JP2021121155A - Train control device and train control method - Google Patents

Abstract

To suppress aggravation in ride comfort.SOLUTION: A train control device includes an acquisition unit, a storage unit, a calculation unit, and an adjustment unit. The acquisition unit acquires speed and a position of a train. The storage unit stores route information indicating a position of a station where the train stops on a route the train travels, and operation information indicating travel time of the train between the stations. The calculation unit calculates a control command for stopping the train at a position of the station indicated by the route information based on the route information and the position and the speed of the train acquired by the acquisition unit. The adjustment unit adjusts brake switching speed serving as a reference for weakening deceleration of the train based on a predicted value of deceleration of the train for a period of time from the current time until elapse of predetermined time when the control command based on the speed of the train, the position of the train, and the position of the station stored in the route information acquired by the acquisition unit is output. When the speed of the train becomes lower than the brake switching speed adjusted by the adjusting unit while deceleration control of the train is being performed in accordance with a first control command, the calculation unit outputs a second control command having reduced degree of deceleration compared with the first control command.SELECTED DRAWING: Figure 1

Description

Embodiments of the present invention relate to train control devices and train control methods.

Conventionally, a technique for realizing stop control for stopping a train at a predetermined position such as a target stop position set at a stop station has been studied.

JP-A-2018-007464

In the conventional technique as described above, it is desired to avoid deterioration of the riding comfort at the moment of stopping while suppressing the extension of the traveling time.

The train control device of the embodiment includes an acquisition unit, a storage unit, a calculation unit, and an adjustment unit. The acquisition unit acquires the speed and position of the train. The storage unit stores line information indicating the position of the station where the train stops on the line on which the train travels, and operation information indicating the traveling time of the train between stations. The calculation unit calculates a control command to stop at the station position indicated by the route information based on the route information and the position and speed of the train acquired by the acquisition unit. The coordinating department reduces the number of trains from the present until a predetermined time elapses when a control command based on the speed, position of the train acquired by the acquisition unit and the position of the station stored in the route information is output. Based on the predicted speed, adjust the brake switching speed, which is the standard for weakening the deceleration of the train. The calculation unit compares with the first control command when the speed of the train becomes lower than the brake switching speed adjusted by the adjustment unit while the deceleration control of the train is performed according to the first control command. A second control command with a weakened deceleration degree is output.

FIG. 1 is an exemplary and schematic block diagram showing a configuration of a train equipped with the train control device according to the first embodiment. FIG. 2 is a diagram illustrating a target deceleration pattern when the train of the first embodiment stops at a station. FIG. 3 is an exemplary and schematic flowchart showing the flow of processing executed by the train control device according to the first embodiment. FIG. 4 is a flowchart showing a procedure for adjusting the brake switching speed by the adjusting unit of the first embodiment. FIG. 5 is a flowchart showing the calculation of the brake command by the control command calculation unit of the first embodiment. FIG. 6 is a diagram showing an example of deceleration and speed based on the brake command, which is performed when there is no fluctuation amount of the brake command until the brake switching speed is reached. FIG. 7 is a diagram showing an example of deceleration and speed based on the brake command performed when the brake command is strengthened until the brake switching speed is reached. FIG. 8 is a diagram showing an example of deceleration and speed based on the brake command performed when the brake command is weakened until the brake switching speed is reached.

Hereinafter, some embodiments of the present disclosure will be described with reference to the drawings. The configurations of the embodiments described below, and the actions and results (effects) brought about by the configurations are merely examples, and are not limited to the contents described below.
First, the configuration of the first embodiment will be described.

FIG. 1 is an exemplary and schematic block diagram showing a configuration of a train TR on which the train control device 100 according to the first embodiment is mounted. As shown in FIG. 1, in addition to the train control device 100, the train TR is equipped with a speed position detection device 110, an ATC (Automatic Train Control) on-board device 120, and a drive / braking control device 130.

The speed position detection device 110 is based on the pulse of the speed generator 140 provided on the axle of the wheel W of the train TR, the information received from the ground element 190 via the on-board element 150, and the like. Detects the speed and position of.

The ATC on-board device 120 outputs a brake command for preventing the train TR from colliding with or derailing the preceding train TRa. The ATC on-board device 120 is configured to be able to communicate with the ATC ground device 200.

The ATC ground device 200 detects the presence or absence of a train in each block section via a rail (track circuit) RL, determines the signal display of each block section according to the line status, and relates to the determined signal display. Information is transmitted to the ATC on-board device 120 via the rail (track circuit) RL of each block section. When the ATC on-board device 120 receives the information on the signal display from the ATC ground device 200 via the power receiver 160, the speed limit based on the information on the signal display and the train TR detected by the speed position detection device 110 Compared with the speed, when the speed of the train TR exceeds the speed limit, a brake command is output to the drive / braking control device 130.

The train control device 100 is a device that controls a train. For example, the train control device 100 is used to realize a stop control for stopping a train TR at a predetermined position (for example, a target stop position set at a stop station). A control command (for example, a brake command) given to the drive / braking control device 130 is calculated. Further, the train control device 100 can also calculate a control command (power running command and / or brake command) for traveling between stations while keeping the speed limit. The train control device 100 is configured as, for example, a computer equipped with a processor, a memory, and the like.

The drive / brake control device 130 is a master controller (not shown) according to a brake command from the ATC on-board device 120, a power running command and / or a brake command from the train control device, and an operation of the driver. The motor 170 and / or the brake device 180 is controlled based on the power running command and / or the brake command output from.

The power running command is given to the motor 170 via the drive / braking control device 130 to realize the power running of the train TR, and the brake command is the motor 170 or the brake device via the drive / braking control device 130. By being given to 180, braking of the train TR is realized. The brake command given to the motor 170 realizes a regenerative brake (electric brake) using the regeneration of the motor 170, and the brake command given to the brake device 180 realizes an air brake using the brake device 180.

Here, in the embodiment, the train control device 100 includes a brake determination unit 103, a deceleration ratio estimation unit 104, a characteristic parameter adjustment unit 105, a control command calculation unit 108, and an acquisition unit 111. There is. Part or all of these configurations may be functionally realized in collaboration with hardware and software by the processor of the train controller 100 executing a computer program stored in memory, or may be dedicated. It may be realized in terms of hardware by a circuit or the like.

Further, the train control device 100 includes a storage unit 101, a characteristic model holding unit 102, a characteristic parameter holding unit 106, and a stop control parameter holding unit 107 in a non-volatile storage medium such as an SSD or an HDD. ing.

The storage unit 101 stores route information and operation information. The route information is information on the route on which the train TR travels, and includes at least information indicating the position of the station where the train stops. Further, the line information includes various information about the line, for example, information about the slope and curve (radius of curvature) of the line on which the train TR travels, information about the speed limit of each block section, and the block length (block length (). Information on the distance of the block section), linear information on the arrangement of the block sections, etc. are included.

The operation information includes, for example, the target stop position of each stop station existing on the line on which the train TR travels, the stop station set for each operation type of the train TR, and the predetermined travel time between each station. ..

The characteristic model holding unit 102 stores vehicle information including acceleration characteristics and deceleration characteristics of the train TR. More specifically, the vehicle information includes the train length and weight of the train TR, a model showing acceleration characteristics and deceleration characteristics corresponding to the given force running command and brake command (acceleration characteristic model and deceleration characteristic model), and air resistance characteristics. , Gradient resistance characteristics, curve resistance characteristics, switching start speed and switching end speed, which are criteria for switching between electric brake (regenerative brake) and air brake, etc. are included. In the embodiment, there are two deceleration characteristic models, a deceleration characteristic model corresponding to the regenerative brake and a deceleration characteristic model corresponding to the air brake.

The acquisition unit 111 acquires the speed and position of the train TR detected by the speed position detection device 110 from the speed position detection device 110.

The brake determination unit 103 determines which of the regenerative brake and the air brake is operating based on the signal (regenerative effective signal) acquired from the drive / braking control device 130.

The deceleration ratio estimation unit 104 controls the speed and position detected by the speed position detection device 110, the route information read from the storage unit 101, the deceleration characteristic model read from the characteristic model holding unit 102, and the deceleration characteristic model. Based on the brake command calculated by the command calculation unit 108, the relationship between the calculated deceleration of the train TR and the actual deceleration (deceleration ratio, braking effectiveness) is calculated.

The characteristic parameter adjusting unit 105 adjusts the characteristic parameters held by the characteristic parameter holding unit 106 based on the deceleration ratio estimated by the deceleration ratio estimating unit 104. The characteristic parameter is a parameter used for correction of the deceleration characteristic model. As described above, there are two deceleration characteristic models, a deceleration characteristic model corresponding to the regenerative brake and a deceleration characteristic model corresponding to the air brake. Therefore, the characteristic parameter is also the deceleration characteristic model corresponding to the regenerative brake. There are two types, one for correction and the other for deceleration characteristic model corresponding to air brake.

The stop control parameter holding unit 107 holds the stop control parameters used when the control command calculation unit 108 calculates the brake command. The stop control parameter holding unit 107 of the present embodiment switches the train behavior prediction time, the permissible deviation time, the permissible deviation lower limit value, the stop brake command used at the stop, and the brake command to the stop brake command as stop control parameters. It has an initial value of the brake switching speed, a deceleration allowable range (upper limit value and lower limit value), an upper limit value of the brake switching speed, and a brake switching speed adjustment unit.

The train behavior prediction time indicates the predicted time from the present for the control command calculation unit 108 to issue a braking command in consideration of the behavior of the future train TR when calculating the brake command. In the present embodiment, the case where the train behavior prediction time is 4 seconds (in other words, the position of the train TR 4 seconds after the present is predicted) will be described, but the time is not limited to 4 seconds and is not limited to 4 seconds. It may be.

The permissible deviation time is the time for deriving the permissible range in the traveling direction of the target deceleration pattern of the train TR. The permissible deviation lower limit indicates the lower limit in the permissible range. The stop brake command is a brake command (an example of a control command) used at the time of stop. The initial value of the brake switching speed indicates that the initial value of the brake switching speed is the initial value of the speed of the train TR when switching to the brake command when stopped.

The allowable deceleration range (upper limit value and lower limit value) indicates the allowable deceleration range when the train TR stops. The brake switching speed upper limit value indicates the upper limit value of the train TR speed when switching to the stop brake command.

The upper limit value and the lower limit value of the deceleration allowable range of the present embodiment are values set by multiplying (absolute value) the deceleration set by the stop brake command by a coefficient larger than '1'. More specifically, the coefficient for multiplying the upper limit value is set to a value larger than the coefficient for multiplying the lower limit value. This is based on the fact that even if the deceleration of the train TR does not weaken to the specified deceleration of the brake command at the time of stop, it should be close to some extent.

The upper limit of the deceleration allowable range is a value that the absolute value of the deceleration at the time of stopping is preferably smaller than the value, and the lower limit of the deceleration allowable range is the absolute value of the deceleration at the time of stopping being smaller than the value. It is a value that does not have to be small. Further, the absolute value of the deceleration set by the stop brake command may be multiplied by a coefficient larger than '1' to set the upper limit value and the lower limit value of the deceleration allowable range. As a result, the degree of braking performance can be taken into consideration. Further, in order to set the upper limit value and the lower limit value of the deceleration allowable range, the characteristic parameter for the deceleration characteristic model corresponding to the air brake may be multiplied.

The brake switching speed adjustment unit indicates a unit for adjusting the brake switching speed of the train TR. For example, when the brake switching speed adjustment unit is 0.2 km, the brake switching speed is increased or decreased in 0.2 km units when the brake switching speed is adjusted. The brake switching speed adjustment unit may be set to a different value depending on whether the brake switching speed is increased or decreased.

The control command calculation unit 108 includes an adjustment unit 109, and sets the train TR to the target stop position based on the speed and position of the train TR acquired by the acquisition unit 111 and the route information read from the storage unit 101. A brake command (an example of a control command) to be stopped (for example, to stop at the position of the station indicated by the route information) is calculated and output to the drive / braking control device 130. Which of the two deceleration characteristic models and the two characteristic parameters is used is determined based on the determination result of the brake determination unit. Further, the control command calculation unit 108 further calculates the vehicle information read from the characteristic model holding unit 102, the characteristic parameter read from the characteristic parameter holding unit 106, and the stop control parameter in order to calculate the brake command. The stop control parameter read from the holding unit 107 may be used.

The adjusting unit 109 has elapsed the train behavior prediction time (4 seconds) from the present when the brake command based on the speed, position, and the station position stored in the train TR speed, position, and route information acquired by the acquisition unit 111 is output. The brake switching speed is adjusted based on the predicted deceleration value of the train TR until the train TR is used. The brake switching speed of the present embodiment is a reference speed for weakening the deceleration of the train TR.

The control command calculation unit 108 of the present embodiment is a brake whose speed of the train TR is adjusted by the adjustment unit while the deceleration control of the train TR is performed according to the first brake command (an example of the first control command). When the speed becomes lower than the switching speed, a predetermined brake command (an example of the second control command) whose deceleration degree is weaker than that of the first brake command is calculated and output to the drive / braking control device 130.

In the embodiment, the train control device 100 calculates a target speed calculation unit for calculating a target speed for traveling between stations along a speed limit, and a travel plan for traveling between stations in a predetermined time. Further, it may be provided with a traveling plan calculation means. In this case, the control command calculation unit 108 may calculate the power running command and / or the brake command for driving the train TR to the next station according to the calculated target speed and running plan.

FIG. 2 is a diagram illustrating a target deceleration pattern when the train TR of the present embodiment stops at a station. The target deceleration pattern 201 corresponds to the relationship between the target speed and the target position of the train TR that can be achieved before the train TR stops at the target stop position.

The target deceleration pattern 201 sets the locus of the speed and position of the train TR when the train TR decelerates with a constant deceleration or a constant brake command in order to stop at the target stop position 205 with reference to the target stop position 205. It is calculated as position and velocity data in a predetermined time step in the direction going back to. As the target deceleration pattern 201, one stored in the storage unit 101 in advance for each stop station may be used, or the control command calculation unit 108 occurs every time a departure from a stop station or an approach to the next stop station occurs. It may be newly calculated by such as. If the target deceleration pattern is created with a certain brake command after adjusting the characteristic parameters according to the actual deceleration, the number of changes in the brake command when achieving deceleration while following the target deceleration pattern can be suppressed. Can be done.

In the example shown in FIG. 2, the control command calculation unit 108 calculates the brake command so as to reduce the speed according to the target deceleration pattern 201.

When the speed of the train TR is lower than the brake switching speed Vt after the brake command is output according to the target deceleration pattern, the control command calculation unit 108 calculates the brake command to weaken the deceleration degree, and the drive / braking control device 130. Output to. As a result, the train TR stops after the deceleration becomes small, so that the riding comfort at the time of stopping can be improved.

In the present embodiment, the control command calculation unit 108 derives the permissible ranges 202 and 203 in the traveling direction of the target deceleration pattern of the train TR from the permissible deviation time and the speed of the train TR. The permissible range indicates the range of the misalignment of the train TR that is permissible with respect to the target deceleration pattern. The permissible range after the train behavior prediction time (4 seconds) can be calculated by multiplying the speed prediction value after the train behavior prediction time (4 seconds) by the permissible deviation time. Therefore, it is permissible to continue the current brake command as long as the misalignment of the train TR with respect to the target deceleration pattern does not deviate from the permissible range.

The control command calculation unit 108 of the present embodiment is the difference (position deviation predicted value) between the position predicted value of the train TR after the train behavior prediction time (4 seconds) and the position of the same speed as the speed predicted value of the target deceleration pattern. ) Is included in the permissible range. Then, the control command calculation unit 108 calculates the brake command so that the position deviation predicted value of the train TR after the train behavior prediction time (4 seconds) is within the allowable ranges 202 and 203.

For example, the control command calculation unit 108 has a position deviation predicted value 212 of the train TR after the train behavior prediction time (4 seconds) according to the current brake command from the current position 211 of the train TR, and a brake that is one step weaker than the current brake command. The position deviation predicted value 213 of the train TR after the train behavior prediction time (4 seconds) by the command, and the position deviation predicted value 214 of the train TR after the train behavior prediction time (4 seconds) by the brake command, which is one step stronger than the current brake command. calculate. Then, when there is a position deviation predicted value included in the allowable ranges 202 and 203 among the plurality of calculated position deviation predicted values, the control command calculation unit 108 outputs a brake command so as to be the position deviation predicted value. do.

On the other hand, when none of the calculated position deviation predicted values is included in the allowable ranges 202 and 203, the control command calculation unit 108 among the calculated position deviation predicted values. , Among the brake command candidates predicted to be on the short side from the permissible ranges 202 and 203, the highest brake command (in other words, the brake command to stop at the position deviation predicted value 214) is selected on the power running side. As a result, by decelerating so as to be slightly shorter than the target deceleration pattern, the brake command is naturally weakened just before the stop, so that the ride can be stopped comfortably. The short side indicates the side on which the train TR relatively short-runs from the allowable range, and the over side indicates the side on which the train TR relatively overruns from the allowable range.

Hereinafter, details of each part of the train control device 100 shown in FIG. 1 will be described together with its operation (processing flow).

FIG. 3 is an exemplary and schematic flowchart showing the flow of processing executed by the train control device 100 according to the first embodiment. The series of processes shown in FIG. 3 is performed from the start of stop control for stopping the train TR at a predetermined position (for example, a target stop position). The determination of the start of stop control is, for example, whether the remaining distance to the next target stop position is equal to or less than a predetermined value, and whether the speed and position detected by the speed position detection device 110 approach the target deceleration pattern. Whether or not, or whether or not the stop position predicted from the speed and position detected by the speed position detection device 110 and a predetermined brake command (an example of the second control command) is close to the target stop position, etc. Implemented according to standards.

As shown in FIG. 3, in the first embodiment, first, the characteristic parameter adjusting unit 105 has the characteristics held by the characteristic parameter holding unit 106 based on the deceleration ratio estimated by the deceleration ratio estimation unit 104. Adjust the parameters (S201). The characteristic parameter adjusting unit 105 determines the characteristic parameter to be adjusted based on the determination result of the brake determination unit 103.

Then, the control command calculation unit 108 extracts a plurality of brake command candidates that are brake commands in which the amount of change in acceleration / deceleration is within a predetermined range with respect to the control command currently being output (S202). For example, when the vehicle stop control has just started and the power running command is being output as a control command, the control command calculation unit 108 prevents the power running side from including a higher command as a brake command candidate. Further, when a brake command or a coasting command (both power running command and brake command are zero) is being output, the control command calculation unit 108 prevents the brake command candidate from including a command higher than the coasting command on the power running side. ..

Then, the control command calculation unit 108 calculates the predicted value of the behavior of the train TR (S203). More specifically, the control command calculation unit 108 first receives the speed and position of the train TR detected by the speed position detection device 110, the route information and operation information read from the storage unit 101, and the characteristic model holding unit 102. The vehicle information to be read, the characteristic parameter read from the characteristic parameter holding unit 106, and the stop control parameter (for example, train behavior prediction time) read from the stop control parameter holding unit 107 are acquired.

Then, the control command calculation unit 108 outputs a brake command matching each of the plurality of brake command candidates extracted in S202 based on the acquired information for the train behavior prediction time of the train TR. The behavior is predicted, and the speed prediction value, the deceleration prediction value, and the position prediction value of the train TR after the train behavior prediction time has elapsed are calculated. The train behavior prediction time is reduced according to the change of the brake command so that the speed and position predicted value of the train TR after the change of the deceleration according to the change of the brake command is almost completed can be obtained. It is set to a value that has a length greater than or equal to the speed response delay.

The control command calculation unit 108 indicates a permissible range indicating a range of train TR misalignment allowed with respect to the target deceleration pattern based on the permissible deviation time read from the stop control parameter holding unit 107 and the target deceleration pattern. Is determined (S204). The control command calculation unit 108 calculates the position at the same speed as the speed prediction value in the target deceleration pattern, and calculates the position deviation prediction value which is the difference between the calculated position and the position prediction value. Then, the control command calculation unit 108 calculates and outputs a brake command so that the position deviation predicted value is included in the allowable range when the current speed is larger than the brake switching speed.

The target deceleration pattern and the allowable range are information as shown in FIG. In the present embodiment, the permissible range is obtained by multiplying the permissible deviation time by the speed of the train TR (in the case of the permissible range after the train behavior prediction time (4 seconds), the permissible deviation time is multiplied by the speed prediction value). .. The permissible deviation time may be set to different values on the over side and the short side, for example, 0.5 seconds on the over side and 1 second on the short side.

However, it is necessary to control the brake command so that it does not flutter when the train speed decreases and the allowable range becomes narrower. The control command calculation unit 108 of the present embodiment sets the permissible deviation lower limit value stored in the stop control parameter holding unit 107 as the lower limit value of the permissible range. As for the permissible deviation lower limit value, different values may be set for the over side and the short side, for example, 5 cm on the over side and 10 cm on the short side, as in the permissible deviation time.

Next, the adjusting unit 109 indicates the deceleration predicted value of the train TR indicating the deceleration of the train after the train behavior prediction time, and the deceleration allowable range (upper limit value and lower limit value) read from the stop control parameter holding unit 107. And, the brake switching speed is adjusted based on (S205). The details will be described later.

Then, the control command calculation unit 108 compares the position deviation predicted value of the train TR after the train behavior prediction time (4 seconds), the allowable range, the speed predicted value of the train TR, and the brake switching speed. A brake command is selected from a plurality of brake command candidates and output (S206).

When the current speed of the train TR is lower than the brake switching speed, the control command calculation unit 108 selects the stop brake command calculated based on the stop control parameter stored in the stop control parameter holding unit 107.

On the other hand, when the current speed of the train TR is equal to or higher than the brake switching speed, the control command calculation unit 108 continues the current brake command when the position deviation predicted value in the current brake command is included in the allowable range. When the position deviation predicted value in the current brake command is out of the permissible range, the control command calculation unit 108 indicates that if there is a brake command candidate whose position deviation predicted value is included in the permissible range, the current brake command candidate among the brake command candidates is present. Select the brake command value that has the least change compared to the brake command.

When there is no brake command candidate whose position deviation predicted value is within the allowable range, the control command calculation unit 108 selects the highest brake command on the power running side among the brake command candidates whose position deviation predicted value is on the short side. ..

Then, the train control device 100 determines whether or not the train TR has stopped (S207). If it is determined that the train TR has not stopped (S207: No), the process is performed again from S201. On the other hand, when it is determined that the train TR has stopped (S207: Yes), the train control device 100 ends the process.

Next, the adjustment of the brake switching speed by the adjusting unit 109 in S205 will be described. FIG. 4 is a flowchart showing a procedure for adjusting the brake switching speed by the adjusting unit 109 of the present embodiment.

First, the adjusting unit 109 stops the train by whether or not the speed prediction value of the train TR after the train behavior prediction time (4 seconds) = '0', in other words, by the train behavior prediction time (4 seconds). Whether or not it is determined (S301).

When the adjusting unit 109 determines that the speed prediction value of the train TR ≠ '0' (S301: No), the adjusting unit 109 sets the initial value of the brake switching speed read from the stop control parameter holding unit 107 as the brake switching speed (S301: No). S302), the process is terminated.

On the other hand, when the adjusting unit 109 determines that the speed prediction value of the train TR = '0' (S301: Yes), the adjusting unit 109 reads the deceleration allowable range from the stop control parameter holding unit 107 and sets the deceleration allowable range (S303). ).

Then, the adjusting unit 109 determines whether or not the absolute value of the deceleration prediction value of the train TR after the train behavior prediction time (4 seconds) is smaller than the lower limit value of the deceleration allowable range (S304). When it is determined that the absolute value of the deceleration prediction value is smaller than the lower limit of the deceleration allowable range (S304: Yes), the adjusting unit 109 sets the brake switching speed after the train TR starts decelerating according to the target deceleration pattern. It is determined whether or not the product has been raised (S305). If the brake switching speed has been increased (S305: Yes), the process ends without adjusting the brake switching speed in order to suppress the fluttering of the brake switching speed.

On the other hand, if the train TR has never increased the brake switching speed since the train TR started decelerating according to the target deceleration pattern (S305: No), the adjusting unit 109 controls to decrease the brake switching speed (S306). In the present embodiment, the brake switching speed is controlled to be lowered by the brake switching speed adjustment unit from the currently set brake switching speed.

In S304, when the adjusting unit 109 determines that the absolute value of the deceleration prediction value of the train TR after the train behavior prediction time (4 seconds) is not smaller than the lower limit of the deceleration allowable range (S304: No), the adjustment unit 109 adjusts. Part 109 determines whether or not the absolute value of the deceleration prediction value of the train TR is larger than the upper limit value of the deceleration allowable range (S307). If it is determined that the deceleration is not greater than the upper limit of the permissible deceleration range (S307: No), the process is considered to be within the permissible range and the process ends without processing.

On the other hand, when the adjusting unit 109 determines that the absolute value of the deceleration prediction value is larger than the upper limit value of the deceleration allowable range (S307: Yes), the brake switching is performed after the train TR starts deceleration according to the target deceleration pattern. It is determined whether or not the speed has been reduced (S308). If the brake switching speed has been lowered (S308: Yes), the process ends without adjusting the brake switching speed in order to suppress the fluttering of the brake switching speed.

On the other hand, if the brake switching speed has not been lowered since the train TR started decelerating according to the target deceleration pattern (S308: No), the adjusting unit 109 increases the brake switching speed to obtain an upper limit value of the brake switching speed. (S309). When the adjusting unit 109 determines that the upper limit value of the brake switching speed is not exceeded (S309: No), the adjusting unit 109 controls to increase the brake switching speed (S310). In the present embodiment, the brake switching speed is controlled to be increased by the brake switching speed adjustment unit from the currently set brake switching speed.

On the other hand, when the adjusting unit 109 determines that the upper limit value of the brake switching speed is exceeded (S309: Yes), the adjusting unit 109 sets the brake switching speed to the upper limit value of the brake switching speed (S311).

In the present embodiment, by performing the above-mentioned control, the brake switching speed is set according to the deceleration of the train TR.

That is, when the absolute value of deceleration is high, the brake switching speed is increased, and when the absolute value of deceleration is low, the brake switching speed is decreased. That is, when the absolute value of deceleration is high, the brake command with weak deceleration is switched at an early stage, so that the train TR can be stopped after the deceleration is sufficiently reduced. By performing the above-mentioned control, it is possible to suppress the deterioration of the riding comfort at the moment of stopping by weakening the brake command immediately before stopping while suppressing the increase in traveling time. On the other hand, when the absolute value of deceleration is low, the deceleration is sufficiently reduced. Therefore, by switching to the brake command with weak deceleration at a late stage, a delay occurs before reaching the target stop position. Can be deterred.

Specifically, if the absolute value of the deceleration prediction value at the time of stop is smaller than the lower limit of the deceleration allowable range, it is expected that the deceleration at the moment of stop will be sufficiently weak even if the switching to the brake command at the time of stop is delayed. Will be done. Therefore, it was decided to control the brake switching speed to be lowered only by the brake switching speed adjustment unit. On the other hand, if the absolute value of the predicted deceleration value at the time of stop is larger than the upper limit of the permissible stop deceleration range, it is expected that the switching to the brake command at the time of stop is too slow and the deceleration at the moment of stop is not sufficiently weakened. NS. Therefore, it was decided to control to increase the brake switching speed only by the brake switching speed adjustment unit.

In the present embodiment, the processing procedure shown in FIG. 2 is performed every predetermined control cycle (for example, 50 ms). As a result, the processing procedure shown in FIG. 4 is also performed at predetermined control cycles (for example, 50 ms). As described above, in the present embodiment, the brake switching speed is adjusted based on the behavior of the train TR at each predetermined control cycle. As a result, an appropriate brake switching speed can be set until the train speed is reduced to the brake switching speed. Since an appropriate brake switching speed can be set, it is possible to achieve both reduction of deceleration at the time of stopping and suppression of extension of running time.

As shown in S305 and S308 of FIG. 4, when the adjustment unit 109 adjusts to lower the brake switching speed after the initial value of the brake switching speed is set in S302, the adjustment unit 109 adjusts to increase the brake switching speed. When the adjustment to increase the brake switching speed is performed without performing the above, control is performed so as not to perform the adjustment to decrease the brake switching speed. As a result, even when the deceleration allowable range is set narrow, it is possible to prevent the adjustment of the brake switching speed from vibrating.

Next, the calculation of the brake command by the control command calculation unit 108 in S206 will be described. FIG. 5 is a flowchart showing the calculation of the brake command by the control command calculation unit 108 of the present embodiment.

In the first embodiment, first, the control command calculation unit 108 determines whether or not the train speed acquired by the acquisition unit 111 is lower than the brake switching speed (S501).

Then, when the control command calculation unit 108 determines that the train speed is not lower than the brake switching speed (S501: No), the speed prediction value and the permissible time stored in the stop control parameter holding unit 107 are set to. Based on this, the allowable range of the train behavior prediction time (4 seconds) is calculated. The permissible time represents the permissible range for the target deceleration pattern in terms of time. In the present embodiment, the permissible range can be obtained by multiplying the speed prediction value and the permissible deviation time. The permissible range (permissible deviation time) may be asymmetrical between the overside and the short side with respect to the target deceleration pattern.

Then, the control command calculation unit 108 determines whether or not the position deviation predicted value when the current brake command is maintained is within the permissible range (S503). When the position deviation predicted value is determined to be within the permissible range (S503: Yes), the control command calculation unit 108 maintains the current brake command (S504).

On the other hand, when it is determined that the position deviation predicted value is not included in the permissible range (S503: No), the control command calculation unit 108 determines that the position deviation predicted value of the train behavior prediction time (4 seconds) is within the permissible range. It is determined whether or not there is a brake command candidate (S505).

When it is determined that there is a brake command candidate whose position deviation predicted value is within the permissible range (S505: Yes), the control command calculation unit 108 determines that among the brake command candidates whose position deviation predicted value is within the permissible range. The brake command with the smallest amount of change is selected from the current brake command (S506).

On the other hand, when it is determined that there is no brake command candidate whose position deviation predicted value is within the permissible range (S505: No), the control command calculation unit 108 determines that the position deviation predicted value is on the short side of the permissible range. Among them, the highest brake command is selected on the power running side (S507).

Further, in S501, when the control command calculation unit 108 determines that the train speed is lower than the brake switching speed (S501: Yes), the control command calculation unit 108 selects the stop brake command stored in the stop control parameter holding unit 107 (S501: Yes). S502). Since the stop brake command is weaker than the current brake command, it is possible to prevent the ride quality from deteriorating at the moment of stop.

In this embodiment, the brake switching speed and the stop brake command are set with sufficiently small values. Therefore, when the train speed falls below the brake switching speed in S502, by selecting the stop brake command, the deceleration at the moment of stop is reduced while suppressing the extension of the stop position and the traveling time, and the ride is made. Deterioration of comfort can be suppressed.

In the present embodiment, the brake switching speed when selecting the brake at stop is adjusted according to the deceleration of the train TR.

When the brake switching speed is fixed, when a strong brake command is being output before switching to the brake command at stop, the deceleration at stop may stop before it becomes so weak. In such a case, the effect of improving the riding comfort at the moment of stopping is reduced. Similarly, when the brake switching speed is fixed, if a weak brake command is being output, the period of low-speed running before stopping becomes long, so the running time is extended.

Therefore, in the present embodiment, the brake switching speed is adjusted according to the deceleration before the switching in consideration of the deceleration change due to the change of the brake command.

FIG. 6 is a diagram showing an example of deceleration and speed based on the brake command performed when there is no fluctuation amount of the brake command until the brake switching speed is reached in the present embodiment.

In the example shown in FIG. 6, the output value 601 of the brake command (as usual) when the deceleration is not weakened just before the stop, and the brake command when switching to the stop brake command when the brake switching speed is reached. The output value is 602. In the deceleration 603 when the output value 601 of the brake command is the same as before, the deceleration does not change until _{the time t 12} when the train TR stops, and the deceleration becomes '0' _{at the time t 12 when the train TR stops.} It changes sharply.

The speed change 611 indicates the speed change due to the (conventional) brake command when the deceleration is not weakened just before the stop. As shown in the velocity change 611, the velocity '0' at time t _12.

On the other hand, in the present embodiment, when the time t ₁₁ is reached, the control command calculation unit 108 stops as indicated by the output value 602 of the brake command, assuming that the train speed is equal to or less than the brake switching speed. Select the hour brake command and output it.

The speed change 612 indicates the speed change when the stop brake command is selected at the timing when the train speed becomes equal to or lower than the brake switching speed. As shown in the velocity change 612, at the time t ₁₁ after the speed is changed slowly, a speed '0' at time t _13. In the present embodiment, the time until the _{train stops increases by time t 13} − time t _12, but since the train speed of the train TR is controlled after the brake switching speed is reached, there is a slight difference. be.

Accordingly, the deceleration 604 when the output value 602 of the brake command of the embodiment, and gradually decreases the deceleration from time t _11, the train TR is stopped at time t _13. Since the deceleration 604 at time t _{13 is closer to '0' than the deceleration 603 at time t 12} , it can be understood that the riding comfort is improved.

FIG. 7 is a diagram showing an example of deceleration and speed based on the brake command performed when the brake command is strengthened until the brake switching speed is reached in the present embodiment.

In the example shown in FIG. 7, the output value 701 of the brake command (as before) when the deceleration is not weakened just before the stop, and the brake command when the brake command is switched to the stop brake command when the brake switching speed is reached. The output value is 702. The output value of the brake command in between time "0" as shown in FIG. 7 to the time t ₂₁ 701 and 702 is switched to the negative side in each control that is being performed strongly (predetermined time at predetermined time intervals ing). In the present embodiment, the output value of the brake command output value 701 at _{time t 21} coincides with the output value 601 of the brake command at _{time t 11.}

Then, according to the change in the brake command from time "0" to the time t _21, and the deceleration 703 when the output value 701 of the brake command as usual, stop braking when it becomes the brake switch speed The deceleration 704 when the output value 702 of the brake command when switching to the command is gradually increased to the negative side.

The speed change 711 indicates the speed change due to the (conventional) brake command when the deceleration is not weakened just before the stop. As shown in the velocity change 711, the velocity '0' at time t _22.

On the other hand, in the present embodiment, when the time t ₂₁ is reached, the control command calculation unit 108 stops as indicated by the output value 702 of the brake command, assuming that the train speed is equal to or less than the brake switching speed. Select the hour brake command and output it.

The speed change 712 indicates the speed change when the stop brake command is selected at the timing when the train speed becomes equal to or lower than the brake switching speed. As shown in the velocity change 712, at the time t ₂₁ after the speed is changed slowly, a speed '0' at time t _23.

In the example shown in FIG. 6 and the example shown in FIG. 7, even if the brake switching speed is the same, the deceleration when the brake switching speed is reached is different. Specifically, the deceleration immediately before switching to the stop brake command shown in FIG. 7 is smaller than the deceleration immediately before switching to the stop brake command shown in FIG. Therefore, the deceleration at the time of stopping shown in FIG. 7 is smaller than the deceleration at the time of stopping shown in FIG. Furthermore, the increase in travel time shown in FIG. 7 (time t ₂₃ -t ₂₂ ) is longer than the increase in travel time shown in FIG. 6 (time t ₁₃ -t _12).

Therefore, when the control command calculation unit 108 strengthens the brake command before reaching the brake switching speed, it is lower than the brake switching speed when the brake command is constant until the brake switching speed is reached. The brake switching speed may be set.

FIG. 8 is a diagram showing an example of deceleration and speed based on the brake command performed when the brake command is weakened until the brake switching speed is reached in the present embodiment.

In the example shown in FIG. 8, the output value 801 of the brake command (as usual) when the deceleration is not weakened just before the stop, and the brake command when the brake command is switched to the stop brake command when the brake switching speed is reached. The output value is 802. As shown in FIG. 8, the output values 801 and 802 of the brake command are controlled to be weakened at predetermined time intervals between the time '0' and the time t _{31 (switched to the positive side at predetermined time intervals).} ing). In the present embodiment, the output value of the brake command output value 801 at _{time t 31} coincides with the output value 601 of the brake command at _{time t 11.}

Then, according to the change of the brake command from the time '0' to the time t ₃₁ , the deceleration 803 when the output value 801 of the brake command is the same as before, and the stop brake when the brake switching speed is reached. The deceleration 804 when the output value 802 of the brake command when switching to the command is gradually approaching '0'.

The speed change 811 indicates the speed change due to the (conventional) brake command when the deceleration is not weakened just before the stop. As shown by the speed change 811, the speed becomes '0' at _{time t 32.}

On the other hand, in the present embodiment, when the time t ₃₁ is reached, the control command calculation unit 108 stops as indicated by the output value 802 of the brake command, assuming that the train speed is equal to or less than the brake switching speed. Select the hour brake command and output it.

The speed change 812 indicates the speed change when the stop brake command is selected at the timing when the train speed becomes equal to or lower than the brake switching speed. As shown by the speed change 812, the speed changes _{gradually after the time t 31} and becomes the speed '0' at the time t _33.

In the example shown in FIG. 6 and the example shown in FIG. 8, even if the brake switching speed is the same, the deceleration when the brake switching speed is reached is different. Specifically, the deceleration immediately before switching to the stop brake command shown in FIG. 8 is larger than the deceleration immediately before switching to the stop brake command shown in FIG. Therefore, the deceleration at the time of stopping shown in FIG. 8 is larger than the deceleration at the time of stopping shown in FIG. Furthermore, the increase in travel time shown in FIG. 8 (time t ₃₃ -t ₃₂ ) is shorter than the increase in travel time shown in FIG. 6 (time t ₁₃ -t _12).

Therefore, when the control command calculation unit 108 weakens the brake command before reaching the brake switching speed, it is higher than the brake switching speed when the brake command is constant until the brake switching speed is reached. The brake switching speed may be set.

In this way, it is preferable to adjust the brake switching speed according to the deceleration. Therefore, in the present embodiment, as shown in FIG. 4, the brake switching speed is adjusted according to whether or not the train deceleration predicted value is included in the deceleration allowable range.

According to the above-described embodiment, when the predicted deceleration value at the time of stopping is smaller than the allowable deceleration range, the brake switching speed is decreased, and when the predicted deceleration value is larger than the allowable deceleration range, the brake switching speed is increased. By selecting the stop brake command when the train speed falls below the brake switching speed, the brake command is weakened just before the stop while suppressing the extension of the running time regardless of the transition of the brake command and the braking effectiveness. It is possible to provide a train control device that prevents deterioration of riding comfort at the moment of stopping.

(Modification example)
In the above-described embodiment, the case where the deceleration allowable range (upper limit value and lower limit value) is stored has been described. However, it is not limited to the case where the deceleration allowable range (upper limit value and lower limit value) is stored, and the deceleration allowable range (upper limit value and lower limit value) may be set according to the current deceleration. .. For example, the deceleration allowable range (upper limit value and lower limit value) may be set so that the difference between the deceleration of the train TR and the deceleration specified by the stop brake command is weakened to a certain ratio.

Therefore, in the modified example, when calculating the predicted value of the train TR behavior in S203 of FIG. 2, the control command calculation unit 108 calculates the deceleration predicted value of the train TR at the timing of switching to the stop brake command.

Then, the control command calculation unit 108 calculates the difference between the deceleration prediction value of the train TR at the timing of switching to the stop brake command and the deceleration set by the stop brake command, and the first difference is smaller than 1. Multiply the coefficient to calculate the adjustment parameter (first value), add the first adjustment parameter (first value) to the deceleration set by the brake command when stopped, and set the upper limit of the deceleration allowable range. Set. The control command calculation unit 108 calculates the second adjustment parameter (first value) by multiplying the difference by a second coefficient smaller than the first coefficient, and adjusts the deceleration set by the stop brake command to the second adjustment. The parameter (second value) is added to set the lower limit of the deceleration allowable range. The subsequent processing will be described in the same manner as in the first embodiment.

Although some embodiments of the present invention have been described, these embodiments are presented as examples and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other embodiments, and various omissions, replacements, and changes can be made without departing from the gist of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are also included in the scope of the invention described in the claims and the equivalent scope thereof.

100 ... train control device, 101 ... storage unit, 102 ... characteristic model holding unit, 103 ... brake determination unit, 104 ... deceleration ratio estimation unit, 105 ... characteristic parameter adjusting unit, 106 ... characteristic parameter holding unit, 107 ... stop control Parameter holding unit, 108 ... control command calculation unit, 109 ... adjustment unit, 111 ... acquisition unit.

Claims (7)

The acquisition unit that acquires the speed and position of the train,
A storage unit that stores line information indicating the position of the station where the train stops on the line on which the train runs, and a storage unit that stores the line information.
A calculation unit that calculates a control command to stop at the station position indicated by the route information based on the route information and the position and speed of the train acquired by the acquisition unit.
When a control command based on the speed, the position, and the position of the station stored in the route information of the train acquired by the acquisition unit is output, the said from the present until a predetermined time elapses. It is provided with an adjusting unit for adjusting the brake switching speed, which is a reference for weakening the deceleration of the train, based on the predicted value of the deceleration of the train.
When the speed of the train becomes lower than the brake switching speed adjusted by the adjusting unit while the deceleration control of the train is being performed in accordance with the first control command, the calculation unit performs the first. Outputs a second control command with a weaker deceleration degree than the first control command.
Train control device. When the train stops before the predetermined time elapses, the adjusting unit calculates a predicted deceleration value of the train when the train stops, and the predicted deceleration value is set in advance. If it is smaller than the lower limit of the predetermined range, the brake switching speed is adjusted to be lowered, and if the predicted value of the deceleration is larger than the upper limit of the predetermined range, the brake switching speed is adjusted. Make adjustments to increase
The train control device according to claim 1. The adjusting unit does not set the brake switching speed to a value larger than a predetermined upper limit value.
The train control device according to claim 2. The upper limit value and the lower limit value of the predetermined range are set by multiplying the deceleration set by the second control command by a coefficient larger than '1'.
The train control device according to claim 2 or 3. The adjusting unit calculates a predicted deceleration value of the train when it is output to the second control command, and is the difference between the predicted deceleration value and the deceleration set by the second control command. Is calculated, the difference is multiplied by a coefficient smaller than 1, a plurality of values are calculated, and the larger value among the plurality of values is added to the deceleration set by the second control command to obtain the above-mentioned advance. An upper limit value of a predetermined range is set, and a smaller value among the plurality of values is added to the deceleration set by the second control command to set a lower limit value of the predetermined range. ,
The train control device according to claim 2 or 3. When the adjusting unit sets the initial value of the brake switching speed and then makes an adjustment to lower the brake switching speed, the adjusting unit does not make an adjustment to increase the brake switching speed but increases the brake switching speed. When adjustment is made, the adjustment to lower the brake switching speed is not performed.
The train control device according to any one of claims 1 to 5. A train control method executed by a train control device.
The train control device
A storage unit that stores line information indicating the position of the station where the train stops on the line on which the train travels, and operation information indicating the running time of the train between stations.
With
The train control method is
The acquisition step to acquire the speed and position of the train, and
Based on the route information and the position and speed of the train acquired by the acquisition step, a calculation step of calculating a control command to stop at the position of the station indicated by the route information, and a calculation step.
When a control command based on the speed, the position, and the position of the station stored in the route information of the train acquired by the acquisition step is output, the said from the present until a predetermined time elapses. It is provided with an adjustment step for adjusting the brake switching speed, which is a reference for weakening the deceleration of the train, based on the predicted value of the deceleration of the train.
The calculation step is performed when the speed of the train becomes lower than the brake switching speed adjusted by the adjustment step while the deceleration control of the train is performed according to the first control command. Outputs a second control command with a weaker deceleration degree than the first control command.
Train control method.

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