JP2010098821A - Train control device with deceleration ratio estimator - Google Patents

Train control device with deceleration ratio estimator Download PDF

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Publication number
JP2010098821A
JP2010098821A JP2008266515A JP2008266515A JP2010098821A JP 2010098821 A JP2010098821 A JP 2010098821A JP 2008266515 A JP2008266515 A JP 2008266515A JP 2008266515 A JP2008266515 A JP 2008266515A JP 2010098821 A JP2010098821 A JP 2010098821A
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Prior art keywords
deceleration
ratio
train
vehicle characteristic
brake
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JP2008266515A
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Japanese (ja)
Inventor
Satoshi Iba
Yasuyuki Miyajima
Koji Nakazawa
Hideaki Nameki
Junko Yamamoto
弘二 中澤
康行 宮島
智 射場
純子 山本
英明 行木
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Toshiba Corp
株式会社東芝
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Priority to JP2008266515A priority Critical patent/JP2010098821A/en
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Abstract

An actual vehicle characteristic is measured during a deceleration operation of a train, the deceleration operation is controlled based on the actual vehicle characteristic, and the train is accurately stopped at a stop target position.
Vehicle characteristic holding means holds a standard deceleration corresponding to a brake command value as vehicle characteristic data. The deceleration ratio estimating means 7 calculates a deceleration ratio indicating the ratio between the deceleration calculated by the deceleration calculating means 6 and the standard deceleration held by the vehicle characteristic holding means 4. The control command calculation means 8 updates the vehicle characteristic data using the deceleration ratio calculated by the deceleration ratio calculation means, and based on the train speed and position and the updated vehicle characteristic data, the brake device Calculate the brake notch command value.
[Selection] Figure 1

Description

  The present invention relates to a train control device that controls traveling of a train such as fixed position stop control using vehicle characteristic data such as vehicle deceleration data corresponding to a brake notch command value.

In a train control system using vehicle characteristic data, for example, fixed position stop control by notch switching, the stop position when the vehicle is decelerated from the current position to a stop in the selected state of a certain brake notch is based on the vehicle characteristic data. Predict by calculation. This vehicle characteristic data is data set in advance based on vehicle characteristics obtained by manual test operation of a train, vehicle characteristics determined in design specifications, and the like. If there is an error (predicted stop error) between the stop position predicted in this way and the stop target position, a brake notch command value that reduces the error is calculated and output. By repeating this control operation according to a predetermined control cycle during traveling at a reduced speed, the train stops at a position close to the stop target position (Patent Document 1).
JP 2005-51910 A

  In such a control system based on the vehicle characteristic data, if the error between the characteristic set as the vehicle characteristic data and the actual vehicle characteristic is large, the prediction accuracy based on the vehicle characteristic data is deteriorated, and the performance of the train control is reduced. Getting worse. For example, if there is a temporary increase in the boarding rate that exceeds the limit of the adaptive weighting device, the actual deceleration will be smaller than the deceleration based on the vehicle characteristic data, and the predicted stop accuracy will deteriorate. As a result, the stop position accuracy is deteriorated and the ride comfort is lowered. Therefore, in actual train operation, if the actual deceleration corresponding to each notch is measured and stored, and stop control is performed based on such actual deceleration, the stop position accuracy is improved.

  However, deceleration data is not always obtained for all notches during actual operation. If the vehicle characteristic data is stored as the deceleration per notch, the stop positions can be calculated for all notches, but it is difficult to return the vehicle characteristic data to the initial state. The problem of deterioration in the performance of control using vehicle characteristic data is not limited to the above example, but also exists in powering control, coasting control, or deceleration control for maintaining a speed limit.

  The main object of the present invention is to measure actual vehicle characteristics during the deceleration operation of the train, control the deceleration operation based on the actual vehicle characteristics, and accurately stop the train at the stop target position.

  The deceleration corresponding to all the brake notches is corrected by holding the change in the train vehicle characteristics (deceleration characteristics for each brake notch command value) as the deceleration ratio with respect to the standard deceleration.

  That is, a train control device according to an embodiment of the present invention includes a speed position detecting unit that detects a speed and a position of a train, a vehicle characteristic holding unit that holds a standard deceleration corresponding to a brake command value as a vehicle characteristic, Deceleration calculating means for calculating deceleration at the time of braking, and a deceleration calculating a deceleration ratio indicating a ratio between the deceleration calculated by the deceleration calculating means and the standard deceleration held as the vehicle characteristic A ratio calculating means; an updating means for updating the vehicle characteristic data using the deceleration ratio calculated by the deceleration ratio calculating means; a speed and position of the train; and the updated vehicle characteristic data. And a braking command calculation means for calculating a brake notch command value for the brake device based on the braking command.

  Since the actual vehicle characteristics are measured during the deceleration operation of the train and the deceleration operation is controlled based on the actual vehicle characteristics, the train can be accurately stopped at the stop target position.

  Hereinafter, an embodiment of a train control device having a deceleration ratio estimation device of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a block diagram showing the configuration of a train control apparatus according to the present invention. This train control device is mounted on, for example, the leading vehicle 1 of the train. The vehicle 1 is, for example, an ATO vehicle that automatically performs an operation of decelerating to a fixed position and stopping. In this train control device, the route data holding means 2 stores data such as the curve radius and gradient of the track. The operation condition holding means 3 stores operation condition data such as the operation schedule, stop station information, and stop position of the vehicle. In the vehicle characteristic data holding means 4, vehicle characteristic data of the train is stored in advance based on manual test travel and design specifications. This vehicle characteristic data includes the standard values (initial values) of the acceleration and deceleration of the train corresponding to each notch command value input from the cab during deceleration and power running, response delay to these notch commands, vehicle weight, boarding rate Including slope resistance and curve resistance coefficients, wheel diameter, etc. In this embodiment, the stop / deceleration operation of the train is controlled using the standard value of the deceleration of the train corresponding to each brake notch command value among these vehicle characteristic data. However, the present invention is not limited to this, and can also be applied to the acceleration control operation of a train using the standard value of the acceleration of the train corresponding to the notch command value during power running.

  In this embodiment, a deceleration calculation formula such as the following formula is used as the vehicle characteristic data.

β 0 = A · N x + B (1)
Here, N x is a brake notch command value, β 0 is a deceleration standard value corresponding to the notch N x , and A and B are initial values of deceleration determined in advance by the test running of the train.

  As the vehicle characteristic data, a table indicating standard deceleration values corresponding to the respective brake notches as shown in FIG. 2 may be used. In this table, the deceleration standard value [km / h / s] is an initial value of deceleration determined in advance by a running experiment of the train.

  The speed / position detection means 5 calculates the current speed of the train based on a TG pulse signal from a speed generator (TG) 11 provided on the wheel. Further, the speed / position detection means 5 inputs absolute position information via a vehicle upper element 10 from a ground element (not shown) arranged at a known position along the track. Further, the speed position detection means 5 calculates the current position of the train based on the current speed data or the travel distance obtained by the integration process of the TG pulse and the absolute position information obtained from the vehicle upper part 10.

  The deceleration calculation means 6 calculates the deceleration of the train during deceleration traveling by braking (including deceleration not intended for stopping). In this example, the deceleration calculation means 6 calculates the actual deceleration of the own train during deceleration traveling based on the change per unit time of the train speed input from the speed position detection means 5.

  The deceleration ratio estimation means 7 is the actual deceleration calculated by the deceleration calculation means 6, the current position detected by the speed position / detection means, and the route data held by the route data holding means 2. The current deceleration ratio (described later) is estimated based on the deceleration standard value (deceleration calculation formula) held in the vehicle characteristic data holding unit 4. This deceleration ratio can be expressed as, for example, 95%, 85%, etc., and indicates the “effectiveness” of the brake mounted on the train.

  The control command calculation means 8 outputs the command value to the driving / braking device 9 in the form of a notch command value, output torque, acceleration / deceleration or the like. In this embodiment, when the train approaches the stop position, the control command calculation means 8 selects a brake notch command value based on the deceleration ratio, train position, route data, and operation conditions and outputs it to the drive / braking device 9. To do.

  Next, the calculation method of the deceleration ratio of the deceleration ratio estimation means 7 will be described.

In this embodiment, the relationship between the brake notch and the deceleration is measured during deceleration of a station stop or the like, and the vehicle characteristic data is automatically adjusted. The automatic adjustment mechanism is as follows. When the deceleration β 0 [km / h / s] is the standard deceleration value, and the actually measured deceleration is β [km / h / s], the deceleration ratio (k) It is calculated with the following formula.

k = (β / β 0 ) × 100 [%]
= (Β / [A · N x + B]) × 100 [%] (2)
Next, an example of the operation for calculating the deceleration ratio will be described.

  FIG. 3 is a flowchart showing the operation of the deceleration ratio estimating means 7. In step S101, the deceleration ratio estimation means 7 calculates the air resistance, gradient resistance, and curve resistance of the train.

  The air resistance is obtained by the following equation, for example.

Air resistance R1 [N] = (a0 + a1 × v + a2 × v 2 ) × vehicle weight M [ton] × gravity acceleration 9.8 [m / s 2 ] (3)
Here, a0, a1, a2 are parameters, v is a train speed [km / h], M is a train weight [ton] (parameters a0 to a2 take different values in the tunnel section and the light section)
The gradient resistance is obtained by the following equation, for example.

Gradient resistance R2 [N] = gradient Slope [‰] × vehicle weight M [ton] × gravity acceleration 9.8 [m / s 2 ] (4)
The curve resistance is obtained by the following equation, for example.

Curve resistance R3 [N] = (coefficient C × vehicle weight M [ton] / curve radius R [m]) × gravity acceleration 9.8 [m / s 2 ] (5)
However, when the curve radius R = 0, the curve resistance = 0 and the coefficient C is generally 800 or 600.
In step S102, the deceleration ratio estimation unit 7 calculates the total value of the air resistance R1, the gradient resistance R2, and the curve resistance R3 obtained as described above from the current deceleration input from the deceleration calculation unit 6 as follows. Subtract from speed Da. Thereby, the deceleration β by only the brake device is obtained.

β = Da− (R1 + R2 + R3) (6)
Deceleration ratio estimating means in step S103 7 is a deceleration beta calculated in the step S102, the corresponding (currently used) is divided by the deceleration reference value beta 0 corresponding to the brake notch above (2) The deceleration ratio k is obtained as follows.

  Next, an embodiment of a train stop deceleration operation using the deceleration ratio k obtained as described above will be described.

  FIG. 4 is a flowchart showing an embodiment of train stop operation control by the control command calculation means 8 using the deceleration ratio k according to the present invention. In the present embodiment, the brake notch closest to the target stop position is selected within a range where the predicted stop position does not exceed the target stop position. Here, the description will be made on the assumption that the number of brake notch steps of the brake device is seven (B1 to B7).

  For example, during coasting at a constant speed, the control command calculation unit 14 reads a deceleration calculation formula such as the formula (1) from the vehicle characteristic data holding unit 4 as vehicle characteristic data as in step S201, and the deceleration ratio estimation unit 7 Is updated using the deceleration ratio k received from. That is, as shown in the following equation, the vehicle characteristic data is updated by creating and holding a new equation by multiplying the equation (1) by the deceleration ratio k.

β = β 0 · k
= (A · N x + B) k (7)
In addition, when having a table showing notch corresponding deceleration as shown in FIG. 2 as vehicle characteristic data, it is reduced to each deceleration standard value (initial value) set for the brake notch commands B1 to B7. The table is updated by multiplying by the speed ratio k.

  In step S202, the control command calculation unit 14 determines whether the train is stopped and decelerated. Here, since coasting, the flow moves to step S203. In step S203, the control command calculation unit 14 predicts a stop position when the vehicle is decelerated by a reference brake notch (for example, B4). That is, the deceleration at the standard brake notch is obtained according to the formula updated in step S201, and the stop position is calculated based on the deceleration, the current train speed, and the position.

  As in step S204, it is determined whether the stop position is near the stop target position, that is, whether the stop position is a predetermined distance or more before the stop target position. When the stop position is in front of the stop target position, the control command calculation unit 14 does not start deceleration (that is, selects coasting) as in step S205. In step S204, when the stop position is near the stop target position or exceeds the stop target position, the control command calculation unit 14 starts deceleration as in step S206. That is, the reference brake notch is selected and output to the drive / brake control device 9. Thereafter, the control command calculation means 14 executes step S201 to update the vehicle characteristics using the new deceleration ratio, and determines whether the train is stopped and decelerated as in step S202.

  If it is determined in step S202 that the vehicle is stopped and decelerated, the control command calculation unit 14 predicts the stop position when the vehicle is decelerated at the current brake notch (here, the reference brake notch) as in step S207. That is, the deceleration at the currently selected brake notch is obtained according to the formula updated in step S201, and the stop position is calculated based on the deceleration, the current train speed, and the position.

  If the stop position is before the stop target position as in step S208, the control command calculation means 14 determines the stop position when the vehicle is decelerated with a brake notch that is weaker than the currently selected brake notch as in step S209. Predict. That is, the deceleration at the weaker brake notch is obtained according to the formula updated in step S201, and the stop position is calculated based on the deceleration, the current train speed, and the position.

  When the predicted stop position is a position ahead of the stop target position as in step S210, the control command calculation means 14 maintains the current brake notch selection as in step S212. In step S210, when the predicted stop position is a position before the stop target position (in the case of No), the control command calculation means 14 changes the brake notch to a weaker value than the current value as in step S211. . Thereafter, as described above, the control command calculation unit 14 executes step S201 to update the vehicle characteristics using the new deceleration ratio, and determines whether the train is stopped and decelerated as in step S202. If the vehicle is stopped and decelerated, the flow proceeds to step S208 via step S207. It should be noted that the process for updating the vehicle characteristics in step S201 is performed so that the deceleration ratio estimation means 7 is executed at a timing synchronized with the timing at which the deceleration ratio is estimated at a predetermined control cycle (for example, several tens of ms). The means 14 controls the stop deceleration process.

  In step S208, when the predicted stop position is a position ahead of the stop target position, the control command calculation means 14 stops when the vehicle decelerates with a brake notch stronger than the currently selected brake notch as in step S213. Predict location. That is, in accordance with the mathematical formula updated in step S201, the deceleration at the brake notch stronger than the present is obtained, and the stop position is calculated based on the deceleration, the current train speed and the position.

  When the predicted stop position is a position ahead of the vicinity of the stop target position as in step S214, the control command calculation unit 14 changes the brake notch to a stronger value. In step S214, when the predicted stop position is a position before the stop target position (in the case of No), the control command calculation unit 14 selects the strong brake notch assumed in step S213. In step S208, when the predicted stop position is a position near the stop target position, the control command calculation unit 14 maintains the current brake notch selection as in step S212.

  If it is determined in step S202 that the train is stopped, the control command calculation unit 14 selects a rolling prevention brake notch (for example, B4) as in step S217 to prevent unintended movement of the train.

  As described above, according to the present embodiment, since the stop position is predicted using the deceleration ratio that indicates the effectiveness of the current brake, the stop position prediction accuracy is improved, and an appropriate brake notch can be selected. Actual stop position accuracy is improved. In addition, since the deceleration corresponding to all the brake notches is updated using the calculated one deceleration ratio, it is possible to predict the stop position during the deceleration operation, regardless of which brake notch is selected. The stop position can be predicted. Further, the vehicle characteristic data can be easily returned to the initial state only by returning the deceleration ratio to 100%.

  Next, the response delay of the brake device will be described.

  There is a delay time from when the brake notch command is output from the control command calculation means 8 to the drive / brake control means 15 until when the brake force is actually generated. This delay time is referred to as a response delay here.

  FIG. 5 is a diagram for explaining the response delay. FIG. 5A shows the change in the notch command value, and FIG. 5B shows the actual braking force generated in response to the brake command. In general, two types of brakes for trains are used: mechanical brakes using frictional force and / or electric brakes. Both mechanical and electric brakes have similar response delays. FIG. 5 shows the overall braking characteristics of the train.

  In FIG. 5, for example, when the brake notch command value changes from B1 to B3 at time t1, the braking force is stabilized at time t2 after a dead time Td1 and a time Td2 corresponding to a time constant. A delay time (for example, about 2.8 seconds) from time t1 when the notch command value is changed to time t2 when the braking force is stabilized is defined as response delay Td3. Therefore, the deceleration ratio estimating means 7 in FIG. 1 is provided from the deceleration calculating means 6 in a state where the response delay Td3 has elapsed and the braking force is stable after the brake command is changed as at time t1. The deceleration ratio is estimated using the deceleration. The brake response delay when the brake command is first output from a state of coasting or the like is greater than when the brake notch command value is changed during deceleration. Therefore, the deceleration ratio estimation means 7 takes such a response delay into the calculation and estimates the deceleration ratio.

  Next, the upper and lower limit values of the deceleration ratio will be described.

  When the train slides during deceleration control, rapid deceleration is observed in the speed / time characteristics as shown in FIG. This is because the wheel slips due to, for example, a decrease in the friction coefficient between the wheel generating the TG pulse and the rail, and the frequency of the TG pulse rapidly decreases. When sliding occurs, the deceleration ratio estimating means 7 estimates a large value as the deceleration ratio and provides it to the control command calculating means 14. The control command calculation means 14 determines that a large braking force is generated, sets a value larger than the standard deceleration value as the deceleration corresponding to each notch, and calculates the stop position. As a result, the control command calculation means 14 outputs a notch that is weaker than usual, so the train cannot stop at the stop target position and overruns.

  Therefore, in this embodiment, the upper and lower limit values are set so that even if an abnormal value is detected as the deceleration ratio due to the speed detection abnormality due to the above-described sliding or noise mixing, the abnormal performance is not adopted and the control performance is not deteriorated. (For example, 130% and 80%) are set. When a deceleration ratio exceeding this upper / lower limit value is input, the control command calculation means uses the upper limit value or the lower limit value as the deceleration ratio for updating the vehicle characteristic data, or does not update the vehicle characteristic data. The stop position is predicted using the previous vehicle characteristic data. As a result, it is possible to prevent a significant overrun of the stop position or a stop before the stop position.

  Next, another embodiment relating to the limitation of the deceleration ratio will be described.

  FIG. 7 shows the change over time in the deceleration ratio. The vertical axis represents the deceleration ratio k (%), and the horizontal axis represents the elapsed time. In FIG. 7, when the deceleration ratio at time T1 is 100%, the magnitude of the deceleration calculated by the deceleration calculation means 6 according to the control cycle timing in the vicinity of time T2 during deceleration control is the deceleration standard value. 90%. In this case, the deceleration ratio estimation means 7 does not change the deceleration ratio from 100% to the estimated value 90%, but multiplies these differences by the adoption rate of the deceleration difference (50% in this example). Just move it to 95%. Based on the adjusted deceleration ratio, the control command calculating means 8 calculates a control command. By adjusting the deceleration ratio in this way, it is possible to remove abnormal values and avoid unexpected situations due to sudden changes in the control amount.

  Next, another embodiment relating to the configuration of the present invention will be described.

  FIG. 8 is a block diagram showing another embodiment relating to the configuration of the train control device according to the present invention. This vehicle 1 shows an example in which the present invention is applied to a vehicle on which a driver is on board such as a conventional line. This vehicle is provided with estimation result display means 12 for displaying the estimation result of the deceleration ratio estimation means 7. In order to simplify the explanation, the driver's cab, the driving / braking device and the like are omitted. With this estimation result display means 12, the train driver can always grasp the degree of effectiveness of the brake device provided in the train. Therefore, it can be recognized that the effectiveness of the brake has deteriorated beyond the specified range, and the brake device can be inspected or repaired at an appropriate time. In addition, the driver can select a brake notch according to the deceleration ratio, and can perform an appropriate deceleration stop operation.

  In addition, you may provide the estimation result display means 12 in the ATO vehicle shown in FIG. When the vehicle operates on a route in which a manual operation section and an automatic operation section are mixed, such a vehicle has the effects described above in the manual operation section.

  As another embodiment of the present invention, a notification or alarm may be warned when the deceleration ratio falls below a predetermined value. In addition, by incorporating the present invention into TASC, ATC, etc., the estimation result of the deceleration ratio is reflected in the control, and the movement of the train is accurately predicted. Even in a vehicle with a small number of brake notch steps, the notch is not frequently switched. (= Good ride comfort) Highly accurate control can be performed.

  The above description is an embodiment of the present invention, and does not limit the apparatus and method of the present invention, and various modifications can be easily implemented.

It is a block diagram which shows the structure of the train control apparatus by this invention. It is a table which shows the standard deceleration value corresponding to each brake notch. 3 is a flowchart showing the operation of a deceleration ratio estimation means 7. It is a flowchart which shows one Example of the stop operation control of the train using the deceleration ratio k by this invention. It is a figure explaining the response delay of a brake device. It is a figure explaining the change of the detection speed at the time of sliding. It is a figure which shows the time change of a deceleration ratio. It is a block diagram which shows the other Example regarding the structure of the train control apparatus which concerns on this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2 ... Route data holding means, 3 ... Operation condition holding means, 4 ... Vehicle characteristic data holding means, 5 ... Speed / position detection means, 6 ... Deceleration calculation means, 7 ... Deceleration ratio estimation means, 8 ... control command calculation means, 9 ... drive / brake device, 10 ... car upper, 11 ... speed generator.

Claims (7)

  1. Speed position detecting means for detecting the speed and position of the train;
    Vehicle characteristic holding means for holding standard deceleration corresponding to the brake command value as vehicle characteristic data;
    Deceleration calculation means for calculating deceleration during train braking;
    A deceleration ratio calculating means for calculating a deceleration ratio indicating a ratio between the deceleration calculated by the deceleration calculating means and the standard deceleration;
    Updating means for updating the vehicle characteristic data using the deceleration ratio calculated by the deceleration ratio calculating means;
    Braking command calculation means for calculating a brake notch command value to the brake device based on the speed and position of the train and the updated vehicle characteristic data;
    A train control device comprising:
  2.   2. The train control device according to claim 1, wherein the same deceleration rate is applied to the deceleration of all brake notch command values of the brake device.
  3.   The vehicle characteristic data is represented by a mathematical formula for calculating a deceleration corresponding to each brake notch command value, and the updating means updates the vehicle characteristic data by modifying the mathematical formula using the deceleration ratio. The train control device according to claim 1.
  4.   The deceleration ratio estimation means calculates the deceleration ratio using the deceleration provided from the deceleration calculation means in a state where the response delay time has elapsed after the brake command value has changed and the braking force is stable. The train control device according to claim 1, wherein the train control device estimates the train control device.
  5.   The changing means provides an upper / lower limit value for the deceleration ratio input from the deceleration ratio calculating means, and a deceleration for updating the vehicle characteristic data when a deceleration ratio exceeding the upper / lower limit value is input. The train control device according to claim 1, wherein the upper limit value or the lower limit value is used as a ratio, or the previous vehicle characteristic data is maintained without updating the vehicle characteristic data.
  6. Speed position detecting means for detecting the speed and position of the train;
    Vehicle characteristic holding means for holding standard deceleration corresponding to the brake command value as vehicle characteristic data;
    Deceleration calculation means for calculating deceleration during train braking;
    A deceleration ratio calculating means for calculating a deceleration ratio indicating a ratio between the deceleration calculated by the deceleration calculating means and the standard deceleration held as the vehicle characteristic data;
    Display means for displaying the deceleration ratio calculated by the deceleration ratio calculating means;
    A train control device comprising:
  7. Detect the speed and position of the train,
    Standard deceleration corresponding to the brake command value is maintained as a vehicle characteristic,
    Calculate deceleration during train braking,
    Calculating a deceleration ratio indicating a ratio between the calculated deceleration and the held standard deceleration;
    Update the vehicle characteristic data using the calculated deceleration ratio,
    A train control method, wherein a brake notch command value to a brake device is calculated based on the train speed and position and the updated vehicle characteristic data.
JP2008266515A 2008-10-15 2008-10-15 Train control device with deceleration ratio estimator Withdrawn JP2010098821A (en)

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Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012063439A1 (en) * 2010-11-09 2012-05-18 Kabushiki Kaisha Toshiba Train control system
CN103057561A (en) * 2012-12-13 2013-04-24 中国北车集团大连机车车辆有限公司 Automatic interruption device for emergent braking of relay valve of locomotive brake
WO2013089225A1 (en) * 2011-12-16 2013-06-20 日産自動車株式会社 Braking torque controller
JP2014128138A (en) * 2012-12-27 2014-07-07 Hitachi Ltd Control management device, method, and program
CN105128839A (en) * 2015-09-28 2015-12-09 南车资阳机车有限公司 Locomotive wireless remote control system
WO2017149916A1 (en) * 2016-03-03 2017-09-08 株式会社東芝 Train control device
WO2020042408A1 (en) * 2018-08-31 2020-03-05 惠州市德赛西威汽车电子股份有限公司 Vehicle acceleration characteristic dynamic evaluation method and acceleration control method

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012063439A1 (en) * 2010-11-09 2012-05-18 Kabushiki Kaisha Toshiba Train control system
CN102803008A (en) * 2010-11-09 2012-11-28 株式会社东芝 Train control system
WO2013089225A1 (en) * 2011-12-16 2013-06-20 日産自動車株式会社 Braking torque controller
CN103057561A (en) * 2012-12-13 2013-04-24 中国北车集团大连机车车辆有限公司 Automatic interruption device for emergent braking of relay valve of locomotive brake
JP2014128138A (en) * 2012-12-27 2014-07-07 Hitachi Ltd Control management device, method, and program
CN105128839A (en) * 2015-09-28 2015-12-09 南车资阳机车有限公司 Locomotive wireless remote control system
WO2017149916A1 (en) * 2016-03-03 2017-09-08 株式会社東芝 Train control device
KR20180054774A (en) * 2016-03-03 2018-05-24 가부시끼가이샤 도시바 Train control device
CN108349398A (en) * 2016-03-03 2018-07-31 株式会社东芝 Train controller
TWI665109B (en) * 2016-03-03 2019-07-11 日商東芝股份有限公司 Train control device
EP3424768A4 (en) * 2016-03-03 2019-11-27 Kabushiki Kaisha Toshiba Train control device
KR102166121B1 (en) * 2016-03-03 2020-10-15 가부시끼가이샤 도시바 Train control device
WO2020042408A1 (en) * 2018-08-31 2020-03-05 惠州市德赛西威汽车电子股份有限公司 Vehicle acceleration characteristic dynamic evaluation method and acceleration control method

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