JP2019111944A - Program and operation switch timing calculation device - Google Patents

Abstract

To realize a predictive control in a state of movement block.SOLUTION: As control for a subsequent train 14 which passes at such a travel speed (approaching speed) Vthat a top position of a train guard area of the subsequent train 14 coincides with a train rear end position of a preceding train 12 at a predictive start time Tof the preceding train 12, the subsequent train is made to perform a series of operations of a preliminary decelerating operation with a constant deceleration, a coasting operation, and an accelerating operation with a constant acceleration. The series of operations approximates to an ideal predictive control (ideal operation) which can minimize an operation interval between the preceding train 12 and the subsequent train 14. The coasting start timing to start the coasting operation is calculated as a time Tat which the travel speed of the subsequent train 14 traveling under the preliminary decelerating operation reaches a balanced speed Vwhich is the travel speed when the travel speed of the preceding train 12 coincides with the travel speed of the subsequent train 14 in an ideal operation. The acceleration start timing to start the accelerating operation is calculated as a time Tat which the travel speed of a top position of a train guard area of the subsequent train 14 traveling under the coasting operation coincides with the travel speed of the preceding train 12.SELECTED DRAWING: Figure 5

Description

  The present invention relates to an operation switching timing calculation device and the like that calculates operation switching timing of a following train for shortening a driving interval with a preceding train when approaching a station.

  In railways, in high density line areas such as large metropolitan areas, delays in time of departure frequently occur due to the increase in boarding time due to congestion in cars and homes, and even a slight delay may affect subsequent trains. There is a problem that it is easy to generate a diamond disorder. Predictive control is proposed as a train control method for suppressing such an influence. Predictive control predicts the time of departure of the preceding train that is stopping at the station, and avoids unnecessary inter-station stopping of the following trains, so that the following train can arrive at the station at the shortest time from the opening of the on-site course. (See, for example, Non-Patent Document 1).

Hirakuri Hayato, Tetsuo Shibuka, "Rate group prediction control method according to line conditions," Railroad Research Institute Report, March 2010, vol 24 No. 3, 29-34

  The predictive control disclosed in the above-mentioned Non-Patent Document 1 is premised on implementation under fixed closure. In recent years, instead of fixed closure, research and commercialization of mobile closure based on a wireless train control system have been promoted, and examination of predictive control under mobile closure is desired.

  The fixed closing is a closing method in which the track is divided into a plurality of sections and one section is allowed to enter only one train. In the prediction control under fixed closure, the approach point is set on the stop pattern for stopping at the position in front of the in-field signal (outboard stop position) to stop outside the plane with respect to the preceding train stopping at the station. The following train is controlled so that the preceding train passes through the approach point at the time when the preceding track has advanced the home track and the course in the hall has been opened (course opening time).

  On the other hand, moving closing is a closing method in which the train interval between the preceding train and the following train is continuously controlled without setting a section, and has an advantage that the train interval can be shortened as compared with fixed closing. In other words, there is no concept such as opening of a course in the hall when moving and closing, and if the preceding train starts to travel, the following train can be advanced forward even if the home track has not advanced. However, it is necessary to control the following train on the premise that the position and speed of the preceding train change from moment to moment. For this reason, when trying to carry out predictive control under mobile closing, further shortening of the operation interval can not be expected even if conventional prediction control based on fixed closing is applied as it is.

  The present invention has been made in view of the above-mentioned circumstances, and an object thereof is to realize predictive control under mobile closing. Another object of the present invention is to provide a technique for relatively facilitating the driving operation in predictive control under mobile shutoff.

A first invention for solving the above-mentioned problems is
For the target train that is a follow-on train scheduled to stop at the next station after the preceding train stopped at the next station at the predicted departure time, advance deceleration operation and coasting operation before stop deceleration operation for stopping at the next station A program (for example, a driving switching timing calculation program 302 shown in FIG. 6) for causing a computer to calculate a driving switching timing for shortening a driving interval by performing a series of driving in acceleration driving.
At the predicted departure time, the distance between the preceding train and the target train during the pre-deceleration operation approaches the position of the target train that approaches the closest speed by meeting the train interval condition in the moving closing method, and approaching speed Setting means for setting as a condition (for example, the setting unit 202 in FIG. 6);
The speed time at the time of ideal operation assuming that the target train after satisfying the approaching condition maintains the closest approach state satisfying the train interval condition with respect to the preceding train which has been issued at the predicted departure time The curve is based on an approximation operation which approximates in a series of operations of the pre-decelerating operation with constant deceleration, the coasting operation, and the acceleration operation with constant acceleration so that a predetermined approximation condition is satisfied. Calculating means for calculating the coasting start timing for starting the coasting operation and the acceleration start timing for starting the acceleration operation (for example, the calculating unit 204 in FIG. 6);
Is a program for causing the computer to function.

As another invention,
For the target train that is a follow-on train scheduled to stop at the next station after the preceding train stopped at the next station at the predicted departure time, advance deceleration operation and coasting operation before stop deceleration operation for stopping at the next station A driving switching timing calculation device (for example, the driving switching timing calculation device 1 in FIG. 6) that calculates a driving switching timing when shortening a driving interval by performing a series of driving in acceleration driving;
At the predicted departure time, the distance between the preceding train and the target train during the pre-deceleration operation approaches the position of the target train that approaches the closest speed by meeting the train interval condition in the moving closing method, and approaching speed Setting means set as a condition;
The speed time at the time of ideal operation assuming that the target train after satisfying the approaching condition maintains the closest approach state satisfying the train interval condition with respect to the preceding train which has been issued at the predicted departure time The curve is based on an approximation operation which approximates in a series of operations of the pre-decelerating operation with constant deceleration, the coasting operation, and the acceleration operation with constant acceleration so that a predetermined approximation condition is satisfied. Calculating means for calculating the coasting start timing for starting the coasting operation and the acceleration start timing for starting the acceleration operation;
The driving switching timing calculation device may be configured.

  According to the first invention and the like, prediction under moving closure is intended to shorten the driving interval between the preceding train stopping at the next station and the target train which is the following train while satisfying the train interval condition in the moving closing system. Control can be realized.

  That is, when performing a series of operations of pre-deceleration operation with constant deceleration, coasting operation, and acceleration operation with constant acceleration for the following trains that satisfy the approach condition at the predicted departure time of the preceding train As the operation switching timing of the above, the coasting start timing to start the coasting operation and the acceleration start timing to start the acceleration operation are calculated. This series of driving is similar to the ideal driving which can minimize the gap between the preceding and following trains. In this way, as control for the target train, which is a subsequent train, deceleration is performed at a constant deceleration, and then, pre-deceleration is switched to coasting at the calculated coasting start timing to perform coasting, and The operation interval with the preceding train can be shortened by control relating to relatively easy driving operation, such as switching from coasting operation to acceleration operation at the acceleration start timing and performing acceleration operation with constant acceleration.

A second invention is a program of the first invention,
The calculation means is configured to calculate an equilibrium speed at which the traveling speed of the preceding train, which has departed at the predicted departure time, and the traveling speed of the target train in the ideal operation satisfy a predetermined balance condition Calculating the coasting start timing and the acceleration start timing based on the approximation calculation
It is a program.

  According to the second aspect of the present invention, the equilibrium speed at which the traveling speed of the preceding train, which has departed at the predicted departure time, and the traveling speed of the target train in the ideal operation satisfy predetermined equilibrium conditions is taken as the traveling speed at coasting operation. Thus, the coasting start timing and the acceleration start timing can be calculated.

A third invention is a program of the second invention,
The calculation means
A coasting start timing calculation unit (for example, coasting start timing calculation unit 206 in FIG. 6) that calculates, as the coasting start timing, a timing at which the pre-decelerating operation with constant deceleration becomes the equilibrium speed;
Have
It is a program.

  According to the third aspect of the invention, the timing at which the pre-deceleration operation has reached the equilibrium speed can be calculated as the coasting start timing.

A fourth invention is a program according to any one of the first to third inventions,
The calculation means
Even if the coasting operation is switched to the acceleration operation, the moving speed of the Obi tip position securing the brake distance according to the traveling speed ahead of the target train does not start the acceleration of the preceding train. Acceleration start timing calculation means (for example, acceleration start timing calculation unit 208 in FIG. 6) which is calculated as timing
Have
It is a program.

  According to the fourth aspect of the invention, it is possible to calculate, as the acceleration start timing, a timing at which the moving speed of the front end position of the target train does not exceed the traveling speed of the preceding train even if the overrun operation is switched to the acceleration operation. That is, after the acceleration start timing, not only the preceding train but also the target train is accelerated. However, by calculating the acceleration timing in this way, the distance between the preceding train and the target train is the train interval condition in the moving and closing method. I will meet.

A fifth invention is a program of the fourth invention,
The acceleration start timing calculation means
The timing at which the moving speed of the front end position coincides with the traveling speed of the preceding train is calculated as the acceleration start timing.
It is a program.

  According to the fifth invention, it is possible to calculate, as the acceleration start timing, a timing at which the moving speed of the front end position of the target train coincides with the traveling speed of the preceding train.

A sixth invention is a program of the fourth or fifth invention,
The acceleration start timing calculation means
The acceleration start timing is calculated as the timing at which the movement acceleration at the front end position of the Obi and the traveling acceleration of the preceding train satisfy the corresponding conditions.
It is a program.

  According to the sixth invention, it is possible to calculate, as the acceleration start timing, a timing at which the movement acceleration of the tip end position of the target train and the travel acceleration of the preceding train satisfy the corresponding conditions.

Explanatory drawing of the definition of Obi of a train. The figure which shows the positional relationship of the preceding train and the following train in ideal predictive control. The figure which shows the traveling speed of the leading train in the ideal predictive control, and a following train. The figure which shows the positional relationship of the preceding train and the following train in approximate predictive control. The figure which shows the traveling speed of the leading train in the approximate predictive control, and the following train. The function block diagram of a driving | operation switching timing calculation apparatus. The flowchart of driving switching timing calculation processing.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. The present invention is not limited by the embodiments described below, and the mode to which the present invention can be applied is not limited to the following embodiments. Further, in the description of the drawings, the same elements are denoted by the same reference numerals.

[principle]
The present embodiment is to realize predictive control in the mobile blocking method. The movement closure is a method of continuously controlling the train interval which can ensure the safety between the trains in accordance with the speed and position of the trains. Moreover, with prediction control, it predicts the departure time of the preceding train that is stopping at the station, and the time from the preceding train leaving the home track of the station to the time the following train arrives at the home track (timely) Is a method of controlling the following trains so as to shorten as much as possible.

(A) Moving and closing In moving and closing, it is necessary to secure a safe train interval between trains so that the following train will not collide with the preceding train even if any abnormality occurs. In this embodiment, securing of this train interval is implemented by "Obi" which shows the protection range of the train on a diagram.

  FIG. 1 is a diagram showing the definition of the train 10 train. As shown in FIG. 1, the Obi of the train 10 is a range from the Obi leading end position to the Obi trailing end position including the train occupancy range for the train length. The Obi tip position is a position ahead of the train tip position by a maximum working stop distance, which is a traveling distance required for the train 10 to stop at the maximum braking force, and can also be referred to as a stop limit position of the train 10. Since the maximum service stop distance is determined by the traveling speed of the train 10, the shape (length) of the Obi of the train 10 changes according to the traveling speed of the train 10. The Obi rear end position is a position behind the train rear end position by a predetermined margin distance. The margin distance is, for example, a distance that takes into consideration an allowable time when wirelessly transmitting information such as a train position. In the following, in order to simplify the description, it is assumed that the train length is a length including this margin distance, and the train rear end position coincides with the Obi rear end position.

In moving and closing, each train is controlled so that the preceding train's obi and the following train's obi do not overlap. Further, FIG. 1 shows a train position during deceleration, left train position indicates the position at time T _20, the right side of the train position indicates the position at time T ₂₁ after a time T _20. Since the traveling speed is decelerating, it is seen that better at time T ₂₁ than in the conventional maximum stopping distance is time T ₂₀ is shortened. That is, although the speed at the train tip position is the same as the train speed, it can be said that the speed at the Obi tip position during deceleration is lower than the speed at the train tip position (in other words, the deceleration is large). During acceleration, the velocity at the tip of the obi is higher than the velocity at the tip of the train (in other words, the acceleration is increased).

(B) Ideal Predictive Control First, ideal predictive control (ideal operation) will be considered as predictive control in mobile blocking. FIG. 2 is a diagram showing the positional relationship between the preceding train 12 and the following train 14 in ideal predictive control, and the positional relation between the preceding train 12 and the following branch which is the obi of the following train 14. In FIG. 2, with the horizontal axis representing time and the vertical axis representing the position, the following train 14 approaches the station where the preceding train 12 is stopping, and stops at the said station. Also, the upward direction is the direction of travel of the train. Further, FIG. 3 is a speed-time curve showing traveling speeds of the preceding train 12 and the following train 14 in FIG. In FIG. 3, the horizontal axis represents time, and the vertical axis represents traveling speed, and the traveling speeds of the preceding train 12 and the following train 14 with respect to the time are shown.

  Since it is an ideal predictive control (ideal operation), as shown in FIG. 2, the trailing train position of the trailing OB associated with the trailing train 14 always matches the trailing end position of the leading train 12, so that the trailing train 14 will be controlled.

Specifically, the preceding train 12 stopping at the station leaves the station at the predicted departure time T ₀ and starts the acceleration operation. At this time, the acceleration α ₁ (the maximum acceleration for regular use) is constant, and the traveling speed of the preceding train 12 linearly increases in proportion to the time.

On the other hand, the following train 14 approaches the station while decelerating at a predetermined deceleration β (assuming the maximum deceleration), and at the predicted departure time T ₀ , the distance between the preceding train 12 and the preceding train 12 is the train interval condition in the moving and blocking system Is controlled to be the closest to the The train interval condition is that the interval between the train rear end position of the preceding train 12 and the train rear end position of the preceding train is equal to or greater than the normal maximum stop distance determined by the traveling speed of the following train 14. That is, in the ideal prediction control, the prediction onset time T _0, Obi end position of the succeeding train 14 to match the train rear end position of the preceding train 12, the subsequent train 14 is controlled. Position (approach position) _{P 0} of the subsequent train 14 in the predicted onset time _{T 0,} and the traveling speed is referred to as a proximity condition (approaching speed) _{V 0.}

At a stage immediately after the departure of the preceding train 12, the preceding train 12 travels at a lower (slower) speed than the following train 14, but the traveling speed itself gradually increases. Since the following train 14 is controlled so that the end position of the following train 14 coincides with the train rear end position of the preceding train 12, the following train 14 continues its decelerating operation while gradually reducing its deceleration, The difference in traveling speed from 12 will be reduced (time T _{0 to} T _{2 in} FIG. 3). As the maximum service stopping distance of the following train 14 is gradually shortened by the deceleration operation, the train interval between the preceding train 12 and the following train 14 is gradually shortened, and the following train 14 gradually approaches the preceding train 12 (Time T _{0 to} T _{2 in} FIG. ₂ ).

Then, at time T _2, the acceleration of the subsequent train 14 with a zero, the traveling speed of the preceding train 12 and the running speed of the succeeding train 14 matches. At this time, the following train 14 switches from the decelerating operation to the accelerating operation. Time T _2, and later, towards the running speed of the preceding train 12 (faster) is higher than the running speed of the succeeding train 14 in order. This acceleration operation is an acceleration operation while gradually increasing the acceleration from zero, and the distance between the preceding train 12 and the following train 14 is gradually increased by the increase in serviceable maximum stop distance of the following train 14 due to the acceleration operation. become longer. The Obi tip position of the following train 14 is controlled to coincide with the train rear end position of the preceding train 12.

Then, at time T _4, to the moving speed and movement acceleration of the Ob end position of the succeeding train 14, when the velocity and acceleration of the preceding train 12 matches, with a constant acceleration of the subsequent train 14. Subsequent train acceleration alpha ₂ to this constant, since the maximum common stopping distance by an acceleration operation becomes progressively longer, lower than the moving acceleration alpha ₁ Obi end position of the succeeding train 14. The movement acceleration α ₁ at the tip of the Obi tip of the following train 14 is the same as the acceleration α _{1 of} the preceding train 12, so it can also be a value lower than the acceleration α ₁ of the preceding train 12.

Thereafter, at time T _5, strikes the stop for subsequent train 14 is stopped at the station pattern (run curve), since, the decelerating operation at a constant deceleration β in accordance with the stop pattern. Since some approaching speed V _0, it is conceivable cases hit the stop pattern before turn to acceleration operation from deceleration operation at time T _2, to be controlled, including the acceleration operation by the approximate prediction control will be described later, the In the embodiment, this case is excluded. However, it goes without saying that the present invention can be applied to an embodiment including this case.

  Thus, in ideal predictive control, as control of the following train 14 when the preceding train 12 approaches a stopping station, first, deceleration operation is performed while gradually reducing deceleration, and then acceleration operation Control to increase the acceleration gradually from zero and then to make it constant. Since the preceding train 12 is in an accelerated operation, the deceleration in the decelerating operation and the acceleration in the accelerated operation do not become constant, and it is necessary to gradually decrease or gradually increase. However, driving operation and speed control to realize this ideal acceleration and deceleration are not easy. In addition to being difficult as the driver's operation operation, it is virtually impossible to realize it without variation among drivers, and it is an ideal prediction from mechanical structural factors even for speed control by automatic operation. It is not easy to realize the controlled acceleration and deceleration itself. For this reason, in this embodiment, approximate predictive control that is similar to ideal predictive control and can be realized by relatively easy driving operation is proposed.

(C) Approximate Predictive Control FIG. 4 is a diagram showing the positional relationship between the preceding train 12 and the subsequent train 14 in approximate predictive control, and the positional relationship between the preceding train 12 and the subsequent Obi pertaining to the following train 14. is there. In FIG. 4, with the horizontal axis representing time and the vertical axis representing the position, the following train 14 approaches and stops at the station where the preceding train 12 is stopping. Also, the upward direction is the direction of travel of the train. Further, FIG. 5 is a speed-time curve showing traveling speeds of the leading train 12 and the following train 14 in FIG. In FIG. 5, the horizontal axis represents time, and the vertical axis represents traveling speed, and the traveling speeds of the preceding train 12 and the following train 14 with respect to time are shown.

  Approximate predictive control is the control that approximates ideal predictive control by a series of operations of deceleration operation (pre-deceleration operation) with constant deceleration, coasting operation, and acceleration operation with constant acceleration. is there.

That is, the follow-on train 14 is controlled to pass the approach position P ₀ which is the approach condition at the approach speed V ₀ at the predicted departure time T ₀ of the preceding train 12 in the same manner as ideal prediction control. is there. Then, in the approximate prediction control, the following train 14 continues the decelerating operation (pre-deceleration operation) at a constant deceleration β (maximum speed) even after the predicted generation time T ₀ .

Then, at time T _1, when the running speed of the succeeding train 14 reaches the equilibrium velocity V _1, a subsequent train 14 is switched to overrun operation of the acceleration zero (constant speed operation). The equilibrium speed V ₁ is a traveling speed at which the traveling speeds of the preceding train 12 and the following train 14 satisfy the equilibrium condition in ideal prediction control (see FIGS. 2 and 3). Specifically, both coincide with each other. it is a traveling speed at the time _{T 2.} Accordingly, even in approximate prediction control, at time T _2, the traveling speed of the succeeding train 14 and the preceding train 12 traveling speed of is a equilibrium velocity V ₁ to coincide.

Running of a subsequent train between the time T ₀ at time T ₁ (the decelerating operation in the deceleration beta) is preceded in the case where the train 12 continues to stop at time T ₁ after a train station stop pattern (run curve The movement speed of the Obi tip position of the following train 14 (which corresponds to the time change of the Obi tip position), and the movement acceleration (which is the time change of the migration speed) It is zero. In other words, Obi tip position of the subsequent train 14 after the time T ₀ is a rear position than the train rear end position of the preceding train 12 starts running at time T _0.

Thereafter, at time T _3, the subsequent train 14 is switched to the acceleration operation at constant acceleration alpha _2. The acceleration alpha _2, the moving speed and movement acceleration of the Ob end position of the succeeding train 14, an acceleration of the succeeding train 14 in the state that matches the traveling speed and the acceleration alpha ₁ of the preceding train 12 of acceleration operation, preceding train 12 Less than the acceleration α _{1 of}

During the time T ₁ of the time T _3, the subsequent train 14 is because it is coasting (constant speed operation), the moving speed of the Ob end position of the succeeding train 14, the running speed and also equilibrium velocity V ₁ of the succeeding train 14 The movement acceleration of the Obi tip position is also zero, similar to the acceleration of the following train 14. Then, the time T ₃ after the moving speed of the Ob end position of the succeeding train 14, and moving acceleration, traveling speed of the preceding train 12, and are the same as the acceleration.

Thereafter, the subsequent train 14, until time T ₅ impinging on the stop pattern for stops at a station, to continue the accelerating operation of the acceleration alpha _2, at time T _5, turns to deceleration operation along that stop pattern (run curve).

In approximate prediction control, time T ₁ , which is the coasting start timing at which the following train 14 switches from deceleration operation (pre-deceleration operation) to coasting operation, the traveling speeds of the following train 14 and the preceding train 12 are balanced speed V ₁ and The time T _{2 at which} the following train 14 switches from coasting operation to acceleration operation, time T ₃ at which acceleration start timing is switched, and the acceleration α ₂ in the acceleration operation of the following train 14 are obtained by the following approximate calculation.

First, at time _{T 2,} since the acceleration of the preceding train 12 is "alpha _1", the running speed (equilibrium velocity) _{V 1} of the preceding train 12, the following equation (1), and the train rear end position of the preceding train 12 P ₂ is expressed by the following equation (2). The position P ₂ is in a train rear end position of the preceding train 12 at time T ₀ and zero.

The acceleration of the subsequent train 14 is zero, the running speed as in the preceding train 12, a balancing speed V _1. The shutdown margin distance D ₂ from the train end position of the succeeding train 14 to Obi tip position is represented by the following formula (3).

Further, at time T ₀ , the deceleration of the following train 14 is “β”, and the traveling speed is the approaching speed “V ₀ ”, so the train tip position P ₀ of the following train 14 is expressed by the following equation (4).

Further, the distance L ₀₂ traveled by the following train 14 from the time T ₀ to the time T ₂ is expressed by the following expression (5).

Therefore, the train end position _{P 3} of the subsequent train 14 at time _{T 2,} is represented by the following formula (6).

That is, at time _{T 2,} the train end position _{P 3} subsequent trains 14 represented by the formula (6), the train rear end position _{P 2} of the preceding train 12 of the formula (2), Equation (3) If it approximates to be behind by stop margin distance D ₂ represented by, the following equation (7) holds.
Using the following equation (8), the equation (7) is transformed into the following equation (9).

Since T ₂ ≠ 0, the times T ₁ and T ₂ are derived from the equation (9) as the following equations (10) and (11).

At time T _2, the traveling speed of the preceding train 12 and the running speed of the succeeding train 14 is the same equilibrium velocity V _1. However, when the following train 14 accelerates, the moving speed of the Obi tip position becomes faster than the traveling speed, that is, the moving speed of the Obi tip position when the following train 14 accelerates is the rear end speed of the preceding train 12 ( This is faster than the traveling speed of the preceding train 12). That is, the relative speed Vs Obi tip position relative to the train end position of the succeeding train 14 at time T _2, are the speeds of the conventional maximum stopping distance of the subsequent train 14, the following equation (12).

The time T ₃ is a time at which the traveling speed of the preceding train 12 reaches the moving speed of the Ob end position of the succeeding train 14, the acceleration operation from time T _2, by preceding train 12 at time T _3, the formula (12 In order to pack the relative velocity Vs of the Obi tip position of the following train 14 represented by) into zero, the following equation (13) holds.

From equation (13), time T ₃ is derived as in the following equation (14).

At time T _3, since the traveling speed of the preceding train 12 reaches the speed of the Ob end position of the succeeding train 14, the subsequent train 14, the movement acceleration of the Ob end position matches the acceleration alpha ₁ of the preceding train 12 The acceleration operation is performed at the acceleration α ₂ . That is, the time _{T 3,} the time t = 0, and when the traveling speed V of the subsequent train 14 at time _{T 3} after the time t (t), since it becomes the following equation (15), subsequent in the time t The stop margin distance D (t) of the train is expressed by the following equation (16).

And since the relative acceleration of the Obi tip position of the following train 14 is the second-order derivative of this stop margin distance D (t), it becomes a following formula (17).

The movement acceleration of the Obi tip position of the following train 14 is the sum of the acceleration of the following train 14 and the relative acceleration of the Obi tip position. At time T ₃ after the movement acceleration of the Ob end position of the succeeding train 14, preceding train 12 of the train rear end position of the acceleration (which is the same as the acceleration alpha ₁ of the preceding train 12) to be consistent with the The following equation (18) holds.

From this equation (18), the acceleration α ₂ of the following train after time T ₃ is derived as in the following equation (19).

[Function configuration]
FIG. 6 is an example of a functional configuration of the driving switching timing calculation device 1 in the present embodiment. The driving switching timing calculation device 1 is mounted on a train, and when the own train approaches the next station as a succeeding train, the preceding train stopping at the next station is launched and then the own train arrives at the next station The driving switching timing for shortening the driving interval is calculated based on the above-described approximate prediction control. According to FIG. 6, the operation switching timing calculation device 1 is configured to include an operation unit 102, a display unit 104, a sound output unit 106, a communication unit 108, a processing unit 200, and a storage unit 300. It is realized as a kind of computer.

  The operation unit 102 is realized by, for example, an input device such as a keyboard, a mouse, a touch panel, and various switches, and outputs an operation signal corresponding to the operation input made to the processing unit 200. The display unit 104 is realized by, for example, a display device such as a liquid crystal display or a touch panel, and performs various displays based on the display signal from the processing unit 200. The sound output unit 106 is realized by an audio output device such as a speaker, for example, and performs various audio outputs based on the sound signal from the processing unit 200. The communication unit 108 is a communication device realized by, for example, a wireless communication module, a router, a modem, a jack of a communication cable for wired communication, a control circuit, or the like, and performs data communication with an external device.

  The processing unit 200 is a processor realized by an arithmetic device or arithmetic circuit such as a central processing unit (CPU) or a field programmable gate array (FPGA), and the programs and data stored in the storage unit 300, the operation unit 102, and the communication. Based on the input data etc. by the part 108, the whole control of the driving | operation switching timing calculation apparatus 1 is performed. The processing unit 200 further includes a setting unit 202 and a calculation unit 204 as functional processing blocks. The functional units included in the processing unit 200 can be realized as software by the processing unit 200 executing a program, or can be realized by a dedicated arithmetic circuit. The present embodiment will be described as the former implementation as software.

Setting unit 202, the predicted onset time T ₀ of the preceding train, the preceding train and the position and speed of the train the distance between the train is closest satisfy the train interval conditions in a mobile blocking scheme, as the approach condition Set For example, when the preceding train approaches the stopping next station, a stop pattern is generated to decelerate at the maximum deceleration β and stop at the predetermined position behind the preceding train from the current position of the own train and the traveling speed. Then, the position (approach position) P ₀ and the traveling speed (approaching speed) V ₀ of the own train at the predicted departure time T ₀ of the preceding train when traveling according to this stop pattern are taken as the approaching condition.

  The calculation unit 204 is a series of pre-deceleration operation with constant deceleration, coasting operation, and acceleration operation with constant acceleration in order that the own train after meeting the approaching condition shortens the operation interval. Calculate the operation switching timing when performing the operation of. Further, the calculation unit 204 calculates, as the operation switching timing, the coasting start timing calculation unit 206 that calculates the coasting start timing to start the coasting operation from the pre-deceleration operation, and the acceleration start timing that is the timing to start the acceleration operation from the coasting operation. It has the acceleration start timing calculation part 208 to calculate, and the acceleration calculation part 210 which calculates the acceleration in acceleration driving | operation.

The coasting start timing calculation unit 206 approximates the speed-time curve at the time of ideal operation assumed to travel while maintaining the closest approach state satisfying the train interval condition with respect to the preceding train that has departed at the predicted departure time T ₀ by a predetermined approximation. The coasting start timing to start coasting operation based on an approximation operation that approximates in a series of operation of pre-deceleration operation with constant deceleration, coasting operation, and acceleration operation with constant acceleration so as to satisfy the condition Calculate Specifically, the coasting start timing predicted onset time and travel speed of departure the preceding train to the T _0, when coasting equilibrium velocity V ₁ of the running speed of the target train satisfies a predetermined equilibrium conditions in an ideal operation Calculated based on the approximate operation to be the traveling speed of Furthermore, the coasting start timing is calculated as the timing at which the pre-decelerating operation with constant deceleration β has reached the equilibrium speed V ₁ .

That is, based on the approaching speed V ₀ which is the approaching condition, the acceleration α _{1 of the} preceding train, and the maximum deceleration β of the own train, the time T _{1 at} which the coasting start timing is reached is calculated according to equation (10).

The acceleration start timing calculation unit 208 approximates the speed-time curve at the time of ideal operation assumed to travel with maintaining the closest approach state satisfying the train interval condition with respect to the preceding train that has departed at the predicted departure time T ₀ by a predetermined approximation. The acceleration start timing to start the acceleration operation based on an approximation operation approximated by a series of operations of the pre-deceleration operation in which the deceleration is constant, the coasting operation, and the acceleration operation in which the acceleration is constant. Calculate Specifically, the acceleration start timing is a running speed of the preceding train that has departed at the predicted departure time T ₀ and a running speed of the target train in the ideal operation run at the same speed at the time of coasting Calculated based on the approximate operation to be speed. Furthermore, even if the acceleration start timing is switched to the acceleration operation, the movement speed of the Obi tip position where the braking distance according to the traveling speed is secured ahead of the own train does not exceed the traveling speed of the preceding train. Calculated as Further, the acceleration start timing is calculated as the timing at which the moving speed of the front end position of the obi coincides with the traveling speed of the preceding train. Further, the acceleration start timing is calculated as the timing at which the movement acceleration at the tip of the obi and the traveling acceleration of the preceding train satisfy the corresponding conditions.

That is, based on the approaching speed V ₀ which is the approaching condition, the acceleration α _{1 of the} preceding train, and the deceleration β of the own train, the time T ₃ which is the acceleration start timing is calculated according to equation (14).

Acceleration calculation unit 210 calculates the acceleration alpha ₂ in the acceleration operation. That is, the approach speed V ₀ is approached _condition, preceding train acceleration alpha _1, and, based on the train deceleration, according to equation (19), calculates the acceleration alpha _2.

  The storage unit 300 is realized by a storage device such as an IC (Integrated Circuit) memory such as a ROM (Read Only Memory) or a RAM (Random Access Memory) or a hard disk, and the processing unit 200 integrates the operation switching timing calculation device 1. It stores programs and data to be controlled, and is used as a work area for the processing unit 200, and results of calculations performed by the processing unit 200 and input data from the operation unit 102 and the communication unit 108 are temporary. Stored in In the present embodiment, the storage unit 300 stores a driving switching timing calculation program 302, own train information 310 related to the own train, own train information 330 related to the preceding train, and calculation formula information 350.

The own train information 310 includes the train number 312 of the own train, the traveling performance information 314, the station stop position information 316 which is the stop position of each station, the position speed information 318, the approaching condition 320, and the operation switching timing information 322. The information update time 324 which is the latest update time of the own train information 310 is stored. The traveling performance information 314 is information on the traveling performance of the own train, and includes the maximum acceleration and the maximum deceleration β. The position and speed information 318 includes the current traveling position and traveling speed of the own train. The traveling position and traveling speed may be measured on the vehicle based on the detection value of the speed generator, or may be acquired as information from the driver's cab via the communication unit 108, or the train may be concentrated, for example. It may be acquired from a ground external device such as a control device. The approach condition 320 is an approach condition set by the setting unit 202, and includes an approach position P ₀ and an approach speed V ₀ . The driving switching timing information 322 includes time T ₁ of coasting start timing which is the driving switching timing calculated by the calculation unit 204, time T ₃ of the acceleration start timing, and acceleration in the acceleration driving calculated by the acceleration calculating unit 210. and α ₂ .

The own train information 330 includes the train number 332 of the preceding train, the traveling performance information 334, the station stop position information 336 which is the stop position of each station, the position speed information 338, the predicted departure time 340, and the own train information 330 And information update time 342, which is the latest update information of. Running performance information 334 is information about the running performance preceding train, including maximum acceleration alpha ₁ and maximum deceleration. The position and speed information 338 includes the current traveling position and traveling position of the preceding train. The position and speed information 338 and the predicted emission time 340 are acquired from the external device via the communication unit 108.

The calculation formula information 350 is a calculation formula of the time T ₁ which is the coasting start timing given by the formula (10), a calculation formula of the time T ₃ which is the acceleration start timing given by the formula (14), and a formula (19) And a formula for calculating the acceleration α ₂ in the acceleration operation given by

[Flow of processing]
FIG. 7 is a flowchart illustrating the flow of the operation switching timing calculation process. This process is realized by the processing unit 200 executing the driving switching timing calculation program 302 in the driving switching timing calculation device 1. Also, when the own train approaches the next station and the preceding train is at a stop at the next station, the execution is started.

In operation switching timing calculation process, first, for example, from an external device, to acquire the prediction onset time T ₀ of the preceding train (step S1). Next, the setting unit 202 sets an approach position P ₀ and an approach speed V ₀ , which are the approach conditions of the own train (step S3).

Subsequently, coasting start timing calculation section 206 calculates the time T ₁ is coasting start timing (step S5), and the acceleration start timing calculation section 208 calculates the time T ₃ the acceleration start timing (step S7) , the acceleration calculation unit 210 calculates the acceleration alpha ₂ in the acceleration operation (step S9).

Thereafter, a predetermined notification process is performed based on the calculation result (step S11). The notification processing, for example, display or indicating the arrival time T _1, T _3, or is displayed on the display unit 104 the numerical display and countdown display indicating the time remaining until the time T _1, T _3, or it Audio output can be performed from the sound output unit 106.

Subsequently, the processing unit 200, if the predicted onset time _{T 0} of the preceding train is determined whether or changed, is changed (Step S13: YES), the flow returns to step S3. If the predicted onset time T ₀ has not been changed (step S13: NO), the train it is determined whether it has arrived at the next station, if not arrived (step S15: NO), the flow returns to step S13. If the own train has arrived at the next station (step S15: YES), this process ends.

[Function effect]
As described above, according to the present embodiment, the driving interval between the preceding train 12 and the target train which is the following train 14 stopping at the next station is shortened while satisfying the train interval condition in the moving and closing method. Predictive control under mobile closure can be realized.

That is, preceding the prediction onset time T ₀ of the train 12, the control for subsequent trains 14 Obi end position of the succeeding train 14 passes at a running speed (approaching speed) V ₀ to conform to the train rear end position of the preceding train 12 As a constant deceleration, a series of driving operations are performed: a pre-deceleration operation, a coasting operation, and an acceleration operation with a constant acceleration. This series of operation is an operation that approximates ideal predictive control (ideal operation) that can minimize the operation time interval between the preceding train 12 and the following train 14. The coasting start timing to start coasting operation is the equilibrium speed which is the traveling speed when the traveling speed of the preceding train 12 and the traveling speed of the following train 14 match in the ideal operation. It is calculated as the time _{T 1} to reach the V _1. Further, the acceleration start timing for starting the accelerating operation is calculated as the time T ₃ the moving speed of the Ob end position of the succeeding train 14 that overrun operation matches the traveling speed of the preceding train 12. These two operation switching timings can be obtained from the approaching speed V ₀ and the deceleration β of the following train, and the acceleration α _{1 of the} preceding train.

  In this way, as control for the target train which is the following train 14, deceleration operation with constant deceleration is performed, and then pre-deceleration operation is switched to coasting operation to perform coasting operation at the calculated coasting start timing, and Control based on relatively easy operation such as switching from coasting operation to acceleration operation and performing acceleration operation with constant acceleration at the calculated acceleration start timing enables shortening of the operation interval with the preceding train 12 .

  Note that the applicable embodiments of the present invention are not limited to the above-described embodiments, and it is needless to say that they can be appropriately changed without departing from the scope of the present invention.

  For example, in the above-described embodiment, the driving switching timing calculation device 1 calculates the driving switching timing that is mounted on a train and targets the train as a target train. It is good also as an apparatus. In this case, when a certain train approaches the station and stops, the device determines the preceding train that is stopped at the station, calculates the operation switching timing with the train as the target train, and uses this as the target train. Send.

  Moreover, although the train by which the driving | operation switching timing calculation apparatus 1 was mounted was demonstrated also as a train which a driver operates, it may be a train of automatic operation. In that case, the driving operation is automatically performed based on the driving switching timing calculated by the driving switching timing calculation device 1.

1 Operation switching timing calculation device 200 Processing unit 202 Setting unit 204 Calculation unit 206 Calculation start timing calculation unit 208 Acceleration start timing calculation unit 210 Acceleration calculation unit 300 Storage unit 302 Operation switching timing calculation program 310 ... own train information, 330 ... preceding train information, 350 ... calculation formula information 10 ... train, 12 ... preceding train, 14 ... subsequent train

Claims (7)

For the target train that is a follow-on train scheduled to stop at the next station after the preceding train stopped at the next station at the predicted departure time, advance deceleration operation and coasting operation before stop deceleration operation for stopping at the next station A program for causing a computer to calculate a driving switching timing when shortening a driving interval by performing a series of driving in acceleration driving,
At the predicted departure time, the distance between the preceding train and the target train during the pre-deceleration operation approaches the position of the target train that approaches the closest speed by meeting the train interval condition in the moving closing method, and approaching speed Setting means to set as conditions,
The speed time at the time of ideal operation assuming that the target train after satisfying the approaching condition maintains the closest approach state satisfying the train interval condition with respect to the preceding train which has been issued at the predicted departure time The curve is based on an approximation operation which approximates in a series of operations of the pre-decelerating operation with constant deceleration, the coasting operation, and the acceleration operation with constant acceleration so that a predetermined approximation condition is satisfied. Calculating means for calculating the coasting start timing for starting the coasting operation and the acceleration start timing for starting the acceleration operation;
As a program to make the computer work. The calculation means is configured to calculate an equilibrium speed at which the traveling speed of the preceding train, which has departed at the predicted departure time, and the traveling speed of the target train in the ideal operation satisfy a predetermined balance condition Calculating the coasting start timing and the acceleration start timing based on the approximation calculation
The program according to claim 1. The calculation means
A coasting start timing calculation unit that calculates, as the coasting start timing, a timing at which the pre-decelerating operation with constant deceleration becomes the balanced speed,
Have
The program according to claim 2. The calculation means
Even if the coasting operation is switched to the acceleration operation, the moving speed of the Obi tip position securing the brake distance according to the traveling speed ahead of the target train does not start the acceleration of the preceding train. Acceleration start timing calculation means calculated as timing,
Have
The program according to any one of claims 1 to 3. The acceleration start timing calculation means
The timing at which the moving speed of the front end position coincides with the traveling speed of the preceding train is calculated as the acceleration start timing.
The program according to claim 4. The acceleration start timing calculation means
The acceleration start timing is calculated as the timing at which the movement acceleration at the front end position of the Obi and the traveling acceleration of the preceding train satisfy the corresponding conditions.
The program according to claim 4 or 5. For the target train that is a follow-on train scheduled to stop at the next station after the preceding train stopped at the next station at the predicted departure time, advance deceleration operation and coasting operation before stop deceleration operation for stopping at the next station A driving switching timing calculation device for calculating a driving switching timing when shortening a driving interval by performing a series of driving in acceleration driving,
At the predicted departure time, the distance between the preceding train and the target train during the pre-deceleration operation approaches the position of the target train that approaches the closest speed by meeting the train interval condition in the moving closing method, and approaching speed Setting means set as a condition;
The speed time at the time of ideal operation assuming that the target train after satisfying the approaching condition maintains the closest approach state satisfying the train interval condition with respect to the preceding train which has been issued at the predicted departure time The curve is based on an approximation operation which approximates in a series of operations of the pre-decelerating operation with constant deceleration, the coasting operation, and the acceleration operation with constant acceleration so that a predetermined approximation condition is satisfied. Calculating means for calculating the coasting start timing for starting the coasting operation and the acceleration start timing for starting the acceleration operation;
Operation switching timing calculation device equipped with