JP2000333302A - Drive-controlling device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To drastically reduce operation time and to improve driving comfort by generating the common maximum brake signal in the case of a vehicle speed corresponding to a specific vehicle speed pattern and generating a brake signal or a brake release signal with middle strength in the case of a specific value or less. SOLUTION: A vehicle speed pattern is stored in a control device 18 on a vehicle. A pick-up coil fetches an ATC signal, information on a blocking section, vehicle speed pattern information, or the like from the outside of the vehicle. In this case, a first vehicle speed pattern reflects the ATC signal at a termination at the blocking section of a final stage with a plurality of adjacent blocking sections as targets and reflects the ATC signal of each blocking section higher as a whole without being restricted by each blocking section in the blocking sections before the final stage. Also, in a second vehicle speed pattern, the ATC signal is reflected at the termination among the blocking sections for each blocking section. When the vehicle speed corresponds to either of the first and second vehicle speed patterns, a hard braking control signal is generated. On the other hand, when a speed difference is equal to or less than a specific value, a brake signal or a brake release signal that is smaller than the hard braking signal is generated.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle traveling control device for a railway vehicle (hereinafter referred to as "vehicle"). It is intended to shorten the driving time or to improve the riding comfort at the same time as the driving time.

[0002]

2. Description of the Related Art Generally, a traveling control device (23) for a vehicle includes:
Referring to FIG. 1, the hardware configuration is the
6), a receiver (17), and an on-board controller (18). The travel control device (2
3) The transmission means (15) provided along the track, the ATC signal of the closed section,
Information on the closed section such as the section length of the closed section is fetched, and the on-board controller (18) grasps this via the receiver (17) and calculates a brake control signal for performing a predetermined deceleration process. Output. Transmission means (15)
May be a transponder type ground wire (15 °). Therefore, the vehicle is controlled by the brake control signal,
It will be decelerated below the C signal. However, aside from the driving control by the driver's manual operation, the conventional vehicle driving control device (23) has the problems that (a) the driving time cannot be shortened and (b) the riding comfort is not necessarily good. It had the following. When the vehicle exceeds the ATC signal which is the vehicle speed allowed in the closed section, the current vehicle travel control device (23) automatically activates the service maximum brake (hereinafter referred to as "sudden brake"). When the vehicle speed falls below the ATC signal, the driver releases the brake and coasts as it is. At the stop, the driver checks the vehicle speed sufficiently while checking the speed. Then, the vehicle is manually stopped at a predetermined position. This situation will be described based on the brake characteristics shown in FIGS. The closed section near the stop station is assumed to be 1 to 5, and a stop signal (6) is provided at the beginning of the closed section 5, and the leading end of the vehicle (19) is stopped before the stop signal (6).
Here, suppose that the permissible speed of each block section is 210 km / h in block section 1, 160 km / h in block section 2, 70 km / h in block section 3, and 30 km / h in block section 4.
The length of the closed section is shortened as the section length approaches the stop station. Here, the ATC signal is 21 in section 1
0 signal, 160 signals in section 2, 70 signals in section 3,
It is assumed that an absolute stop signal is indicated by a stop signal (6) in section 4 and a stop signal (6) in section 5, and the leading end of the vehicle (19) is stopped before the stop signal (6). By the way, the vehicle (19)
It enters at 0 km / h, but its ATC signal is 210 km
/ H, the travel control device (23) of the vehicle does not operate in this case. Subsequently, when the vehicle enters the section 2, since the ATC signal is 160 km / h, the traveling control device (23) of the vehicle is automatically operated, the sudden braking is applied, and the point (7) is applied.
The vehicle is decelerated, and then the ATC signal is 160 km / h
Will be less than. Then, at the point (8), the sudden braking is released, the vehicle continues coasting (hereinafter, constant speed traveling is permitted), and enters the closed section 3. In this section 3, since the ATC signal is 70 km / h, the vehicle speed again exceeds the ATC signal, and the travel control device (23) of the vehicle is activated, and from the point (9), sudden braking is automatically applied again. Slow down. Then, at the point (10), the sudden braking is released again, and the vehicle continues coasting and enters the closed section 4. Similarly, in this section 4, the ATC signal is 30 km / h,
The vehicle has exceeded its ATC signal, and the vehicle's travel control device (23) is activated to automatically apply sudden braking and decelerate at point (11). And the ATC signal 3
At a point (12) below 0 km / h, the sudden braking is released, and the vehicle continues coasting. From here on, since the vehicle is at low speed and near the stop point, the driver manually performs the stop operation while confirming the operation from the point (13).
The front end of the vehicle (19) is stopped before the stop signal (6) at the point (14), that is, at the beginning of the closed section 5.

Next, problems of the vehicle running control device (23) will be described. By the way, the length of the closed section is determined by the minimum section length in view of the distance required for deceleration of the vehicle, etc., but may not always be a fixed distance due to the geographical conditions of the track, gradient, train density, etc. The fact is that it is mixed. In addition, as brake technology advances and develops, the blockage section is not immediately shortened in accordance with its development. Therefore, when the length of the closed section is longer than the required brake distance, there is still a considerable margin distance from the deceleration to a predetermined speed to the end of the closed section, and it is necessary to drive at a low speed during this time. As a result, the average vehicle speed is reduced, and the driving time cannot be reduced.

This will be described more specifically with reference to FIG. When the vehicle enters an occluded section having an ATC signal lower than the vehicle speed, the travel control device (23) of the vehicle is immediately activated, as shown in a point (7), decelerated by applying a sudden brake, and 8) Thereafter, the vehicle coasts at a speed lower than the ATC signal. However, the vehicle speed below the ATC signal only needs to be achieved at the end of the closed section. For example, in the closed section 2, the vehicle speed only needs to be 160 km / h or less at the end. If the signal falls below the ATC signal in the vicinity,
Thereafter, the vehicle travels at a low speed to the end, resulting in a decrease in the average speed in that section. It is clear that this cannot reduce the operating hours.

Therefore, in order to improve this problem, it has been considered to increase the average vehicle speed and control the vehicle speed to be equal to or lower than the ATC signal at the end of the closed section. For that purpose, a distance required to reduce the vehicle speed to an ATC signal allowed in the closed section is calculated, and a predetermined brake control operation may be performed from the end of the closed section by the required distance from the front. . The specific technology for that is
Japanese Patent Publication No. 6-104451 (JP-A-1-29890)
No. 6).

The technique will be briefly described below with reference to FIG.
When the vehicle (19) enters each closed section, at the beginning of the closed section, the vehicle (16) of the travel control device (23) of the vehicle transmits the vehicle from the ground transmission device (15; 15 °). Information on the block section such as the length of the block section and the ATC signal is received, and the information is received via the receiver (17).
It is input to the on-vehicle control device (18). On-board control device (1
8) is based on the vehicle speed and its deceleration characteristics, the distance (“AT
C brake distance), and outputs a brake control signal for executing a predetermined brake operation at a position before the ATC brake distance from the end of the closed section.

[0009] Specifically, in FIG. 9, in the closed section 2, if the brake operation is started from the end point (8 °) by the ATC brake distance, that is, from the point (7 °), At the end point (8 °), the speed is reduced to the ATC signal. Similarly, if the deceleration is started from the point (9 °) in the closed section 3, the deceleration is started from the point (11 °) in the closed section 4 if the deceleration is started from the point (9 °). Thus, the speed is decelerated below the ATC signal. From here on, as in the case of FIG. 8, since the speed is low and the vehicle is near the stop point, the driver manually performs the stop operation while confirming the operation from the point (13). (14) That is, the front end of the vehicle (19) is stopped before the stop signal (6) at the start end of the closed section 5. In this way, the average speed of the vehicle can be maintained at a high level in each closed section, which greatly contributes to shortening of the driving time.

[0008]

In the improved traveling control device (23) for a conventional vehicle, although the driving time can be reduced, the deceleration can be reduced by using a sudden brake. The change was large, and the sudden release of brakes changed the deceleration discontinuously, which made passengers uncomfortable. That is, the poor ride quality in the traveling direction of the vehicle has not been solved. Therefore, a first problem to be solved by the present invention is to reduce driving time and improve ride comfort. A second problem is to realize the first problem without significantly changing the current equipment (for example, the length of a closed section).

An object of the present invention is to provide a traveling control device for a vehicle which not only shortens the driving time but also improves the riding comfort, and provides the device. By the way, in order to improve the riding comfort, the deceleration should be performed gently and it should be performed so as not to be discontinuous. It is conceivable that not only sudden braking and coasting but also intermediate-strength braking is used. The brakes of the vehicle are prepared, for example, from a sudden brake (B7) to B1 in order of decreasing braking effect, and generally correspond to a brake notch.

Therefore, here, the use of a plurality of brake stages will be considered. In order to finely control the brake, not only the ATC signal value of each stepped closed section performed at the boundary of the closed section but also an intermediate value that smoothly connects the sections is used as the set value of the vehicle speed. This is more convenient for fine control of the vehicle speed.
For this purpose, a vehicle speed pattern obtained by patterning the vehicle speed set value is used, and deceleration is performed along this pattern. What kind of vehicle speed pattern is better,
Also consider how to combine the use of multiple stages of brakes. This pattern may be selected or generated on the vehicle, but it goes without saying that data outside the vehicle may be captured on the vehicle.

[0011]

The present invention uses a specific vehicle speed pattern to enable fine speed control using an intermediate value of the ATC signal, and that the vehicle speed corresponds to the vehicle speed pattern. When the speed reaches the value, the sudden brake (B7) is actuated, and the speed difference
For example, when the speed becomes 5 km / h, a brake having an intermediate strength is used instead of the sudden release of the sudden brake (B7), and a brake control signal of a plurality of stages is used in each stage according to the speed difference. is there. The first type of vehicle speed pattern targets a plurality of closed sections adjacent to each other, and in the last closed section, reflects the ATC signal at the end, and before that, without being bound to the individual closed sections. In general, the ATC signal in each closed section is reflected at a relatively high level. When the vehicle speed reaches a value corresponding to the vehicle speed pattern, a sudden brake control signal (B7) is generated, and the speed difference is reduced to a predetermined value. When the value is equal to or less than the predetermined value, a predetermined brake control signal or a brake release signal that is smaller than a sudden brake is generated according to the predetermined value. The second type of vehicle speed pattern reflects the ATC signal at the end of each closed section for each closed section,
A sudden brake control signal (B7) is generated when the vehicle speed reaches a value corresponding to the vehicle speed pattern, and when the speed difference is equal to or less than a predetermined value, a predetermined brake control signal smaller than the sudden brake in accordance with the predetermined value; Alternatively, a brake release signal is generated. Thus, the speed difference between the vehicle speed and the corresponding value of the vehicle speed pattern is set using a plurality of types, and uses a predetermined brake control signal having an intermediate strength smaller than a plurality of types of correspondingly set rapid braking. is there. Here, the plural types are three or more types (for example, akm / h,
bkm / h, ckm / h, etc.)
Corresponding brake control signals also have three or more types (B6, B3,
B1 etc.) The predetermined brake control signal which can be used is usually associated with a predetermined brake notch and is related to regenerative braking. Further, the vehicle speed pattern may be generated on the vehicle or taken from outside the vehicle. Communication with the outside of the car
6) and the receiver (17) do this, and the length of the closed section, information on the closed section such as the ATC signal, or information on the vehicle speed from the transmission means (15: including the ground plane 15 °) provided along the track. The information of the pattern is received and taken into the vehicle.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention relates to a traveling control device for a vehicle having an on-vehicle child (16), a receiver (17), and an on-vehicle control device (18). 18) has a vehicle speed pattern. In addition, car upper child (16)
Communicates with the terrestrial transmission means (15) to take in the ATC signal, information on the closed section such as the closed section length, or information on the vehicle speed pattern from outside the vehicle. The transmission means (15) may be a transponder type ground wire (15 °). In the vehicle travel control device of the present invention,
The simulation was performed in consideration of the required driving time from the stop point to the stop point and the change in deceleration.
The location is Hakata Station, and the stop starts at point 1055.076.
km, the vehicle speed is 300 km / h, and the stop is at a point 1069.500 km. The vehicle is a 500 series Shinkansen train (16-car train, train length 400 m, all-electric vehicle). Although it is a simulation, it has been confirmed that it matches well with the actual running of the vehicle. The brake deceleration was used by linearly complementing the brake design data and used in accordance with the brake notch. Brake delay time is 1s
It is assumed that deceleration can be obtained 1 s after the command, and the deceleration due to running resistance is calculated assuming that all vehicle weights are concentrated at the head. And the vehicle speed is 30km / h
When the following conditions are satisfied, the control is not performed, and the running is close to the current manual driving. In setting the vehicle speed pattern, a predetermined safety coefficient (for example, 0.85) is considered, and the reception delay of the ATC signal is calculated as 1 s.
Therefore, the shape of the vehicle speed pattern will be considered first. As shown in FIGS. 2 and 3, the first and second embodiments of the present invention using the first type of vehicle speed pattern target a plurality of open / close sections adjacent to each other, and close the last stage. In the section, the ATC signal is reflected near the end,
Before that, the ATC signal of each closed section is not substantially restricted to the individual closed sections, but rather reflects the ATC signal of each closed section at a relatively high level.
In the first embodiment shown in FIG. 2, the driving time is 251.7 s, and the use of the brake is started when the vehicle speed reaches the corresponding value of the vehicle speed pattern. ) Is generated, and when the speed difference becomes 5 km / h or less, a brake release signal is generated. When the vehicle hits the corresponding value of the vehicle speed pattern again, a sudden brake control signal (B
7) is generated. The second embodiment will be described later. In the third, fourth, and fifth embodiments of the present invention, the second type of vehicle speed pattern is used, and similarly, the use of the brakes is different. As shown in FIGS. 4, 5, and 6, the second type of vehicle speed pattern reflects an ATC signal near the end of each closed section for each closed section. The operation time is 275.8 s in the third embodiment shown in FIG. 4, which is naturally improved.
The use of the brake generates a sudden brake control signal (B7) when the vehicle speed reaches the corresponding value of the vehicle speed pattern, and generates a brake release signal when the speed difference becomes 5 km / h or less. , A sharp brake control signal (B7) is generated. The fourth and fifth embodiments will be described later.

The speed difference between the vehicle speed and the corresponding value of the vehicle speed pattern can be set in a plurality of types by using either type of vehicle speed pattern, and the brake release is smaller than the correspondingly set sharp braking. A predetermined brake control signal including a signal is used. Here, the speed difference between the vehicle speed and the corresponding value of the vehicle speed pattern can be set in three or more types. The speed difference between the plural types is, for example, 10 km / h, 8 km / h, 6 km / h, 5
km / h, 4 km / h, 3 km / h, etc., and three or more corresponding brake control signals B6, B5, B4, B
3, B1, etc. Also, the use of these brakes
It can also be associated with regenerative braking, and the predetermined brake control signal may of course be one associated with a predetermined brake notch. The vehicle speed pattern may be generated on the vehicle or may be taken from outside the vehicle. A vehicle (16) and a receiver (17) are mounted on the vehicle, and transmission means (15; including a ground child 15 mm) provided along the track.
, The length of the closed section, information on the closed section such as the ATC signal, information on the vehicle speed pattern, and the like can be received.

FIG. 7 shows the braking characteristics of a vehicle based on the current ATC, which is almost the same as that of the conventional example shown in FIG. 8, but is an example of a case applied to a stop at Hakata station. 7 is used as a reference for comparison. When the vehicle speed exceeds the ATC signal in each closed section, a sudden brake (B7) is used, and the speed difference is 5
When the speed falls below km / h, the brake is released and the vehicle coasts. If the speed difference exceeds the speed difference again, the sudden brake (B7) is used again. The minute is 328.5 s. The driving time is long and the ride is of course not good.

Hereinafter, an embodiment of the present invention will be described in detail with reference to FIG. The first and second embodiments of the present invention relate to a brake characteristic using a first type of vehicle speed pattern as shown in FIGS. 2 and 3, where the vehicle speed pattern corresponds to each closed section. Regardless, the plurality of closed sections adjacent to each other are considered as if they are one closed section as a whole, and the ATC signal is satisfied at the end of the final closed section. The signal is set to maintain its value higher.
In this way, in the intermediate portion, the vehicle speed is maintained higher as a whole, and the average speed can be increased. In addition, since the vehicle speed pattern is used, fine speed control is possible, and fine braking control of intermediate strength is possible according to the speed difference, so that riding comfort is improved. Here, FIG. 3, which is the second embodiment,
It is based on the first embodiment shown in FIG. 2, but uses a different brake, and when the vehicle speed hits the corresponding value of the vehicle speed pattern, the sudden braking (B
7) is applied, and when the speed difference becomes 5 km / h, the brake (B5) of the intermediate strength is changed, and when the vehicle speed again reaches the corresponding value of the vehicle speed pattern, the sudden brake (B7) is applied. is there. The driving time has been slightly longer,
The change in deceleration is small, and the riding comfort is improved.

The third, fourth, and fifth embodiments of the present invention shown in FIGS. 4, 5, and 6 use a second type of vehicle speed pattern. This type of vehicle speed pattern is set so as to reflect each ATC signal at the end of each closed section. Compared to the one in FIG. 9, at each end of each closed section, the vehicle speed satisfies its ATC signal, but is completely different in that the vehicle speed pattern is used to control the vehicle speed. The difference is that using this vehicle speed pattern makes it possible to control the speed more finely, and furthermore, the brake strength is finely controlled according to the speed difference, so that the riding comfort is improved.

Here, in the third embodiment shown in FIG. 4, when the vehicle speed reaches a corresponding value of the vehicle speed pattern, the sudden brake (B7) is activated, and when the speed difference becomes 5 km / h, the brake is activated. Is released, and when the vehicle speed reaches the vehicle speed again, the sudden brake (B7) is operated. The driving time is 275.8 s, and the riding comfort is improved by using the vehicle speed pattern. The fourth embodiment shown in FIG. 5 is based on the third embodiment shown in FIG. 4. However, when the vehicle speed hits a corresponding value of the vehicle speed pattern, a sudden brake ( When the speed difference is 5 km / h or less, the brake (B1) is used. The driving time was slightly longer at 282.5s,
The magnitude of the deceleration change is reduced, which is effective in improving the ride comfort. The fifth embodiment shown in FIG. 6 is based on the third embodiment shown in FIG. 4, and when the vehicle speed hits a corresponding value of the vehicle speed pattern, a sudden brake ( B7) and the difference is 3
When the difference is 5 km / h, the brake (B6) is changed to the brake (B3) when the difference is 5 km / h, and when the difference is 6 km / h, the brake (B3) is changed. ) Is changed to the brake (B1). Further, when the speed difference becomes 10 km / h or more, the brake is released, and when the difference becomes 8 km / h, the brake (B1) is operated. When the difference becomes 4 km / h, the brake (B1) is braked (B3). ) And the difference is 2km /
This is a simulation result when the brake (B3) is changed to the brake (B6) when h is reached, and when the difference is 5 km / h, the brake (B6) is changed to the brake (B3). Although the driving time was slightly longer at 280.9 s, a sharp change was avoided in the deceleration change, and the ride comfort has been improved accordingly.

[0018]

The first and second embodiments are shown in FIG.
3 to 3 and the third to fifth embodiments, as seen from FIGS. 4 to 6, as described above, the driving time is significantly larger than the current ATC traveling control device of FIG. And the riding comfort has been improved. Further, the third to fifth embodiments aim to shorten the time and minutes by minimizing the capital investment of the current ATC. Also in the first and second embodiments, the closed section information such as the ATC signal and the closed section length may be simply rearranged and used as necessary. Even when this information is received from outside the vehicle, ,
Even if it is generated inside the car, the current technology can sufficiently cope with it. It goes without saying that the vehicle speed pattern may be generated inside the vehicle or taken in from outside the vehicle.

[Brief description of the drawings]

FIG. 1 is a hardware configuration of a traveling control device of a vehicle.

FIG. 2 shows a braking characteristic of the first embodiment of the present invention, which uses a first type of vehicle speed pattern in which a plurality of closed sections adjacent to each other are grouped together.

FIG. 3 is a graph showing braking characteristics of the second embodiment of the present invention using a first type vehicle speed pattern in which a plurality of adjacent closed sections are grouped together. A control signal is used.

FIG. 4 is a graph showing braking characteristics of the third embodiment of the present invention, in which a second type of vehicle speed pattern is used and each ATC signal is reflected at the end of each closed section.

FIG. 5 is a graph showing braking characteristics of the fourth embodiment of the present invention, in which a second type of vehicle speed pattern is used, each ATC signal is reflected at the end of each closed section, and a speed difference is obtained. And a brake control signal having an intermediate strength is used.

FIG. 6 is a graph showing braking characteristics of the fifth embodiment of the present invention, in which a second type of vehicle speed pattern is used, and the respective ATC signals are reflected at the end of each closed section; There are three or more types, and three or more types of intermediate-strength brake control signals are used accordingly.

FIG. 7 shows brake characteristics of a conventional vehicle travel control device, which is applied to a stop at Hakata station.

FIG. 8 shows braking characteristics of a conventional traveling control device,
The vehicle speed pattern is not used.

FIG. 9 shows brake characteristics of an improved conventional traveling control device without using a vehicle speed pattern.

[Explanation of symbols]

 6 Stop signal 8.8 ｀ Coast start point of section 2 9.9 ｀ Brake start point of section 3 10.10 ｀ Coast start point of section 3 11.11 ｀ Brake start point of section 4 12.12 ｀ Section 4 Coasting start point 13 Manual operation start point 14 Stop point 15 Ground transmission device 15 ｀ Ground child 16 Vehicle upper child 17 Receiver 18 Vehicle upper control device 19 Railway vehicle 23 Vehicle traveling control device.

 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 5H115 PA01 PC02 PG01 PI29 QE10 QE11 QI04 QN03 SE03 SE04 SF07 SJ13 SL01 TB01 TD02 TO02 5H161 AA01 BB03 CC03 CC07 EE05 EE07 FF01 JJ36

Claims (8)

[Claims] 1. A vehicle child (16), a receiver (17),
A vehicle travel control device having an on-vehicle control device (18), wherein the on-vehicle control device (18) has a vehicle speed pattern, and the vehicle speed pattern targets a plurality of closed sections adjacent to each other. In the closed section of the stage, the ATC signal is reflected at the end, and before that, the ATC signal of each closed section is reflected almost higher as a whole without being restricted to the individual closed sections. When a corresponding value of the vehicle speed pattern is hit, a normal maximum brake control signal (B7) is generated, and when the speed difference is equal to or less than a predetermined value, a predetermined brake control signal smaller than the maximum brake or a brake according to the predetermined value. A traveling control device for a vehicle that generates a remission signal. 2. An upper child (16), a receiver (17),
An on-vehicle control device (18) having a vehicle speed pattern, wherein the on-vehicle control device (18) has a vehicle speed pattern for each closed section. The ATC signal reflects the ATC signal. When the vehicle speed hits the corresponding value of the vehicle speed pattern, a normal maximum brake control signal (B7) is generated. And a predetermined brake control signal or a brake release signal that is smaller than the maximum brake. 3. A speed difference between a vehicle speed and a corresponding value of the vehicle speed pattern is set to a plurality of types, and a predetermined brake control signal is generated which is smaller than a plurality of types of service maximum brakes set correspondingly. A vehicle travel control device according to any one of claims 1 and 2. 4. The speed difference between the vehicle speed and the corresponding value of the vehicle speed pattern is three or more types (eg, akm / h, bkm / h, c
km / h) and the corresponding brake control signal is also 3
4. The vehicle travel control device according to claim 3, wherein the number of types (B6, B3, B1, etc.) occurs. 5. The travel control device for a vehicle according to claim 1, wherein the predetermined brake control signal is associated with a predetermined brake notch. 6. The vehicle travel control device according to claim 1, wherein the brake control signal is related to regenerative braking. 7. The vehicle travel control device according to claim 1, wherein the vehicle speed pattern is generated on the vehicle or taken from outside the vehicle. 8. The vehicle child (16) and the receiver (17)
Transmission means provided along the track (15:
8. The travel of the vehicle according to any one of claims 1 to 7, wherein information on the length of the closed section, information on the closed section such as an ATC signal, or information on the vehicle speed pattern is received and taken into the vehicle. Control device.