JP2022136705A - Train control device and control method - Google Patents

Abstract

To weaken a brake command just before stopping while suppressing increase in travel time, thereby preventing deterioration of ride comfort when stopping.SOLUTION: A train control device in an embodiment comprises: a train speed position detector which detects a train speed and a train position; a storage part which stores route information and vehicle information; and a control command calculation part which calculates a control command to a drive/brake control device on the basis of the detected train speed and train position, as well as the route information and vehicle information. The brake command calculation part changes a positional deviation allowable range in a position direction according to a difference between a train deceleration prediction value after a prescribed time and a deceleration of a target deceleration pattern at the same speed as the train deceleration prediction value after the prescribed time.SELECTED DRAWING: Figure 1

Description

TECHNICAL FIELD Embodiments of the present invention relate to a train control device and a control method.

In recent years, the introduction of automatic train operation (ATO) devices has progressed. This reduces the burden on the driver, saves labor by allowing one-man operation, and stops the train stably according to the position of the platform door regardless of the skill of the driver, thereby preventing delays caused by correcting the stop position. The purpose is to stabilize train operations.

In this case, as one of the methods for automatically stopping the train at a predetermined position in the station, there has been proposed a method in which the train speed follows a deceleration pattern created with a predetermined deceleration.
In the technique described in Patent Document 1, by selecting a brake command based on the positional deviation from the target deceleration pattern, switching of the control method from speed following control to position following control does not occur, and notch during station stop control does not occur. To provide a train control device that does not deteriorate riding comfort due to disturbance in operation.

In this technique, a brake command is selected so that the position deviation after a predetermined time is within the allowable range, taking into consideration the response delay of the train acceleration with respect to the control command. If the brake command cannot be selected so that the position deviation is within the allowable range, the brake command with the highest order on the power running side is selected from among the brake command candidates whose position deviation is predicted to be on the front side of the allowable range. As a result, the vehicle is decelerated a little before the target deceleration pattern, and the braking command is naturally weakened just before the vehicle stops, so that it can be expected that the vehicle will be stopped in a comfortable manner.

JP 2018-007464 A

However, if the position deviation of the brake command being selected falls within the permissible range and deceleration continues without the need to change the brake command, the brake command will stop without weakening the brake command. The ride comfort of the car deteriorates.

SUMMARY OF THE INVENTION The present invention has been made in view of the above, and provides a train control device and control method that suppresses the extension of running time and weakens a brake command just before a stop to prevent deterioration of ride comfort at the time of stop. It is intended to

The train control device of the embodiment includes a train speed position detection device that detects train speed and train position, a storage unit that stores route information and vehicle information, the detected speed of the train and the position of the train, and , a control command calculation unit that calculates a control command to the drive/brake control device based on the route information and the vehicle information, and the control command calculation unit calculates a train deceleration prediction value after a predetermined time and , the allowable position deviation range is changed in the position direction according to the difference between the train speed prediction value after a predetermined time and the deceleration of the target deceleration pattern at the same speed.

FIG. 1 is an exemplary and schematic block diagram showing the configuration of a train equipped with a train control device according to an embodiment. FIG. 2 is an explanatory diagram of an example of data held in an allowable range parameter holding unit. FIG. 3 is an explanatory diagram of the target deceleration pattern and the positional deviation allowable range. FIG. 4 is a processing flowchart of the embodiment. FIG. 5 is an explanatory diagram of the positional deviation allowable range before movement. FIG. 6 is a diagram for explaining the calculation of the positional deviation and the calculation and movement of the positional deviation allowable range. FIG. 7 is a diagram illustrating selection of a brake command so that the train position prediction value falls within the position deviation allowable range. FIG. 8 is a processing flowchart of brake command selection processing. FIG. 9 is a processing flowchart of calculation processing of the position deviation allowable value. FIG. 10 is an explanatory diagram of the target deceleration pattern and train behavior.

Hereinafter, a train control device of an embodiment based on the present invention will be described with reference to the drawings.
FIG. 1 is an exemplary and schematic block diagram showing the configuration of a train equipped with a train control device according to an embodiment.
As shown in FIG. 1, the train TR is equipped with a train control device 100, a speed position detection device 110, an ATC (Automatic Train Control) on-board device 120, and a drive/brake control device .

The speed position detection device 110 detects the train TR based on the pulse of a speed generator (Tachogenerator) 140 provided on the axle of the wheel W of the train TR, the information received from the ground coil 190 via the coil coil 150, and the like. Detects the velocity and position of

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

The ATC ground equipment 200 detects the presence or absence of trains in each blocked section via the rail (track circuit) RL, determines the signal status of each blocked section according to the status of the train, and determines the signal status. The information is transmitted to the ATC on-board equipment 120 via the rails (track circuits) RL of each blocked section. When the ATC on-board device 120 receives the information on the signal appearance from the ATC ground device 200 via the power receiver 160, the speed limit based on the information on the signal appearance and the train TR detected by the speed position detector 110 are determined. speed, and outputs a brake command to the drive/brake control device 130 when the speed of the train TR exceeds the speed limit.

The train control device 100 is a device that controls a train. A control command (for example, a brake command) to be given to the drive/brake control device 130 is calculated. Furthermore, the train control device 100 also calculates a control command (power running command and/or brake command) for running between stations while keeping the speed limit. Note that the train control device 100 is configured as a computer including, for example, a microprocessor and memory.

The drive/braking control device 130 responds 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 a master controller (not shown) according to the driver's operation. The motor 170 and/or the brake device 180 are controlled based on the power running command and/or the brake command output from the .

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

Here, in the embodiment, the train control device 100 has 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 A part or all of these configurations may be functionally realized by cooperation of hardware and software by executing a computer program stored in the memory by the processor of the train control device 100, or may be realized by a dedicated It may be realized in hardware by a circuit or the like.

Further, the train control device 100 stores a storage unit 101, a vehicle characteristic model holding unit 102, a characteristic parameter holding unit 106, and an allowable range parameter holding unit 107 in a nonvolatile storage medium such as an SSD or HDD. I have.

The storage unit 101 stores route information and operation information. The route information is information about the route on which the train TR runs, and includes at least information indicating the position of the station where the train stops. Furthermore, the route information includes various information related to the route. For example, information on the slope and curve (curvature radius) of the route on which the train TR runs, information on the speed limit of each blocked section, block length ( distance between closed sections), and linear information related to the sequence of closed sections.

The operation information is, for example, the target stop position of each stop station on the route on which the train TR runs, the stop station set for each operation type of the train TR, and the predetermined running time between each station. .

The vehicle characteristic model holding unit 102 stores vehicle information including the acceleration characteristic and deceleration characteristic of the train TR. More specifically, the vehicle information includes the train length and weight of the train TR, models indicating acceleration characteristics and deceleration characteristics (acceleration characteristics model and deceleration characteristics model) corresponding to given powering commands and braking commands, respectively, and air resistance characteristics. , gradient resistance characteristics, curve resistance characteristics, etc.

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

The deceleration ratio estimation unit 104 uses 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 vehicle characteristic model holding unit 102, Based on the brake command calculated by the control command calculator 108, the relationship between the calculated deceleration and the actual deceleration of the train TR (deceleration ratio, braking effectiveness) is calculated.

Characteristic parameter adjusting section 105 adjusts the characteristic parameter held in characteristic parameter holding section 106 based on the deceleration ratio estimated by deceleration ratio estimating section 104 . A characteristic parameter is a parameter used for correcting the deceleration characteristic model.

The permissible range parameter holding unit 107 stores the permissible deviation time, the lower limit of the permissible range, the calculation time, the first coefficient PM1 and the second It holds the coefficient PM2.

The permissible deviation time is the time for deriving the permissible range of the traveling direction of the target deceleration pattern of the train TR.
The allowable range lower limit value indicates the lower limit value in the allowable range.
The calculation time is the time used to calculate the amount of movement of the positional deviation tolerance.
The first coefficient PM1 is used to move the positional deviation tolerance when the "predicted train deceleration value after a predetermined time period" is stronger than the "deceleration of the target deceleration pattern at the same speed as the predicted train speed value after a predetermined time period". is the coefficient.
The second coefficient PM2 is used to shift the allowable position deviation value when the "predicted train deceleration value after a predetermined time period" is weaker than the "deceleration of the target deceleration pattern at the same speed as the predicted train speed value after a predetermined time period". is the coefficient.

FIG. 2 is an explanatory diagram of an example of data held in an allowable range parameter holding unit.
FIG. 2A is an explanatory diagram of a first example of held data.
In the example of FIG. 2A, allowable deviation time = 1 second, lower limit of allowable range = 5 cm, calculation time = 1 second, first coefficient PM1 = 1.5, second coefficient PM2 = 1.0 (< first coefficient PM1).

FIG. 2B is an explanatory diagram of a second example of held data.
In the second example, the second coefficient PM2 is a negative value.
In the example of FIG. 4B, allowable deviation time = 1 second, lower limit of allowable range = 5 cm, calculation time = 1 second, first coefficient PM1 = 1.5, second coefficient PM2 = -0.5 (<th 1 coefficient PM1).

FIG. 3 is an explanatory diagram of the target deceleration pattern and the positional deviation allowable range.
The target deceleration pattern is a target deceleration pattern in fixed-position stop control. A portion of the speed lower than the speed Vth is calculated based on a weaker deceleration or braking command than a portion of the speed higher than Vth.
The allowable position deviation range (the over side boundary ULM and the short side boundary LLM) indicates the allowable range of the train position prediction value after the train behavior prediction time has elapsed.

The over-side boundary ULM and the short-side boundary LLM of the positional deviation allowable range in this embodiment are defined by the short-side allowable position deviation Psh obtained by multiplying the target deceleration pattern speed by the allowable deviation time, and the over-side boundary ULM, before and after the target deceleration pattern position. It is defined at a position separated by the allowable position deviation Pov.
More specifically, the allowable deviation time by which the train speed prediction value is multiplied when setting the overside allowable position deviation Pov is smaller than the allowable deviation time by which the train speed prediction value is multiplied when setting the short side allowable position deviation Psh. value. This is intended to surely avoid over-stopping because it is necessary to reverse the driving direction and adjust the stop position when the vehicle is over-stopped, and the operation delay is greater than in the case of short-stopping.

The control command calculation unit 108 calculates the speed and position of the train TR acquired by the acquisition unit 111, the route information and operation information read from the storage unit 101, the vehicle information read from the vehicle characteristic model holding unit 102, the characteristics Based on the characteristic parameter read from the parameter holding unit 106 and the allowable range parameter read from the allowable range parameter holding unit 107, the train TR is stopped at the target stop position (for example, stopped at the position of the station indicated by the route information). A brake command (an example of a control command) is calculated and output to the drive/brake 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 the speed limit, or a travel plan for traveling between stations in a predetermined time. A travel plan calculating means for calculating may be further provided. In this case, the control command calculator 108 may calculate a power running command and/or a brake command for running the train TR to the next station according to the calculated target speed or travel plan.

Next, operation of the embodiment will be described.
During the run until approaching the next arrival station, the driver may operate the master controller to output powering commands and braking commands, or control to follow the target speed set according to the speed limit. The command calculation unit 108 may calculate the power running command/brake command, or the control command calculation unit 108 may calculate the power running command/brake command according to the travel plan.

The start of the fixed position stop control is determined by the control command calculation unit 108, for example, whether the remaining distance to the stop target position of the next stop station is equal to or less than a predetermined value, or whether the speed and position of the train detected by the speed/position detection device 110 are determined. approached the target deceleration pattern, or whether the train position prediction value TR predicted from the speed and position of the train detected by the speed position detector 110 and a predetermined brake command approached the position corresponding to the target deceleration pattern TGP; It is done by judging etc.

When the fixed position stop control is started, the control command calculation unit 108 generates a brake command for stopping the train at the target stop position TGstp in each control cycle based on the positional deviation from the target deceleration pattern TGP according to the following procedure. Calculate

Here, the target deceleration pattern TGP is such that the low speed portion just before stopping is set to a weak deceleration (for example, 1.5 km/h/s) or a brake command (for example, the first brake notch to the seventh brake notch from the weak braking side). 2nd brake notch on the light braking side of the 7 stages of brake notches), and the higher speed part is the reference deceleration (eg 2.5 km / h / s) or the reference brake command (eg 7 stages of brake notches Among them, the trajectory when the vehicle is decelerated at the fifth brake notch on the forced motion side is calculated as position and speed data at predetermined time increments retroactively from the stop target position.

Further, as the target deceleration pattern TGP, data for each station stored in the storage unit 101 may be read out, or may be calculated by the control command calculation unit 108 when leaving a station or approaching the next station. good too.
In this case, by adjusting the characteristic parameters according to the actual deceleration and creating a target deceleration pattern with a constant brake command, it is possible to suppress the number of brake command changes when decelerating following the target deceleration pattern. can be done.

FIG. 4 is a processing flowchart of the embodiment.
First, based on the output brake command and the transition of the speed detected by the speed/position detector 110, the characteristic parameter indicating the effectiveness of the brake is corrected (step S11).

Next, a brake command candidate whose variation in brake command value or acceleration/deceleration from the brake command currently being output is within an allowable range is extracted (step S12).

In this case, when the fixed-position stop control has just started and the powering command is being output, the command higher than this on the powering side is not included in the candidates.
Further, when a brake command or a coasting command (both the powering command and the braking command are 0) is being output, commands higher than the coasting command on the powering side are not included in the candidates.

Next, the control command calculation unit 108 calculates the speed and position of the train detected by the speed/position detection device 110, the route information read from the storage unit 101, the vehicle information read from the vehicle characteristic model holding unit 102, and the characteristic parameters. Based on the characteristic parameters read from the holding unit 106, the train position prediction value and the train speed prediction value are calculated by predicting the behavior of the train when each candidate brake command is output for the train behavior prediction time ( step S13).

The train behavior prediction time should be set to a value longer than the deceleration response delay to the brake command change, so that the train speed prediction value and train position prediction value can be obtained after the deceleration change due to the brake command change is almost completed. .

Next, the control command calculator 108 calculates the positional deviation Δp and the positional deviation allowable value (step S14).

FIG. 5 is an explanatory diagram of the positional deviation allowable range before movement.
In FIG. 5, the current speed/position of the train TR is the train speed position TRvp, and the train speed/position prediction value of the train TR after a predetermined time from the current time is the train speed position prediction value TRvpe.
On the other hand, the position deviation allowable range PAR0 is the allowable position deviation Psh on the short side and the allowable position deviation Psh on the over side with reference to the train speed/position target value TGvp at the same speed as the train speed/position prediction value TRvpe in the target deceleration pattern TGP. It is defined by the position deviation Pov.
Specifically, as shown in FIG. 5, the control command calculator 108 obtains a position TGp at which the speed is the same as the train speed prediction value TRve on the target deceleration pattern TGP. Then, the control command calculation unit 108 multiplies the train speed prediction value TRve by the allowable deviation time read from the allowable range parameter holding unit 107 to obtain the position deviation allowable value.

This allowable deviation time may be set to different values for the overside and the shortside, such as 0.5 seconds on the overside and 1 second on the shortside.

FIG. 6 is a diagram for explaining the calculation of the positional deviation and the calculation and movement of the positional deviation allowable range.
First, as shown in FIG. 6A, the control command calculator 108 obtains a position TGp at which the speed is the same as the train speed prediction value TRve on the target deceleration pattern TGP. Then, the control command calculator 108 calculates the position deviation Δp by subtracting the position TGp from the train position prediction value TRpe. Further, the control command calculator 108 obtains the positional deviation allowable value by the procedure described with reference to FIG.
However, when the train speed prediction value TRve becomes low and the value obtained by multiplying the allowable deviation time falls below the allowable range lower limit value, the control command calculation unit 108 sets the position deviation allowable value so that the brake command does not flutter. Sets the lower limit of the range.
The allowable range of positional deviation is between the positional deviation allowable values of the over side and the short side.

Next, when the predicted deceleration value and the deceleration of the target deceleration pattern are different, the control command calculation unit 108 calculates the , the calculated allowable range is moved (shifted) back and forth in the moving direction (position direction) of the vehicle, as will be described later.

In this case, the magnitude by which the allowable range is shifted may be determined by multiplying the difference between the predicted deceleration value and the deceleration of the target deceleration pattern by the first coefficient.
Therefore, the greater the difference in deceleration, the greater the value obtained as the magnitude of the deviation of the allowable range.
Further, the magnitude of the deviation of the allowable range is determined by multiplying the difference between the deceleration predicted value and the deceleration corresponding to the target deceleration pattern TGP by the first coefficient. It is also possible to Alternatively, it is also possible to determine by multiplying the first coefficient by the difference between the movement distances when the deceleration corresponding to the predicted deceleration value and the deceleration corresponding to the target deceleration pattern TGP is decelerated for a certain calculated time.

Next, the control command calculator 108 compares the positional deviation and the positional deviation allowable value to determine a brake command (step S15).

FIG. 7 is a diagram illustrating selection of a brake command so that the train position prediction value falls within the position deviation allowable range.
FIG. 7A shows a case in which the permissible position deviation PAR0 is moved (shifted) toward the train TR, and the predicted train position value TRpe is included in the permissible position deviation PAR1 after movement. In such a case, the current brake command is held by the brake command selection process.
FIG. 7B shows a case where the permissible position deviation PAR0 is moved (shifted) toward the train TR, and the predicted train position value TRpe is not included in the permissible position deviation PAR1 after movement. In such a case, the brake command selection process changes the brake command to the weak braking side so that the train position prediction value TRpe is included within the post-movement position deviation allowable range PAR1.

FIG. 8 is a processing flowchart of brake command selection processing.
First, the control command calculator 108 compares the positional deviation with the positional deviation allowable value, and determines whether the positional deviation due to the current brake command is within the positional deviation allowable range (step S21).

If it is determined in step S21 that the positional deviation due to the current brake command is within the positional deviation allowable range (step S21; Yes), the control command calculator 108 may maintain the current state and select a new brake command. Since there is no need to do so, the current braking command (candidate) is maintained (step S22), and the process ends.

In the judgment of step S21, if the position deviation due to the current brake command is outside the position deviation allowable range (step S21; No), the control command calculator 108 calculates the brake command value from the brake command currently being output. Alternatively, it is determined whether or not there is a brake command candidate whose variation in acceleration/deceleration is within the permissible range, and which has a positional deviation within the permissible range of positional deviation (step S23).

If it is determined in step S23 that there is no brake command candidate whose position deviation is within the position deviation allowable range (step S23; No), the control command calculator 108 determines that the position deviation is on the short side (negative value). That is, among the brake command candidates whose train position prediction value TRpe does not exceed the position TGp of the target deceleration pattern TGP, the brake command candidate with the smallest braking force (highest brake command candidate on the power running side) is selected (step S24).

On the other hand, if it is determined in step S23 that there is a brake command candidate whose position deviation is within the range of the position deviation tolerance (step S23; Yes), the control command calculator 108 determines that the position deviation is within the position deviation tolerance. Among the brake command candidates included in the range, the brake command value with the smallest change amount (braking force change amount) from the current brake command value is selected (step S25).

When determining the amount of deviation of the allowable range based on the difference in the amount of speed reduction in the calculated time, when the train speed decreases and it is predicted that the train speed will be 0 km / h within the train behavior prediction time, The amount of speed reduction is calculated using the predicted time until the speed becomes 0 instead of the calculated time. The lower the train speed, the smaller the amount of speed reduction and the difference between them. Even if the brake command is not weakened, the amount by which the allowable range is shifted decreases as the train speed decreases, and eventually reaches 0. Therefore, it is possible to reduce the possibility that the stop position accuracy is deteriorated.

When the amount of shift in the allowable range is determined based on the difference in the travel distance in the calculated time, the difference in the amount of speed reduction is proportional to (difference in deceleration x deceleration time), whereas the travel distance is (deceleration difference × deceleration time squared), so if the predicted speed value becomes 0 km/h and the traveled distance is calculated using the predicted time until the speed reaches 0 instead of the calculated time, the train speed will be low. Indeed, the amount by which the allowable range is shifted quickly becomes small. As a result, even if the brake command is not weakened, as the train speed decreases, the shift amount of the allowable position deviation range quickly decreases and eventually becomes 0, so the stop position accuracy deteriorates. less likely to occur.

Here, the processing for calculating the positional deviation allowable value will be described.
FIG. 9 is a processing flowchart of calculation processing of the position deviation allowable value.
First, the control command calculator 108 multiplies the train speed prediction value by the allowable deviation time read from the allowable range parameter holding unit 107 to obtain the position deviation allowable value (step S31).

The control command calculation unit 108 sets the position deviation allowable value, whichever is farther in distance from the target deceleration pattern TGP, out of the obtained position deviation allowable value and the lower limit value of the position deviation allowable value read from the allowable range parameter holding unit 107. (step S32).

Subsequently, the control command calculator 108 compares the predicted deceleration value with the deceleration of the target deceleration pattern TGP at the same speed (step S33).

If the predicted deceleration value is stronger than the deceleration of the target deceleration pattern in the judgment of step S33 (step S33; ) is multiplied by the first coefficient to calculate the magnitude (amount) of shifting the positional deviation allowable range (step S34).
(1) the difference between the predicted deceleration value and the deceleration of the target deceleration pattern;
(2) the difference between the predicted deceleration value and the amount of speed reduction when decelerating for a certain period of time with the deceleration of the target deceleration pattern TGP;
(3) The difference between the movement distance when decelerating for a certain period of time with the deceleration predicted value and the deceleration of the target deceleration pattern TGP.

Subsequently, the control command calculation unit 108 shifts the position deviation allowable range to the short side (train running position side) by the magnitude (amount) of shifting the calculated allowable range (step S35). That is, the positional deviation allowable range is shifted to the short side.
In this case, it is also possible to extend only the short side by the shift amount while leaving the over side as it is.

If it is determined in step S33 that the predicted deceleration value is equal to the deceleration of the target deceleration pattern (including the case where it can be considered equal) (step S33; Terminate the process to keep the
If it is determined in step S33 that the predicted deceleration value is weaker than the deceleration of the target deceleration pattern TGP (step S33; the predicted deceleration value is weaker), the control command calculator 108 performs the following (1) to ( 3) is multiplied by a second coefficient that is smaller than the first coefficient or has a negative value to calculate the magnitude (amount) by which the positional deviation allowable range is shifted (step S34).
(1) the difference between the predicted deceleration value and the deceleration of the target deceleration pattern;
(2) the difference between the predicted deceleration value and the amount of speed reduction when decelerating for a certain period of time with the deceleration of the target deceleration pattern TGP;
(3) The difference between the movement distance when decelerating for a certain period of time with the deceleration predicted value and the deceleration of the target deceleration pattern TGP.

Subsequently, the control command calculation unit 108 shifts the position deviation allowable range to the over side (train traveling direction side) by the amount (amount) of shifting the calculated allowable range, or shifts to the short side when the second coefficient is negative. (Step S37). That is, the positional deviation allowable range is shifted to the over side (if the second coefficient is negative, to the short side).
In this case, it is also possible to extend only the over side by the shift amount while leaving the short side as it is.

If the predicted deceleration value is weaker than the deceleration of the target deceleration pattern, the larger the difference, the more the allowable range is shifted to the over side for the following reasons.

When performing fixed-position stop control from a low speed after approaching the target stop position due to manual intervention or delay of the preceding train, the brake command is issued so that the predicted values of the train position and speed move in the vicinity of the target deceleration pattern. Even if it is selected, the train position/speed will change below the target deceleration pattern, and there is a possibility that the deceleration of the train will not reach the deceleration of the target deceleration pattern and the train will stop.

Therefore, in the present embodiment, when the predicted deceleration value is weaker than the deceleration of the target deceleration pattern, the timing of increasing the brake command can be delayed by shifting the allowable range to the over side.
As a result, the predicted value of the train position/speed transitions above the target deceleration pattern, and the train position/speed transitions closer to the target deceleration pattern, thereby suppressing the extension of the deceleration time.

Even when the predicted deceleration value is weaker than the deceleration of the target deceleration pattern, the allowable range may be shifted toward the short side as the difference increases. In this case, the second coefficient should be a negative value.
This is because the braking command is started early to suppress the peak of the braking command, and the deceleration time is extended, but the excessive stop can be avoided reliably.

Here, the behavior of the train when the positional deviation tolerance is shifted (shifted) will be described in detail.
FIG. 10 is an explanatory diagram of the target deceleration pattern and train behavior.
When calculating the allowable position deviation value, as shown in FIG. 10A, if the predicted deceleration value and the deceleration of the target deceleration pattern are equal, the allowable position deviation value is not moved (shifted). Since the positional deviation at this time is within the allowable range and there is no problem in maintaining this state, the brake command is not changed.

On the other hand, when calculating the position deviation allowable value, if the predicted deceleration value and the deceleration of the target deceleration pattern are different, the calculated allowable range is moved forward and backward in the traveling direction of the train TR based on the difference between them ( shift).
In this case, if the predicted deceleration value is stronger than the deceleration of the target deceleration pattern TGP at the same speed, the larger the difference, the more the allowable range is shifted to the short side.

As a result, even if the predicted train position value falls short of the allowable range before shifting, as shown in FIG. deviation from the target deceleration pattern) falls within the allowable range, the control command calculator 108 will not immediately weaken the brake command.

When the position deviation increases and becomes shorter than the position deviation allowable range after the shift, and the control command calculation unit 108 begins to weaken the brake command, the predicted deceleration value approaches the deceleration of the target deceleration pattern. Accordingly, the difference from the deceleration of the target deceleration pattern becomes smaller, so the amount of shift of the allowable range becomes smaller. As a result, as shown in FIGS. 10(C) to 10(E), the predicted value of the train position and the predicted value of the speed of the train TR approach the target stop position while moving below the target deceleration pattern TGP. do.

That is, the predicted value of the train position of the train TR is before the position of the target deceleration pattern TGP at the same speed, and the predicted value of the speed of the train TR is lower than the speed of the target deceleration pattern TGP at the same position. It's speed.

As a result, as shown in FIG. 10(F), the position of the train TR and the speed of the train move closer to the target deceleration pattern TGP than when the allowable position deviation range is not shifted.
Since the deceleration of the train TR immediately approaches the deceleration of the part calculated by the weak deceleration of the target deceleration pattern TGP just before the stop, the part calculated by the weak brake of the target deceleration pattern TGP can be shortened. , the extension of the total deceleration time can be suppressed.

As described above, when the predicted deceleration value of the target deceleration pattern TGP at the same speed is stronger than the reference deceleration, the allowable range is shortened according to the difference between the predicted deceleration value and the deceleration of the target deceleration pattern. By shifting, the predicted position value and the predicted speed value of the train TR pass below the part of the target deceleration pattern TGP calculated with weak deceleration, so the train position and speed pass near the target deceleration pattern. Become.

Therefore, even if the weak deceleration portion of the target deceleration pattern is not lengthened, the deceleration immediately before stopping approaches the weak deceleration, thereby suppressing the extension of the running time and preventing the deterioration of the riding comfort at the time of stopping. be able to.

As described above, according to the present embodiment, the allowable range of the position deviation is shifted forward or backward in the moving direction of the train or short-circuited according to the difference between the estimated deceleration value and the deceleration of the target deceleration pattern. After expanding the allowable range of positional deviation only on the side, the control command is calculated based on the predicted value of the positional deviation from the deceleration pattern.
As a result, it is possible to provide a train control device that suppresses the extension of the running time and weakens the brake command just before the train stops, thereby preventing deterioration of the riding comfort at the moment of the train stop.

The train control device of this embodiment includes a control device such as a CPU, a storage device such as a ROM (Read Only Memory) or a RAM, an external storage device such as an HDD or a CD drive device, a display device such as a display device, It is equipped with input devices such as a keyboard and mouse, and has a hardware configuration using a normal computer.

The program executed by the train control device of the present embodiment is a file in an installable format or an executable format, and can be read by a computer such as a CD-ROM, a semiconductor memory device such as a USB memory, or a DVD (Digital Versatile Disk). It is also possible to configure such that it is recorded on a suitable recording medium and provided.

Further, the program executed by the train control device of this embodiment may be stored in a computer connected to a network such as the Internet, and may be provided by being downloaded via the network. Further, the program executed by the train control device of this embodiment may be configured to be provided or distributed via a network such as the Internet.

Further, the program of the train control device of the present embodiment may be configured so as to be pre-installed in a ROM or the like and provided.

While several embodiments of the invention have been described, these embodiments have been presented by way of example and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and modifications can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the scope of the invention described in the claims and equivalents thereof.

REFERENCE SIGNS LIST 100 train control device 101 storage unit 102 vehicle characteristic model storage unit 102 characteristic model storage unit 104 deceleration ratio estimation unit 105 characteristic parameter adjustment unit 106 characteristic parameter storage unit 107 allowable range parameter storage unit 108 control command calculation unit 110 speed position detection device 111 Acquisition unit 120 ATC on-board device 130 Braking control device 150 On-board coil 160 Power receiver 170 Motor 180 Brake device 190 Beacon 200 ATC ground device LLM Short side boundary of position deviation allowable range Pov Allowable position deviation Psh Allowable position deviation PAR0 Position Deviation allowable range PAR1 Position deviation allowable range PM1 First coefficient PM2 Second coefficient PPM Characteristic parameter TGP Target deceleration pattern TGp Position TGstp Target stop position TGvp Train speed/position target value TRpe Train position prediction value TR Train TRa Leading train TRpe Train position prediction Value TRve Predicted train speed TRvp Train speed position TRvpe Predicted train speed position ULM Over boundary of position deviation allowable range Δp Position deviation

Claims (11)

a train speed position detector that detects the speed of the train and the position of the train;
a storage unit that stores route information and vehicle information;
a control command calculation unit that calculates a control command to a drive/brake control device based on the detected speed of the train, the position of the train, and the route information and the vehicle information;
The control command calculation unit calculates the allowable position deviation range in the position direction according to the difference between the train deceleration predicted value after a predetermined time and the deceleration of the target deceleration pattern at the same speed as the train speed predicted value after a predetermined time. change in
train controller. The control command calculation unit moves the change in the positional deviation allowable range in the positional direction.
The train control device according to claim 1. When the train deceleration predicted value after a predetermined time is stronger than the deceleration of the target deceleration pattern, the control command calculation unit moves the allowable range of the position deviation in the position direction of the train.
The train control device according to claim 2. When the train deceleration predicted value after a predetermined time is weaker than the deceleration of the target deceleration pattern, the control command calculation unit moves the allowable range of the position deviation in the traveling direction of the train.
The train control device according to claim 2. The control command calculation unit calculates the amount of movement in the direction of travel within the allowable range of the positional deviation when the predicted deceleration value of the train after a predetermined time is weaker than the deceleration of the target deceleration pattern. When the deceleration predicted value is stronger than the deceleration of the target deceleration pattern, the position deviation tolerance is calculated to be smaller than the amount of movement of the train in the position direction.
The train control device according to claim 2. The control command calculation unit calculates the amount of movement within the positional deviation allowable range by multiplying the difference between the train deceleration predicted value after a predetermined time and the deceleration pattern of the deceleration pattern by a coefficient.
The train control device according to any one of claims 2 to 5. The control command calculation unit calculates the movement amount within the position deviation allowable range as a coefficient for the difference between the speed reduction amount when decelerating the train deceleration prediction value after a predetermined time and the deceleration of the target deceleration pattern for a predetermined time. Calculated by multiplying by
The train control device according to any one of claims 2 to 5. The control command calculation unit calculates a coefficient for the difference between the movement distances when the movement amount within the position deviation allowable range is decelerated for a predetermined period of time using the train deceleration prediction value after a predetermined period of time and the deceleration of the target deceleration pattern. calculated by multiplying
The train control device according to any one of claims 2 to 5. The control command calculation unit performs the change by expanding the positional deviation allowable range in the positional direction.
The train control device according to claim 1. The control command calculation unit expands the expansion only in a direction opposite to the traveling direction of the train,
The train control device according to claim 9. A train speed position detection device for detecting train speed and train position, a storage unit for storing route information and vehicle information, the detected speed and position of the train, and the route information and vehicle information A control method for controlling a train control device comprising a control command calculation unit that calculates a control command to the drive/brake control device based on
A process of calculating a train deceleration predicted value after a predetermined time;
A process of calculating the deceleration of the target deceleration pattern at the same speed as the train speed prediction value after a predetermined time;
a step of changing an allowable position deviation range in a position direction according to a difference between the predicted train deceleration value and the deceleration of the target deceleration pattern;
control method with

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