JP2023141304A - Train operation control device, train operation control method, and program - Google Patents

Abstract

To provide a train operation control device, a train operation control method, and a program capable of easily measuring a correct gradient value at an appropriate measuring distance, and capable of improving riding comfortableness.SOLUTION: A train operation control device includes: an acceleration calculation part for calculating gravity acceleration in a train advancing direction on the basis of movement acceleration based on acceleration in the train advancing direction, acceleration in a perpendicular direction of the train, and output of a tachometer generator; a gradient calculation part for calculating a gradient value of a train traveling position on the basis of the gravity acceleration in the train advancing direction and the acceleration in the perpendicular direction of the train; a gradient value correction part for executing correction so that the calculated gradient value falls within a predetermined range, and outputting the gradient value after correction; and a gradient value storage part for storing the gradient value after connection in association with the train traveling position.SELECTED DRAWING: Figure 1

Description

Embodiments of the present invention relate to a train operation control device, a train operation control method, and a program.

Automatic train operation equipment (ATO) and stationary stop control equipment (TASC), which have databases of data such as gradient values for positions on routes, register values based on route information, and record values such as mileage traveled and route type. Gradient values are obtained as search keys. This slope information is used to determine a brake notch command that takes running resistance into account, a power running notch command, and a notch command for the anti-rolling brake when the vehicle is stopped on a slope.

Japanese Patent Application Publication No. 2003-230206 Japanese Patent Application Publication No. 2016-131435 Japanese Patent Application Publication No. 2000-206136

However, in the conventional technology, the slope value registered as route information and the actual slope value may not be the same, or even if the slope value is correct, the distance between measurement points may be long, or the actual slope value may differ depending on the location. There were times when the difference became large.
If the difference from the actual slope value becomes large, it will be difficult for the automatic train operating system to accurately calculate the running resistance, and the ATO/TASC power running command or brake command may be set to a higher value than necessary for the required number of notches. Leading to moving it up a notch or down a notch.
As a result, if the vehicle is not traveling according to the preset travel pattern due to track conditions, operating conditions, etc., the notch will have to be lowered or raised again, increasing the rate of change in acceleration/deceleration and deteriorating ride comfort. was to be invited.

The present invention has been made in view of the above, and is a train operation control device and train operation control device that can easily measure the correct slope value at an appropriate measurement distance and can improve riding comfort. The purpose is to provide methods and programs.

The train operation control device of the embodiment includes an acceleration calculation unit that calculates the gravitational acceleration in the train traveling direction based on the acceleration in the train traveling direction, the vertical acceleration of the train, and the movement acceleration based on the output of the speed generator; A slope calculation unit that calculates the slope value of the train running position based on the gravitational acceleration and the vertical acceleration of the train, and corrects the calculated slope value so that it falls within a predetermined range and outputs the corrected slope value. and a slope value storage unit that stores the corrected slope value in association with the train running position.

FIG. 1 is a schematic block diagram of a train control system according to a first embodiment. FIG. 2 is an explanatory diagram of an example of the arrangement of sensor units. FIG. 3 is an explanatory diagram of the gradient detection principle. FIG. 4 is a schematic processing flowchart of the train control device 40 of the embodiment. FIG. 5 is an explanatory diagram of the gradient value correction process. FIG. 6 is a schematic block diagram of the train control system according to the second embodiment.

Next, embodiments will be described in detail with reference to the drawings.
[1] First Embodiment FIG. 1 is a schematic block diagram of a train control system according to a first embodiment.
The train control system SYS includes a pair of rails 10, an ATC ground device 20, and a train 30. In FIG. 1, the symbol 30P is a preceding train of the train 30.

A ground member 11 is provided between the rails 10. The beacon 11 is capable of storing point information and transmitting signals to an onboard shear 35 provided on the train 30.

The ATC ground device 20 detects the presence or absence of a train in each blocked section via the rail (track circuit) 10, and sends signal indications according to the track presence status from the rail 10 to the ATC onboard device 70 via the power receiver 34. Send to.

The train 30 includes a speed generator (TG) 31, a motor 32, an air brake device 33, a power receiver 34, an onboard element 35, a train control device 40, a sensor unit 60, and an ATC onboard device. 70 and a drive/brake control device 80 are provided.

The train 30 travels on the rails 10 with wheels WL driven/braked by a motor 32 and an air brake device 33. Furthermore, the motor 32 is capable of braking as a regenerative brake.
At this time, the speed generator 31 outputs a TG pulse vp to the train control device 40 in accordance with the rotational speed of the attached wheels WL, that is, in proportion to the speed of the train 30.

The power receiver 34 receives the signal indication sd from the ATC ground device 20 and outputs it to the train control device 40.
The onboard element 35 outputs a beacon position detection signal gp corresponding to the point information received via the beacon 11 to the train control device 40.

The train control device 40 includes a vehicle characteristic storage section 41, an operation information storage section 42, a route information storage section 43, a timing section 44, a movement acceleration/speed/position detection correction section 45, and a stop state determination section 46. , train progress direction acceleration processing section 47, vertical direction acceleration processing section 48, train progress direction gravity acceleration calculation section 49, slope value calculation section 50, slope correction upper and lower limit value storage section 51, slope value correction section 52 , a post-correction gradient value accumulation storage section 53 , and an ATO (Automatic Train Operation) device 54 .

The vehicle characteristic storage section 41 stores vehicle characteristic information tc of the train, such as the train length of the own train, acceleration and deceleration characteristics corresponding to brake commands, and stores the vehicle characteristic information tc of the own train, such as the train length of the own train, acceleration and deceleration characteristics corresponding to brake commands, and stores the vehicle characteristic information tc of the train, such as the train length of the own train, acceleration and deceleration characteristics corresponding to brake commands, Output to.
The operation information storage unit 42 stores operation information op such as stopping stations for each type of operation, scheduled departure and arrival times at each station, and scheduled arrival number, and outputs it to the ATO device 54.

The route information storage unit 43 stores route information ri and outputs it to the ATO device 54.
Here, the route information ri includes the speed limit information in the section where fixed-position stop control is performed, the distance of the blocked section, the radius of curvature of the route, the speed limit information of each blocked section and the distance of the blocked section, the arrangement of the blocked sections, and each station. Examples include the correspondence between each number line, the branching position when branching into each number line, and the closed section.

The timekeeping unit 44 has an RTC (Real Time Clock) function, measures the current time, performs timekeeping processing, and outputs it to the ATO device 54 as a timekeeping signal tm.

The movement acceleration/speed/position detection correction unit 45 detects and corrects the movement acceleration ma, train speed, and train position of the train 30, outputs the movement acceleration ma to the train traveling direction gravitational acceleration calculation unit 49 and the ATO device 54, and The speed tv is output to the stop state determination section 46, the ATO device 54, and the ATC onboard device 70, and the train position tp is output to the ATO device 54 and the gradient value storage section 55.
The stop state determination unit 46 determines whether the train 30 is stopped or running based on the input train speed tv, and outputs a stop detection signal st to the train traveling direction acceleration processing unit 47 and the vertical direction acceleration processing unit 48.
The train traveling direction acceleration processing unit 47 performs arithmetic processing on the train traveling direction acceleration detection signal da corresponding to the acceleration in the train traveling direction obtained from the train traveling direction acceleration sensor 61 to generate a train traveling direction acceleration signal dag. It is output to the train traveling direction gravitational acceleration calculation section 49.

The vertical acceleration processing unit 48 processes the train vertical acceleration detection signal va corresponding to the acceleration in the direction perpendicular to the train horizontal plane obtained from the vertical acceleration sensor 62, calculates the vertical acceleration vag, and calculates the gradient value. 50.
The train traveling direction gravitational acceleration calculating section 49 calculates the gravitational acceleration applied in the train traveling direction (train traveling direction gravitational acceleration) ag and outputs it to the gradient value calculating section 50 .

The slope value calculation unit 50 calculates a slope value sl based on the train traveling direction gravitational acceleration ag and the vertical acceleration vag, and outputs the calculated slope value sl to the slope value correction unit 52 and the slope value storage unit 55.
The slope correction upper and lower limit value storage unit 51 stores a slope registration value (a slope value corresponding to a predetermined position) slp in advance.

More specifically, the slope correction upper and lower limit value storage unit 51 stores the correction upper limit value and train position corresponding to the train position used in determining the correction upper limit value and correction lower limit value for each position, which are used in the slope value correction unit 52. Store the correction lower limit value for.

Here, the corrected upper limit value and the corrected lower limit value are determined in advance based on the limit value of the track gradient for the section defined on the rails 10 on which the train 30 runs. Further, each set of upper and lower correction limit values does not need to correspond to a fixed distance interval, and may correspond to a distance interval as necessary.

The slope value correction unit 52 uses the slope value sl calculated by the slope value calculation unit 50 and the corrected upper and lower limit values sll corresponding to the train position read from the slope upper and lower limit value storage unit 51. Correct the calculated slope value. The correction method will be described in detail later.

The corrected slope value accumulation storage unit 53 stores the corrected slope value sla generated by the slope value correction unit 52 in association with a corresponding predetermined position. Further, the corrected gradient value storage unit 53 uses the combination of the train position and the corrected gradient value to determine the representative value of the gradient value for the fixed interval position using a method such as the least squares method. It is stored as the accumulated value for the interval position, that is, the slope value after equal interval correction sla1.

The ATO device 54 automatically operates the train 30. Further, the ATO device 54 is capable of acquiring the power running command pc or brake command bc which is currently being outputted by the drive/braking control device 80 to the motor 32 or the air brake device 33 by a method not shown. .

The sensor unit 60 includes a train traveling direction acceleration sensor 61 and a vertical direction acceleration sensor 62.

FIG. 2 is an explanatory diagram of an example of the arrangement of sensor units.
Although one sensor unit 60 is shown in FIG. 1, it is also possible to arrange a plurality of sensor units in an actual vehicle.

More specifically, as a first arrangement example, as shown by the solid line in FIG. It is possible to arrange the unit 60F and arrange the second sensor unit 60R under the floor at the rear of the vehicle.
In this case, the first sensor unit 60F and the second sensor unit 60R are arranged at similar positions in the left and right center portions of the vehicle, as shown in FIG. 2(B).

As a second arrangement example, as shown by the broken line in FIG. are placed in similar positions.

In this case, the first sensor unit 60F and the second sensor unit 60R are arranged near the side wall of the vehicle and at similar positions in the upper and lower center portions of the vehicle, as shown in FIG. 2(B). has been done.

The train traveling direction acceleration sensor 61 of the sensor unit 60 detects acceleration along the train traveling direction and outputs a train traveling direction acceleration detection signal da to the train traveling direction acceleration processing section 47.

As a result, the train traveling direction acceleration processing section 47 outputs the train traveling direction acceleration detection signal da to the train traveling direction acceleration processing section 47.
Similarly, the vertical acceleration sensor 62 detects acceleration along the train vertical direction and outputs a train vertical acceleration detection signal va to the vertical acceleration processing section 48 .

The ATC on-board device 70 receives the train speed and train position output from the moving acceleration/speed/position detection correction unit 45, the signal indication (transmitted by the ATC ground device 20) input via the rail 10 and the power receiver 34, ATC signal), the train 30 is controlled to ensure a distance from the preceding train 30P. Furthermore, the ATC onboard device 70 controls the speed of the train 30 so that the speed of the train 30 does not exceed the speed limit.

For this reason, the ATC onboard device 70 compares the train speed output from the moving acceleration/speed/position detection correction section 45 with the speed limit based on the signal indication (ATC signal).
When the speed of the train 30 exceeds the speed limit, the ATC onboard device 70 outputs a brake command bc to the drive/brake control device 80.

Here, the ATC ground equipment 20 detects the presence or absence of a train in each blocked section via the rails 10 forming the track circuit, and determines the signal display (ATC signal) of each blocked section according to the track presence status. Then, a signal indication (ATC signal) is transmitted to the power receiver 34 via the rail 10.

Next, prior to describing the embodiment, the gradient detection principle of the embodiment will be explained.
FIG. 3 is an explanatory diagram of the gradient detection principle.
As shown in FIG. 3, the train traveling direction acceleration Acc-Mx based on the train traveling direction acceleration detection signal da detected by the train traveling direction acceleration sensor 61 is the moving acceleration Acc-Mx accompanying the movement of the train 30 in the train traveling direction. It appears as the sum of TG and the gravitational acceleration component Acc-gx in the train traveling direction, which is the train traveling direction component of the gravitational acceleration Acc-g at that point in time.

That is,
Acc-Mx=(Acc-TG)+(Acc-gx)
becomes. Therefore, the gravitational acceleration component Acc-gx in the train traveling direction is expressed by the following equation.
Acc-gx=(Acc-Mx)-(Acc-TG)

Further, as shown in FIG. 3, the vertical acceleration Acc-Mz based on the train vertical acceleration detection signal va detected by the vertical acceleration sensor 62 is the train vertical acceleration component Acc-gz of the gravitational acceleration Acc-g. is equal to

Here, the gradient angle θ is expressed by the following equation.
tan θ=(Acc-gx)/(Acc-Mz)...(1)
By the way, if the gradient value is Grad[‰], the relationship with the gradient angle θ is expressed by the following equation.
tan θ=Grad[‰]/1000...(2)

Therefore, the gradient value Grad[‰] is expressed by the following equation from equations (1) and (2).
Grad[‰]=1000・(Acc-gx)/(Acc-Mz)
In other words, the slope is determined based on the TG pulse vp output by the speed generator, the train traveling direction acceleration detection signal da detected by the acceleration sensor 61, and the train vertical acceleration detection signal va detected by the vertical acceleration sensor 62. It can be seen that the value Grad[‰] can be obtained.

Next, the operation of the first embodiment will be explained.
FIG. 4 is a schematic processing flowchart of the train control device 40 of the embodiment.
The train traveling direction acceleration processing unit 47 of the train control device 40 acquires the train traveling direction acceleration detection signal da output by detecting the acceleration along the train traveling direction by the train traveling direction acceleration sensor 61 of the sensor unit 60 (step S11).

Similarly, the vertical acceleration processing section of the train control device 40 detects the acceleration along the vertical direction of the train (the vertical direction when the train is arranged horizontally) by the vertical acceleration sensor 62 of the sensor unit, and calculates the train vertical acceleration. A detection signal va is acquired (step S12).

In addition, the moving acceleration/speed/position detection correction unit 45 of the train control device 40 receives a signal gp corresponding to the point information (beam information) stored by the beacon 11 via the onboard child 35, Ground signal information is acquired (step S13).

Further, the movement acceleration/velocity/position detection correction unit 45 of the train control device 40 receives the TG pulse vp generated and outputted by the speed generator 31 as input, and acquires the TG pulse vp (step S14).

As a result, the movement acceleration/speed/position detection correction unit 45 calculates the train speed tv (step S15).
Furthermore, the movement acceleration/velocity/position detection correction unit 45 calculates the movement acceleration ma (step S16).

The movement acceleration/speed/position detection correction unit 45 outputs the movement acceleration ma of the train 30 based on the output of the speed generator 31 when the wheels WL of the axle to which the speed generator 31 is attached are spinning or skidding. The acceleration calculated from the TG pulse vp and the acceleration for the powering command currently being output stored in the vehicle characteristic storage unit 41, or the deceleration for the currently outputting brake command (by reversing the positive and negative, the acceleration and ), and if the difference exceeds a predetermined threshold, it is determined that slipping or skidding is occurring.

When the moving acceleration/speed/position detection correction unit 45 determines that idling is occurring, the moving acceleration/speed/position detection correction unit 45 calculates the acceleration for the power running command currently being output from the TG pulse output from the speed generator 31. Acceleration is corrected by using it instead of acceleration.

Furthermore, when the moving acceleration/velocity/position detection correction unit 45 determines that skidding has occurred, the speed generator 31 outputs a predetermined value based on the deceleration in response to the brake command currently being output. By using this instead of the acceleration calculated from the TG pulse, the movement acceleration ma is corrected.

In this case, the vehicle is equipped with a plurality of speed generators 31, configured to be able to obtain TG pulses vp from different axles, and based on the TG pulses vp obtained from the axles that are not slipping or skidding. It is also possible to use the calculated movement acceleration ma.

Subsequently, the movement acceleration/speed/position detection correction unit 45 calculates the train position tp based on the acquired ground transducer information, the calculated train speed tv, and the movement acceleration ma (step S17).
In parallel with this, the stop state determining unit 46 determines whether the train 30 is in a stop state based on the train speed tv input from the moving acceleration/speed/position detection correction unit 45 (step S18).

If the result of the determination in step S18 is not a stopped state (step S19; No), the stopped state determination unit 46 processes the stopped state detection signal st representing a non-stopped state, that is, a "running state" by accelerating the train in the traveling direction. 47 and a vertical acceleration processing section 48 .

Thereby, when the stop detection signal st representing the "running state" is input, the train traveling direction acceleration processing unit 47 calculates the stored train traveling direction acceleration sensor 61 from the output of the train traveling direction acceleration sensor 61. A correction value for performing zero point correction is subtracted and output (step S20).

Similarly, when the stop detection signal st representing the "driving state" is input, the vertical acceleration processing unit 48 performs the zero point correction of the vertical acceleration sensor 62 stored from the output of the vertical acceleration sensor 62. The correction value for the correction is subtracted and output (step S21), and the process moves to step S24.

Further, when the result of the determination in step S18 is that the train is in a stopped state (step S19; Yes), the stopped state determination unit 46 transmits the stop detection signal st representing the “stopped state” to the train traveling direction acceleration processing unit 47 and the vertical It is output to the directional acceleration processing section 48.
As a result, when the stop detection signal st indicating the "stopped state" is input, the train moving direction acceleration processing unit 47 calibrates the train moving direction acceleration sensor 61 during the stopped train moving direction acceleration sensor 61. The value of the acceleration in the traveling direction obtained from the above is stored internally, and a correction value for performing zero point correction of the train traveling direction acceleration sensor 61 is calculated and stored (step S22).

In addition, when the stop detection signal st indicating the "stop state" is input, the vertical acceleration processing unit 48 uses the vertical The directional acceleration value is accumulated internally, and a correction value for performing zero point correction of the vertical acceleration sensor 62 is calculated and stored (step S23).

Subsequently, the train traveling direction acceleration processing section 47 extracts a predetermined frequency component and outputs it to the train traveling direction gravitational acceleration calculation section 49 as a train traveling direction acceleration signal dag (step S24).
The train traveling direction gravitational acceleration calculation section 49 subtracts the movement acceleration from the train traveling direction acceleration to calculate the gravitational acceleration after the traveling direction correction (Acc-gx in FIG. 3), and outputs it to the gradient value calculation section 50 ( Step S25).

Next, the vertical acceleration processing unit 48 extracts a predetermined frequency component for noise removal and outputs it to the gradient value calculation unit 50 as a vertical acceleration signal vag (step S26).
The gradient value calculation unit 50 calculates the gradient value Grad based on the method shown in FIG. 3, and outputs it to the gradient value correction unit 52 and the gradient value storage unit 55 as the gradient value Sl.
As a result, the slope value correction unit 52 corrects the slope value using the correction upper limit value read from the slope correction upper limit value storage unit to obtain a corrected slope value (step S27).
Then, the slope value Sl (gradient value Grad) calculated by the slope value calculation unit 50 is stored in the slope value storage unit 55 in association with the train position (step S28).
The corrected slope value sla obtained by the slope value correction unit 52 is stored in the corrected slope value accumulation storage unit 53 in association with the train position (step S29).

Here, the gradient value correction process will be explained.
FIG. 5 is an explanatory diagram of the gradient value correction process.

In this case, the slope correction upper and lower limit value storage unit 51 stores correction upper limit values ah to dh and correction lower limit values al to dl at each installation position in association with the installation positions a to d of the ground element 11, which are fixed positions. is stored in advance.
More specifically, in the case of the above example, the following four pieces of data are stored in advance in the slope correction upper and lower limit value storage unit 51.
(a, ah, al), (b, bh, bl), (c, ch, cl), (d, dh, dl)

Here, the corrected upper limit values ah to dh are the upper limit values of the slope values allowed at the installation positions (fixed positions) a to d of the ground element, respectively.
Further, the corrected lower limit values al to dl are the lower limit values of the allowable slope values at the installation positions (fixed positions) a to d of the ground element, respectively.

Therefore, processing is performed so that the actually adopted slope value falls between the polygonal line obtained by connecting the correction upper limit values ah to dh and the polygonal line obtained by connecting the correction lower limit values al to dl. .

In this case, it is assumed that the actual gradient value measurement points are A to D.
Here, since the measurement points A to D are different from the ground element installation positions (fixed positions) a to d, the correction upper limit values Ah to Dh and the correction lower limit values Al to Dl at the measurement points A to D, respectively. It is necessary to ask for

For this reason, for example, if measurement point A is located between ground element installation position a and ground element installation position b, the distance between measurement point A and ground element installation position a, and the distance between measurement point A and the ground element installation position Based on the ratio of the distance to position b, the correction upper limit value Ah at measurement point A is calculated by, for example, internally dividing the straight line ah-bh.

Similarly, for example, internal division is performed on the straight line al-bl based on the ratio of the distance between the measurement point A and the ground element installation position a and the distance between the measurement point A and the ground element installation position b. Then, the corrected lower limit value Al at the measurement point A is calculated.

In the above explanation, internal division was used to calculate the correction upper limit values Ah to Dh and correction lower limit values Al to Dl at measurement points A to D, but they can also be calculated by external division or by the least squares method etc. It is also possible to calculate a corrected upper limit value curve and a corrected lower limit value curve corresponding to the measurement points A to D.

Then, the slope value correction unit 52 calculates the slope calculation values Am to Dm at each of the measurement points A to D calculated by the slope value calculation unit 50 between the obtained correction upper limit value curve and correction lower limit value curve. Determine whether it is included.

More specifically, the slope value correction unit 52 determines whether the calculated slope value Am at the measurement point A is included between the obtained correction upper limit value curve and correction lower limit value curve.
As for the slope calculation value Am, as shown in FIG. 5, since it is a value between the correction upper limit value Ah and the correction lower limit value Al, the slope calculation value Am is directly adopted as the corrected slope value Af.

Further, the slope value correction unit 52 determines whether the calculated slope value Bm at the measurement point B is included between the obtained correction upper limit value curve and correction lower limit value curve.
In this case, as shown in FIG. 5, the calculated slope value Bm exceeds the corrected upper limit value Bh, so the corrected upper limit value Bh is adopted as the corrected slope value Bf instead of the calculated slope value Bm.

Similarly, the slope value correction unit 52 determines whether the calculated slope value Cm at the measurement point C is included between the obtained correction upper limit value curve and correction lower limit value curve.
In this case, as shown in FIG. 5, the calculated slope value Cm exceeds the corrected upper limit Ch, so the corrected upper limit Ch is adopted as the corrected slope value Cf instead of the calculated slope value Cm.

Further, the slope value correction unit 52 determines whether the calculated slope value Dm at the measurement point D is included between the obtained correction upper limit value curve and correction lower limit value curve.
As for the slope calculation value Dm, as shown in FIG. 5, since it is a value between the correction upper limit value Dh and the correction lower limit value Dl, the slope calculation value Dm is directly adopted as the corrected slope value Df.

In the example of FIG. 5, the calculated slope value exceeds the correction upper limit value, but if the calculated slope value is less than the correction lower limit value, the corrected lower limit value is used instead of the calculated slope value. It will be adopted as the value.

Returning to FIG. 4, the corrected slope values (in the case of the above example, the corrected slope values Af to Df) are determined at the train positions (in the case of the above example, measurement points A to D) in the process of step S28 described above. The corrected slope value accumulation storage unit 53 stores the corrected gradient values in association with each other (step S29).

Then, in the process of step S28, the corrected slope value accumulation storage unit 53 uses the equally spaced corrected slope values sla1 corresponding to the equally spaced train positions based on the combination of the stored train position and the corrected slope value. is calculated and stored (step S30).

More specifically, for example, the distance between train position A and train position B is 800 m, the distance between train position B and train position is 500 m, and the distance between train position C and train position D is 700 m. In this case, set the train position A as the 0m point (starting point), set points equally spaced every 200m, and calculate the new corrected slope value sla at each point by interpolation or extrapolation. An equally spaced corrected slope value sla1, which is a slope value, is calculated and stored in the corrected slope value accumulation storage section 53.

As a result, the ATO device 54 generates the power running command pc and the brake command bc based on the equally spaced corrected gradient values sla1 corresponding to the equally spaced train positions stored in the corrected gradient value accumulation storage section 53. It is output to the drive/brake control device 80 (step S31).

The corrected slope values Af to Df obtained as described above are stored in the corrected slope value accumulation storage section 53, and the equally spaced corrected slope values sla1 calculated based on the corrected slope values Af to Df are stored. It will be output to the ATO device 54 and used for automatic train operation control.

As described above, according to the first embodiment, the ATO device 54 calculates the equally spaced corrected slope values sla1 based on the corrected slope values Af to Df that are considered to be closer to the actual slope values. It becomes possible to control the train 30 using as a gradient value for the train position.

Since the ATO device 54 can calculate running resistance using the equally spaced corrected slope values sla1 calculated based on the corrected slope values Af to Df, powering and braking are performed more in accordance with the actual slope values. The optimal number of stages can be calculated.

That is, it is possible to calculate the optimal number of rolling prevention brake stages while the train is stopped, according to the obtained corrected slope values Af to Df.
In other words, by holding the obtained corrected gradient values Af to Df, a travel plan is calculated so that the train 30 arrives at a predetermined position at a predetermined time, and notch commands (brake notches and power running notches) are issued according to the travel plan. ), it is possible to output a notch command based on running resistance that takes into account information close to the actual slope value of the rail.
Furthermore, since the obtained corrected gradient values Af to Df are recorded together with the position information in the corrected gradient value storage section 53, the registered gradient values can be easily changed.
[1.1] Modification of the first embodiment In the first embodiment described above, in a state in which the ATO device 54 is not issuing a brake command bc and a power running command pc, and in a state in which position information of the train 30 can be acquired, It is also possible to adopt a configuration that measures and stores the track slope.
According to this configuration, the measured value of the track slope is recorded, the corrected slope value for the position is calculated and accumulated, and the next time the ATO device 54 issues the brake command bc or the power running command pc, a more accurate slope value can be obtained. It becomes possible to perform control based on

[2] Second Embodiment FIG. 6 is a schematic block diagram of a train control system according to a second embodiment.
In FIG. 6, the same parts as in FIG. 1 are given the same reference numerals.
6, the difference from FIG. 1 is that an ATS ground device 20A is provided on the ground side instead of the ATC ground device 20 of the first embodiment, an ATS ground coil 11A is further provided on the ground side, and the train 30 is equipped with an ATS ground device 20A. Instead of the electric appliance 34, the ATC on-board device 70, and the ATO device 54, an ATS on-board device 35A, an ATS on-board device 70A, and a TASC device 54A are provided.

The operation of the second embodiment will be described below, mainly focusing on the differences in operation from the first embodiment.
The ATS on-board device 70A detects the train based on the train speed and train position output from the moving acceleration/speed/position detection correction unit 45, and the ATS signal ats transmitted from the ATS ground device 20A input via the ATS wayside element 11A. The speed of the train 30 is controlled so that the train 30 does not collide with the preceding train 30P.

Therefore, the ATS on-board device 70A compares the train speed output from the moving acceleration/speed/position detection correction section 45 with the speed limit or the speed on the speed pattern based on the ATS signal ats.
Then, if the speed of the train 30 exceeds the speed limit determined for that running section or the speed according to the speed pattern, the ATS onboard device 70A outputs a brake command bc to the drive/brake control device 80. .

On the other hand, the ATS ground device 20A detects the presence or absence of a train in each blockade section via the rails 10 that constitute the track circuit, and depending on the track presence status, the ATS ground device 20A detects the presence or absence of a train in the blockade section in which the train is present and sends an ATS signal for the blockage section next to the blockage section in which the train is present. (signal appearance) determine ats.
Further, the ATS ground equipment 20A determines the signal display to be given to the driver via a signal (not shown) installed at the beginning of the next blocked section of the blocked section in which the train is present. In this case, the signal manifestations shown by the ATS signal ats and the traffic light are the same.

The ATS ground device 20A then transmits the ATS signal ats to the ATS onboard element 35A via the ATS ground element 11A.
In parallel with the above operation, the clock unit 44 clocks the current time using an RTC (Real Time Clock) function and outputs a clock signal tm to the TASC device 54A.

When the train 30 approaches the next stop station, the TASC device 54A acquires information indicating the start of the fixed position stop control via the beacon 11 and the onboard transceiver 35, and when the train 30 approaches the next stop station, the TASC device 54A determines whether the train 30 is in the section where the fixed position stop control is to be performed or not. The system recognizes the vehicle and performs fixed-position stop control until the next station.

That is, the TASC device 54A internally calculates a speed pattern up to a predetermined position of the stop station so that the train 30 can stop at a predetermined position of the next stop station, and issues a brake command bc so that the train speed follows the speed pattern. Output to the drive/brake control device 80.

The TASC device 54A then uses the moving acceleration, train speed, and train position output by the moving acceleration/speed/position detection correction section 45, the vehicle characteristic information tc read from the vehicle characteristic storage section 41, and the route information storage section 43. The read route information ri, the ATS signal (signal display) ats output by the ATS on-board device 70A, the corrected slope value accumulation value sla for the position output by the corrected slope value accumulation storage unit 53, and the slope registration value Based on the slope registration value slp for the position read from the storage unit 56 and the corrected slope value accumulation value sla for the position read from the post-correction slope value accumulation storage unit 53, a brake command bc is issued so that the train 30 arrives at a predetermined position. is calculated and output to the drive/brake control device 80.

Furthermore, the TASC device 54A calculates the train weight M, the moving acceleration ma (=Acc-TG), and the train resistance for the powering traction force command value Fk, which is a value calculated internally based on the magnitude of the brake command bc. A power running traction force value F, which is a value calculated using Fr, is compared.

In this case, the powering traction force command value Fk is calculated using the deceleration read out from the vehicle characteristic storage unit 41 that corresponds to the magnitude of the brake command bc.
In addition, the train resistance F-r is generally caused by factors such as air resistance when the train runs on a straight and flat track, frictional resistance due to the rolling of the wheels WL and the rail 10, and frictional resistance of the bearing part. It is expressed as the sum of running resistance value F-ra, curve resistance value F-rc, and slope resistance value F-rg.

That is, the train resistance Fr is
F-r=F-ra+F-rc+F-rg
It is expressed as

Here, the train running resistance value F-ra is calculated using the train speed output by the movement acceleration/speed/position detection correction section 45.
The curve resistance value F-rc is calculated using the value of the curve radius among the track information included in the route information ri read from the route information storage section 43.

The gradient resistance value F-rg is calculated from the corrected gradient value accumulation value sla for the position output by the corrected gradient value accumulation storage section 53.
In this case, it is also possible to use the slope registration value corresponding to the position read from the slope registration value storage section 56 instead, depending on a preset value.

In addition, each value of the corrected slope value accumulation value sla for the position output by the post-correction slope value accumulation storage unit and the slope registered value slp for the position read from the slope registration value storage unit 56 is weighted by a preset value. It is also possible to use values.

The TASC device 54A compares the power running traction force command value F-k and the power running traction force value F, and makes the brake command larger than the value currently being output depending on the magnitude of the difference and the degree of following the speed pattern. Since it is determined whether to increase or decrease the speed, it becomes possible to realize traveling according to the speed pattern to the next stop station.

As described above, according to the second embodiment, the TASC device 54A calculates the equally spaced corrected slope values sla1 based on the corrected slope values Af to Df that are considered to be closer to the actual slope values. Using this as a slope value for the train position, it is possible to control the stopping of the train 30.

Since the TASC device 54A can calculate running resistance using the equally spaced corrected slope value sla1, it is possible to calculate the optimum number of brake stages more in accordance with the actual slope value.

The train operation 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, and an HDD, and has a hardware configuration using a normal computer. There is.

The program executed by the train operation control device of this embodiment is a file in an installable or executable format, such as a USB memory, a semiconductor memory device such as an SSD (Solid State Drive), a DVD (Digital Versatile Disk), etc. Provided recorded on a computer-readable recording medium.

Further, the program executed by the train operation control device of this embodiment may be stored on 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 operation control device of this embodiment may be provided or distributed via a network such as the Internet.

Further, the program of the train operation control device of this embodiment may be configured to be provided by being incorporated in a ROM or the like in advance.

The program executed by the train operation control device of this embodiment has a module configuration including the above-mentioned sections (acceleration calculation section, gradient calculation section, gradient value correction section, gradient value storage section), and is based on the actual hardware. When the CPU (processor) reads the program from the storage medium and executes it, each of the above sections is loaded onto the main memory, and the acceleration calculation section, gradient calculation section, gradient value correction section, and gradient value storage section are stored in the main memory. It is now generated on the device.

Although several embodiments of the invention have been described, these embodiments are 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, substitutions, and changes can be made without departing from the gist of the invention. These embodiments and their modifications are included within the scope and gist of the invention, as well as within the scope of the invention described in the claims and its equivalents.

10 Rail 11 Ground element 11A ATS ground element 20 ATC ground equipment 20A ATS ground equipment 30 Train 30P Leading train 31 Speed generator 32 Motor 33 Air brake device 34 Power receiver 35 Onboard element 35A ATS onboard element 40 Train control device 41 Vehicle Characteristic storage unit 42 Operation information storage unit 43 Route information storage unit 44 Timing unit 45 Position detection correction unit 46 Stop state determination unit 47 Train progress direction acceleration processing unit 48 Vertical direction acceleration processing unit 49 Train progress direction gravitational acceleration calculation unit 50 Gradient value Calculation unit 51 Gradient correction upper and lower limit value storage unit 52 Gradient value correction unit 53 Post-correction slope value accumulation storage unit 54 ATO device 54A TASC device 55 Gradient value storage unit 56 Gradient registered value storage unit 60 Sensor unit 60CR First sensor unit 60F First sensor unit 60R Second sensor unit 61 Acceleration sensor in train traveling direction 62 Vertical acceleration sensor 70 ATC on-board device 70A ATS on-board device 80 Drive/brake control device A to D Train position Acc-gx Gravity in train traveling direction Acceleration component Acc-Mz Vertical acceleration Acc-gz Train vertical acceleration component Acc-Mx Acceleration in train traveling direction Acc-TG Travel acceleration Acc-g Gravitational acceleration Af~Df Gradient value after correction Ah~Dh Correction upper limit value Al~Dl Correction Lower limit value Am~Dm Gradient calculation value a~d Installation position (of the ground element) ah~dh Correction upper limit value al~dl Correction lower limit value ats ATS signal bc Brake command da Train progress direction acceleration detection signal dag Train progress direction acceleration signal F -k Power running traction force command value F-r Train resistance F Power running traction force value F-ra Train running resistance value F-rc Curve resistance value F-rg Gradient resistance value Grad Gradient value gp Beacon position detection signal ma Moving acceleration OP Operation information pc Powering command ri Route information SYS Train control system Sl Gradient value calculation signal sd Signal display sl Gradient value sla Corrected slope value sla1 Gradient value after equal interval correction sll Corrected upper and lower limit values slp Gradient registration value st Stop detection signal tc Vehicle characteristic information tm Timing signal tp Train position tv Train speed va Train vertical acceleration detection signal vag Vertical acceleration signal vag Vertical acceleration vp TG pulse WL Wheel

Claims (8)

an acceleration calculation unit that calculates the gravitational acceleration in the train traveling direction based on the acceleration in the train traveling direction, the vertical acceleration of the train, and the moving acceleration based on the output of the speed generator;
a slope calculation unit that calculates a slope value of a train running position based on the gravitational acceleration in the train traveling direction and the vertical acceleration of the train;
a gradient value correction unit that corrects the calculated gradient value so that it falls within a predetermined range and outputs a corrected gradient value;
a gradient value storage unit that stores the corrected gradient value in association with the train running position;
A train control device equipped with a post-correction slope value accumulation storage unit that generates and stores evenly spaced corrected slope values associated with equally spaced train running positions based on the corrected slope values;
The train control device according to claim 1. comprising a control unit that controls train operation based on the equally spaced corrected slope value;
The train control device according to claim 2. The control unit performs train operation control based on the equally spaced corrected gradient value.
The train control device according to claim 3. comprising a sensor unit that detects acceleration in the traveling direction of the train and acceleration in the vertical direction of the train;
A train control device according to any one of claims 1 to 4. comprising a gradient upper and lower limit value storage unit that stores gradient upper and lower limit values that set the predetermined range in association with predetermined train running positions;
The slope value correction unit performs correction based on the slope upper limit value and the slope lower limit value.
A train control device according to any one of claims 1 to 5. Calculating the gravitational acceleration in the train's traveling direction based on the acceleration in the train's traveling direction, the vertical acceleration of the train, and the moving acceleration based on the output of the speed generator;
a step of calculating a slope value of a train traveling position based on the gravitational acceleration in the train traveling direction and the vertical acceleration of the train;
a step of correcting the calculated gradient value so that it falls within a predetermined range and outputting the corrected gradient value;
storing the corrected gradient value in association with the train running position;
A train operation control method with A program for controlling a train control device that controls a train by a computer,
The computer,
means for calculating the gravitational acceleration in the train's traveling direction based on the acceleration in the train's traveling direction, the vertical acceleration of the train, and the moving acceleration based on the output of the speed generator;
means for calculating a gradient value of a train traveling position based on the gravitational acceleration in the train traveling direction and the vertical acceleration of the train;
means for correcting the calculated gradient value so that it falls within a predetermined range and outputting the corrected gradient value;
means for storing the corrected slope value in association with the train running position;
A program that makes it work.

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