JP2010246304A - Riding-sensation improved-type train control system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To attain superior ride sensation, without generating delays in a train, even in a time zone having a high train density, such as during morning rush hours. <P>SOLUTION: A preceding-train position estimator 12 retrieves the start position and end position of the section, from information held to a limiting-speed information holder 11, on the basis of its own train position detected by its own train position detector 10, and specifies the existing section of its own train. The preceding-train position estimator 12 refers to the information held to the limiting-speed information holder 11, on the basis of a limiting speed and an advance-notice signal from a ground device 3, and estimates the positional information of a preceding train. A preceding-train information notifier 13 notifies the positional information of the preceding train estimated by the preceding-train position estimator 12, to an engine driver 4. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a train control system including an ATC (automatic train control device) that automatically controls a train speed to be equal to or lower than a speed limit, and in particular, a ride comfort improving type capable of realizing a good ride comfort while ensuring safety. It relates to a train control system.

  As a conventional train control system, there is a ground-based CS-ATC (in-vehicle signal system ATC), and an example thereof is disclosed in Patent Document 1.

  In the ground-based CS-ATC, for each section divided by the track circuit, a speed limit according to the positional relationship of each train is set, and when the train speed exceeds the speed limit, it automatically falls below the speed limit. Deceleration control is performed so that

  When the train enters the lower speed limit section at a speed higher than the speed limit, a brake pattern is generated, and if the train speed is lower than the brake pattern, the weaker brake operates, and the train speed is higher than the brake pattern. If it is high, all brakes will operate. On the other hand, the driver is notified as a warning signal whether or not the speed limit changes to the lower level in the next section, thereby preventing an unnecessary acceleration from entering the lower speed limit section at a high speed. As a result, when the lower speed limit section is entered, all the brakes are suddenly operated and riding comfort is prevented.

Japanese Patent No. 3145698

  The conventional ground-based CS-ATC has achieved a certain level of comfort while ensuring the safety of the train. However, the following problems are encountered during high rush hours and other times when the train density is high. May occur.

  In a time zone where the train density is high, such as in the morning rush hour, the trains are closer to each other than in the daytime, and the preceding train may be subject to a lower speed limit due to the influence of the preceding train. Since the own train approaches or leaves the preceding train and the speed limit increases or decreases under the influence of the train, unnecessary acceleration / deceleration may occur and the ride comfort may deteriorate. Since the own train does not have information on the position of the preceding train or the timing of arrival and departure of the station, it is understood at what timing the low speed limit is received, and at what timing the low speed limit currently received is released Therefore, there is a problem that optimum speed control cannot be performed.

  In addition, when the own train is subjected to a low speed limit due to the influence of the preceding train, in order to avoid unnecessary acceleration and deceleration, if you drive while suppressing the speed to secure the distance from the preceding train, Subsequent trains will be subject to lower speed limits, and delays may occur in subsequent trains. Because the own train does not know the position of the following train and the effect of the own train on the following train, if you try to improve the ride comfort of the own train by suppressing the speed carelessly, it will adversely affect the following train There are challenges.

  Also, when the own train enters the lower speed limit section, depending on the speed limit and gradient conditions of the next section, if it enters at a high speed, the brake pattern will be exceeded immediately, and all brakes will suddenly May become uncomfortable due to movement. The own train knows that the speed limit of the next section will change to the lower order when it receives a warning signal, but it is not optimal because it does not know the speed limit of the lower speed limit section or the gradient information of that section. There is a problem that entry control to the next section cannot be performed.

  Therefore, the object of the present invention is to solve these problems, and it is possible to realize a good riding comfort without causing a train delay even in a time zone where the train density is high such as morning rush. It is to provide a train control system with improved comfort.

  That is, the ride quality improvement type train control system according to claim 1 of the present invention provides, for each section obtained by dividing the track on which the train travels, speed limit information according to the position of the train existing in front of the section, and A ground device that transmits a warning signal indicating that the speed limit changes to a lower level in the next section of the section to the trains in the section, and the own train speed is indicated by the speed limit information transmitted from the ground device. When the speed limit is exceeded, the train speed is automatically controlled to be equal to or lower than the indicated speed limit, and a notice signal transmitted from the ground device is notified so that the train is in the lower speed limit section. A brake pattern is generated when entering at a speed higher than the speed limit, and if the train speed is lower than the speed indicated by the brake pattern, a weaker brake is operated. If the vehicle speed is higher than the speed indicated by the brake pattern, an automatic train control device that operates all brakes, own train position detection means that detects the position of the own train on the track, and a train is present in each section In this case, the speed limit information holding means for holding speed limit information set in the section behind the section, the own train position detected by the own train position detecting means, and the section transmitted from the ground device The preceding train position for estimating the position of the preceding train on the track based on the speed limit information and the warning signal of the preceding train and the speed limit information of the section behind the preceding train existing section held by the speed limit information holding means An estimation means and a preceding train information notification means for notifying the preceding train position information estimated by the preceding train position estimation means are provided.

  In addition, the ride comfort improving train control system according to claim 2 of the present invention provides, for each section obtained by dividing the track on which the train travels, speed limit information according to the position of the train existing in front of the section, and A ground device that transmits a warning signal indicating that the speed limit changes to a lower level in the next section of the section to the trains in the section, and the own train speed is indicated by the speed limit information transmitted from the ground device. When the speed limit is exceeded, the train speed is automatically controlled to be equal to or lower than the indicated speed limit, and a notice signal transmitted from the ground device is notified so that the train is in the lower speed limit section. A brake pattern is generated when the vehicle enters at a speed higher than the speed limit, and if the train speed is lower than the speed indicated by the brake pattern, a weaker brake is operated. An automatic train control device that operates all brakes if the degree is higher than the speed indicated by the brake pattern, a preceding train station arrival information detection means for detecting station arrival information and station departure information of the preceding train of the own train, Based on the station arrival information and station departure information of the preceding train detected by the preceding train station arrival / departure information detecting means, the preceding train station stop determining means for determining whether or not the preceding train is stopped at the station, and the preceding train Based on the station arrival information and station departure information of the preceding train detected by the station arrival / departure information detecting means, the preceding train station stop time calculating means for calculating the elapsed time after the preceding train arrives at the station, and the preceding train station It is characterized by comprising preceding train station stop information notifying means for notifying the determination result by the stop determining means and the calculation result by the preceding train station stop time calculating means.

  In addition, the ride comfort improving train control system according to claim 3 of the present invention provides, for each section obtained by dividing the track on which the train travels, speed limit information according to the position of the train existing in front of the section, and A ground device that transmits a warning signal indicating that the speed limit changes to a lower level in the next section of the section to the trains in the section, and the own train speed is indicated by the speed limit information transmitted from the ground device. When the speed limit is exceeded, the train speed is automatically controlled to be equal to or lower than the indicated speed limit, and a notice signal transmitted from the ground device is notified so that the train is in the lower speed limit section. A brake pattern is generated when the vehicle enters at a speed higher than the speed limit, and if the train speed is lower than the speed indicated by the brake pattern, a weaker brake is operated. Automatic train control device that operates all brakes if the speed is higher than the speed indicated by the brake pattern, preceding train station arrival / departure information detection means that detects station arrival information and station departure information of the preceding train, and between each station Standard travel time / stop time holding means for holding the standard travel time and the standard stop time of each station, and the next train departure of the preceding train based on the detection result by the preceding train station arrival / departure information detection means and the held information Based on the preceding train departure time predicting means for predicting the time, the own train departure time, and the preceding train next station departure time predicted by the preceding train departure time predicting means, the presence and magnitude of the influence of the preceding train on the own train And a preceding train influence information notifying means for notifying a determination result by the preceding train influence determining means.

  In addition, the ride comfort improving train control system according to claim 4 of the present invention includes, for each section obtained by dividing the track on which the train travels, speed limit information according to the position of the train existing in front of the section, and A ground device that transmits a warning signal indicating that the speed limit changes to a lower level in the next section of the section to the trains in the section, and the own train speed is indicated by the speed limit information transmitted from the ground device. When the speed limit is exceeded, the train speed is automatically controlled to be equal to or lower than the indicated speed limit, and a notice signal transmitted from the ground device is notified so that the train is in the lower speed limit section. A brake pattern is generated when the vehicle enters at a speed higher than the speed limit, and if the train speed is lower than the speed indicated by the brake pattern, a weaker brake is operated. Automatic train control device that operates all brakes if the speed is higher than the speed indicated by the brake pattern, preceding train station arrival / departure information detection means that detects station arrival information and station departure information of the preceding train, and between each station Standard travel time / stop time holding means for holding the standard travel time and the standard stop time of each station, and the next train departure of the preceding train based on the detection result by the preceding train station arrival / departure information detection means and the held information Based on the preceding train departure time predicting means for predicting the time, the own train departure time, and the preceding train next station departure time predicted by the preceding train departure time predicting means, the presence and magnitude of the influence of the preceding train on the own train Based on the determination result by the preceding train influence determining means and the preceding train influence determining means, the traveling mode of the own train is driven at a speed within the speed limit of the own train. Driving mode setting means for setting to a high-speed driving mode or a slow-speed driving enabled mode for driving at a speed suppressed from the speed in the high-speed driving mode, and driving control for controlling the running of the own train according to the driving mode set by the driving mode setting means Means.

  In addition, the ride comfort improving train control system according to claim 5 of the present invention provides, for each section obtained by dividing the track on which the train travels, speed limit information according to the position of the train existing in front of the section, and A ground device that transmits a warning signal indicating that the speed limit changes to a lower level in the next section of the section to the trains in the section, and the own train speed is indicated by the speed limit information transmitted from the ground device. When the speed limit is exceeded, the train speed is automatically controlled to be equal to or lower than the indicated speed limit, and a notice signal transmitted from the ground device is notified so that the train is in the lower speed limit section. A brake pattern is generated when the vehicle enters at a speed higher than the speed limit, and if the train speed is lower than the speed indicated by the brake pattern, a weaker brake is operated. Detected by an automatic train control device that operates all brakes if the degree is higher than the speed indicated by the brake pattern, own train position detection means that detects the position of the own train on the track, and the own train position detection means Based on the own train position, the influence determination means to the subsequent train that determines whether the speed limit of the station platform section behind the own train is a speed limit that does not hinder the entry of the subsequent train, and It is characterized by comprising means for notifying the subsequent train of the influence information for notifying the presence or absence of the influence on the subsequent train determined by the means for determining the influence on the subsequent train.

  Further, the ride comfort improving train control system according to claim 6 of the present invention provides, for each section obtained by dividing the track on which the train travels, speed limit information according to the position of the train existing in front of the section, and A ground device that transmits a warning signal indicating that the speed limit changes to a lower level in the next section of the section to the trains in the section, and the own train speed is indicated by the speed limit information transmitted from the ground device. When the speed limit is exceeded, the train speed is automatically controlled to be equal to or lower than the indicated speed limit, and a notice signal transmitted from the ground device is notified so that the train is in the lower speed limit section. A brake pattern is generated when the vehicle enters at a speed higher than the speed limit, and if the train speed is lower than the speed indicated by the brake pattern, a weaker brake is operated. If the degree is higher than the speed indicated by the brake pattern, the automatic train control device that operates all the brakes, the own train position detection means that detects the position of the own train on the track, and the station platform section behind the own train Based on the own train position where the speed limit is a speed limit that does not interfere with the entry of the subsequent train into the station and the current own train position detected by the own train position detection means, the presence or absence of the influence of the own train on the subsequent train is determined. The high-speed operation mode in which the traveling mode of the own train travels at a speed within the speed limit of the own train or the high-speed operation based on the determination result by the influence determining means for determining the subsequent train and the influence determining means for the subsequent train According to a travel mode setting means for setting to a slow-speed drivable mode that travels at a speed suppressed from the speed in the mode; Characterized in that a running control means for controlling the running of the train Te.

  In addition, the ride comfort improving train control system according to claim 7 of the present invention provides, for each section obtained by dividing the track on which the train travels, speed limit information according to the position of the train existing in front of the section, and A ground device that transmits a warning signal indicating that the speed limit changes to a lower level in the next section of the section to the trains in the section, and the own train speed is indicated by the speed limit information transmitted from the ground device. When the speed limit is exceeded, the train speed is automatically controlled to be equal to or lower than the indicated speed limit, and a notice signal transmitted from the ground device is notified so that the train is in the lower speed limit section. A brake pattern is generated when the vehicle enters at a speed higher than the speed limit, and if the train speed is lower than the speed indicated by the brake pattern, a weaker brake is operated. Automatic train control device that operates all brakes if the speed is higher than the speed indicated by the brake pattern, own train position detecting means for detecting the position of the own train on the track, and the position of the subsequent train on the track A subsequent train position detecting means for detecting a speed limit, a speed limit information holding means for holding speed limit information set in a section behind the section when a train is present in each section, and the own train position detecting means Based on the own train position detected by the following train position detecting means, the following train position detected by the following train position detecting means, and the speed limit information held by the speed limit information holding means, An influence determination means for the subsequent train for determining whether or not the train is present and an influence information notification means for the subsequent train for notifying the determination result by the influence determination means for the subsequent train. Characterized in that was.

  In addition, the ride comfort improving type train control system according to claim 8 of the present invention provides, for each section obtained by dividing the track on which the train travels, speed limit information according to the position of the train existing in front of the section, and A ground device that transmits a warning signal indicating that the speed limit changes to a lower level in the next section of the section to the trains in the section, and the own train speed is indicated by the speed limit information transmitted from the ground device. When the speed limit is exceeded, the train speed is automatically controlled to be equal to or lower than the indicated speed limit, and a notice signal transmitted from the ground device is notified so that the train is in the lower speed limit section. A brake pattern is generated when the vehicle enters at a speed higher than the speed limit, and if the train speed is lower than the speed indicated by the brake pattern, a weaker brake is operated. Automatic train control device that operates all brakes if the speed is higher than the speed indicated by the brake pattern, own train position detecting means for detecting the position of the own train on the track, and the position of the subsequent train on the track A subsequent train position detecting means for detecting a speed limit, a speed limit information holding means for holding speed limit information set in a section behind the section when a train is present in each section, and the own train position detecting means Based on the own train position detected by the following train position detecting means, the following train position detected by the following train position detecting means, and the speed limit information held by the speed limit information holding means, Based on the determination result by the influence determination means for the subsequent train and whether the influence determination means for the subsequent train determines whether the train is present or not, the travel mode of the own train is limited to the own train. Traveling mode setting means for setting to a high-speed driving mode that travels at a speed within the range or a slow-speed operable mode that travels at a speed that is less than the speed in the high-speed driving mode; And a traveling control means for controlling traveling.

  In addition, the ride comfort improving train control system according to claim 9 of the present invention provides, for each section obtained by dividing the track on which the train travels, speed limit information according to the position of the train existing in front of the section, and A ground device that transmits a warning signal indicating that the speed limit changes to a lower level in the next section of the section to the trains in the section, and the own train speed is indicated by the speed limit information transmitted from the ground device. When the speed limit is exceeded, the train speed is automatically controlled to be equal to or lower than the indicated speed limit, and a notice signal transmitted from the ground device is notified so that the train is in the lower speed limit section. A brake pattern is generated when the vehicle enters at a speed higher than the speed limit, and if the train speed is lower than the speed indicated by the brake pattern, a weaker brake is operated. Automatic train control device that operates all brakes if the speed is higher than the speed indicated by the brake pattern, own train position detection means for detecting the position of the own train on the track, and when a train is present in each section Of the speed limit information holding means for holding speed limit information set in the section behind the section, the own train position detected by the own train position detecting means, and the section of the section transmitted from the ground device Forward speed limit information estimating means for estimating speed limit information of a forward section based on speed limit information and a warning signal, and speed limit information of a section behind a preceding train existing section held by the speed limit information holding means. And a forward speed limit information notifying means for notifying a result of estimation by the forward speed limit information estimating means.

  Moreover, the ride comfort improving train control system according to claim 10 of the present invention provides, for each section obtained by dividing the track on which the train travels, speed limit information according to the position of the train existing in front of the section, and A ground device that transmits a warning signal indicating that the speed limit changes to a lower level in the next section of the section to the trains in the section, and the own train speed is indicated by the speed limit information transmitted from the ground device. When the speed limit is exceeded, the train speed is automatically controlled to be equal to or lower than the indicated speed limit, and a notice signal transmitted from the ground device is notified so that the train is in the lower speed limit section. A brake pattern is generated when the vehicle enters at a speed higher than the speed limit, and if the train speed is lower than the speed indicated by the brake pattern, a weaker brake is operated. Automatic train control device that operates all brakes if the speed is higher than the speed indicated by the brake pattern, own train position detection means that detects the position of the own train on the track, and when a train is present in each section Of the speed limit information holding means for holding speed limit information set in the section behind the section, the own train position detected by the own train position detecting means, and the section of the section transmitted from the ground device Forward speed limit information estimating means for estimating speed limit information of a forward section based on speed limit information and a warning signal, and speed limit information of a section behind a preceding train existing section held by the speed limit information holding means. And travel control means for performing train travel control based on the estimation result by the forward speed limit information estimation means.

  A ride comfort improving train control system according to claim 11 of the present invention is the ride comfort improving train control system according to claim 9 or 10, wherein the position of the preceding train on the track is detected. Further comprising a preceding train position detecting means, wherein the forward speed limit information estimating means includes the own train position detected by the own train position detecting means, the speed limit information and the warning signal of the section transmitted from the ground device, Based on the preceding train position detected by the preceding train position detecting means and the speed limit information of the section behind the preceding train existing section held by the speed limit information holding means, the speed limit information of the front section is estimated. It is characterized by that.

  A riding comfort improvement type train control system according to claim 12 of the present invention is the riding comfort improvement type train control system according to any one of claims 9 to 11, wherein the restriction of the forward section is performed. The speed information includes the speed limit of the next section, the speed limits of multiple sections ahead, the distance to the stop signal section, the preceding train existing section, the distance to the preceding train existing section, the section maximum speed of the preceding train existing section, the preceding It is at least one of the distances to the tail end of the train.

  A riding comfort improvement type train control system according to claim 13 of the present invention is the riding comfort improvement type train control system according to claim 9 or claim 10 of the present invention, and is calculated by the own train position detection means. Based on the own train position, the position of the delay side and the advance side of the own train, the delay side and the advance side of the own train existing section are calculated in consideration of the position detection error, and the preceding speed held by the speed limit information holding unit Based on the speed limit information of the section behind the train line section, the speed limit and the warning signal that can be generated in the delay side, the advance side and the middle section thereof, and the speed limit information and the warning signal transmitted from the ground device Is further provided with consistency confirmation means for confirming the consistency of the own train position, the speed limit, and the warning signal, and the forward speed limit information estimation means includes the consistency confirmation means. When confirming the consistency with, and estimates the speed limit information of the anterior segment.

  A riding comfort improvement type train control system according to claim 14 of the present invention is the riding comfort improvement type train control system according to claim 10 or claim 12, wherein gradient information on a track on which the train travels is obtained. The slope information holding means and the slope information held by the forward speed limit information estimating means and the slope information held by the slope information holding means when the speed limit of the next section is predicted to change to the lower level by the notice signal. Based on the information, perform a deceleration simulation that considers the gradient from the current position when the train is decelerating to a lower speed limit by operating weaker brakes than before entering the next section. Simulation means, and the travel control means has a deceleration end point indicated by a simulation result by the simulation means. Timing not exceeding rake pattern, and wherein the operating the weaker braking than full braking.

  In addition, the ride comfort improving train control system according to claim 15 of the present invention provides, for each section obtained by dividing the track on which the train travels, speed limit information according to the position of the train existing in front of the section, and A ground device that transmits a warning signal indicating that the speed limit changes to a lower level in the next section of the section to the trains in the section, and the own train speed is indicated by the speed limit information transmitted from the ground device. When the speed limit is exceeded, the train speed is automatically controlled to be equal to or lower than the indicated speed limit, and a notice signal transmitted from the ground device is notified so that the train is in the lower speed limit section. A brake pattern is generated when the vehicle enters at a speed higher than the speed limit, and if the train speed is lower than the speed indicated by the brake pattern, a weaker brake is operated. Automatic train control device that operates all brakes if the speed is higher than the speed indicated by the brake pattern, own train position detecting means for detecting the position of the own train on the track, and the gradient on the track on which the train travels Gradient information holding means for holding information, and the own train position detected by the own train position detecting means and the gradient information holding means when it is predicted that the speed limit for the next section will change to the lower level by the notice signal. Based on the gradient information held by the above, a deceleration simulation considering the gradient from the current position when the train is decelerating for a predetermined time by operating weaker brakes than before entering the next section The simulation means to perform and the deceleration end point indicated by the simulation result by the simulation means exceeds the brake pattern In no time, characterized in that a running control means for controlling to train traveling to operate the weaker braking than full braking.

  A ride comfort improving train control system according to claim 16 of the present invention is the ride comfort improving train control system according to claim 15, wherein the simulation means uses the notice signal to When it is predicted that the speed limit will change to the lower level, the own train enters the next section based on the own train position detected by the own train position detection means and the gradient information held by the gradient information holding means. From the current position when the brakes that are weaker than all the brakes are operated and decelerated for a predetermined time, and the brakes that are weaker than all the brakes and the brakes are operated and decelerated for a predetermined time. A deceleration simulation is performed in consideration of the gradient, and the travel control means is indicated by a simulation result by the simulation means. At a timing when the end point of speed does not exceed the brake pattern, the train is operated by operating a brake weaker than all brakes and decelerating for a predetermined time, and then operating an intermediate brake between the weaker brakes and all brakes. It is characterized by controlling the running of.

  In addition, in the riding comfort improvement type train control system according to claim 17 of the present invention, for each section obtained by dividing the track on which the train travels, the speed limit information according to the position of the train existing in front of the section, and A ground device that transmits a warning signal indicating that the speed limit changes to a lower level in the next section of the section to the trains in the section, and the own train speed is indicated by the speed limit information transmitted from the ground device. When the speed limit is exceeded, the train speed is automatically controlled to be equal to or lower than the indicated speed limit, and a notice signal transmitted from the ground device is notified so that the train is in the lower speed limit section. A brake pattern is generated when the vehicle enters at a speed higher than the speed limit, and if the train speed is lower than the speed indicated by the brake pattern, a weaker brake is operated. Automatic train control device that operates all brakes if the speed is higher than the speed indicated by the brake pattern, own train position detection means that detects the position of the own train on the track, and when a train is present in each section Of the speed limit information holding means for holding speed limit information set in the section behind the section, the own train position detected by the own train position detecting means, and the section of the section transmitted from the ground device Forward speed limit information estimating means for estimating speed limit information of a forward section based on speed limit information and a warning signal, and speed limit information of a section behind a preceding train existing section held by the speed limit information holding means. And gradient information holding means for holding gradient information on the track on which the train travels, and the forward speed limit information when the speed limit for the next section is predicted to change to the lower level. Based on the estimation result by the estimation unit and the gradient information held by the gradient information holding unit, the brakes that are weaker than all the brakes are operated to decelerate to the lower speed limit before the train enters the next section. In this case, a simulation means for performing a deceleration simulation in consideration of a gradient from the current position, and a brake condition notification means for notifying a brake timing and a brake command indicated by a simulation result by the simulation means are provided.

  A riding comfort improvement type train control system according to claim 18 of the present invention is the riding comfort improvement type train control system according to claim 17, wherein the preceding train position detects the position of the preceding train on the track. The forward speed limit information estimating means further includes a host train position detected by the host train position detecting means, speed limit information and a warning signal of the section transmitted from the ground device, and the preceding train. The speed limit information of the front section is estimated based on the preceding train position detected by the position detection means and the speed limit information of the section behind the preceding train existing section held by the speed limit information holding means. And

  In addition, the ride comfort improving type train control system according to claim 19 of the present invention provides, for each section obtained by dividing the track on which the train travels, speed limit information according to the position of the train existing in front of the section, and A ground device that transmits a warning signal indicating that the speed limit changes to a lower level in the next section of the section to the trains in the section, and the own train speed is indicated by the speed limit information transmitted from the ground device. When the speed limit is exceeded, the train speed is automatically controlled to be equal to or lower than the indicated speed limit, and a notice signal transmitted from the ground device is notified so that the train is in the lower speed limit section. A brake pattern is generated when the vehicle enters at a speed higher than the speed limit, and if the train speed is lower than the speed indicated by the brake pattern, a weaker brake is operated. Automatic train control device that operates all brakes if the speed is higher than the speed indicated by the brake pattern, own train position detecting means for detecting the position of the own train on the track, and the gradient on the track on which the train travels Gradient information holding means that holds information, and the own train position detected by the own train position detecting means and the gradient information that is held by the gradient information holding means when the speed limit of the next section is predicted to change to the lower level. Based on the above, a simulation means for performing a deceleration simulation in consideration of the gradient from the current position when the train is decelerated for a predetermined time by operating a brake weaker than all the brakes before entering the next section, Brake for notifying the brake timing and brake command indicated by the simulation result by the simulation means It characterized in that it was a matter notification means.

  The riding comfort improving train control system according to claim 20 of the present invention is the riding comfort improving train control system according to claim 19, wherein the simulation means uses the warning signal to indicate the next section. When it is predicted that the speed limit will change to the lower level, the own train enters the next section based on the own train position detected by the own train position detection means and the gradient information held by the gradient information holding means. From the current position when the brakes weaker than all the brakes are operated and decelerated for a predetermined time, and the brakes weaker than all the brakes and the brakes between all the brakes are operated and decelerated for a predetermined time. It is characterized by performing a deceleration simulation in consideration of the above.

  According to the ride comfort type train control system according to claim 1 of the present invention, the driver can grasp the position of the preceding train and can perform the operation according to the position of the preceding train. Even in a high-density time zone, unnecessary acceleration / deceleration can be suppressed and a good riding comfort can be realized.

  In addition, according to the ride quality improvement type train control system according to claim 2 of the present invention, the driver knows whether the preceding train is stopped at the station and the time after the preceding train arrives at the station. In addition, since driving according to the situation of the preceding train can be performed, unnecessary acceleration / deceleration can be suppressed and good riding comfort can be realized even in a time zone where the train density is high, such as in the morning rush hour.

  Moreover, according to the ride comfort improving train control system according to claim 3 of the present invention, the driver can grasp the presence or absence of the influence of the preceding train on the own train, and can perform the operation according to the situation of the preceding train. As a result, unnecessary acceleration / deceleration can be suppressed and a good riding comfort can be achieved even in a time zone where the train density is high, such as in the morning rush hour.

  According to the riding comfort improvement type train control system according to claim 4 of the present invention, the train side device grasps the degree of influence of the preceding train on the own train, and trains according to the degree of influence of the preceding train. Therefore, even in a time zone where the train density is high, such as in the morning rush hour, unnecessary acceleration / deceleration is suppressed and a good riding comfort can be realized.

  Moreover, according to the ride comfort improving train control system according to claim 5 of the present invention, the driver can grasp whether or not the own train affects the station entry of the following train, and the following train is affected. Because it is possible to perform an operation that suppresses unnecessary acceleration / deceleration in a range that is not in the range, even when the train density is high, such as during morning rush hours, it is possible to achieve a good ride comfort without causing delays in the following train .

  In addition, according to the ride comfort improving train control system according to claim 6 of the present invention, the train-side device can grasp whether or not the own train affects the approach of the subsequent train to the station, and affects the subsequent train. As the train can be controlled so that unnecessary acceleration / deceleration is suppressed within a range that does not affect the vehicle, even when the train density is high, such as in the morning rush hour, the subsequent train is not delayed and good riding Comfort can be realized.

  Further, according to the ride comfort improving type train control system according to claim 7 of the present invention, the driver can grasp the presence / absence of the influence of the own train on the following train, and an unnecessary addition within a range not affecting the following train. Since it is possible to perform an operation that suppresses deceleration, it is possible to realize a good riding comfort without causing a delay in the following train even in a time zone where the train density is high, such as during morning rush hours.

  Moreover, according to the ride quality improvement type train control system according to claim 8 of the present invention, the train side device can grasp the presence / absence of the influence of the own train on the subsequent train and is unnecessary in a range that does not affect the subsequent train. As the train can be controlled so as to suppress excessive acceleration / deceleration, it is possible to realize a good ride comfort without causing delays in the following trains even during times of high train density such as during morning rush hours. it can.

  Further, according to the ride comfort improving train control system according to claim 9 of the present invention, the driver can grasp the speed limit of the front section, and can perform driving based on the change in the speed limit ahead, Even during times of high train density, such as during morning rush hours, unnecessary acceleration / deceleration and sudden full braking operations are suppressed, and a good riding comfort can be realized.

  Moreover, according to the ride comfort improving train control system according to claim 10 of the present invention, the train-side device can grasp the speed limit of the front section and controls the traveling of the train based on the change in the speed limit ahead. As a result, unnecessary acceleration / deceleration and sudden all-brake operations can be suppressed even during periods of high train density, such as during morning rush hours, and a good riding comfort can be realized.

  Further, according to the ride comfort improving train control system according to claim 11 of the present invention, the driver can grasp the speed limit of the front section and can perform driving based on the change in the speed limit ahead. Even during times of high train density, such as during morning rush hours, unnecessary acceleration / deceleration and sudden full braking operations are suppressed, and a good riding comfort can be realized.

  According to the riding comfort improvement type train control system according to the thirteenth aspect of the present invention, the driver or the train side device can correctly grasp the speed limit in the forward section even when there is a detection error of the own train position. As a result, unnecessary acceleration / deceleration and sudden all-brake operations can be suppressed even during periods of high train density, such as during morning rush hours, and a good riding comfort can be realized.

  According to the riding comfort improvement type train control system of the fourteenth aspect of the present invention, the train-side device is optimally decelerated when the brake is applied early so as not to operate all the brakes when entering the lower speed limit. Since the starting point can be determined, it is possible to realize a good riding comfort without unnecessarily extending the travel time.

  According to the riding comfort improvement type train control system of the fifteenth aspect of the present invention, the train-side device applies a brake that is weaker than all the brakes for a predetermined time or more before the entire brake operation when entering the lower speed limit section. Since the vehicle can be operated, even in a time zone where the train density is high, such as during morning rush hours, sudden all brake operations are suppressed, and a good riding comfort can be realized.

  According to the riding comfort improvement type train control system of the sixteenth aspect of the present invention, the train side device applies a weaker brake than the entire brake for a predetermined time or more before the full brake operation when entering the lower speed limit section. In addition, the brakes that are weaker than all the brakes and the intermediate brakes of all the brakes can be operated for a predetermined time or more, so sudden all-brake operations are suppressed even during high-train hours such as morning rush hours. It is possible to realize a good ride comfort.

  According to the riding comfort improvement type train control system according to any one of claims 17 to 20 of the present invention, the driver can suppress the brake conditions for preventing the full brake operation and the sudden full brake operation. Since the brake condition can be grasped and the vehicle can be operated in accordance with the brake condition, it is possible to realize a good riding comfort even in a time zone where the train density is high, such as in the morning rush hour.

The block diagram which shows the structural example of the riding comfort improvement type train control system in the 1st Embodiment of this invention. The figure for demonstrating the operation | movement according to the speed limit information holding | maintenance part of the riding comfort improvement type train control system in the 1st Embodiment of this invention. The flowchart which shows an example of the processing operation of the riding comfort improvement type train control system in the 1st Embodiment of this invention. The block diagram which shows the structural example of the riding comfort improvement type train control system in the 2nd Embodiment of this invention. The flowchart which shows an example of the processing operation of the riding comfort improvement type train control system in the 2nd Embodiment of this invention. The block diagram which shows the structural example of the riding comfort improvement type train control system in the 3rd Embodiment of this invention. The figure for demonstrating operation | movement of the preceding train influence determination part of the riding comfort improvement type train control system in the 3rd Embodiment of this invention. The figure for demonstrating operation | movement of the preceding train influence determination part of the riding comfort improvement type train control system in the 3rd Embodiment of this invention. The flowchart which shows an example of the processing operation of the riding comfort improvement type train control system in the 3rd Embodiment of this invention. The block diagram which shows the structural example of the riding comfort improvement type train control system in the 4th Embodiment of this invention. The flowchart which shows an example of the processing operation of the riding comfort improvement type train control system in the 4th Embodiment of this invention. The block diagram which shows the structural example of the riding comfort improvement type train control system in the 5th Embodiment of this invention. The figure for demonstrating operation | movement of the influence determination part to the subsequent train of the riding comfort improvement type train control system in the 5th Embodiment of this invention. The flowchart which shows an example of the processing operation of the riding comfort improvement type train control system in the 5th Embodiment of this invention. The block diagram which shows the structural example of the riding comfort improvement type train control system in the 6th Embodiment of this invention. The flowchart which shows an example of the processing operation of the riding comfort improvement type train control system in the 6th Embodiment of this invention. The block diagram which shows the structural example of the riding comfort improvement type train control system in the 7th Embodiment of this invention. The figure for demonstrating operation | movement of the influence determination part to the subsequent train of the riding comfort improvement type train control system in the 7th Embodiment of this invention. The flowchart which shows an example of the processing operation of the riding comfort improvement type train control system in the 7th Embodiment of this invention. The block diagram which shows the structural example of the riding comfort improvement type train control system in the 8th Embodiment of this invention. The flowchart which shows an example of the processing operation of the riding comfort improvement type train control system in the 8th Embodiment of this invention. The block diagram which shows the structural example of the riding comfort improvement type train control system in the 9th Embodiment of this invention. The figure for demonstrating operation | movement of the front speed limit information estimation part of the riding comfort improvement type train control system in the 9th Embodiment of this invention. The flowchart which shows an example of the processing operation of the riding comfort improvement type train control system in the 9th Embodiment of this invention. The block diagram which shows the structural example of the riding comfort improvement type train control system in the 10th Embodiment of this invention. The flowchart which shows an example of the processing operation of the riding comfort improvement type train control system in the 10th Embodiment of this invention. The block diagram which shows the structural example of the riding comfort improvement type train control system in the 11th Embodiment of this invention. The flowchart which shows an example of the processing operation of the riding comfort improvement type train control system in the 11th Embodiment of this invention. The block diagram which shows the structural example of the riding comfort improvement type train control system in the 12th Embodiment of this invention. The flowchart which shows an example of the processing operation of the riding comfort improvement type train control system in the 12th Embodiment of this invention. The block diagram which shows the structural example of the riding comfort improvement type train control system in the 13th Embodiment of this invention. The figure for demonstrating operation | movement of the consistency confirmation part of the riding comfort improvement type train control system in 13th Embodiment of this invention. The flowchart which shows an example of the processing operation of the riding comfort improvement type train control system in the 13th Embodiment of this invention. The block diagram which shows the structural example of the riding comfort improvement type train control system in the 14th Embodiment of this invention. The figure for demonstrating operation | movement of the simulation part of the riding comfort improvement type train control system in 14th Embodiment of this invention. The flowchart which shows an example of the processing operation of the riding comfort improvement type train control system in the 14th Embodiment of this invention. The block diagram which shows the structural example of the riding comfort improvement type train control system in 15th and 16th embodiment of this invention. The figure for demonstrating operation | movement of the simulation part of the riding comfort improvement type train control system in 15th Embodiment of this invention. The flowchart which shows an example of the processing operation of the riding comfort improvement type train control system in the 15th Embodiment of this invention. The figure for demonstrating operation | movement of the simulation part of the riding comfort improvement type train control system in 16th Embodiment of this invention. The flowchart which shows an example of the processing operation of the riding comfort improvement type train control system in a 16th embodiment of the present invention. The block diagram which shows the structural example of the riding comfort improvement type train control system in the 17th Embodiment of this invention. A flow chart which shows an example of processing operation of a riding comfort improvement type train control system in a 17th embodiment of the present invention.

Embodiments of the present invention will be described below with reference to the drawings.
(First embodiment)
First, a first embodiment of the present invention will be described.
FIG. 1 is a block diagram illustrating a configuration example of a ride comfort improving train control system according to the first embodiment of the present invention.
As shown in FIG. 1, the on-board controller 8 in the train 1 of the ride quality improvement type train control system according to the first embodiment of the present invention includes an automatic train controller 9, an own train position detector 10, and a preceding train. It has a speed limit information holding unit 11, a preceding train position estimation unit 12, and a preceding train information notification unit 13 at the time of standing.

  The automatic train control device 9 of the on-board control device 8 calculates the train speed based on the pulse information of the speed generator 7 in the train 1, and the speed limit information and the train speed received from the ground device 3 outside the train 1. If the train speed exceeds the speed limit, a brake command is output to control the train speed to be automatically below the speed limit.

  In addition, the automatic train control device 9 receives a warning signal indicating that the speed limit changes to the lower level in the next section of the section together with the speed limit of each section, and receives the received warning signal. Notify the driver 4 of the train 1 with the speedometer 5 and generate a brake pattern when the train 1 enters the lower speed limit section at a speed equal to or higher than the speed limit, and the train speed is lower than the brake pattern. For example, a weak brake is operated by the braking / driving control device 6 in the train 1, and all brakes are operated by the braking / driving control device 6 if the train speed is higher than the brake pattern.

  The own train position detection unit 10 of the on-board control device 8 calculates the travel distance of the train 1 based on the pulse information of the speed generator 7, and a position detection transponder ground unit (not shown) installed on the ground. The information on the train station (not shown) is obtained, the door opening / closing status (not shown), and the information on which station the train 1 is on (not shown) The position of the train is detected by grasping that the vehicle is stopped at the fixed position.

  The speed limit information holding unit 11 when the preceding train is on the on-board controller 8 sets how the speed limit of the rear section is set when the train is on each section obtained by dividing the track on which the train 1 travels. Keep a record of the entire orbit.

  The information held by the speed limit information holding unit 11 when the preceding train is on, for example, for each section, lists the section identification number, the start and end positions of the section, and the speed limits for a plurality of different preceding train positions. The thing which was done is mentioned.

FIG. 2 is a diagram for explaining an operation according to the speed limit information holding unit of the ride comfort improving train control system according to the first embodiment of the present invention.
The figure shown in FIG. 2 shows an example of setting the speed limit behind the section when the preceding train is in the section.
The dotted line in FIG. 2 indicates the maximum speed of each section, and the solid line indicates the speed limit behind the section when the tail end of the preceding train is in “section TC2”. When the tail end of the preceding train is in the "section TC2" and the own train is in the "section TC9", the own train receives the speed limit a and enters the next section, and receives the speed limit b. Since the speed limit b is lower than the speed limit a, the own train receives the speed limit a and a warning signal from the ground device 3 while in the “section TC9”.

FIG. 3 is a flowchart showing an example of the processing operation of the ride comfort improving train control system according to the first embodiment of the present invention.
When the preceding train position estimation unit 12 detects the own train position by the own train position detection unit 10 (step S1), the preceding train position estimation unit 12 determines the start position of the section from the information held in the speed limit information holding unit 11 based on the own train position. The terminal position is searched to identify the existing section of the own train (steps S2 and S3).

  Next, the preceding train position estimation unit 12 refers to the information held in the speed limit information holding unit 11 based on the speed limit and the warning signal received from the ground device 3 and decoded by the automatic train control device 9, The existing section of the preceding train is specified (steps S4 and S5).

  In the example shown in FIG. 2, since the own train is in the "section TC9", the speed limit a and the warning signal are received only when the tail end of the preceding train is in the "section TC2". The train position estimation unit 12 can specify the existing section of the preceding train.

  In addition, after the preceding train position estimation unit 12 identifies the current section of the preceding train, if the speed limit increases while the own train is traveling in the same section, the tail end of the preceding train is the next section of the identified section. The distance from the boundary position of the section and the own train position to the tail end of the preceding train can be estimated.

  Further, when the preceding train position estimation unit 12 can obtain the identification information of the current section from the ground device 3, the preceding train position estimation unit 12 searches for the start position and the end position of the section, which is information stored in the speed limit information storage unit 11. Instead, the existing section of the own train may be specified by the identification information from the ground device 3.

  And the preceding train information notification part 13 is the position information of the preceding train estimated by the preceding train position estimating part 12, that is, the preceding train existing section or the distance to the preceding train existing section, the leading end of the own train and the leading end of the preceding train. The distance to the driver 4 is notified to the driver 4 (step S6). Examples of notifications include, for example, the positional relationship between the preceding train and the own train on a display device, the numerical display of the distance from the own train to the preceding train, and the own train exceeding the predetermined distance from the preceding train. When approaching, it is possible to sound a warning sound.

  As described above, in the ride quality improvement type train control system according to the first embodiment of the present invention, the driver 4 can perform driving according to the position of the preceding train by knowing the position information of the preceding train. Therefore, even in a time zone where the train density is high, such as during morning rush hours, unnecessary acceleration / deceleration is suppressed, and a good riding comfort can be realized.

  The preceding train existing section can be estimated only in a section where the speed limit is lowered due to the influence of the preceding train or in a case where the warning signal is output in the section where the warning signal is not originally output due to the influence of the preceding train.

  Moreover, there is a case where the setting of the rear limit speed is the same for different preceding train positions, and the existing section of the preceding train cannot always be specified as one. However, in the morning rush, etc., approach to the preceding train frequently occurs, and it can be considered that there are many cases where the position of the preceding train can be specified. The ride comfort improving train control system having the configuration shown in FIG. 1 has the advantage that the position information of the preceding train can be obtained with a simple configuration.

(Second Embodiment)
Next, a second embodiment of the present invention will be described. In addition, the description of the same part as what was shown in FIG. 1 among the structures of the riding comfort improvement type train control system in each following embodiment is abbreviate | omitted.
FIG. 4 is a block diagram showing a configuration example of a ride comfort improving train control system according to the second embodiment of the present invention.
As shown in FIG. 4, in the ride comfort type train control system according to the second embodiment of the present invention, the on-board control device 8 differs from the first embodiment in that the automatic train control device 9 and the arrival at the preceding train station. The departure information detection unit 14, the preceding train station stop determination unit 15, the preceding train station stop time calculation unit 16, and the preceding train station stop information notification unit 17 are provided.

FIG. 5 is a flowchart showing an example of the processing operation of the ride comfort improving train control system according to the second embodiment of the present invention.
Since the operation of the automatic train control device 9 is the same as that of the first embodiment, the description thereof is omitted.
The preceding train station arrival / departure information detection unit 14 detects the preceding train station arrival / departure information, for example, by acquiring information on the opening / closing state of the door of the preceding train (step S21).

  The preceding train station stop determination unit 15 detects arrival of the preceding train and departure from the station based on the preceding train station arrival information detected by the preceding train station arrival information detection unit 14, and whether the preceding train is stopped at the station. It is determined whether or not (step S22).

  The preceding train station stop time calculation unit 16 counts the time from when the preceding train stops at the station based on the preceding train station arrival information detected by the preceding train station arrival information detection unit 14. The train station stop time is calculated (step S23).

  In addition, after the preceding train station arrival / departure information detection unit 14 detects the position of the preceding train or the information on the position and speed, the preceding train station stop determination unit 15 determines the preceding train based on the detected information. It may be determined whether or not is stopping at the station. In addition, the preceding train station arrival / departure information detection unit 14 directly acquires information that the preceding train has arrived at a certain station and information that the departure from a certain station from the preceding train by wireless communication, or You may make it detect by acquiring by radio | wireless communication from the management system of the ground side which is collecting information.

  The preceding train station stop information notifying unit 17 notifies the driver 4 of the station stop information of the preceding train (step S24). The preceding train station stop information is determined by the preceding train station stop determination unit 15 as to whether or not the preceding train is stopped at the station, and the preceding train station stop time calculation unit 16 calculates the preceding train. It is the elapsed time since then. Examples of notifications include displaying on the display device, etc. that the preceding train is stopping at the station along with the position of the own train, or displaying the elapsed time since stopping at the station. It is done.

  As described above, in the ride quality improvement type train control system in the second embodiment of the present invention, the driver 4 knows the station stop information of the preceding train, and performs driving according to the situation of the preceding train. As a result, unnecessary acceleration / deceleration of the own train is suppressed even in a time zone where the train density is high, such as in the morning rush hour, and a good riding comfort can be realized.

(Third embodiment)
Next, a third embodiment of the present invention will be described. FIG. 6 is a block diagram illustrating a configuration example of the ride comfort improving train control system according to the third embodiment of the present invention.
As shown in FIG. 6, in the ride comfort improving train control system according to the third embodiment of the present invention, the on-board control device 8 includes an automatic train control device 9, a preceding train station arrival / departure information detection unit 14, and standard travel. It has a time / stop time holding unit 18, a preceding train departure time prediction unit 19, a preceding train influence determination unit 20, and a preceding train influence information notification unit 21.
The standard travel time / stop time holding unit 18 stores information indicating the standard travel time between stations and the standard stop time at each station.

Since the operation of the automatic train control device 9 is the same as that of the first embodiment of the present invention, the description thereof is omitted.
The preceding train station arrival / departure information detection unit 14 detects the preceding train station arrival / departure information as in the second embodiment of the present invention.
The preceding train influence determination unit 20 determines the degree of influence of the preceding train on the own train determined by the approaching situation between the preceding train and the own train.

FIG. 7 is a diagram for explaining the operation of the preceding train influence determination unit of the ride comfort improving train control system according to the third embodiment of the present invention.
As shown in FIG. 7, when the own train approaches the preceding train and is strongly influenced by the preceding train, the train departs from the station in a short time after leaving the station where the preceding train is located, This is a case where the travel time to the next station of the preceding train is long and the stop time of the next station of the preceding train is long. The earlier the time when the own train leaves the previous station and the later the time when the preceding train leaves the next station, the closer the own train and the preceding train approach.
That is, the longer the time from when the own train leaves the previous station until the preceding train leaves the next station, the more likely the own train is affected by the preceding train.

FIG. 8 is a diagram for explaining the operation of the preceding train influence determination unit of the ride comfort improving train control system according to the third embodiment of the present invention.
FIG. 8 shows the result of examining the relationship between the time from the departure of the previous station of the own train to the departure of the next station of the preceding train and the traveling time of the own train between certain stations. As shown, if the time from the previous station departure of the own train to the next station departure of the preceding train is within a predetermined value, the own train is not affected by the preceding train, and the inter-station travel time remains the standard travel time . However, if the time from the departure of the previous station of the own train to the departure of the next station of the preceding train exceeds a predetermined value, the travel time between the stations of the own train begins to increase, from the departure of the previous station of the own train to the departure of the next station of the preceding train If the period of time becomes longer to some extent, the stop of the train between stations occurs.

  The relationship between the time from the departure of the previous station of the own train to the departure of the next station of the preceding train and the traveling time of the own train differs from station to station. The threshold for starting travel time between stations is longer when the distance between stations is longer, and shorter when the distance between stations is shorter because the preceding train leaves the next station after the preceding train leaves the next station. There is a tendency to become negative.

  In many cases, the departure time of the next station of the preceding train is not known during traveling between stations of the own train, so it is necessary to rely on prediction. In addition, the next station stop time of the preceding train is difficult to predict because it depends on the congestion status of the next station and the passenger boarding time.

  However, the three factors mentioned above, “After leaving the station with the preceding train, the train departs from the station within a short time”, “Longer travel time to the next station of the preceding train”, “ The previous two factors of “the train next station stop time is long” can be detected at the time of departure from the previous station of the own train and while traveling to the next station of the own train and reflected in the train operation. is there.

FIG. 9 is a flowchart showing an example of the processing operation of the ride comfort improving train control system according to the third embodiment of the present invention.
In determining the degree of influence of the preceding train on the own train by the preceding train influence determining unit 20, the preceding train departure time predicting unit 19 is preceded by the preceding train station arrival information detecting unit 14 as the preceding train. Is detected (step S31), the information held by the standard travel time / stop time holding unit 18 is acquired (step S32), and the acquired information and the preceding train from the preceding train station arrival information detecting unit 14 are acquired. The next station departure time of the preceding train is predicted based on the station arrival / departure information (step S33). The prediction method is shown in the following case (A), case (B), and case (C).

Case (A) is a case from the departure from the preceding train previous station to the elapse of the standard traveling time of the next station from the previous station, and the predicted arrival time of the preceding train next station is expressed by the following equation (1).
Estimated departure time of preceding train next station = departure time of preceding train station + standard travel time + standard stop time Equation (1)
Case (B) is a case from the previous station to the preceding train next station after the elapse of the standard travel time of the next station, and the preceding train next station departure predicted time is expressed by the following equation (2).
Estimated departure time of preceding train next station = current time + standard stop time (2)
Case (C) is a case after arrival at the preceding train next station, and the predicted time at the preceding train next station departure is expressed by the following equation (3).
Predecessor train next station departure time = next station arrival time + standard stop time ... Formula (3)
In the prediction method described so far, it is impossible to take into account the increase in station stop time of the preceding train, so it is predicted that the train will depart earlier than the actual train, but in consideration of the increase in travel time between stations in the middle of the preceding train, the preceding train The next station departure time can be predicted.

  The preceding train influence determination unit 20 determines the influence degree of the preceding train on the own train based on the difference between the preceding train departure time predicted by the preceding train departure time prediction unit 19 and the previous station departure time of the own train. (Step S34).

  Here, when the information of the next station departure time of the preceding preceding train (the train ahead of the preceding train) is obtained, the preceding train departure time prediction unit 19 determines the next station departure time information of the preceding preceding train and the preceding train. Based on the previous station departure time information, it is possible to predict an increase in travel time to the next station of the preceding train. Therefore, in the above case (A), after the previous preceding train leaves the next station, the standard travel time of Instead, the predicted travel time to the next station of the preceding train can be used.

  The preceding train departure time prediction unit 19 may use past actual stop time data instead of the standard stop time when predicting the preceding train next station departure time. However, since the actual stop time data includes sudden increases in station stop time due to passengers being caught in the doors, etc., for example, for the three trains with the shorter stop time among the last five train data It is necessary to eliminate the effects of sudden events by taking the average of

  The preceding train departure time prediction unit 19 can also predict the preceding train next station departure time using another method. In the first embodiment of the present invention, when the speed limit increases while the own train is traveling in the same section, it is considered that the tail position of the preceding train has transitioned to the next section, so the preceding train at that time The position can be specified as the section boundary position.

  Further, with respect to the boundary position of each section, the remaining running time from the position to the station platform stop is calculated based on the standard traveling time between the stations, and the calculation result is held in the on-board controller 8. The preceding train departure time prediction unit 19 can predict the arrival time of the preceding train on the next station based on the current position of the preceding train, and add the stop time to the predicted value of the arrival time of the next station. The next station departure time can be predicted.

  The preceding train influence information notification unit 21 notifies the driver 4 of information indicating the degree of influence of the preceding train on the own train, which is determined by the preceding train influence determination unit 20 (step S35). Examples of notification include, for example, displaying on the display device or the like the degree of influence of the preceding train on the own train or the possibility of the stop of the own train between stations.

  Based on the notification result, the driver 4 can make a determination to avoid driving that accelerates to the full speed limit and to drive while suppressing the speed when there is a high possibility of stopping between stations.

  As described above, in the ride quality improvement type train control system according to the third embodiment of the present invention, the driver 4 knows the degree of influence of the preceding train on the own train, so that the situation of the preceding train can be obtained. Since it is possible to perform appropriate driving, unnecessary acceleration / deceleration can be suppressed and good riding comfort can be realized even in a time zone where the train density is high, such as during morning rush hours.

(Fourth embodiment)
Next, a fourth embodiment of the present invention will be described. FIG. 10 is a block diagram illustrating a configuration example of a ride comfort improving train control system according to the fourth embodiment of the present invention.
As shown in FIG. 10, in the ride comfort improving train control system according to the fourth embodiment of the present invention, the on-board control device 8 includes the automatic train control device 9, the preceding train station, as in the third embodiment. In addition to the arrival / departure information detection unit 14, the standard travel time / stop time holding unit 18, the preceding train departure time prediction unit 19, and the preceding train influence determination unit 20, the vehicle further includes a travel mode setting unit 22A and a travel control unit 23A.

FIG. 11 is a flowchart showing an example of the processing operation of the ride comfort improving train control system according to the fourth embodiment of the present invention.
Since the operation of the automatic train control device 9 is the same as that of the first embodiment of the present invention, the description thereof is omitted. The operations of the preceding train station arrival / departure information detection unit 14, the standard travel time / stop time holding unit 18, the preceding train departure time prediction unit 19, and the preceding train influence determination unit 20 are the same as those in the third embodiment of the present invention. Therefore, explanation is omitted.

  In this embodiment, after the processing of steps S31 to S34 described in the third embodiment is performed, the traveling mode setting unit 22A determines that the preceding train influence determining unit 20 determines that the preceding train has an influence on the own train. When the determination result is small (NO in step S41), the traveling mode of the own train is set to the high speed operation mode (step S42), and the determination result is that the influence of the preceding train on the own train is large. (YES in step S41), the travel mode is set to the slow speed operation mode (step S43).

  When the travel mode set by the travel mode setting unit 22A is the high speed operation mode, the travel control unit 23A controls the vehicle to travel at a high speed within the speed limit range of the own train. In the slow speed operation mode, the travel control unit 23A Control is performed so that the vehicle travels at a reduced speed relative to the speed.

  As described above, in the ride comfort improving train control system according to the fourth embodiment of the present invention, the on-board controller 8 grasps the degree of influence of the preceding train on the own train and determines the degree of influence of the preceding train. Since the train travel is controlled accordingly, unnecessary acceleration / deceleration can be suppressed and a good riding comfort can be realized even in a time zone where the train density is high, such as during morning rush hours.

  In addition, the preceding train influence determination unit 20 can predict how much the traveling time to the next station of the own train is extended under the influence of the preceding train. In this case, the traveling control unit 23A sets the traveling mode to a slow speed. In the driving mode, the optimal travel speed is calculated based on the distance to the next station and the remaining travel time to the next station (the estimated travel time to the next station-the elapsed time after the departure from the previous station) It is also possible to control the train speed so as to maintain the optimum traveling speed.

  In this case, if the train travels at a value close to the speed limit that the train is actually receiving, stoppage between stations will occur due to the influence of the preceding train, but the train will travel at an optimal travel speed sufficiently lower than the speed limit. By doing so, the stop between stations can be suppressed or the time for stopping between stations can be shortened.

(Fifth embodiment)
Next, a fifth embodiment of the present invention will be described. FIG. 12 is a block diagram illustrating a configuration example of a ride comfort improving train control system according to the fifth embodiment of the present invention.
As shown in FIG. 12, in the ride comfort improving train control system according to the fifth embodiment of the present invention, the on-board control device 8 differs from the first embodiment in that the automatic train control device 9 and the own train position detection. Unit 10, an influence determination unit 24A for the following train, and an influence information notification unit 25A for the following train.

FIG. 13 is a diagram for explaining the operation of the influence determination unit for the subsequent train of the ride comfort improving train control system according to the fifth embodiment of the present invention.
FIG. 14 is a flowchart illustrating an example of a processing operation of the ride comfort improving train control system according to the fifth embodiment of the present invention.
Since the operation of the automatic train control device 9 is the same as that of the first embodiment of the present invention, the description thereof is omitted.
When the own train position is detected by the own train position detection unit 10 (step S51), the influence determination unit 24A for the following train is based on the detected own train position and the speed limit of the station platform section behind the own train. Determines whether or not the speed limit is such that there is no hindrance to the approach of the following train (step S52).

  FIG. 13 shows an example of the influence of the own train when the subsequent train enters the station platform section behind the own train. The long chain line in FIG. 13 indicates the maximum speed of each section, the solid line indicates the speed limit of the rear section of the own train when the tail end of the own train is in “section TC1,” and the dotted line indicates the tail speed of the own train. The speed limit in the rear section of the own train when the line is in “section TC2” is shown.

  In this case, when the tail end of the own train proceeds to “Section TC2”, the following train can enter the station platform, and when the tail end of the own train proceeds to “Section TC1”, the succeeding train affects the influence of the own train. It becomes possible to enter the station platform without receiving anything.

  Depending on the station, the position where the train enters the station after it departs from the station will not be hindered. Accordingly, the influence determination unit 24A for the following train records for each station the distance to which the own train has progressed so as not to interfere with the station entry of the subsequent train. Whether or not there is an influence on the following train is determined based on whether or not the position where the influence on the train is eliminated is exceeded.

  Then, the influence information notifying unit 25A for the following train has a limit speed that does not interfere with the entry of the succeeding train, that is, the presence or absence of the influence of the own train on the succeeding train, that is, the speed limit of the station platform section behind the own train. The driver 4 is notified of information indicating whether or not it is (step S53). As an example of the notification, it is possible to display on the display device or the like whether or not there is an influence on the subsequent train of the own train.

  As described above, in the ride quality improvement type train control system according to the fifth embodiment of the present invention, the driver 4 can grasp whether or not the own train affects the entrance of the subsequent train to the subsequent train. Since it can be operated to suppress unnecessary acceleration / deceleration within a range that does not affect the vehicle, it achieves a good ride comfort without causing delays in the following trains even during periods of high train density such as during morning rush hours. be able to.

(Sixth embodiment)
Next, a sixth embodiment of the present invention will be described. FIG. 15 is a block diagram illustrating a configuration example of a ride comfort improving train control system according to the sixth embodiment of the present invention.
As shown in FIG. 15, in the ride comfort improving train control system according to the sixth embodiment of the present invention, the on-board control device 8 includes an automatic train control device 9, an own train position detection as in the fifth embodiment. In addition to the unit 10 and the influence determination unit 24A for the following train, the vehicle further includes a travel mode setting unit 22B and a travel control unit 23A.

FIG. 16 is a flowchart showing an example of the processing operation of the ride comfort improving train control system according to the sixth embodiment of the present invention.
Since the operations of the automatic train control device 9 and the own train position detection unit 10 are the same as those in the first embodiment of the present invention, description thereof will be omitted. Since the operation of the influence determination unit 24A for the following train is the same as that of the fifth embodiment of the present invention, the description thereof is omitted.

  In this embodiment, after the processing of steps S51 to S53 described in the fifth embodiment is performed, the traveling mode setting unit 22B determines that the determination result by the influence determination unit 24A for the subsequent train When it is a determination result that there is an influence (YES in step S61), the traveling mode of the own train is set to the high speed operation mode (step S62), and the determination result is that there is no influence of the own train on the following train. If this is the case (NO in step S61), the travel mode is set to the slow speed driving enabled mode (step S63).

  In the traveling control unit 23A, when the traveling mode set by the traveling mode setting unit 22B is the high-speed operation mode, the traveling control unit 23A performs control so that the vehicle travels at a high speed within the speed limit range of the own train. Only when the influence of the train on the own train is large, or when there is a margin before the scheduled arrival time at the next station, the vehicle is controlled to run at a reduced speed, that is, with the speed limited to the limit speed of the own train.

  As described above, in the ride comfort improving train control system according to the sixth embodiment of the present invention, the on-board controller 8 can grasp whether or not the own train affects the station entry of the subsequent train, and the subsequent Train travel is controlled so as to suppress unnecessary acceleration / deceleration within a range that does not affect the train, so that even if the train density is high, such as during morning rush hours, there is no delay in subsequent trains Comfort can be realized.

(Seventh embodiment)
Next, a seventh embodiment of the present invention will be described. FIG. 17 is a block diagram illustrating a configuration example of a ride comfort improving train control system according to the seventh embodiment of the present invention.
As shown in FIG. 17, in the ride comfort improving train control system according to the seventh embodiment of the present invention, the on-board control device 8 includes an automatic train control device 9, a local train position detection unit 10, and a preceding train on-line. The speed limit information holding unit 11, the subsequent train position detection unit 26, the influence determination unit 24B for the subsequent train, and the influence information notification unit 25B for the subsequent train are included.

FIG. 18 is a diagram for explaining the operation of the influence determination unit for the subsequent train of the ride comfort improving train control system according to the seventh embodiment of the present invention.
FIG. 19 is a flowchart showing an example of the processing operation of the ride comfort improving train control system according to the seventh embodiment of the present invention.
Since the operation of the automatic train control device 9 is the same as that of the first embodiment of the present invention, the description thereof is omitted.
The own train position detection unit 10 detects the own train position as in the first embodiment (step S71). Further, the subsequent train position detection unit 26 acquires the position information of the subsequent train directly from the subsequent train by wireless communication, or acquires the information of each train by wireless communication from the management system on the ground side. It detects (step S72).

  The influence determination unit 24B for the following train is based on the own train position detected by the own train position detection unit 10 and the position information of the subsequent train detected by the subsequent train position detection unit 26, and the speed limit information holding unit when the preceding train is on the line. 11 is acquired (step S73), and with reference to the acquired information, the presence / absence of the influence on the following train is determined by calculating the influence range on the rear section due to the presence of the own train ( Step S74).

  In the example of the range of influence on the rear section of the own train shown in FIG. 18, when the tail end of the own train is in the “section TC2”, the speed limit in the rear section is lower than the maximum speed of each section. This is the range up to “section TC10”. The influence determination unit 24B for the succeeding train has an influence of the succeeding train of the own train when the succeeding train position detected by the succeeding train position detection unit 26 is in the influence range to the rear section due to the presence of the own train. Is determined.

  Further, the subsequent train position detection unit 26 detects the position and speed of the subsequent train, and the influence determination unit 24B on the subsequent train determines whether or not the subsequent train is in an influence range on the rear section due to the presence of the own train. Determine whether or not the own train and the following train are approaching, and the influence of the following train of the own train when the following train is not in the range of influence on the rear section due to the presence of the own train but is entering You may make it determine with existence.

  The influence information notifying unit 25B for the following train is based on the determination result by the influence determining unit 24B for the following train, and whether there is an influence on the following train of the own train, that is, the rear section where the following train is due to the presence of the own train The driver 4 is notified of information indicating whether or not the vehicle is in the influence range (step S75). As an example of the notification, it is possible to display on the display device or the like whether or not there is an influence on the subsequent train of the own train.

  As described above, in the ride quality improvement type train control system according to the seventh embodiment of the present invention, the driver 4 can grasp whether or not the own train affects the subsequent train and does not affect the subsequent train. Because it is possible to perform an operation that suppresses unnecessary acceleration / deceleration in a range that is not in the range, even when the train density is high, such as during morning rush hours, it is possible to achieve a good ride comfort without causing delays in the following train .

(Eighth embodiment)
Next, an eighth embodiment of the present invention will be described. FIG. 20 is a block diagram showing a configuration example of a ride comfort improving train control system according to the eighth embodiment of the present invention.
As shown in FIG. 20, in the ride comfort improving train control system according to the eighth embodiment of the present invention, the on-board control device 8 includes an automatic train control device 9, a local train position detection unit 10, and a preceding train on-line. It has a speed limit information holding unit 11, a subsequent train position detection unit 26, an influence determination unit 24B for the subsequent train, a travel mode setting unit 22C, and a travel control unit 23A.

FIG. 21 is a flowchart illustrating an example of processing operation of the ride comfort improving train control system according to the eighth embodiment of the present invention.
Since the operations of the automatic train control device 9 and the own train position detection unit 10 are the same as those in the first embodiment of the present invention, description thereof will be omitted. The operations of the speed limit information holding unit 11 when the preceding train is present, the influence determination unit 24B to the subsequent train, and the subsequent train position detection unit 26 are the same as those in the seventh embodiment of the present invention, and thus the description thereof is omitted.

  In this embodiment, after the processing of steps S71 to S74 described in the seventh embodiment is performed, the traveling mode setting unit 22C determines that the determination result by the influence determination unit 24B on the subsequent train When it is a determination result that there is an influence (YES in step S81), the traveling mode of the own train is set to the high speed operation mode (step S82), and the determination result that there is no influence of the own train on the following train If there is any (NO in step S81), the traveling mode of the own train is set to the slow speed operation possible mode (step S83).

  In the traveling control unit 23A, when the traveling mode set by the traveling mode setting unit 22C is the high-speed operation mode, the traveling control unit 23A performs control so that the vehicle travels at a high speed within the speed limit range of the own train. In the case of the above, only when the influence of the preceding train on the own train is large or when there is a margin before the scheduled arrival time at the next station, control is performed so that the speed is controlled with respect to the speed limit of the own train. To do.

  As described above, in the ride comfort improving train control system according to the eighth embodiment of the present invention, the on-board controller 8 can grasp whether or not the own train affects the subsequent train, and affects the subsequent train. Train travel is controlled so that unnecessary acceleration / deceleration is suppressed within a range that does not affect the vehicle, so that even in the morning rush hour and other times when the train density is high, there is no delay in the following train and a good ride is achieved. can do.

(Ninth embodiment)
Next, a ninth embodiment of the present invention will be described. FIG. 22 is a block diagram illustrating a configuration example of a ride comfort improving train control system according to the ninth embodiment of the present invention.
As shown in FIG. 22, in the ride comfort improving train control system according to the ninth embodiment of the present invention, the on-board control device 8 includes an automatic train control device 9, a host train position detection unit 10, and a preceding train on-line. The vehicle has a speed limit information holding unit 11, a front speed limit information estimating unit 27A, and a front speed limit information notifying unit 28.

FIG. 23 is a diagram for explaining the operation of the forward speed limit information estimating unit of the ride comfort improving train control system according to the ninth embodiment of the present invention.
FIG. 24 is a flowchart illustrating an example of a processing operation of the ride comfort improving train control system according to the ninth embodiment of the present invention.
Since the operation of the automatic train control device 9 is the same as that of the first embodiment of the present invention, the description thereof is omitted. Since the operation of the speed limit information holding unit 11 when the preceding train is present is the same as that of the seventh embodiment of the present invention, the description thereof is omitted.

The own train position detection unit 10 detects the own train position as in the first embodiment (step S91).
In the forward speed limit information estimation unit 27A, when the host train position detected by the host train position detection unit 10 is acquired, information stored in the speed limit information holding unit 11 when the preceding train is present is acquired (step S92). The speed limit information and the warning signal received from the ground device 3 and decoded by the automatic train control device 9 are input (step S93), and the speed limit information of the front section of the own train is obtained based on the acquisition and input results so far. Is estimated (step S94).

  In the example of the speed limit estimation for the forward section shown in FIG. 23, the own train position detection unit 10 indicates that the own train is on the “section TC9”, and the forward speed limit information estimation unit 27A. When the speed limit a and the warning signal are received from the automatic train control device 9, referring to the speed limit information holding unit 11 when the preceding train is on the basis of the own train existing section, the speed limit a, and the warning signal The speed limit b in the “section TC8”, the speed limit c in the “section TC6” and the “section TC7”, the speed limit d in the “section TC5”, and the stop signal in the “section TC3” and the “section TC4” Can be estimated.

  In addition, the forward speed limit information estimation unit 27A also sets the speed limit information when the preceding train is present, such as the distance to the stop signal section, the preceding train existing section, the distance to the preceding train existing section, and the section maximum speed of the preceding train existing section. It can be estimated by referring to information held in the holding unit 11.

  Further, as described in the description of the first embodiment of the present invention, the forward speed limit information estimating unit 27A increases the speed limit while the own train is traveling in the same section after specifying the current section of the preceding train. In this case, it is considered that the tail end of the preceding train has transitioned to the next section of the identified section, and the distance between the boundary position of the section and the own train position to the tail end of the preceding train can be estimated.

  The forward speed limit information notifying unit 28 notifies the driver 4 of the speed limit information of the front section estimated by the front speed limit information estimating unit 27A (step S95). Examples of notification include, for example, the display device and the like, together with the positional relationship between the own train and the preceding train, the speed limit of the front section, the distance to the preceding train existing section, the distance to the stop signal section May be displayed numerically, or a warning sound may be sounded when approaching the stop signal section. Further, the forward speed limit information notifying unit 28 may display the change in the slope of the front section together with the speed limit information of the front section in a state where the on-board control device 8 is provided with the slope information holding means.

  As described above, in the ride comfort improving train control system according to the ninth embodiment of the present invention, the driver 4 can grasp the speed limit of the front section and can perform driving based on the change in the speed limit. As a result, unnecessary acceleration / deceleration and sudden all-brake operations can be suppressed even during periods of high train density, such as during morning rush hours, and a good riding comfort can be realized.

(Tenth embodiment)
Next, a tenth embodiment of the present invention will be described. FIG. 25 is a block diagram illustrating a configuration example of a ride comfort improving train control system according to the tenth embodiment of the present invention.
As shown in FIG. 25, in the ride comfort improving train control system according to the tenth embodiment of the present invention, the on-board control device 8 includes an automatic train control device 9, an own train position detection unit 10, and a preceding train. The vehicle has a speed limit information holding unit 11, a front speed limit information estimating unit 27A, and a travel control unit 23B.

FIG. 26 is a flowchart showing an example of processing operation of the ride comfort improving train control system according to the tenth embodiment of the present invention.
Since the operations of the automatic train control device 9 and the own train position detection unit 10 are the same as those in the first embodiment of the present invention, description thereof will be omitted. The speed limit information holding unit 11 when the preceding train is present is the same as that of the seventh embodiment of the present invention, and thus the description thereof is omitted. Since the operation of the forward speed limit information estimating unit 27A is the same as that of the ninth embodiment of the present invention, the description thereof is omitted.
In this embodiment, after the processing of steps S91 to S94 described in the ninth embodiment is performed, the travel control unit 23B estimates the speed limit for the next section, which is estimated by the front speed limit information estimation unit 27A. Information on at least one of the speed limit for multiple sections, the distance to the stop signal section, the preceding train existing section, the distance to the preceding train existing section, the maximum speed of the preceding train existing section, and the distance to the tail end of the preceding train Based on this, the traveling of the train is controlled (step S101).

  When the train enters the lower speed limit section, the brake pattern generated by the automatic train control device 9 is created based on all brakes, whereas the train enters the lower speed limit section at a speed higher than the speed limit. In this case, the automatic train control device 9 first operates the weak brake.

  Since the deceleration of the weaker brake is smaller than the deceleration of the brake pattern, the higher the approach speed and the longer the time from pattern occurrence to disappearance, that is, the speed limit of the next section becomes the speed limit of the current section. On the other hand, as the speed drops significantly, the train speed exceeds the brake pattern and all brakes are more likely to operate.

  Therefore, when the speed limit of the next section is greatly reduced with respect to the speed limit of the current section, the travel control unit 23B suppresses the approach speed, or after the weak brake operation, the intermediate speed between the weak brake and all the brakes By operating the brake, the operation of all the brakes can be avoided or the sudden all-brake operation can be avoided, so that a good riding comfort can be realized.

  Further, based on the speed limit of the plurality of front sections and the distance to the stop signal section, a travel plan for traveling in the front section is set by the travel control unit 23B, taking into account gradient information as necessary, and a travel plan By controlling the traveling according to the above, unnecessary acceleration / deceleration can be suppressed and a good riding comfort can be realized.

  In addition, it detects the approach situation with the preceding train according to the preceding train existing section, the distance to the preceding train existing section, the distance to the leading end of the preceding train, or the change situation thereof, and in the situation where it approaches too much, the speed is increased. By suppressing the driving, unnecessary acceleration / deceleration can be suppressed and a good riding comfort can be realized.

In addition, when the maximum speed of the preceding train existing section is lower than the speed limit of the current train section while approaching the preceding train, if the own train runs at a speed close to the speed limit of the existing train section Furthermore, it will approach the preceding train.
In such a case, even if the current speed limit of the current section is high, the own train does not accelerate to near the speed limit, and the speed of the own train is controlled by suppressing the speed within the speed limit of the preceding train existing section. Since it is possible to prevent the vehicle from being too close to the train, unnecessary acceleration / deceleration can be suppressed and a good riding comfort can be realized.

  As described above, in the ride comfort improving train control system according to the tenth embodiment of the present invention, the on-board controller 8 can grasp the speed limit of the front section, and the train travels based on the previous speed limit change. Therefore, even in a time zone where the train density is high, such as in the morning rush hour, unnecessary acceleration / deceleration and a sudden full brake operation are suppressed, and a good riding comfort can be realized.

(Eleventh embodiment)
Next, an eleventh embodiment of the present invention will be described. FIG. 27 is a block diagram illustrating a configuration example of a ride comfort improving train control system according to the eleventh embodiment of the present invention.
As shown in FIG. 27, in the ride comfort improving train control system according to the eleventh embodiment of the present invention, the on-board control device 8 includes an automatic train control device 9, an own train position detection unit 10, and a preceding train. The vehicle has a speed limit information holding unit 11, a preceding train position detection unit 29, a front speed limit information estimation unit 27B, and a front speed limit information notification unit.

FIG. 28 is a flowchart illustrating an example of processing operation of the ride comfort improving train control system according to the eleventh embodiment of the present invention.
Since the operation of the automatic train control device 9 is the same as that of the first embodiment of the present invention, the description thereof is omitted. Since the operation of the speed limit information holding unit 11 when the preceding train is present is the same as that of the seventh embodiment of the present invention, the description thereof is omitted. Since the operation of the forward speed limit information notifying unit 28 is the same as that of the ninth embodiment of the present invention, description thereof is omitted.
The own train position detection unit 10 detects the own train position as in the first embodiment (step S111).
The preceding train position detection unit 29 detects the position information of the preceding train by directly acquiring from the preceding train by wireless communication or by acquiring by wireless communication from the management system on the ground side collecting the information of each train ( Step S112).

  When the forward speed limit information estimation unit 27B acquires the position information of the preceding train detected by the own train position detected by the own train position detection unit 10 and the preceding train position detection unit 29, the speed limit information is retained when the preceding train is present. The information held in the unit 11 is acquired (step S113), the speed limit information received from the ground device 3 and decoded by the automatic train control device 9 and the warning signal are input (step S114). Based on the input result, the speed limit information of the front section of the own train is estimated (step S115). The forward speed limit information notifying unit 28 notifies the driver 4 of the speed limit information of the forward section estimated by the forward speed limit information estimating unit 27A (step S116).

  In 9th Embodiment mentioned above, when estimating the speed limit of a front area with reference to the information of the speed limit information holding | maintenance part 11 at the time of a preceding train presence, the speed limit of the existing area of the own train, the restriction | limiting of a next area Even if the speed is the same, there may be a plurality of cases in which the speed limit after the next section is different due to the difference in the preceding train existing section. On the other hand, in this embodiment, since the positional information of a preceding train is acquired together, the speed limit information of a front section can be estimated correctly.

  As described above, in the ride comfort improving train control system according to the eleventh embodiment of the present invention, the driver 4 can grasp the speed limit of the front section and can perform driving based on the change in the speed limit. As a result, unnecessary acceleration / deceleration and sudden all-brake operations can be suppressed even during periods of high train density, such as during morning rush hours, and a good riding comfort can be realized.

(Twelfth embodiment)
Next, a twelfth embodiment of the present invention will be described. FIG. 29 is a block diagram illustrating a configuration example of a ride comfort improving train control system according to the twelfth embodiment of the present invention.
As shown in FIG. 29, in the ride comfort improving train control system according to the twelfth embodiment of the present invention, the on-board control device 8 includes an automatic train control device 9, an own train position detection unit 10, and a preceding train. The vehicle has a speed limit information holding unit 11, a preceding train position detection unit 29, a forward speed limit information estimation unit 27B, and a travel control unit 23B.

FIG. 30 is a flowchart illustrating an example of processing operation of the ride comfort improving train control system according to the twelfth embodiment of the present invention.
Since the operations of the automatic train control device 9 and the own train position detection unit 10 are the same as those in the first embodiment of the present invention, description thereof will be omitted. Since the operation of the speed limit information holding unit 11 when the preceding train is present is the same as that of the seventh embodiment of the present invention, the description thereof is omitted. The operations of the forward speed limit information estimation unit 27B and the preceding train position detection unit 29 are the same as those in the eleventh embodiment of the present invention, and thus the description thereof is omitted.

  In this embodiment, after the processing of steps S111 to S115 described in the eleventh embodiment is performed, the traveling control unit 23B estimates the speed limit for the next section, which is estimated by the front speed limit information estimation unit 27B. Information on at least one of the speed limit for multiple sections, the distance to the stop signal section, the preceding train existing section, the distance to the preceding train existing section, the maximum speed of the preceding train existing section, and the distance to the tail end of the preceding train Based on this, the travel of the train is controlled (step S121).

  As described above, in the ride comfort improving train control system according to the twelfth embodiment of the present invention, the on-board controller 8 can grasp the speed limit of the front section, and the train travels based on the change in the speed limit ahead. Therefore, even in a time zone where the train density is high, such as in the morning rush hour, unnecessary acceleration / deceleration and a sudden full brake operation are suppressed, and a good riding comfort can be realized.

(13th Embodiment)
Next, a thirteenth embodiment of the present invention is described. FIG. 31 is a block diagram illustrating a configuration example of a ride comfort improving train control system according to a thirteenth embodiment of the present invention.
As shown in FIG. 31, in the ride comfort improving train control system according to the thirteenth embodiment of the present invention, the on-board control device 8 includes an automatic train control device 9, a host train position detection unit 10, and a preceding train on-line. The vehicle has a speed limit information holding unit 11, a consistency confirmation unit 30, a front speed limit information estimation unit 27C, and a front speed limit information notification unit.

FIG. 32 is a diagram for explaining the operation of the consistency check unit of the ride comfort improving train control system according to the thirteenth embodiment of the present invention.
FIG. 33 is a flowchart showing an example of processing operation of the ride comfort improving train control system according to the thirteenth embodiment of the present invention.
Since the operations of the automatic train control device 9 and the own train position detection unit 10 are the same as those in the first embodiment of the present invention, description thereof will be omitted. Since the operation of the speed limit information holding unit 11 when the preceding train is present is the same as that of the seventh embodiment of the present invention, the description thereof is omitted. Since the operation of the forward speed limit information notifying unit 28 is the same as that of the ninth embodiment of the present invention, description thereof is omitted.

  The operation of the consistency confirmation unit 30 will be described. As shown in FIG. 32, the own train position detected by the own train position detection unit 10 includes a detection error. For example, if you want to reset your train position to the target stop position of the station by opening and closing the door when the station stops, and calculating the travel distance based on pulse information from the speed generator to the next station, The detection error is almost zero at the time of departure from the station and maximum at the arrival of the next station. The cause of the position detection error is the difference between the wheel diameter used for the idling and movement distance of the wheel and the actual wheel diameter.

  If the position detection error is large, there is a risk of misrecognizing the current section of the own train, making it impossible to respond to the received speed limit or warning signal, or estimating the speed limit information ahead. . Therefore, it is necessary to estimate the speed limit information of the front section after confirming the consistency between the current section and the received speed limit and the warning signal in consideration of the position detection error.

  When the own train position is detected by the own train position detection unit 10 (step S131), the consistency checking unit 30 first takes into account the position detection error, the own train position on the delay side and the advance side, and the delay side. And the own train section on the advancing side is calculated.

  Next, the consistency check unit 30 acquires the speed limit information of the section behind the preceding train existing section held by the speed limit information holding unit 11 (step S132), and the speed limit information from the ground device 3 and A warning signal is input from the automatic train control device 9 (step S133), and based on the acquisition and input results so far, the speed limit and warning signal that can be generated on the delay side, the advance side, and the middle section thereof, The speed limit information and the warning signal received from the device 3 are compared, and the consistency between the own train position, the speed limit and the warning signal is confirmed.

  For example, if there are three standing line sections when considering position detection error, the corresponding section of the own train line can be determined only when the consistency with the speed limit and the warning signal can be confirmed in only one section. And the speed limit information of the front section is estimated. If there is a delay in the speed limit and the warning signal, it is necessary to check the consistency considering the signal delay.

  The forward speed limit information estimation unit 27C performs the consistency check by the consistency check unit 30 and only when the on-line section of the own train can be identified (step S134), the speed limit held by the speed limit information holding unit 11 The information is acquired (step S135), the speed limit information and the warning signal from the automatic train control device 9 are acquired (step S136), and the speed limit information of the front section is estimated based on these acquisition and input results. (Step S137). The forward speed limit information notifying unit 28 notifies the driver 4 of the speed limit information of the forward section estimated by the forward speed limit information estimating unit 27C (step S138).

  As described above, in the ride comfort improving train control system according to the thirteenth embodiment of the present invention, the driver 4 or the on-board controller 8 can limit the speed limit in the front section even when there is a detection error of the own train position. Therefore, even in a time zone where the train density is high, such as in the morning rush hour, unnecessary acceleration / deceleration and sudden full brake operation are suppressed, and a good riding comfort can be realized.

  The riding comfort improving train control system according to the thirteenth embodiment of the present invention is a configuration in which a consistency checking unit 30 is further provided for the same configuration as that of the ninth embodiment of the present invention. Similar effects can be obtained by further providing the consistency confirmation unit 30 with respect to the configuration of the tenth embodiment.

(Fourteenth embodiment)
Next, a fourteenth embodiment of the present invention is described. FIG. 34 is a block diagram showing a configuration example of a ride comfort improving train control system according to the fourteenth embodiment of the present invention.
As shown in FIG. 34, in the ride comfort improving train control system according to the fourteenth embodiment of the present invention, the on-board control device 8 includes an automatic train control device 9, an own train position detection unit 10, and a preceding train. The vehicle has a speed limit information holding unit 11, a forward speed limit information estimating unit 27A, a gradient information holding unit 31, a simulation unit 32A, and a traveling control unit 23C. That is, the riding comfort improving train control system according to the fourteenth embodiment of the present invention is different from the tenth embodiment of the present invention in that the gradient information holding unit 31, the simulation unit 32A, and the traveling are replaced with the traveling control unit 23B. A control unit 23C is provided.

  The gradient information holding unit 31 records gradient information over the entire track on which the train travels. As a recording form, for example, for each gradient, there is a table in which the gradient section identification number, the start position and end position of the gradient section, and the gradient value of the gradient section are tabulated.

FIG. 35 is a diagram for explaining the operation of the simulation unit of the ride comfort improving train control system according to the fourteenth embodiment of the present invention.
FIG. 36 is a flowchart showing an example of the processing operation of the ride comfort improving train control system in the fourteenth embodiment of the present invention.
Since the operations of the automatic train control device 9 and the own train position detection unit 10 are the same as those in the first embodiment of the present invention, description thereof will be omitted. Since the operation of the speed limit information holding unit 11 when the preceding train is present is the same as that of the seventh embodiment of the present invention, the description thereof is omitted.

  In this embodiment, after the processing of steps S91 to S94 described in the ninth embodiment is performed, the simulation unit 32A determines that the speed limit for the next section is lower than the estimation result by the front speed limit information estimation unit 27A. When it is predicted that the vehicle will change to the gradient information, the gradient information held in the gradient information holding unit 31 is acquired (step S143), and based on the acquisition result and the estimation result by the forward speed limit information estimation unit 27A, Before entering the next section, a simulation is executed in the case where the brakes weaker than all the brakes are operated to decelerate to the lower limit speed of the next section (step S142).

  As shown in FIG. 35, in the simulation example (A) in the case where the gradient of the lower speed limit section is a steep downward slope, the brake is applied before entering the next section, that is, the lower speed limit section. First, if the ATC's weaker brake, which corresponds to 1/2 of all the brakes, operates after the speed limit has changed to the lower level, the deceleration generated in the train is small due to the steep downward slope, about 3 seconds later The brake pattern is exceeded and all brakes operate.

  On the other hand, as shown in simulation (B) shown in FIG. 35, at the current position timing in the figure, for example, a brake equivalent to 1/2 of all brakes is output and held for a predetermined time, and then all brakes 3 When switching to a brake equivalent to / 4 and decelerating, the brake pattern is not exceeded and the brakes do not operate until the speed falls below the speed limit of the next section. As described above, if the brake start timing is advanced, all the brakes do not operate, but the traveling time is extended, so that the train may be delayed.

  Therefore, the simulation unit 32A performs the simulation (B) shown in FIG. 35 for each control cycle of the on-board controller 8, and the deceleration end position when the vehicle is decelerated to the lower limit speed of the next section exceeds the brake pattern. The timing of approaching within a predetermined value without searching.

  The traveling control unit 23C outputs a brake equivalent to ½ of all brakes according to the brake start timing determined from the simulation result by the simulation unit 32A and holds it for a predetermined time (step S143), and then 3/4 of all the brakes. The travel of the train is controlled so as to switch to a corresponding brake and decelerate (step S144).

  The fourteenth embodiment of the present invention is different from the tenth embodiment of the present invention in that a gradient information holding unit 31, a simulation unit 32A, and a traveling control unit 23C are provided instead of the traveling control unit 23B. As described above, the gradient information holding unit 31, the simulation unit 32A, and the traveling control unit 23C are provided instead of the traveling control unit 23B with respect to the twelfth embodiment of the present invention in which the preceding train position detecting unit 29 is provided. It may be.

  As described above, in the riding comfort improving train control system according to the fourteenth embodiment of the present invention, the on-board controller 8 brakes early so as not to operate all the brakes when entering the lower speed limit section. Since the optimum deceleration start point when applying the vehicle can be grasped, it is possible to realize a good riding comfort without unnecessarily extending the traveling time.

(Fifteenth embodiment)
Next, a fifteenth embodiment of the present invention is described. FIG. 37 is a block diagram illustrating a configuration example of a ride comfort improving train control system according to the fifteenth embodiment of the present invention.
As shown in FIG. 37, in the ride comfort improving train control system according to the fifteenth embodiment of the present invention, the on-board controller 8 includes an automatic train controller 9, an own train position detector 10, and a gradient information holder 31. And a simulation unit 32B and a travel control unit 23D.

FIG. 38 is a diagram for explaining the operation of the simulation unit of the ride comfort improving train control system according to the fifteenth embodiment of the present invention.
FIG. 39 is a flowchart showing an example of processing operation of the ride comfort improving train control system in the fifteenth embodiment of the present invention.
Since the automatic train control device 9 is the same as that of the first embodiment of the present invention, the description thereof is omitted. Since the operation of the gradient information holding unit 31 is the same as that of the fourteenth embodiment of the present invention, description thereof is omitted.

The own train position detection unit 10 detects the own train position as in the first embodiment (step S151).
The simulation unit 32B acquires the gradient information held in the gradient information holding unit 31 (step S152), and based on the acquisition result and the detection result by the own train position detection unit 10, the limitation from the automatic train control device 9 is performed. When it is predicted from the speed and warning signal that the speed limit of the next section will change to the lower level, and the brakes that are weaker than all the brakes are operated and held for a predetermined time before the train enters the next section The simulation is performed (step S153).

  As shown in the simulation (A) in the example of simulation when the slope of the lower speed limit section shown in FIG. 38 is a steep downward slope, the brake is applied before entering the next section, that is, the lower speed limit section. First, if the ATC's weak brake, which corresponds to 1/2 of all the brakes, operates after the speed limit has changed to the lower level, the deceleration generated in the train is small due to the steep downward slope, and the ATC's weak brake is output. Thus, before the predetermined time elapses, the brake pattern is exceeded and all brakes are operated.

  On the other hand, as shown in the simulation (B) shown in FIG. 38, for example, when a brake equivalent to ½ of all brakes is output at the current position timing in the figure, a brake equivalent to ½ of all brakes is output. The brake pattern is not exceeded at the point of holding for a predetermined time. If the brake start timing is advanced in this way, the weak brake can be operated for a predetermined time or more before all the brakes are operated.

  The simulation unit 32B performs the simulation (B) shown in FIG. 38 for each control cycle of the on-board control device 8, for example, outputs a brake equivalent to 1/2 of all brakes, and corresponds to 1/2 of all brakes. The timing when the position at which the brake is held for a predetermined time does not exceed the brake pattern and approaches within a predetermined value is searched for.

  The traveling control unit 23D outputs, for example, a brake corresponding to 1/2 of all the brakes according to the brake start timing determined from the simulation result by the simulation unit 32B (step S154).

  As described above, in the ride quality improvement type train control system according to the fifteenth embodiment of the present invention, when entering the lower speed limit section, the brakes weaker than all the brakes are operated for a predetermined time or more before the entire brake operation. Therefore, even when the train density is high, such as during morning rush hours, sudden braking action is suppressed, and a good riding comfort can be realized.

  On the other hand, even if the weaker brake is operated for a certain period of time before the full brake operation, if the speed drops below the speed limit or increases after the full brake action, the brake will suddenly turn off after all the brakes operate instantaneously. Riding back may make the ride uncomfortable.

  In order to avoid this situation, for example, if the train speed is close to the lower limit speed of the next section and it is predicted that the train pattern will exceed the brake pattern just before the train speed falls below the limit speed, all brakes will not operate. Thus, it is possible to secure a good ride comfort by applying an early brake.

(Sixteenth embodiment)
Next, a sixteenth embodiment of the present invention will be described. The configuration of the riding comfort improving train control system in the sixteenth embodiment of the present invention is the same as the configuration shown in FIG.
FIG. 40 is a diagram for explaining the operation of the simulation unit of the ride comfort improving train control system according to the sixteenth embodiment of the present invention.
FIG. 41 is a flowchart showing an example of processing operation of the ride comfort improving train control system in the sixteenth embodiment of the present invention.
Next, a sixteenth embodiment of the present invention will be described with reference to FIG. In the riding comfort improving train control system according to the sixteenth embodiment of the present invention, the on-board control device 8 is the same as the fifteenth embodiment of the present invention, and only the simulation executed by the simulation unit 32B is different.

The own train position detection unit 10 detects the own train position (step S161).
The simulation unit 32B acquires the gradient information held in the gradient information holding unit 31 when it is predicted that the speed limit of the next section will change to the lower level (step S162), and based on the acquisition result, the simulation unit 32B automatically acquires the gradient information. Before the train enters the next section, operate the brakes weaker than all the brakes and hold them for a predetermined time, then operate the intermediate brake between the weak brakes and all the brakes and perform a simulation when holding for a predetermined time Implement (step S163).

  As shown in the simulation (A) in the example of simulation when the slope of the lower speed limit section shown in FIG. 40 is a steep downward slope, the brake is applied before entering the next section, that is, the lower speed limit section. First, after the speed limit has been changed to the lower level, the ATC weak brake, which is equivalent to half of all brakes in this case, is operated, and then the ATC weak brake and the intermediate brake of all brakes are operated. Due to the steep downward slope, the deceleration generated in the train is small and the brake pattern is exceeded and all brakes are operated before a predetermined time elapses after the ATC weak brake and intermediate brakes are output.

  On the other hand, as shown in simulation (B) shown in FIG. 40, for example, a brake equivalent to ½ of all brakes is output at the current position timing in the figure, and a brake equivalent to ½ of all brakes is output. If the brake equivalent to 1/2 of the total brake and the intermediate stage of all the brakes, that is, the brake equivalent to 3/4 of the total brake, are operated after holding for a predetermined time, the brake equivalent to 3/4 of the total brake is operated. The brake pattern is not exceeded at the point of holding for a predetermined time. In this way, if the brake start timing is advanced, the weak brake and the intermediate brake between the weak brake and all the brakes can be operated for a predetermined time or more before all the brakes are operated.

  The simulation unit 32B performs the simulation (B) shown in FIG. 40 for each control cycle of the on-board controller 8, and outputs, for example, a brake equivalent to 1/2 of all brakes, and corresponds to 1/2 of all brakes. After holding the brake for a predetermined time, the brake corresponding to 1/2 of all the brakes and the intermediate stage of all the brakes, that is, the brake corresponding to 3/4 of all the brakes are operated, and the brake corresponding to 3/4 of all the brakes is operated for the predetermined time. The timing when the position at the time of holding does not exceed the brake pattern and approaches within a predetermined value is searched.

  The traveling control unit 23D outputs a brake equivalent to ½ of all the brakes according to the brake start timing determined from the simulation result by the simulation unit 32B and holds it for a predetermined time (step S164), and then 3/4 of all the brakes. The traveling of the train is controlled so as to switch to a corresponding brake and decelerate (step S165).

  As described above, in the ride quality improvement type train control system according to the sixteenth embodiment of the present invention, when entering the lower speed limit section, the brakes weaker than all the brakes are operated for a predetermined time or more before the entire brake operation. In addition, the brakes that are weaker than all the brakes and the intermediate brakes of all the brakes can be operated for a predetermined time or more, so sudden all-brake operations are suppressed even during high-train hours such as in the morning rush hour. A good ride can be achieved.

  In the riding comfort improving train control system according to the fourteenth to sixteenth embodiments of the present invention, the brake command used at the time of simulation is a brake equivalent to 1/2 of all brakes or a brake equivalent to 3/4 of all brakes. Not limited to this, any brake command that can realize a good riding comfort can be adopted.

(Seventeenth embodiment)
Next, a seventeenth embodiment of the present invention will be described. FIG. 42 is a block diagram illustrating a configuration example of a ride comfort improving train control system according to the seventeenth embodiment of the present invention.
As shown in FIG. 42, in the ride comfort improving train control system according to the seventeenth embodiment of the present invention, the on-board control device 8 includes an automatic train control device 9, an own train position detection unit 10, and a preceding train. The vehicle has a speed limit information holding unit 11, a gradient information holding unit 31, a simulation unit 32A, a forward speed limit information estimating unit 27A, and a brake condition notifying unit 33. That is, the riding comfort improving train control system in the seventeenth embodiment of the present invention is provided with a brake condition notifying unit 33 instead of the travel control unit in the fourteenth embodiment of the present invention. As described above, the fourteenth embodiment described here is a gradient information holding unit 31, a simulation unit 32A, and a traveling control unit 23C instead of the traveling control unit 23B as compared with the tenth embodiment of the present invention. In addition to the twelfth embodiment of the present invention in which the preceding train position detection unit 29 is provided, instead of the travel control unit 23B, the gradient information holding unit 31, the simulation unit 32A, and the travel are provided. Of course, the controller 23C may be provided.

FIG. 43 is a flowchart showing an example of processing operation of the ride comfort improving train control system in the seventeenth embodiment of the present invention.
Since the operations other than the brake condition notifying unit 33 are the same as those in the fourteenth embodiment of the present invention, description thereof will be omitted.

  In this embodiment, after the processing in steps S91 to S94 described in the ninth embodiment is performed, the brake condition notification unit 33 determines the brake start timing determined from the simulation result by the simulation unit 32A and the brake command to be output. For example, the brake start timing and the brake command to be output are displayed on a display device or the like. When performing simulation or display, it is necessary to display at a timing earlier than the actual time in consideration of the delay time from when the driver 4 sees the display until the driver completes the brake operation.

  The seventeenth embodiment of the present invention is different from the fourteenth embodiment of the present invention in that a brake condition notifying unit 33 is provided instead of the travel control unit, but the fifteenth or sixteenth embodiment of the present invention is provided. The brake condition notification unit 33 may be provided in place of the travel control unit.

  As described above, in the ride comfort improving type train control system according to the seventeenth embodiment of the present invention, the driver 4 can set the brake conditions for not operating the brakes at all, and the brake conditions for suppressing the sudden full brake operations. Since the vehicle can be operated in accordance with the brake conditions, it is possible to realize a good riding comfort even in a time zone where the train density is high, such as during morning rush hours.

  The present invention is not limited to the above-described embodiment as it is, and can be embodied by modifying the constituent elements without departing from the scope of the invention in the implementation stage. Various inventions can be formed by appropriately combining a plurality of constituent elements disclosed in the embodiment. For example, some components may be omitted from all the components shown in the embodiment. Furthermore, you may combine suitably the component covering different embodiment.

  DESCRIPTION OF SYMBOLS 1 ... Train, 3 ... Ground device, 4 ... Driver, 5 ... Speedometer, 6 ... Braking / drive control device, 7 ... Speed generator, 8 ... On-board control device, 9 ... Automatic train control device, 10 ... Auto Train position detection unit, 11 ... Speed limit information holding unit when the preceding train is on line, 12 ... Preceding train position estimation unit, 13 ... Preceding train information notification unit, 14 ... Preceding train station arrival / departure information detecting unit, 15 ... Preceding train station Stop determining unit, 16 ... preceding train station stop time calculating unit, 17 ... preceding train station stop information notifying unit, 18 ... standard travel time / stop time holding unit, 19 ... preceding train departure time predicting unit, 20 ... preceding train influence determination Part, 21 ... preceding train influence information notification part, 22A ... travel mode setting part (set according to the influence of the preceding train), 22B ... travel mode setting part (set according to the influence of the following train on the station approach), 22C ... travel mode setting section (set according to the influence on the following train) ), 23A ... travel control unit (control according to travel mode), 23B ... travel control unit (control according to forward speed limit information), 23C ... travel control unit (control based on simulation results, avoidance of all brakes), 23D: Traveling control unit (control based on simulation results, avoiding sudden all-brake operation), 24A: Influence determination unit for subsequent train (determination of influence of subsequent train on station entry), 24B: Determination of influence on subsequent train , 25A ... Effect information notifying part to the following train (notifying effect information on the following train entering the station), 25B ... Notifying information notifying part to the following train, 26 ... Subsequent train position detecting part, 27A ... Forward speed limit Information estimation unit (estimation based on the estimation result of the preceding train position), 27B ... forward speed limit information estimation unit (estimation based on detection information of the preceding train position), 27C ... forward speed limit information estimation unit (self When confirming the consistency between the in-vehicle section and the speed limit information), 28 ... the forward speed limit information notification section, 29 ... the preceding train position detection section, 30 ... the consistency confirmation section, 31 ... the gradient information holding section, 32A ... simulation Unit (simulation for avoiding all brake operations), 32B... Simulation unit (simulation for avoiding sudden all brake operations), 33 ... brake condition notifying unit.

Claims (20)

For each section obtained by dividing the track on which the train travels, speed limit information according to the position of the train in front of the section, and a warning signal indicating that the speed limit changes to the lower level in the next section of the section A ground device that transmits to each train in the section;
When the own train speed exceeds the speed limit indicated by the speed limit information transmitted from the ground device, the train speed is automatically controlled to be equal to or lower than the speed limit indicated and transmitted from the ground device. A warning pattern is generated, and a brake pattern is generated when the train enters a section at a lower speed limit at a speed higher than the speed limit. If the train speed is lower than the speed indicated in the brake pattern, the brake pattern is weaker. An automatic train controller that operates the brakes and operates all brakes if the train speed is higher than the speed indicated by the brake pattern;
Own train position detecting means for detecting the position of the own train on the track,
Speed limit information holding means for holding information on speed limit set in a section behind the section when a train is present in each section,
The own train position detected by the own train position detecting means, the speed limit information and the warning signal of the section transmitted from the ground device, and the section behind the preceding train existing section held by the speed limit information holding means Preceding train position estimating means for estimating the position of the preceding train on the track based on the speed limit information of
A ride comfort improving train control system comprising: preceding train information notifying means for notifying preceding train position information estimated by the preceding train position estimating means. For each section obtained by dividing the track on which the train travels, speed limit information according to the position of the train in front of the section, and a warning signal indicating that the speed limit changes to the lower level in the next section of the section A ground device that transmits to each train in the section;
When the own train speed exceeds the speed limit indicated by the speed limit information transmitted from the ground device, the train speed is automatically controlled to be equal to or lower than the speed limit indicated and transmitted from the ground device. A warning pattern is generated, and a brake pattern is generated when the train enters a section at a lower speed limit at a speed higher than the speed limit. If the train speed is lower than the speed indicated in the brake pattern, the brake pattern is weaker. An automatic train controller that operates the brakes and operates all brakes if the train speed is higher than the speed indicated by the brake pattern;
A preceding train station arrival / departure information detection means for detecting station arrival information and station departure information of the preceding train of the own train;
Based on the station arrival information and the station departure information of the preceding train detected by the preceding train station arrival / departure information detecting means, the preceding train station stop determining means for determining whether the preceding train is stopped at the station, and
Based on the station arrival information and the station departure information of the preceding train detected by the preceding train station arrival / departure information detecting means, the preceding train station stop time calculating means for calculating an elapsed time after the preceding train arrives at the station,
Riding comfort improvement type train control, comprising: preceding train station stop information notifying means for notifying the determination result by the preceding train station stop determining means and the calculation result by the preceding train station stop time calculating means, respectively. system. For each section obtained by dividing the track on which the train travels, speed limit information according to the position of the train in front of the section, and a warning signal indicating that the speed limit changes to the lower level in the next section of the section A ground device that transmits to each train in the section;
When the own train speed exceeds the speed limit indicated by the speed limit information transmitted from the ground device, the train speed is automatically controlled to be equal to or lower than the speed limit indicated and transmitted from the ground device. A warning pattern is generated, and a brake pattern is generated when the train enters a section at a lower speed limit at a speed higher than the speed limit. If the train speed is lower than the speed indicated in the brake pattern, the brake pattern is weaker. An automatic train controller that operates the brakes and operates all brakes if the train speed is higher than the speed indicated by the brake pattern;
Preceding train station arrival / departure information detection means for detecting preceding train station arrival information and station departure information;
Standard travel time / stop time holding means for holding the standard travel time between stations and the standard stop time of each station;
Preceding train departure time prediction means for predicting the next station departure time of the preceding train based on the detection result by the preceding train station arrival / departure information detection means and the retained information;
Based on the previous train departure time and the preceding train next station departure time predicted by the preceding train departure time predicting means, the preceding train influence determining means for determining the presence and size of the preceding train on the own train,
A riding comfort improvement type train control system comprising: preceding train influence information notifying means for notifying the determination result by the preceding train influence determining means. For each section obtained by dividing the track on which the train travels, speed limit information according to the position of the train in front of the section, and a warning signal indicating that the speed limit changes to the lower level in the next section of the section A ground device that transmits to each train in the section;
When the own train speed exceeds the speed limit indicated by the speed limit information transmitted from the ground device, the train speed is automatically controlled to be equal to or lower than the speed limit indicated and transmitted from the ground device. A warning pattern is generated, and a brake pattern is generated when the train enters a section at a lower speed limit at a speed higher than the speed limit. If the train speed is lower than the speed indicated in the brake pattern, the brake pattern is weaker. An automatic train controller that operates the brakes and operates all brakes if the train speed is higher than the speed indicated by the brake pattern;
Preceding train station arrival / departure information detection means for detecting preceding train station arrival information and station departure information;
Standard travel time / stop time holding means for holding the standard travel time between stations and the standard stop time of each station;
Preceding train departure time prediction means for predicting the next station departure time of the preceding train based on the detection result by the preceding train station arrival / departure information detection means and the retained information;
Based on the previous train departure time and the preceding train next station departure time predicted by the preceding train departure time predicting means, the preceding train influence determining means for determining the presence and size of the preceding train on the own train,
Based on the determination result by the preceding train influence determination means, the high-speed operation mode in which the traveling mode of the own train travels at a speed within the speed limit of the own train or the slow-speed operable mode in which the vehicle travels at a speed suppressed from the speed in the high-speed operation mode. Driving mode setting means to set to,
A ride comfort improving type train control system comprising: a travel control means for controlling the travel of the own train according to the travel mode set by the travel mode setting means. For each section obtained by dividing the track on which the train travels, speed limit information according to the position of the train in front of the section, and a warning signal indicating that the speed limit changes to the lower level in the next section of the section A ground device that transmits to each train in the section;
When the own train speed exceeds the speed limit indicated by the speed limit information transmitted from the ground device, the train speed is automatically controlled to be equal to or lower than the speed limit indicated and transmitted from the ground device. A warning pattern is generated, and a brake pattern is generated when the train enters a section at a lower speed limit at a speed higher than the speed limit. If the train speed is lower than the speed indicated in the brake pattern, the brake pattern is weaker. An automatic train controller that operates the brakes and operates all brakes if the train speed is higher than the speed indicated by the brake pattern;
Own train position detecting means for detecting the position of the own train on the track,
Subsequent train that determines whether or not the speed limit of the station platform section behind the own train is a speed limit that does not hinder the entry of the subsequent train based on the own train position detected by the own train position detection means Means for determining the impact on
A ride comfort improving train control system comprising: an influence information notifying means for a subsequent train for notifying the presence or absence of an influence on the following train determined by the influence determining means for the following train. For each section obtained by dividing the track on which the train travels, speed limit information according to the position of the train in front of the section, and a warning signal indicating that the speed limit changes to the lower level in the next section of the section A ground device that transmits to each train in the section;
When the own train speed exceeds the speed limit indicated by the speed limit information transmitted from the ground device, the train speed is automatically controlled to be equal to or lower than the speed limit indicated and transmitted from the ground device. A warning pattern is generated, and a brake pattern is generated when the train enters a section at a lower speed limit at a speed higher than the speed limit. If the train speed is lower than the speed indicated in the brake pattern, the brake pattern is weaker. An automatic train controller that operates the brakes and operates all brakes if the train speed is higher than the speed indicated by the brake pattern;
Own train position detecting means for detecting the position of the own train on the track,
Based on the own train position where the speed limit of the station platform section behind the own train is a speed limit that does not interfere with the entry of the subsequent train into the station, and the current own train position detected by the own train position detection means, the following train A means for determining the influence on the following train to determine whether or not the influence of the own train on
Based on the determination result by the influence determining means for the subsequent train, the high-speed operation mode in which the traveling mode of the own train is driven at a speed within the speed limit of the own train or the slow-speed operation in which the vehicle is driven at a speed suppressed from the speed in the high-speed operation mode Traveling mode setting means for setting to a possible mode;
A ride comfort improving type train control system comprising: a travel control means for controlling the travel of the own train according to the travel mode set by the travel mode setting means. For each section obtained by dividing the track on which the train travels, speed limit information according to the position of the train in front of the section, and a warning signal indicating that the speed limit changes to the lower level in the next section of the section A ground device that transmits to each train in the section;
When the own train speed exceeds the speed limit indicated by the speed limit information transmitted from the ground device, the train speed is automatically controlled to be equal to or lower than the speed limit indicated and transmitted from the ground device. A warning pattern is generated, and a brake pattern is generated when the train enters a section at a lower speed limit at a speed higher than the speed limit. If the train speed is lower than the speed indicated in the brake pattern, the brake pattern is weaker. An automatic train controller that operates the brakes and operates all brakes if the train speed is higher than the speed indicated by the brake pattern;
Own train position detecting means for detecting the position of the own train on the track,
Subsequent train position detection means for detecting the position of the subsequent train on the track,
Speed limit information holding means for holding information on speed limit set in a section behind the section when a train is present in each section,
Based on the own train position detected by the own train position detection means, the subsequent train position detected by the subsequent train position detection means, and the speed limit information held by the speed limit information holding means, the speed limit is determined by the influence of the own train. A means for determining the influence on the following train, which determines whether the following train is present in the decreasing section;
A ride comfort improving type train control system comprising: an influence information notifying unit for a subsequent train for notifying a determination result by the influence determining unit for the following train. For each section obtained by dividing the track on which the train travels, speed limit information according to the position of the train in front of the section, and a warning signal indicating that the speed limit changes to the lower level in the next section of the section A ground device that transmits to each train in the section;
When the own train speed exceeds the speed limit indicated by the speed limit information transmitted from the ground device, the train speed is automatically controlled to be equal to or lower than the speed limit indicated and transmitted from the ground device. A warning pattern is generated, and a brake pattern is generated when the train enters a section at a lower speed limit at a speed higher than the speed limit. If the train speed is lower than the speed indicated in the brake pattern, the brake pattern is weaker. An automatic train controller that operates the brakes and operates all brakes if the train speed is higher than the speed indicated by the brake pattern;
Own train position detecting means for detecting the position of the own train on the track,
Subsequent train position detection means for detecting the position of the subsequent train on the track,
Speed limit information holding means for holding information on speed limit set in a section behind the section when a train is present in each section,
Based on the own train position detected by the own train position detection means, the subsequent train position detected by the subsequent train position detection means, and the speed limit information held by the speed limit information holding means, the speed limit is determined by the influence of the own train. A means for determining the influence on the following train, which determines whether the following train is present in the decreasing section;
Based on the determination result by the influence determining means for the subsequent train, the high-speed operation mode in which the traveling mode of the own train is driven at a speed within the speed limit of the own train or the slow speed that is traveled at a speed that is suppressed from the speed in the high-speed operation mode. A driving mode setting means for setting the driving enabled mode;
A ride comfort improving type train control system comprising: a travel control means for controlling the travel of the train according to the travel mode set by the travel mode setting means. For each section obtained by dividing the track on which the train travels, speed limit information according to the position of the train in front of the section, and a warning signal indicating that the speed limit changes to the lower level in the next section of the section A ground device that transmits to each train in the section;
When the own train speed exceeds the speed limit indicated by the speed limit information transmitted from the ground device, the train speed is automatically controlled to be equal to or lower than the speed limit indicated and transmitted from the ground device. A warning pattern is generated, and a brake pattern is generated when the train enters a section at a lower speed limit at a speed higher than the speed limit. If the train speed is lower than the speed indicated in the brake pattern, the brake pattern is weaker. An automatic train controller that operates the brakes and operates all brakes if the train speed is higher than the speed indicated by the brake pattern;
Own train position detecting means for detecting the position of the own train on the track,
Speed limit information holding means for holding information on speed limit set in a section behind the section when a train is present in each section,
The own train position detected by the own train position detecting means, the speed limit information and the warning signal of the section transmitted from the ground device, and the section behind the preceding train existing section held by the speed limit information holding means Forward speed limit information estimating means for estimating speed limit information of the front section based on the speed limit information of
A ride quality improving train control system comprising: forward speed limit information notifying means for notifying a result of estimation by the speed limit information estimating means. For each section obtained by dividing the track on which the train travels, speed limit information according to the position of the train in front of the section, and a warning signal indicating that the speed limit changes to the lower level in the next section of the section A ground device that transmits to each train in the section;
When the own train speed exceeds the speed limit indicated by the speed limit information transmitted from the ground device, the train speed is automatically controlled to be equal to or lower than the speed limit indicated and transmitted from the ground device. A warning pattern is generated, and a brake pattern is generated when the train enters a section at a lower speed limit at a speed higher than the speed limit. If the train speed is lower than the speed indicated in the brake pattern, the brake pattern is weaker. An automatic train controller that operates the brakes and operates all brakes if the train speed is higher than the speed indicated by the brake pattern;
Own train position detecting means for detecting the position of the own train on the track,
Speed limit information holding means for holding information on speed limit set in a section behind the section when a train is present in each section,
The own train position detected by the own train position detecting means, the speed limit information and the warning signal of the section transmitted from the ground device, and the section behind the preceding train existing section held by the speed limit information holding means Forward speed limit information estimating means for estimating speed limit information of the front section based on the speed limit information of
A riding comfort improvement type train control system comprising: a traveling control unit that performs traveling control of a train based on an estimation result by a forward speed limit information estimating unit. It further comprises preceding train position detecting means for detecting the position of the preceding train on the track,
The forward speed limit information estimating means includes
The own train position detected by the own train position detecting means, the speed limit information and the warning signal of the section transmitted from the ground device, the preceding train position detected by the preceding train position detecting means, and the speed limit information 11. The riding comfort improvement according to claim 9, wherein the speed limit information of the front section is estimated based on the speed limit information of a section behind the preceding train existing section held by the holding means. Type train control system. The speed limit information of the preceding section includes the speed limit of the next section, the speed limits of the plurality of sections ahead, the distance to the stop signal section, the preceding train existing section, the distance to the preceding train existing section, the preceding train existing section The ride comfort improving train control system according to any one of claims 9 to 11, which is at least one of a section maximum speed and a distance to a tail end of a preceding train. Based on the own train position calculated by the own train position detection means, taking into account position detection errors, calculating the own train position on the delay side and the advance side, the own train existing section on the delay side and the advance side, and the speed limit Based on the speed limit information of the section behind the preceding train existing section held by the information holding means, the speed limit and warning signal that can be generated in the delay side, the advance side, and the middle section thereof, and transmitted from the ground device And a consistency check means for comparing the speed limit information and the warning signal, and confirming the consistency between the own train position and the speed limit and the warning signal,
The forward speed limit information estimating means includes
The riding comfort improving train control system according to claim 9 or 10, wherein when the consistency is confirmed by the consistency confirmation means, speed limit information of the front section is estimated. Gradient information holding means that holds gradient information on the track on which the train travels,
When it is predicted by the warning signal that the speed limit of the next section will change to the lower level, the own train is based on the estimation result by the forward speed limit information estimating unit and the gradient information held by the gradient information holding unit. Simulation means for performing a deceleration simulation considering the gradient from the current position when the brake is weaker than all the brakes and decelerating to the lower limit speed before entering the next section,
The travel control means includes
The riding comfort improving train according to claim 10 or 12, wherein a brake weaker than all brakes is operated at a timing at which a deceleration end point indicated by a simulation result by the simulation means does not exceed a brake pattern. Control system. For each section obtained by dividing the track on which the train travels, speed limit information according to the position of the train in front of the section, and a warning signal indicating that the speed limit changes to the lower level in the next section of the section A ground device that transmits to each train in the section;
When the own train speed exceeds the speed limit indicated by the speed limit information transmitted from the ground device, the train speed is automatically controlled to be equal to or lower than the speed limit indicated and transmitted from the ground device. A warning pattern is generated, and a brake pattern is generated when the train enters a section at a lower speed limit at a speed higher than the speed limit. If the train speed is lower than the speed indicated in the brake pattern, the brake pattern is weaker. An automatic train controller that operates the brakes and operates all brakes if the train speed is higher than the speed indicated by the brake pattern;
Own train position detecting means for detecting the position of the own train on the track,
Gradient information holding means that holds gradient information on the track on which the train travels,
When it is predicted by the notice signal that the speed limit of the next section will change to the lower level, based on the own train position detected by the own train position detection means and the gradient information held by the gradient information holding means, Simulation means for performing a deceleration simulation in consideration of the gradient from the current position when the train is decelerated for a predetermined time by operating a brake weaker than all the brakes before entering the next section,
And travel control means for controlling train travel by operating a weaker brake than all brakes at a timing at which the deceleration end point indicated by the simulation result by the simulation means does not exceed the brake pattern. Ride comfort improving train control system. The simulation means includes
When it is predicted by the notice signal that the speed limit of the next section will change to the lower level, based on the own train position detected by the own train position detection means and the gradient information held by the gradient information holding means, Before the train enters the next section, operate a brake that is weaker than all brakes and decelerate for a predetermined time, and then operate a brake that is weaker than all brakes and an intermediate brake between all brakes Perform a deceleration simulation considering the gradient from the current position when time decelerates,
The travel control means includes
After the deceleration end point indicated by the simulation result by the simulation means does not exceed the brake pattern, the brake weaker than all the brakes is operated and decelerated for a predetermined time, and then between the weaker brake and all the brakes. 16. The ride comfort improving train control system according to claim 15, wherein the running of the train is controlled by operating the brake. For each section obtained by dividing the track on which the train travels, speed limit information according to the position of the train in front of the section, and a warning signal indicating that the speed limit changes to the lower level in the next section of the section A ground device that transmits to each train in the section;
When the own train speed exceeds the speed limit indicated by the speed limit information transmitted from the ground device, the train speed is automatically controlled to be equal to or lower than the speed limit indicated and transmitted from the ground device. A warning pattern is generated, and a brake pattern is generated when the train enters a section at a lower speed limit at a speed higher than the speed limit. If the train speed is lower than the speed indicated in the brake pattern, the brake pattern is weaker. An automatic train controller that operates the brakes and operates all brakes if the train speed is higher than the speed indicated by the brake pattern;
Own train position detecting means for detecting the position of the own train on the track,
Speed limit information holding means for holding information on speed limit set in a section behind the section when a train is present in each section,
The own train position detected by the own train position detecting means, the speed limit information and the warning signal of the section transmitted from the ground device, and the section behind the preceding train existing section held by the speed limit information holding means Forward speed limit information estimating means for estimating speed limit information of the front section based on the speed limit information of
Gradient information holding means that holds gradient information on the track on which the train travels,
When it is predicted by the warning signal that the speed limit of the next section will change to the lower level, the own train is based on the estimation result by the forward speed limit information estimating unit and the gradient information held by the gradient information holding unit. Simulation means for performing a deceleration simulation considering the gradient from the current position when the brake is weaker than all the brakes and decelerating to a lower speed limit from before entering the next section,
A riding comfort improving train control system comprising: brake condition notifying means for notifying a brake timing and a brake command indicated by a simulation result by the simulation means. It further comprises preceding train position detecting means for detecting the position of the preceding train on the track,
The forward speed limit information estimating means includes
The own train position detected by the own train position detecting means, the speed limit information and the warning signal of the section transmitted from the ground device, the preceding train position detected by the preceding train position detecting means, and the speed limit information 18. The ride comfort improving train control system according to claim 17, wherein the speed limit information of the front section is estimated based on the speed limit information of the section behind the preceding train existing section held by the holding means. . For each section obtained by dividing the track on which the train travels, speed limit information according to the position of the train in front of the section, and a warning signal indicating that the speed limit changes to the lower level in the next section of the section A ground device that transmits to each train in the section;
When the own train speed exceeds the speed limit indicated by the speed limit information transmitted from the ground device, the train speed is automatically controlled to be equal to or lower than the speed limit indicated and transmitted from the ground device. A warning pattern is generated, and a brake pattern is generated when the train enters a section at a lower speed limit at a speed higher than the speed limit. If the train speed is lower than the speed indicated in the brake pattern, the brake pattern is weaker. An automatic train controller that operates the brakes and operates all brakes if the train speed is higher than the speed indicated by the brake pattern;
Own train position detecting means for detecting the position of the own train on the track,
Gradient information holding means that holds gradient information on the track on which the train travels,
When it is predicted by the notice signal that the speed limit of the next section will change to the lower level, based on the own train position detected by the own train position detection means and the gradient information held by the gradient information holding means, Simulation means for performing a deceleration simulation in consideration of the gradient from the current position when the train is decelerated for a predetermined time by operating a brake weaker than all the brakes before entering the next section,
A riding comfort improving train control system comprising: brake condition notifying means for notifying a brake timing and a brake command indicated by a simulation result by the simulation means. The simulation means includes
When it is predicted by the notice signal that the speed limit of the next section will change to the lower level, based on the own train position detected by the own train position detection means and the gradient information held by the gradient information holding means, Before the train enters the next section, the brakes that are weaker than all the brakes are operated and decelerated for a predetermined time, and the brakes that are weaker than all the brakes and the intermediate brakes are operated for a predetermined time. 20. The ride comfort improving train control system according to claim 19, wherein a deceleration simulation is performed in consideration of the gradient from the current position when the vehicle is decelerated.

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