JP2003259502A - Vehicle traveling controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle traveling controlling which improves comfortableness in riding, having a deceleration property taking account of a human factor. <P>SOLUTION: In this vehicle traveling controller which is provided with a vehicle speed command value preparing part 00, the vehicle speed command value preparing part 00 computes and outputs an optimum brake command speed, based on a vehicle speed curved line consisting of a quadratic curves-a straight line-a quadratic curve, taking account of a human factor. <P>COPYRIGHT: (C)2003,JPO

Description

DETAILED DESCRIPTION OF THE INVENTION [0001] BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle, particularly a railway.
For travel control devices in vehicles,
The technical field of deceleration control incorporating a motor. [0002] 2. Description of the Related Art At present, railway vehicles pursue higher speeds and travel.
Shortening time, improving transportation capacity, and slowing down the commuting rush
It is also being studied in terms of sum and others. However, railway vehicles
High speed is also high speed reduction. But in an emergency,
It is necessary to stop within a certain distance from any high speed range.
Development of high-performance brakes is indispensable.
It is something that cannot be done. Also, the higher the speed, the more
When braking, passengers and crewmembers on the train are greatly reduced.
Speed is added, compromising comfort and posture required for work
And measures to deal with such situations are indispensable.
I can't. [0003] In view of such a reality, an appropriate train deceleration is required.
Research continues to pursue levels based on subject evaluation
(Eg, Hiroaki Shirato, Kohei Fujinami, Koji Komino
"Study on Appropriate Level of Train Deceleration" Report by RTRI
  Vol.8 No.12 Kenyusha Foundation December 1994
Issued on January 1). Here, an actual car test is performed, and the results are
"Relationship between deceleration and jerk and subject evaluation" and
Summarized in "Examination of appropriate levels of deceleration and jerk"
You. [0004] The evaluation of deceleration by the subject is based on brake release.
From the start point to the stop, for example, as shown in FIG.
Is divided into two sections and the evaluation scale set in advance for each section
The evaluation was carried out by filling in a form. start
The time from stop to stop is about 20 seconds. The entry is blurred
This is performed after the vehicle has been stopped by the key. The test is 130k
10 times from m / h and 29 times from 120 km / h, a total of 3
Nine trials were performed. The center of the vehicle carrying the subject
Set up an accelerometer to measure deceleration and measure jerk
Acceleration) was calculated by numerically differentiating the deceleration. [0005] During braking, the maximum deceleration is determined in the evaluation section.
1.44 to 2.16 m / sec in interval 4^Two And
Maximum jerk when stopping, release the brake just before stopping
Under the conditions, 0.91 to 4.09 m / sec^Three  It is. This
Here, under the condition to release the brake,
The jerk caused by mining has a considerable width
You. [0006] However, the result of the current car test is significant
Differences were noted and split into two groups of subjects. One is
In the group of "weaker", how to feel the power according to the evaluation scale of the received power
Yes, this group is mainly for housewives at home.
I almost got on a crowded train during rush hour
Therefore, there are many opportunities to sit in the riding position, and
Whether it is once a week or not,
You. On the other hand, on the other hand,
It is a group, mainly for office workers etc., for crowded trains
Ride almost every day, use line section is almost single like commuting route,
There are few opportunities to sit. Next, deceleration and jerk and their evaluation
Analyze the relationship. Here, one subject for each trial
The evaluation shall correspond. That is, within 5 sections of one trial
If at least one of the answers is "not acceptable"
Will cause the trial to be unacceptable for the subject.
It is assumed that the key characteristic is used. And the subject
Answer, that is, evaluation is dependent variable, effective deceleration in the second section
Value and the effective value of the jerk in the fifth section
When Stick regression is performed, the following regression equations (a) and (b) are obtained.
Obtained. Both of these formulas are used for the likelihood ratio suitability test.
The results confirm that the model is fit. [0008]   ○ Subjects who felt weaker     Evaluation = 1 / ｛1 + exp (15.1608-8.1147 x second section deceleration-0.4691 x 5th section   Jerk) 間 ・ ・ ・ ・ ・ ・ ・ ・ ・ (a)   ○ Subjects who felt stronger     Evaluation = 1 / ｛1 + exp (7.8653−3.8897 × Second section deceleration−0.9190 × Fifth section     Jerk) ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ ・ (b) Here, "Evaluation" takes a numerical value from 0 to 1, and
Is shown. The equations (a) and (b) show the deceleration and the jaw.
FIG. 4 shows the values obtained by substituting the peak values. here
Is the effective value of jerk from 0 to 3.0 m / sec^Three  Let
Are shown as examples. Smells below
The appropriate level of deceleration and jerk
I do. Normally, when stopping at a station, 1.0m / sec^Two
 A moderate deceleration brake is used. in this case
As shown in FIG. 4, if the jerk is not large,
The proportion of subjects who say “no” is so small that it does not matter.
You. Next, from a speed of 160 km / h to 600 km / h
Consider the case of an emergency brake that stops at m. This
In general, the actual deceleration is 2.0 m / sec^Two  About
If jerk is 0,
4 and equations (a) and (b), 74
%, 48% of subjects are presumed to be "unacceptable"
You. This value is calculated from the start of braking to the stop.
That you may feel "unacceptable"
It is. During this time it is almost 20 seconds, but the current brake
When considering the system and vehicle motion during braking,
It is easy to keep all of the
And not. However, such emergency braking works
Even when moving, if the jerk can be reduced, all passengers will be uncomfortable
One can say that the situation will not be as great as it feels. Therefore, the appropriate level of deceleration and jerk must be
To think about it, taking into account the passenger composition of the train, the formula (a),
Determine an appropriate value within the range of the numerical value obtained from (b)
It turns out that. During rush hours, commuting,
Since there are many office workers with many places in terms of passenger composition, the formula
The appropriate level will be examined using the values obtained in (b).
You. For example, if it is within 10%, it is reduced from the right figure in FIG.
Speed 1.0m / sec^Two, 1.2m / sec^Two  , 1.5
m / sec^Two  Jerk is 2.0m / se
c^Three  , 1.0m / sec^Three  , 0m / sec^Three Value
Can be read. But jerk is 0m / sec^Three That
Since it is impossible, the case of the remaining two combinations
Is the proper level of deceleration and jerk. [0012] Next, the invention of the present application is solved.
The challenge is to consider human factors
To achieve proper levels of deceleration and jerk
Vehicle speed command value generator that outputs the vehicle speed set value
To provide a vehicle traveling control device having a vehicle
Things. [0013] SUMMARY OF THE INVENTION According to the present invention, a passenger
Vehicle speed command considering human factors including comfort
Value creation section00A vehicle travel control device comprising:
Speed command value generator00, Clock device 01 and target stop distance calculation
Device 02, initial speed data calculation device 03, and vehicle speed command value calculation device
Contains the position 04, the adder 05, and the brake command device 06
Then, the clock device 01 measures the time and outputs a brake start command signal.
Time data t when input₀Is output and the target stopping distance
The arithmetic unit 02 stops the time data from the clock device 01 and stops.
Target stop position data x from position information storage device 20_EWhen
Train position data x from the train position detecting device 30_i(T) and
And enter the target stop distance data x_E−x_iCalculate (t)
And the initial speed data computing device 03
Time data and vehicle speed data from the vehicle speed detector 40
Enter the initial speed data corresponding to the brake start time
v₀The vehicle speed command value calculating device 04
Enter the target stop distance data and the initial speed data, and
(4) Maximum acceleration α_maxFrom equation (5)
Jark j_maxFrom the equation (6) at the start of the constant deceleration section
Time t₁From Equation 7, the end time t of the constant deceleration section_TwoCalculate
Then, based on these values, the brake
A speed command value v (t) is calculated and output.
This is a vehicle traveling control device. [0014] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Generally, when acceleration and deceleration increase,
The ride gets worse, and the jerk naturally gets worse
To In recent years, jerk control has become possible.
Therefore, it is necessary to control the deceleration pattern during stop more finely.
Is expected, and even at the same stopping distance,
Optimum deceleration from the viewpoint of ride comfort considering actors
Research to find patterns has begun. Current blur
In general, the deceleration gradually increases from the start of braking
Large and steady deceleration, then finally decrease
And stop. And the ride
Control attempts to reduce maximum deceleration and maximum jerk
Things. However, the relationship between the deceleration and jerk is
There are few conventional technologies that generally formulate the
And the effect of jerk at the moment of stopping on permissible deceleration
Expressions (a) and (b), which are the evaluation expressions obtained by quantitatively evaluating
Shall be adopted. First, the following conditions are assumed. this
Since the expressions (a) and (b) are the same as the expression form, the following expression
It can be represented as an evaluation Z, as in equation (1).
You. (Equation 1)・ ・ ・ ・ ・ ・ ・ ・ (1) Therefore, the deceleration curve that minimizes the evaluation Z is the optimum deceleration speed.
It can be said that it is a turn. Here, the stopping distance
x₀(= Constant), the initial speed of the vehicle at the brake start position
v (0) = v₀, (= Constant), and the acceleration is α (0) = 0.
You. The current brake generally has a deceleration pattern shown in FIG.
Deceleration gradually increases from the start of braking
And reaches steady deceleration, then decreases sequentially and finally
The deceleration becomes 0 and the vehicle stops. jerk
Is generated according to the time change of deceleration, and large
Things are happening. Generally speaking, deceleration is from 0
It increases monotonically to the maximum deceleration, and then monotonically decreases
It becomes 0. Jerk has a large value just before stopping
It can be said. That is, α₀  Deceleration is from α (0) = 0
Next increase, deceleration immediately after the steady deceleration state, that is,
Maximum deceleration, j₀  Is a jar that occurs immediately before stopping
It is. Jerk usually sets this value to the maximum
It will be observed as jerk. Also deceleration and
Jerk is influenced by its size (absolute value).
Therefore, the difference between the signs can be ignored. Thus, the evaluation Z of the equation (1) is minimized.
Doing is synonymous with maximizing the exponent of the denominator.
It is. That is, the condition of the optimal deceleration pattern is calculated by
Can be rewritten as (Equation 2) ・ ・ ・ ・ ・ ・ ・ ・ (2) This equation (2) gives the maximum deceleration α_max And maximum jerk
j_max Indicates that the smaller the two, the better the ride
are doing. The ride comfort of the brake is the maximum deceleration and the maximum
It is determined by the linear combination of jerks. Immediately
If the maximum jerk takes a certain value, the maximum deceleration
Smaller ones are more comfortable, and maximum deceleration is a specific value
The smaller the maximum jerk, the better the ride
It is to become. Therefore, the value of these two becomes minimum.
Optimal pattern for riding comfort if there is a deceleration pattern like
It can be said that. However, they are not independent variables.
And a deceleration pattern that minimizes both values
You rarely do. Therefore, this equation (2) is satisfied.
Determine the maximum deceleration and maximum jerk values
It is the biggest point for comfort. A certain maximum deceleration at a certain time from the start of deceleration
If there is a deceleration pattern with degrees, the maximum deceleration
Minimizes the maximum jerk that occurs when reaching
The maximum deceleration is constant jerk from the start of deceleration.
Is a pattern that reaches. Also stop at a certain distance
If possible, reduce the longest possible distance with the maximum deceleration.
Running at high speed keeps the maximum deceleration itself low.
Leads to. With the above, the maximum deceleration and maximum jerk
When considering the relationship, the deceleration
The turn is a secondary song of formula (3) at least as follows:
The pattern must be a line-linear-quadratic curve
No. FIG. 3 shows the deceleration pattern. [0021] [Equation 3] ・ ・ ・ ・ ・ ・ ・ ・ (3) Here, regarding the equation (3), the equation (2)
To minimize_max , J_maxAnd the formula
(4) and (5) are obtained. (Equation 4)Where a and b are constants ・ ・ ・ ・ ・ ・ ・ ・ (4) (Equation 5) ・ ・ ・ ・ ・ ・ ・ ・ (5) Here, the optimization of the deceleration pattern is expressed by Equation 2.
Depends on the ratio a / b of the appearing coefficients,
It is important to use coefficients. Ratio of this coefficient a / b
  Can be determined experimentally, for example, as follows:
You. Place the subject on a trolley that moves linearly, and the maximum deceleration
0.74 to 1.62 m / s ^Two  , Maximum jerk 0.6
5 to 1.44 m / s^Three  21 combinations within the range
Evaluate the ride comfort in 5 steps using the deceleration pattern
I let it. Needless to say, the deceleration pattern is equal to 2 in Equation (3).
Secondary curve-straight line-quadratic curve. Evaluation is 1. Very evil
No, 2. Pretty bad Bad, 4. Somewhat bad 5. Question
There are five stages: Data is measured on a trolley.
Jerk determined from the velocity and its derivative was used. The result of the five-step evaluation is
When regressing with deceleration and maximum jerk,
is there.   Subject A: Z = 6.64-1.99α_max  -0.98j_max  ・ ・ (C)   Subject B: Z = 8.40-2.36α_max   -1.54j_max  ・ ・ (D) Where the ratio a / b is α_max And j_max With the regression coefficient ratio of
Assuming that the ratio a / b is 2.0 for subject A,
B is 3.6. This value should be
Need to collect data. On the other hand, at the start of the constant deceleration section
Time (t₁) Is the following equation, as in the proviso of Equation 3.
It can be calculated by (6). (Equation 6) ・ ・ ・ ・ ・ ・ ・ ・ (6) The end time (t) of the fixed deceleration section_Two)
Similarly, as in the proviso of Equation 3, the following Equation (7) is used.
Can be calculated. (Equation 7) ・ ・ ・ ・ ・ ・ ・ ・ (7) [0026] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Vehicle traveling having this vehicle speed command value creating section will be described below.
An embodiment of the control device will be described. FIG. 1 shows an embodiment of a vehicle traveling control device according to the present invention.
It is a system block diagram shown.10  Is vehicle running control
apparatus,00Is a vehicle speed command value creation unit, 01 is a clock device, 02
Is the target stop distance calculation device, 03 is the initial speed data calculation device
 , 04 is a vehicle speed command value calculating device, 05 is an adder, 06 is
A brake command device, 20 is a stop position information storage device, 30
Is a train position detecting device, 40 is a vehicle speed detecting device, 50 is
A brake driving device, 60 is a brake start switch
You. Here, when starting the braking,
The key start switch 60 is operated. Clock device
01 is timed and its brake start command signal is input
And the time data t at that time₀Is output. Here
Rake start time is t = t₀It is. Target stop distance calculation equipment
The device 02 stores the time data from the clock device 01 and the stop position information.
Target stop position data x from the information storage device 20_EAnd train position
Train position data x from the position detection device 30_iEnter (t)
And target stop distance data x_E−x_iCalculate (t) and output
I do. Brake start time t = t₀  The target stopping distance at
x₀ It is. The initial speed data arithmetic unit 03 is a clock device 01.
These time data are input and the vehicle speed detector
From 40 t = t₀Speed data at
Initial measured vehicle speed v_i(T₀) Incorporation, initial speed data v
₀Is output as Next, the vehicle speed command value calculating device 04 is shown in FIG.
Algorithm to calculate the brake speed command value.
It is output and output. Here, by the start command,
First, in step S1, the target stopping distance x₀And load
Initial speed data v of the vehicle in step S2₀Load the step
By S3, based on Equation 4, the maximum acceleration α_max  To
Is calculated, and in step S4, the maximum
Jark j_maxIs calculated, and the maximum acceleration is calculated in step S5.
Start time t of the constant deceleration section based on the degree and the maximum jerk
₁Is calculated, and the initial speed of the vehicle and the maximum
Constant based on jerk and start time of constant deceleration section
End time t of deceleration section of_TwoAnd finally, step S
7, the brake speed command value v
(T) is calculated and output. Further, in the adder 05, the brake speed finger
Command value v (t) and measured vehicle speed from vehicle speed detection device 40
Degree data v_i(T) and take the deviation,
Input to the control command device 06 and the speed correction target e (t)
Can be output as a brake command speed corresponding to
You. If this value exceeds the allowable value, recalculation can be ordered.
it can. In this way, the vehicle speed can be controlled more precisely.
Can be The output is a breaker
If it is input to the key drive device 50 and activated, the train itself
The actual speed of this can be controlled. [0031] As described above, in the vehicle traveling control device,
To achieve braking characteristics that take human factors into account.
Can be manifested. Also as a human factor
Rush hour and its time depending on the composition of passengers
Optimum according to the time of vehicle operation etc.
Brake characteristics can be realized. Further, the present invention can be applied to emergency braking.
Is safer for standing passengers,
In addition to this, passengers using
It is geographically advantageous. For the passengers who are seated
Is, of course, safer and more comfortable to ride
Nor. The safety and security of all passengers in the car
It will lead to the development of a feeling. Here is an example
Explained about rolling stock,
Limited to railcars in view of man factor considerations
There is no reason for this, and other vehicles can be
Both, also applicable to cars, aircraft, ships, etc.
It is clear. However, the rider ’s body,
It is good to apply to trains including rush hour
Needless to say, this is convenient.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a system block diagram of a vehicle traveling control device according to the present invention. FIG. 2 is a calculation algorithm for obtaining a brake speed command value according to the present invention. FIG. 3 shows a vehicle speed pattern at a brake command speed in consideration of a human factor according to the present invention. FIG. 4 shows the relationship between deceleration, jerk, and evaluation in consideration of human factors. FIG. 5 shows the state of the brake employed in the evaluation test and the transition from the start to the stop of the brake. [Description of Signs] 00: Vehicle speed command value creation unit 01: Clock device 02: Target stop distance calculation device 03: Initial speed data calculation device 04: Vehicle speed command value calculation device 05: Adder 06 Brake command device 10 Vehicle travel control device 20 Stop position information storage device 30 Train position detection device 40 Vehicle speed detection device 50 Brake drive device 60 ... Brake start switch

   ────────────────────────────────────────────────── ─── Continuation of front page    (72) Inventor Ayano Saito             2-8 38 Hikaricho, Kokubunji-shi, Tokyo Foundation             Railway Technical Research Institute F term (reference) 3D046 AA07 BB17 HH02 HH22 HH26                       JJ05 KK11                 5H115 PA01 PA08 PG01 PI01 PU01                       QE10 QE12 QE20 QI01 QN05                       QN06 SE03 SF11 TO30 TU07                       TZ02

Claims (1)

Claims 1. A vehicle travel control device including a vehicle speed command value creation unit ( 00 ) in consideration of human factors including ride comfort of a passenger, the vehicle speed command value creation unit ( 00 ) Are a clock device (01), a target stop distance calculation device (02), and an initial speed data calculation device (0
3), a vehicle speed command value calculating device (04), an adder (05), and a brake command device (06). The timepiece device (01) measures time and inputs a brake start command signal. The data (t ₀ ) is output. The target stop distance calculation device (02) outputs the time data from the clock device (01), the target stop position data (x _E ) from the stop position information storage device (20), and the train position. Detection device (3
0) train position data from (x _i (t)) and to input and calculates and outputs target stop distance data (x _E -x _i (t)), and initial velocity data processing unit (03) is a clock The time data from the device (01) and the vehicle speed data from the vehicle speed detection device (40) are input, the initial speed data (v ₀ ) corresponding to the brake start time is taken in and output, and the vehicle speed command value calculation device (04 ) inputs and the target stop distance data and the initial velocity data, equation (maximum acceleration (alpha _max) than 4), equation (5) than the maximum jerk (j _{m ax)}
From the equation (6), the start time (t ₁ ) of the constant deceleration section
Is calculated from Equation (7) to calculate the end time (t ₂ ) of the constant deceleration section, and based on these values, calculates and outputs the brake speed command value (v (t)) from Equation (3). A vehicle travel control device characterized by the above-mentioned.