (the characteristic of the inspection pattern P), and the gradient data of the route held in advance. _{, i} .

The future speed target value V _{ref, i} [km / h] (i = 1,..., Np) for Np steps in the future from the current position is obtained by setting the deceleration rate target value to β ₁ [km / h / s]. Then, it is represented by the following equation (13).
The deceleration rate target value β ₁ [km / h / s] is, for example, the speed V ₋₅ of the check pattern P at a position 5 seconds before, and the speed V ₋₅ of the check pattern P at a position 5 seconds after the present. _{From +5} , the remaining distance l to the stop target position 5 seconds before, which is obtained as in equation (14)
_-5 , the remaining distance l _{+ 5} to the target stop position after 5 seconds is (1
It is obtained by the expression 5).

Here, the check pattern P at the position 5 seconds before
Speed V _-5 , the speed V of the check pattern P at the position after 5 seconds
₊₅ is a speed limit target value before and after a predetermined period (five seconds to five seconds after) of the speed limit target value V _{ref, 0 at} the current position, and these are the speed limit target value V _{ref, 0} and the limit speed target. From the target speed limit value V _{ref, 0} and another target speed limit value, it is obtained from a characteristic curve that is linearly approximated with respect to time.

[0058]

(Equation 5)

G: slope [%] _kg : conversion coefficient [km / h / s] between the slope and the deceleration rate due to the slope resistance
/%] l ₀ : current remaining distance

By substituting the equation (13) into the equation (6), the following equation (16) is used to obtain the deceleration rate change amount Δβ for one cycle.
An expression is obtained.

[0061]

(Equation 6)

FIG. 9 is a block diagram of the future speed target value calculating means 10 and the deceleration rate change amount calculating means 11 for deriving the equation (16). The current speed V ₀ of the train 1 is input to the integrating means 14 of the future speed target value calculating means 10 and is integrated by the integrating means 14 to calculate the distance to the stop target position. That is, the current position L ₀₁ of the train which changes every moment in the integrating means 14 is input to the arithmetic unit 15 is required. The calculating means 15 extracts the speed limit target value V _{ref, 0} at the current position from the current position L ₀₁ on the checking pattern P of the checking pattern calculating means 9.

The calculating means 15 of the future speed target value calculating means 10 calculates the deceleration rate target value β ₁ . This of when calculating deceleration ratio target value beta _1, the speed V from Shosa pattern P _- removed ₅ and velocity V _+5, and (15) determine the remaining distance l _-5 and remaining distance l ₊₅ from equation (14 ) to calculate the deceleration rate target value beta ₁ on the basis of the equation. This deceleration rate target value β
₁ is input to the adding means 18c.

[0064] On the other hand, the addition means 18c is inputted g · k _g obtained by multiplying the conversion factor k _g proportional means 16d to the gradient g, and from the addition means 18c is _{(β 1 + g · k g} ) Is output. Then, in the proportional means 16e, the constant k ₁ shown in the equation (7) is multiplied to obtain the first numerator of the equation (16).
The term is calculated and multiplied by the constant k ₂ shown in the equation (7) in the proportional means 16f to calculate the second term of the numerator in the equation (16). Then, the addition is performed by the adding means 18d.

In the subtraction rate change amount calculating means 11, the current speed V ₀ of the train 1 is inputted to the proportional means 16a and multiplied by a constant k ₁ shown in the equation (7), and the third term of the numerator of the equation (16) is obtained. Is required. Similarly, the current speed V ₀ is differentiated by the differentiating means 17 to obtain the current deceleration rate β ₀ , and the current deceleration rate β ₀ is input to the proportional means 16 b and multiplied by a constant k ₂ shown in equation (7). To find the fourth term of the numerator in equation (16). Then, these are added by the adding means 18a.

In this way, the adder 18B calculates (16)
The numerator of the formula is obtained, and the proportionality means 16c multiplies the reciprocal (1 / k ₃ ) of the constant k ₃ shown in the formula (7) to obtain the deceleration rate change Δβ.

In this case, since the future speed target value V _{ref, i} from the inspection pattern P is not used _, the future speed target value V _{ref, i} is not used.
_It is not necessary to perform the operation of multiplying _{ref, i} by the coefficient Np · _aNp · Δt (i = 1,2,3... Np) Np times. Therefore, since the configurations of the future speed target value calculation means 10 and the deceleration rate change amount calculation means 11 are simplified, they can be realized with a small control device.

Next, the current speed V ₀ and the current target speed V _{ref, 0}
Does not necessarily agree with, even if brake operation using the deceleration rate target value beta ₁ represented by the calculated (14) from Shosa pattern P, it may not be possible to stop the train 1 to the target stop position . Therefore, in the low speed region of the train 1, and it calculates the current deceleration rate target value based on the speed V ₀ and the remaining distance. That is, when the current speed V ₀ which the train 1 is equal to or less than a predetermined rate, determine the deceleration rate target value beta _{1 1} based on the remaining distance to the target stop position in which the current to have a velocity V ₀ and margins.

That is, the future speed target value calculating means 10
Is (1) when the current speed V ₀ of the train is equal to or higher than a certain speed.
4) The deceleration rate target value β ₁ is obtained based on the equation, and the current speed V ₀ is obtained.
Is equal to or lower than the predetermined speed, the deceleration rate target value β is determined based on the current speed V ₀ and the remaining distance to the stop target position with a margin.
_Ask for ₁₁ .

For example, if the speed of the train 1 is 45 [k
m / h] or more, the target deceleration rate β
₁ is calculated, but if it is 45 [km / h] or less, the following (1)
7) determining the deceleration rate target value beta ₁₁ in formula.

[0071]

(Equation 7)

L ₀ : current remaining distance [m] l _R : margin to stop [m]

Since the stop margin distance l _R outputs a brake command for stopping the vehicle before the stop point indicated by the check pattern, the train 1 can be safely stopped under any line conditions. Can be.

For example, in the case where the gradient changes abruptly before the train 1 stops even in the low speed range, if the deceleration rate target value remains constant at β ₁ , Although the vehicle may overrun, the vehicle can be stopped just before the target stop position by adopting β11 as the deceleration rate target value in the low speed range. Further, when the speed of the train 1 becomes equal to or less than the relaxation brake start timing (for example, 8 [km]), the train is stopped by the relaxation brake, so that the train can be stopped with good riding comfort.

[0075]

As described above, according to the present invention, the moving body itself generates a speed limit corresponding to the braking characteristics, and automatically performs the brake operation while checking the speed. Density is improved, and trains can be stopped safely and comfortably.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a case where a moving object automatic control apparatus according to an embodiment of the present invention is mounted on a train.

FIG. 2 is an explanatory diagram of a check pattern calculated by a check pattern calculating means in the automatic moving object control apparatus according to the embodiment of the present invention.

FIG. 3 is an explanatory diagram of a future speed target value calculated by a future speed target value calculation unit in the automatic moving object control apparatus according to the embodiment of the present invention.

FIG. 4 is a block diagram of a future speed target value calculating means and a deceleration rate change amount calculating means in the automatic moving object control apparatus according to the embodiment of the present invention.

FIG. 5 is an explanatory diagram of a notch conversion characteristic of a notch conversion unit in the mobile object automatic control device according to the embodiment of the present invention.

FIG. 6 is an explanatory diagram of a notch switching characteristic in the mobile object automatic control device according to the embodiment of the present invention. FIG. 6 (a) is a characteristic diagram in a case where no dead zone is provided.
(B) is a characteristic diagram when a dead zone is provided.

FIG. 7 is an explanatory diagram of a notch conversion characteristic in a case where a dead zone is provided in a notch conversion unit in the automatic moving object control apparatus according to the embodiment of the present invention.

FIG. 8 is a characteristic diagram showing a deceleration stop characteristic of a train in the automatic moving object control apparatus according to the embodiment of the present invention.

FIG. 9 is a block diagram of another example of a future speed target value calculating means and a deceleration rate change amount calculating means in the automatic moving object control apparatus according to the embodiment of the present invention.

FIG. 10 is a characteristic diagram of a train speed when the train is stopped at a speed limit by the conventional mobile object automatic control device.

[Explanation of symbols]

 REFERENCE SIGNS LIST 1 train 2 automatic mobile unit control device 3 ground device 4 vehicle child 5 ground child 6 speed detector 7 brake control device 8 brake 9 check pattern calculation means 10 future speed target value calculation means 11 deceleration change amount calculation means 12 deceleration rate Command means 13 Notch conversion means 14 Integrating means 15 Computing means 16 Proportional means 17 Differentiating means 18 Addition means

 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 5H115 PA01 PA08 PC02 PG01 PI01 PI29 PU01 QE10 QE12 QI22 QN06 QN22 QN23 QN24 QN26 RB02 SE03 SE10 SF13 SL01 SL06 TB01 TD01 5H161 AA01 BB03 BB06 CC03 CC07 EE05 EE04 FF07

Claims (6)

[Claims] 1. An inspection pattern calculation means for calculating an inspection pattern indicating a target speed limit value for a distance for stopping a moving body at a stop target position, and a stop target position from a current position of the moving body based on the inspection pattern. A future speed target value calculating means for calculating a future speed target value of the moving object with respect to a time between predetermined distances in the direction, and a predicted speed of the moving object during the predetermined period and the future speed target value calculating means. A deceleration rate change amount calculating means for calculating an optimum deceleration rate change amount based on a future speed target value; and a deceleration rate command value based on the deceleration rate change amount calculated by the deceleration rate change amount calculation means. A moving body comprising: a deceleration rate commanding means; and a notch conversion means for selecting a brake notch most suitable for the deceleration rate commanded by the deceleration rate commanding means. Motion control device. 2. The deceleration rate change amount calculating means calculates a deceleration rate change value for one operation or a series of deceleration rate change values to be used over a predetermined control cycle. The mobile object automatic control device according to claim 1, wherein: 3. The notch conversion device according to claim 1, wherein the notch conversion means has different notch switching characteristics between when the deceleration rate command value increases and when the deceleration rate decreases. Mobile object automatic control device. 4. The future speed target value calculating means specifies a current position of the moving object on the check pattern, and determines a predetermined position based on a plurality of speed limit target values from the current position toward the stop target position. 2. The automatic moving body control device according to claim 1, wherein a future speed target value is calculated during the period. 5. The future speed target value calculation means specifies a current position of a moving object on the check pattern, extracts a speed limit target value at the current position, and calculates a target deceleration rate value from the characteristics of the check pattern. 2. The automatic moving body control apparatus according to claim 1, wherein a future speed target value in a predetermined period from the current position of the moving body toward the target stop position is calculated based on these. . 6. The future speed target value calculating means calculates a deceleration rate target value based on the current speed and a remaining distance to a stop target position with a margin when the current speed is equal to or lower than a predetermined speed. The moving object automatic control device according to claim 5, wherein