JP2001061205A - Automatic train operating method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve comfort of the passengers in a train by changing power running or braking step by the amount that compensate the difference between the actual acceleration/deceleration of the train and the acceleration/deceleration calculated from the distance to a target stop point, train speed, the angle of inclination of the passengers and angular velocity. SOLUTION: This automatic operating device 1 starts monitoring the pattern of a target deceleration when the signal that indicates that a train has entered a fixed stop section is inputted from a point signal receiving device 3. The position, speed and acceleration/deceleration of the train are measured with a signal from a speed measuring device 4 and the angle of inclination of the passengers and angular velocity are measured with a signal from an angle measuring device 9. If the train speed exceeds a target deceleration, the calculation of the control acceleration/deceleration is started to obtain the difference between the actual acceleration/deceleration of the train and the control acceleration/deceleration, to change power running or braking steps and to perform the control with this new step commands Thus, the control can be performed in such a way that the angle of inclination of the passengers does not become larger so that the fall of the passengers can be prevented and the comfort of the passengers in the train can be improved.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic train driving method for automatically running a train and stopping at a fixed position.

[0002]

2. Description of the Related Art Conventionally, a method generally used for stopping a train at a fixed position is described in, for example, Japanese Patent Publication No. 63-11 / 1988.
In the zone control method shown in FIG. 4 shown in Japanese Patent Publication No. 842, the horizontal axis and the vertical axis of the figure indicate the distance S and the speed V from a certain reference point to the train. In this method, zones are divided by deceleration patterns A, B, C, and D converging on a target stop point S0. Each of these zones is divided into powering P, coasting C, and brake B, as shown in FIG. ad are speed levels. Brake zone B is further divided into zones B1, B2 and B3 according to the expected average deceleration.
A predetermined brake step is set. In addition, the deceleration patterns A, B, C, and D are obtained by calculating the speed V = √ (−7.2β · S
i) (β is the deceleration of patterns A, B, C, and D, and Si is the distance to the target stop point).

Next, the operation will be described. Train speed V
Which zone belongs to is determined according to a and the distance S. Then the powering, coasting,
A brake step is selected and a command is output. However, when the speed reaches a low speed V1 (generally about 5 km / h), the train is stopped by switching from zone control to fixed brake so that control does not cause hunting.

[0004]

In the above-described conventional automatic train driving method based on zone control, the deceleration suddenly changes to zero when the train stops because the train is stopped by the fixed brake. Further, deceleration control at a point where the speed limit changes to a lower side, that is, before a lower-order change point of the ATC signal is performed by applying a constant brake. further,
Nothing was specifically done on the curved section. For these reasons, the ride comfort of passengers was poor, and in severe cases the passengers could fall. The present invention has been made in order to solve the above-described problems, and an object of the present invention is to provide an automatic train driving device capable of preventing passengers from falling over and improving riding comfort.

[0005]

According to a first aspect of the present invention, there is provided an automatic train driving method for automatically driving a train in accordance with a target speed determined by an ATC, and receiving a point signal for entering a fixed-point stop section while the train is running automatically. Then, in the automatic train operation method in which the deceleration control is started to stop the train at the target stop point, when the train enters the fixed point stop section, the distance from the train to the target stop point, the train speed, and the traveling direction of the passenger Calculate the acceleration / deceleration to be applied to the train from the falling angle and the angular velocity of the train, compare the calculated acceleration / deceleration with the actual acceleration / deceleration of the train, and change the powering or brake step by an amount to compensate for the difference. Is what you do.

According to a second aspect of the present invention, there is provided an automatic train driving method according to the first aspect, wherein the first arithmetic expression for calculating the acceleration / deceleration to be applied to the train is compared with the first arithmetic expression. The distance to the stop point and the effect of the train speed are large, the falling angle in the traveling direction of the passenger and the second arithmetic expression having a small effect of the angular speed are prepared in advance, and there is room for operation time. In some cases, the first arithmetic expression is used, and when there is not enough time for driving, the acceleration / deceleration to be applied to the train is calculated using the second arithmetic expression.

According to a third aspect of the present invention, there is provided an automatic train operating method according to the first or second aspect, wherein the distance from the train to the ATC signal lower-order change point and the target after the change before the ATC signal lower-order change point. The acceleration / deceleration applied to the train is calculated from the speed, the speed of the train, the falling angle of the passenger in the traveling direction, and the angular speed, and the train is decelerated in advance.

According to a fourth aspect of the present invention, there is provided an automatic train driving method according to any one of the first to third aspects, wherein the distance from the train to the target stop point, the train speed, and the falling angle of the passenger in the traveling direction are set. The acceleration / deceleration to be applied to the train is calculated from the angular velocity, the angular velocity, the falling angle in the direction orthogonal to the traveling direction, and the angular velocity.

[0009]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiment 1 Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a configuration diagram of an automatic train driving device according to Embodiment 1 of the present invention.
In FIG. 1, reference numeral 1 denotes an automatic driving device that performs fixed-point stop control,
2 is an input signal source such as a target speed and automatic driving start conditions, 3 is a point signal receiving device which receives a fixed point stop control start signal and the like and inputs it to the automatic driving device 1, 4 is a position, speed, acceleration / deceleration detection. A speed detecting device such as a speed generator, 9 is an angle detecting device for detecting the angle of inclination of the passenger with respect to the train and its angular speed, 5 is an input signal conversion circuit for converting an input signal into a signal matching the arithmetic unit, and 6 is a microcontroller. An arithmetic unit configured by a computer, which can perform control arithmetic according to a program. Reference numeral 7 denotes an output signal conversion circuit for converting an output signal from the arithmetic unit 6 into a signal that matches a powering and brake control device 8 described below. It is a brake control device.

Next, the operation will be described. First, the operation of each unit will be described. When a signal indicating that the vehicle has entered a preset fixed point stop section ahead of the target stop point from the point signal receiving device 3 is input to the automatic driving device, the target deceleration β0 Start monitoring patterns. Speed detector 4
The position, speed and acceleration / deceleration of the train can be detected from the signal from. A signal from the angle detecting device 9 can detect the falling angle and angular velocity of the passenger with respect to the train. FIG. 2 shows an example of angle detection. Reference numeral 12 denotes a camera such as a digital video camera that captures the state of the passenger, and is provided in the angle detection device 9 in FIG. The passenger 11 is photographed by the camera 12, and an angle detection result 13 is obtained by image processing by the angle detection device 9. As a result, the falling angle θi in the traveling direction of the passenger with respect to the train 10 and the falling angle φi in the direction orthogonal to the traveling direction are obtained by the following equations. θi = tan ^-1 (a / c) (1) φi = tan ^-1 (b / c) (2)

Even without the angle detecting device 9, it is also possible to dynamically estimate the falling angle and angular speed of the passenger with respect to the train based on the speed and acceleration / deceleration signals from the speed detecting device 4, the shape of the track and the inclination of the train. It is possible. In FIG. 3, the horizontal axis S is the distance from a certain reference point to the train, the vertical axis V is the speed, and the train speed is indicated by a solid line. Vi and Pi indicate a train speed and a train position at a certain point A. Target stop point is P
0, and the distance from Pi to the remaining running distance Si. The curve of the target deceleration β0 toward P0 is shown in the figure together with the dashed line. β0 is set in advance according to the route.

Here, the acceleration / deceleration used to actually accelerate / decelerate the train is defined as a control acceleration / deceleration βC. When the train exceeds the curve of the target deceleration β0, calculation of the control acceleration / deceleration βC is started in order to comfortably stop the train at the target stop point. This control acceleration / deceleration βC is determined by βPO
And (3) are defined by equation (3). βC = βPO + βTH (3) βPO = KSi · Si + KVi · Vi (4) βTH = Kθi · θi + Kωi · ωi (5) where θi and ωi are passengers to the train at a certain point A , KSi and KVi are parameters adjusted to obtain βPO, and Kθi and Kωi are parameters adjusted to obtain βTH.

As shown in equation (4), βPO is Si and Vi
Therefore, by appropriate adjustment of the parameters KSi and KVi, it can be determined that the absolute value of the remaining running distance should be as small as possible. On the contrary,
Since βTH is a function of θi and ωi as shown in the equation (5), it is determined that the passengers should be kept as perpendicular to the floor of the train as possible by appropriately adjusting the parameters Kθi and Kωi. be able to.

The control acceleration / deceleration βC is determined by the sum of βPO and βTH, as shown in equation (3). Therefore, | βPO
Is larger than | βTH |, control for minimizing the absolute value of the remaining running distance becomes dominant over control for keeping passengers as perpendicular to the train as possible, and conversely, | βTH |
When it is larger than PO |, control for keeping the passengers as perpendicular to the train as possible becomes superior to control for minimizing the absolute value of the remaining running distance as much as possible.

Therefore, two arithmetic expressions having different effects of Si, Vi, θi and ωi, ie, KSi, KVi, Kθi, K
The first and second arithmetic expressions having different ωi are prepared, and βC is calculated by selectively using them depending on whether or not there is a margin for the operation time. That is, when there is enough time for driving, if the absolute values of KSi and KVi are reduced and the absolute values of Kθi and Kωi are set large, it is possible to drive more comfortably. Also, if there is not enough time for driving, if the absolute values of Kθi and Kωi are reduced and the absolute values of KSi and KVi are set to be large, the remaining running distance can be reduced and higher deceleration operation is possible. It is.

In order to obtain the control acceleration / deceleration βC, the powering and braking of the train are controlled as follows. The difference Δβ between the actual acceleration / deceleration βR of the train at the point A and the control acceleration / deceleration βC is determined, and the powering or braking step command Ni at the point A is increased by the amount of the powering or the step corresponding to the increase or decrease of the deceleration of Δβ. The brake step is changed to a new step command Nin, and control is performed according to the new step command Nin. Here, assuming that the amount of change in deceleration at the time of one step change is ΔT, the following equation is obtained. Δβ = βC−βR Nin = Ni + Δβ / ΔT (6)

Here, one embodiment is shown. For example, K
-0.001 for Si, -0.075 for KVi, -14.286 for Kθi, -Kωi for-
When set to 500, Si at point A is 100m and Vi is 40km /
Assuming that h and θi are -0.035rad and ωi are -0.002rad / s, βPO at point A is -3.1km / h / s and βTH is 1.5km / h /
s, the control acceleration / deceleration βC is found to be -1.6 km / h / s. For example, deceleration -3.5km / h /
s is obtained and βR is -0.6k when using the brake control device where each brake step is divided equally.
If m / h / s, Δβ is -1.0 km / h / s, so a notch that strengthens the brake by two steps is selected.

Embodiment 2 FIG. In this embodiment, the AT
Control is performed based on the speed at the C signal lower change point.
The description of the same parts as in the first embodiment is omitted.
The travel distance Sai of the train from the previous station is calculated in advance by the calculation unit 6.
When the travel distance Sa0 is reached, the travel distance Sa1 from the station previously set in the calculation unit 6 to the ATC signal lower change point, the target speed Vp at the ATC signal lower change point, and the speed detector 4 ΒP
O is defined by the following equation. βC and βTH are the same as in the first embodiment. βPO = KSi · (Sa1−Sai) + KVi · (Vi−Vp) (7) In this way, the train is decelerated before the ATC signal lower change point.

Embodiment 3 In this embodiment, in addition to the first embodiment, in the direction orthogonal to the traveling direction of the train,
Also consider the fall of passengers. The description of the same parts as in the first embodiment is omitted. As the control acceleration / deceleration βC, parameters Kφi and Kψi that are adjusted to obtain the fall angle φi in the direction orthogonal to the traveling direction of the passenger with respect to the vehicle and the angular velocities ψi and βC are used instead of the equation (3) in the first embodiment. Is defined by the following equation. βC = βPO + βTH + βTI (8) βTI = Kφi · φi + Kψi · ψi (9) Since βTI is a function of φi and ψi, the parameter Kφi
With appropriate adjustment of K と i and Kψi, the goal can be to keep the passengers as perpendicular to the train floor as possible, even when the track is curved.

[0020]

As described above, according to the automatic train driving method according to the first aspect, when the train enters the fixed point stop section, the train is added to the train by using the falling angle of the traveling direction and the angular velocity thereof. Since the acceleration / deceleration is calculated, the acceleration / deceleration can be controlled so that the passenger's falling angle does not increase,
It is possible to prevent the passenger from falling and to improve the riding comfort.

According to the automatic train driving method according to the second aspect, two arithmetic expressions for the acceleration / deceleration to be added to the train are prepared and used depending on whether or not there is a margin for the operation time. In some cases, delay can be prevented, and when there is enough time, control with more comfortable ride can be performed.

According to the automatic train driving method according to the third aspect, the acceleration / deceleration is calculated using the angle of inclination of the passenger in the traveling direction and the angular velocity thereof before the lower change point of the ATC signal, and the train is adjusted in advance. Therefore, the riding comfort at the ATC signal lower change point is improved. According to the automatic train driving method according to claim 4, since the acceleration / deceleration is calculated using the angle of inclination of the passenger in the direction orthogonal to the traveling direction and the angular velocity thereof, even in the curved section where the track is curved, the passengers can travel. It is possible to prevent the vehicle from overturning and improve the riding comfort.

[Brief description of the drawings]

FIG. 1 is a configuration diagram of an apparatus for illustrating an automatic train driving method according to Embodiment 1 of the present invention.

FIG. 2 is an explanatory diagram showing an example of detection of a passenger falling angle according to Embodiment 1 of the present invention.

FIG. 3 is a graph showing a relationship between a train distance and a speed according to Embodiment 1 of the present invention.

FIG. 4 is an explanatory diagram of zone control in a conventional automatic train driving method.

FIG. 5 is an explanatory diagram of zones of a deceleration pattern in a conventional automatic train driving method.

[Explanation of symbols]

1 automatic driving device, 6 operation unit, 8 powering and brake control device, 9 angle detection device, 10 trains, 11 passengers, 12 cameras, 13 angle detection results.

Claims (4)

[Claims] 1. A train is automatically driven in accordance with a target speed determined by an ATC, and when a point signal for entering a fixed point stop section is received during the automatic driving of the train, deceleration control is started to bring the train to a target stop point. In the automatic train operation method to stop at, when the train enters the fixed point stop section, from the distance from the train to the target stop point, the speed of the train, the falling angle in the traveling direction of the passenger, and the angular speed thereof Calculating the acceleration / deceleration to be applied to the train, comparing the calculated acceleration / deceleration with the actual acceleration / deceleration of the train, and changing the powering or the brake step by an amount to compensate for the difference, and instructing the vehicle to execute the command. Train driving method. 2. A first arithmetic expression for calculating an acceleration / deceleration to be applied to a train, and the distance from the train to a target stop point and the effect of the train speed are greater than those of the first arithmetic expression. In advance, a second arithmetic expression in which the falling angle of the traveling direction and the angular velocity are less effective is prepared in advance, and if there is a margin in the operation time, the first arithmetic expression is used. 2. The automatic train operation method according to claim 1, wherein the acceleration / deceleration to be applied to the train is calculated using the second calculation expression when there is no train. 3. An adjustment to be added to the train based on a distance from the train to the ATC signal lower change point, a target speed after the change, a falling angle in a traveling direction of the passenger, and its angular speed just before the ATC signal lower change point. The speed is calculated and the train is decelerated in advance.
Automatic train operation method described. 4. The distance from the train to the target stop point, the speed of the train, the falling angle of the passenger in the traveling direction, the angular velocity, the falling angle in the direction perpendicular to the traveling direction, and the angular velocity,
The automatic train operation method according to any one of claims 1 to 3, wherein acceleration / deceleration applied to the train is calculated.