JP2015043673A - Train control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable flexible travel in each section between stations.SOLUTION: A train control device according to an embodiment comprises: selection means for selecting one travel pattern from among plural travel patterns; travel plan preparation means for preparing a travel plan which indicates a travel time and a travel speed for each position between stations on the basis of the selected travel pattern; detection means for detecting a current position and a speed of the train; timing means for measuring a time; and control means for controlling travel of the train between stations on the basis of a travel time based on the measured time, a detected current position and a detected speed, and a prepared travel plan.

Description

  Embodiments described herein relate generally to a train control device.

  Conventionally, a train is equipped with a train control device such as ATO (Automatic Train Operation) in order to maintain a uniform operation and reduce the risk of travel delay. This train control device creates a travel plan between stations from one station to the next stop station in advance based on the speed limit of the travel section. After the start of traveling, acceleration / deceleration is controlled according to the created travel plan.

JP-A-5-319270

  However, in the above-described conventional technology, the travel time between stations can be made uniform by a travel plan that takes into account a fixed value margin (deviation) with respect to the speed limit, but on the other hand, it is flexible for each station in accordance with a diagram or the like. I couldn't drive. For example, between stations with many changes in the speed limit, it is desirable to improve the riding comfort by running at a constant speed with a margin to the speed limit without following the speed limit. Also, between stations that can have the same running time in a combination of constant speed running, acceleration and coasting, we would like to save energy by utilizing coasting. In addition, we would like to measure vehicle performance and confirm vehicle status by measuring temperature, vibration, acceleration / deceleration, etc. when traveling with a certain notch between predetermined stations.

  In order to solve the above-described problem, the train control device according to the embodiment includes a selection unit that selects one travel pattern from a plurality of travel patterns, and a position between the stations based on the selected travel pattern. A travel plan creation means for creating a travel plan indicating the travel time and train speed for each train, a detection means for detecting the current position and speed of the own train, a timekeeping means for timing the time, and a travel based on the timed time Control means for controlling travel of the own train between stations based on time, the detected current position and the detected speed, and the created travel plan.

FIG. 1 is a block diagram illustrating the configuration of a train control device according to the embodiment. FIG. 2 is a conceptual diagram illustrating a speed limit between stations and a travel pattern. FIG. 3 is a flowchart illustrating an example of the operation of the train control device according to the embodiment. FIG. 4 is a conceptual diagram illustrating a display screen. FIG. 5 is a diagram illustrating an example of table data in a running pattern. FIG. 6 is a conceptual diagram illustrating the correction of the travel plan in the travel pattern. FIG. 7 is a conceptual diagram illustrating an example of a running pattern for performing exemplary driving. FIG. 8 is a conceptual diagram illustrating an example of a travel pattern for performing energy-saving operation. FIG. 9 is a conceptual diagram illustrating an example of a travel pattern for performing a measurement operation.

  Hereinafter, a train control device according to an embodiment will be described in detail with reference to the accompanying drawings. Note that, in the embodiment described below and its modifications, common constituent elements are given common reference numerals, and redundant description is omitted.

  FIG. 1 is a block diagram illustrating the configuration of a train control device 100 according to the embodiment. As shown in FIG. 1, the train control device 100 includes a time management unit 101, a travel plan creation unit 102, a constant speed travel unit 103, a fixed position stop control unit 104, a speed calculation unit 105, and acceleration / deceleration determination. Unit 106. In addition, the train control device 100 includes route information 110, vehicle characteristic information 111, diagram data 112, and reference travel pattern data 113 as information stored in a storage device (not shown) such as an HDD (Hard Disk Drive). With.

  The time management unit 101 measures the time using an RTC (Real Time Clock) or GPS (Global Positioning System) and manages the travel time (hours and minutes) of the train traveling on the route. The time management unit 101 outputs the travel time counted as the travel time to the travel plan creation unit 102 as the current time. For example, the time management unit 101 grasps an accurate departure time based on a departure signal from the departure button 1212. Next, the time management unit 101 acquires the stop / passing time at the next station from the diagram data 112 describing the schedule of the route, and calculates the inter-station travel time (hours and minutes) to the next station. In that case, you may set the time position for confirming the travel time between stations.

  In addition, the station does not actually leave the station according to the schedule, and an error of several seconds may occur. Therefore, the time management unit 101 performs time adjustment with the diamond based on the notification from the operation management device 122. Specifically, adjustments such as “delay arrival time of next station by 1 minute from the schedule” based on route operation information from the operation management device 122 may be performed.

  Here, the operation device 121 includes a monitor 1211 provided with a touch panel on an LCD (Liquid Crystal Display), a departure button 1212 for operation at the time of departure, and the like, which is installed on a driver's cab or the like, and receives a driver's operation. The operation management device 122 is an information device that manages the operation of a route at an operation command center or the like. The operation management device 122 notifies each train on a route via a wireless / wired communication path of operation information such as a failure that has occurred on the route and notification of a delay amount / preceding amount to the diagram.

  The travel plan creation unit 102 travels between stations such as the current time (traveling time) output from the time management unit 101, the next station stop / passing time, and the passing time of the timekeeping position between stations. Based on the reference travel pattern data 113 in which the elements are described for each station, the column number from the ATC 123 (ATC: Automatic Train Control), and the ATC signal, Create a travel plan for traveling between stations. This travel plan is an operation curve indicating a travel time and a train speed for each position between stations for stopping the train at a target travel position of the next stop station in a predetermined travel time.

  FIG. 2 is a conceptual diagram illustrating a speed limit G1 between stations and travel patterns D1 to D3. More specifically, FIG. 2 shows the speed limit G1 and the traveling patterns D1 to D3, where the horizontal axis is the distance between the stations A and B [m], and the vertical axis is the train speed [Km / h]. This is a plotted graph.

  As shown in FIG. 2, the reference travel pattern data 113 stores travel patterns D <b> 1 to D <b> 3 for operation curves between stations. In the illustrated example, traveling patterns D1 to D3 having different driving curve elements when traveling between stations, such as the passing time of check positions (check points P1 to P3) between stations A and B, are illustrated. Yes.

  The check points P1 to P3 in the travel patterns D1 to D3 may be set at any position between the stations. For example, the measurement is based on a point that has exited a turnout (a point that has passed through a turnout is significant because it is related to the reservation of the course of the following train), a point where acceleration has ended, an intermediate point, and a measurement based on specified driving conditions. It may be a point. However, since the number of check points P1 to P3 leads to disorder of control at most, it is preferable to set the number of check points P1 to P3 to an appropriate number that does not lead to disorder of control.

  The travel plan creation unit 102 accepts selection of travel patterns D1 to D3 from the operation device 121 when leaving the station A (details will be described later), and the travel management device 122 based on the selected travel pattern. Driving information, route information 110 describing the gradient, curve and speed limit for each position of the route, and train acceleration / braking characteristics described in the vehicle characteristic information 111 (for example, vehicle weight, acceleration / deceleration performance, etc.) The driving plan when the own train travels between A station and B station according to the diagram is created.

  The travel patterns D1 to D3 have different train speed margins with respect to the speed limit G1 for each position. For example, the traveling pattern D1 is a driving curve along the speed limit G1 with a small margin with respect to the speed limit G1. For this reason, in the traveling pattern D1, it is possible to perform a recovery operation that shortens the traveling time when traveling from the A station to the B station and recovers the delay with respect to the diagram. In addition, although the driving pattern D2 has a large margin with respect to the speed limit G1, it is possible to perform an exemplary driving in which acceleration and deceleration are reduced to improve riding comfort. Moreover, the traveling pattern D3 can perform energy-saving operation by lengthening the coasting section in the traveling section in the second half after acceleration. In the travel patterns D1 to D3, the travel conditions (speed, number of notches, etc.) in some sections may be travel patterns (FIG. 9: D4) defined as specified conditions (details will be described later). . In this case, it is possible to perform a measurement operation such as confirmation of a traveling state in which the vehicle has traveled under specified conditions.

  The constant speed traveling unit 103 controls the traveling of the own train between the stations based on the traveling time between the stations, the current position between the stations, the train speed, and the traveling plan created by the traveling plan creating unit 102. To do. Specifically, the constant speed traveling unit 103 detects the train position detected based on the signal from the ground unit (none of which is shown) received by the vehicle upper unit at the ATC 123 and the vehicle speed detected by the speed calculating unit 105. Based on the speed of the train (train speed) and the target speed corresponding to the travel time output from the constant speed travel unit 103, described in the vehicle characteristic information 111 and the slope / curve of the route described in the route information 110 Acceleration / deceleration commands such as powering / coasting / constant speed / deceleration commands, notch commands, brake commands, and acceleration / deceleration commands are output with reference to the train acceleration / braking characteristics. Driving the train is controlled by driving an electric motor and a braking device (both not shown) according to the acceleration / deceleration command.

  The fixed position stop control unit 104, based on the start of the fixed position stop control notified by the travel plan creating unit 102, the distance between the target stop position and the current position, and the route described in the route information 110 An acceleration / deceleration determining unit that determines an appropriate brake command (deceleration value) corresponding to variations in the effectiveness of the brake based on information such as the gradient and the performance of braking described in the vehicle characteristic information 111 To 106. By this brake command, the train can be accurately stopped at the target stop position.

  The speed calculation unit 105 calculates the speed and acceleration / deceleration of the own train. Specifically, the speed calculation unit 105 calculates the speed of the train from the output value of the TG 124 (TG: tacho generator) linked with the rotation of the wheels. The TG 124 may be a PG (pulse generator) that works in conjunction with wheel rotation.

  The acceleration / deceleration determining unit 106 outputs notch commands and necessary acceleration / deceleration corresponding to the acceleration / deceleration values from the constant speed traveling unit 103 and the fixed position stop control unit 104 to the train motor and braking device.

  Here, the detail of operation | movement of the train control apparatus 100 at the time of driving | running | working between stations is demonstrated. FIG. 3 is a flowchart illustrating an example of the operation of the train control device 100 according to the embodiment.

  As shown in FIG. 3, when the process is started prior to the departure to the next station, the travel plan creation unit 102 acquires operation information from the operation management device 122. Moreover, the time management part 101 performs time adjustment with a diamond based on the notification of the operation management apparatus 122 (S1). Next, the travel plan creation unit 102 reads the travel pattern of the travel section (between stations) to the next station (B station in the case of FIG. 2) from the reference travel pattern data 113 (S2).

  Next, the travel plan creation unit 102 receives the travel pattern selection / departure cue read from the reference travel pattern data 113 from the operation device 121 (S3).

  FIG. 4 is a conceptual diagram illustrating the display screen G. More specifically, FIG. 4 is a diagram illustrating the display screen G displayed on the monitor 1211 when a departure signal is received. The travel plan creation unit 102 displays a display screen G as shown in FIG. 4 on the monitor 1211 and accepts the selection of the travel pattern read from the reference travel pattern data 113 when accepting the departure signal in S3.

  Specifically, the display screen G includes a plurality of data read from the reference travel pattern data 113 such as “exemplary operation”, “energy saving operation”, “recovery operation (30 seconds)”, “recovery operation (1 minute)”, and “measurement operation”. Buttons G11 to G15 for receiving selection of any one of the traveling patterns are displayed. At this time, the display screen G displays a difference from the diagram obtained by setting the time with the diagram (delay or progress of the own train with respect to the diagram) and information on the next station. Based on the display on the display screen G, the driver selects a desired traveling pattern while confirming the delay or progress of the own train with respect to the diagram.

  In addition, the display screen G may display a recovery time for recovering the delay from the diamond when traveling between stations, such as “recovery operation (30 seconds)” and “recovery operation (1 minute)”. Good. This recovery time can be obtained by subtracting the estimated travel time obtained by integrating the speed at the check point by the distance between the stations from the travel time between stations based on the diagram data 112. By checking the recovery time, the driver can select a travel pattern of the recovery time (recovered by 1 minute before the next station) determined by contacting the command center.

  In addition to the recovery time described above, the display screen G may display an estimated travel time for each travel pattern such as “exemplary operation”, “energy saving operation”, “recovery operation”, and “measurement operation”. For example, temporary speed information may be notified from the operation management device 122 as operation information due to weather conditions such as thunderstorms or occurrence of a failure. In such a case, since the speed at the check point is limited by the temporary speed information, the traveling time is different from the normal time. Therefore, the travel plan creation unit 102 displays the expected travel time when the checkpoint is limited by the temporary speed information notified by the travel information of the travel management device 122. Thus, the driver can use the predicted traveling time displayed as a determination material when selecting a traveling pattern.

  Next, the travel plan creation unit 102 creates a travel plan based on the travel pattern received in S3. The constant speed traveling unit 103 starts traveling of the train based on the traveling plan created by the traveling plan creating unit 102 (S4).

  Next, the travel plan creation unit 102 determines based on the train position detected by the ATC 123 whether the train has reached the checkpoint set in the travel pattern accepted in S3 (S5). When the check point is reached (S5: YES), the travel plan creation unit 102 determines whether to correct the train speed for each position in the travel plan (S6). Specifically, the travel plan creation unit 102 is based on the difference between the travel time measured by the time management unit 101 and the travel time in the created travel plan, and the difference is greater than or equal to a preset threshold value. It is determined that the train speed is corrected.

  When it is determined that the train speed is corrected (S6: YES), the travel plan creation unit 102 determines whether the travel plan is based on the difference between the travel time measured by the time management unit 101 and the travel time in the travel plan. The train speed for each position is corrected (S7). Specifically, table data indicating the difference (delay / preceding) from the travel plan and the correction amount of the train speed is stored in the reference travel pattern data 113 for each travel pattern. The train speed is corrected with reference to the table data. When it is determined that the train speed is not corrected (S6: NO) and after the correction in S7, the process returns to S5.

  FIG. 5 is a diagram illustrating an example of table data in a running pattern. As shown in FIG. 5, the reference running pattern data 113 corresponds to the delay (−5, −10... [Sec]) or preceding (+5, +10. A train speed correction amount [km / h] for eliminating the preceding or delay is stored. For example, when there is a delay of −10 [sec] at “check point 1”, the travel plan creation unit 102 can obtain a correction amount that makes the train speed +5 km / h.

  FIG. 6 is a conceptual diagram illustrating the correction of the travel plan in the travel pattern D2. As shown in FIG. 6, when a delay similar to “Checkpoint 1” described above occurs at the checkpoint Pn, the train speed increases to eliminate the delay. Thereby, the train control device 100 can perform an operation of recovering the delay occurring at the check point Pn.

  The correction of the train speed in S7 is based on the forward signal information (signal information based on the distance between the preceding train and the own train, the route opening situation, etc.) included in the ATC signal from the ATC 123, etc. You may carry out based on the length of a space | interval. Specifically, the travel plan creation unit 102 may suppress an increase in train speed when the distance between the preceding train and the own train is equal to or less than a predetermined threshold. Thereby, it is possible to prevent the distance between the preceding train and the own train from being increased due to the increase in the train speed, that is, the deceleration due to the speed limitation of the ATC 123.

  If the check point has not been reached (S5: NO), the travel plan creation unit 102 determines whether or not the next station has been approached based on the train position detected by the ATC 123 (S8). If the next station is not approached (S8: NO), the process returns to S5. When approaching the next station (S8: YES), the travel plan creation unit 102 notifies the fixed position stop control unit 104 of the start of fixed position stop control. Thereby, the fixed position stop control part 104 stops a train to the stop position of the target next station (S9), and complete | finishes a process.

  As described above, the train control device 100 accepts selection of any one travel pattern from a plurality of travel patterns having different operation curves when traveling between stations. And the train control apparatus 100 creates the travel plan which shows the travel time and train speed for every position between stations based on the selected travel pattern, and the own train between stations based on the created travel plan. Control driving. Therefore, the train control apparatus 100 can perform flexible travel between stations by selecting a desired travel pattern from among a plurality of travel patterns between stations and performing train travel.

  FIG. 7 is a conceptual diagram showing an example of a running pattern D2 for performing an exemplary driving. FIG. 8 is a conceptual diagram illustrating an example of a travel pattern D3 for performing energy-saving operation. FIG. 9 is a conceptual diagram showing an example of a running pattern D4 for performing a measurement operation.

  As shown in FIG. 7, when there is a lot of acceleration / deceleration in the section K1 until deceleration near the checkpoints P2 to B, a running pattern in which exemplary driving with reduced acceleration / deceleration is performed based on the experience of a skilled driver. D2 is selected (FIG. 4, button G11, etc.). Thereby, the driving | running | working which improved the riding comfort in the area K1 can be provided.

  In addition, there are cases where energy-saving driving is desired in situations at the time of departure from a station (such as a time allowance for a diagram or a time zone in which the amount of energy consumption is desired to be suppressed). In such a case, as shown in FIG. 8, a traveling pattern D3 in which the constant speed traveling in the latter half is coasting traveling is selected (FIG. 4, button G12, etc.). Thereby, it becomes possible to perform energy saving traveling.

  In addition, between stations, it may be possible to perform various confirmations and tests using a detection device provided on the carriage by traveling in a predetermined section uniformly under the same traveling condition to be in the same traveling state. When performing such confirmation and test, a travel pattern D4 in which travel conditions (speed, number of notches, etc.) are defined as prescribed conditions in the section K2 between check points P4 and P5 as shown in FIG. 4. Button G15). Thereby, in the section K2, since the driving | running state by a prescription | regulation driving | running condition is obtained, various confirmation, a test, etc. can be performed. Specifically, measurement of vehicle performance (braking force, acceleration force) and the like, and detection of secular change and motor failure by analysis of measured vehicle data can be performed. Further, by setting the section K2 according to the tunnel position between the stations and setting the traveling condition in the section K2 as coasting, it is possible to analyze the characteristics of the air resistance in the tunnel based on the actually measured values.

  Note that 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. Moreover, various inventions can be formed by appropriately combining a plurality of constituent elements disclosed in the embodiment. For example, some components may be deleted from all the components shown in the embodiment. Furthermore, the constituent elements over different embodiments may be appropriately combined.

  DESCRIPTION OF SYMBOLS 100 ... Train control apparatus 101 ... Time management part 102 ... Travel plan preparation part 103 ... Constant speed travel part 104 ... Fixed position stop control part 105 ... Speed calculation part 106 ... Acceleration / deceleration determination part 110 ... Route Information: 111 ... Vehicle characteristic information, 112 ... Diagram data, 113 ... Reference travel pattern data, 121 ... Operating device, 122 ... Operation management device, 123 ... ATC, 124 ... TG, 1211 ... Monitor, 1212 ... Departure button, D1 D4 ... Traveling pattern, G ... Display screen, G1 ... Speed limit, G11-G15 ... Button, K1, K2 ... Section, P1-P5, Pn ... Checkpoint

Claims (5)

Selecting means for selecting one driving pattern from a plurality of driving patterns;
Based on the selected travel pattern, a travel plan creation means for creating a travel plan indicating a travel time and a train speed for each position between the stations,
Detection means for detecting the current position and speed of the own train;
A time measuring means for measuring time;
Control means for controlling the travel of the own train between stations based on the travel time based on the time measured, the detected current position and the detected speed, and the created travel plan,
A train control device comprising: The control means corrects the travel plan based on a difference between a travel time based on the time measured and a travel time in the travel plan when the own train is at a predetermined position between the stations.
The train control device according to claim 1. Further comprising an acquisition means for acquiring information relating to an interval between the preceding train preceding the own train and the own train;
The control means corrects the travel plan based on the length of the acquired interval.
The train control device according to claim 2. The selection means defines a plurality of travel patterns in which the margin of the train speed with respect to the speed limit for each position differs between the stations, a travel pattern for performing energy-saving travel with a longer coasting section, and travel conditions in a predetermined section. Select from the driving patterns defined as conditions,
The train control device according to any one of claims 1 to 3. A list of travel patterns received by the selection means, and a display means for displaying the delay or progress of the own train with respect to the diagram,
The train control device according to any one of claims 1 to 4.

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