JP2714491B2 - Automatic train driving method - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic train driving method for stopping a train at a fixed position.

[0002]

2. Description of the Related Art A conventional method for stopping a vehicle at a fixed position is described in, for example, Japanese Patent Publication No. 63-11842.
Is a zone control method shown in FIG. This method uses a deceleration pattern A that converges to the stop target point S0,
Zones are divided by B, C, and D. As shown in FIG. 4, each of these zones includes a power line P, a coasting C and a brake B.
Divided into The brake zone B is further divided into zones B1, B2, and B3 according to an expected average deceleration.
A predetermined brake step is set. Note that the deceleration patterns A, B, C, and D are represented by a velocity V = (7.2βi · S)
Generally set from ^1/2 (βi is deceleration, S is remaining running distance). Next, the operation will be described. Which zone the train belongs to is determined according to the vehicle speed Va and the distance S. Next, the power line, coasting, and brake step corresponding to the zone are selected, and a command is output.

[0003]

In the conventional zone control as shown in FIG. 3, the control gain increases as the remaining travel distance decreases as shown in FIG. That is, the remaining running distance S
Β / △ V increases as 1 → S2 → S3,
At the stop target point S0, the control gain is infinite, and the gain gradually increases toward it. Therefore, the control causes hunting immediately before the stop, and when the speed reaches V1 (generally about 5 km / h) as shown in FIG. 3, the control is switched from the zone control to the rolling prevention brake, which is a fixed brake, and stopped. I was letting it. For this reason, it is sufficient that the remaining running distance when the speed of V1 is reached is always the same, but in actuality, the deceleration pattern expected due to the approach speed, brake force fluctuation, number of passengers, vehicle-specific habits, track conditions, etc. In fact, it was difficult to get over the vehicle, and these factors reduced the stopping accuracy.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-described problems. The deceleration to be controlled is calculated from the remaining running distance to a target stop point, and the optimum braking force is commanded to thereby provide the stop accuracy. It is an object of the present invention to provide a method for automatically operating a train in which ride comfort is improved by improving train quality and avoiding hunting.

[0005]

An automatic driving apparatus according to the present invention calculates a control deceleration from a vehicle speed and a remaining running distance to a target stop point, and outputs a brake command corresponding thereto. It is.

[0006]

In the present invention, the control deceleration is calculated from the sum of the required deceleration and the proportion of the difference between the required deceleration and the target deceleration according to the remaining running distance to the target stop point.

[0007]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a configuration diagram of an automatic train driving apparatus to which an embodiment of the present invention is applied. In FIG. 1, 1 is an automatic driving device for performing fixed point stop control, 2 is an input signal source for target speed, automatic driving start conditions, etc., 3 is a point signal receiving device for generating a fixed point stop control start signal, etc., 4 is A speed generator for detecting speed and acceleration / deceleration, 5 is an input signal conversion circuit for digitally converting to a signal that matches the input signal calculation unit, and 6 is the above calculation unit composed of a microcomputer, which is controlled according to a program. Operations can be performed. Reference numeral 7 denotes an output signal conversion circuit for converting an output signal from the arithmetic unit 6 into a signal matching the power train and the brake control device. Device.

Next, the operation will be described. First, the operation of each unit will be described. When a signal indicating that the vehicle has entered the fixed point stop control section is input from the point signal receiving device 3 to the automatic driving device, the fixed point stop control is started. The position, speed and acceleration / deceleration of the train can be detected from the signal from the speed generator 4. In FIG. 2, the horizontal axis represents distance and the vertical axis represents speed. A represents the position and speed of the train at a certain time. The speed at this time is Vi, and the position is Pi. The target stop point is P0, and the distance to Pi is the remaining running distance Si.
The deceleration when stopping at a constant deceleration from the point A to the target stop point is defined as a required deceleration βn. The required deceleration is Vi2 = 7.2
It can be obtained from βn · Si. Further, the deceleration desired to be obtained at this time is defined as a target deceleration β0. The target deceleration is set in advance according to the route. Here, the deceleration for actually decelerating the train is controlled by the deceleration β
c. The control deceleration βc is obtained from the target deceleration β0 and the required deceleration βn by the following equation.

[0009]

(Equation 1)

Here, K1 is a constant and is a gain for approaching the target deceleration β0. The control deceleration attempts to approach the target deceleration according to the difference between the required deceleration and the target deceleration based on the required deceleration. Therefore, if the difference between the target deceleration and the required deceleration is large, the difference between the control deceleration and the required deceleration is also large, and if the difference between the target deceleration and the required deceleration is small, the control deceleration and the required deceleration are Is also small, and can smoothly approach the target deceleration. Although the brake of the train is controlled so as to obtain the control deceleration, two different embodiments are shown here. In the first example, the closest brake step at which control deceleration is expected to be obtained with respect to control deceleration is selected and output as a command. For example,
In the case of a brake device in which a deceleration of 3.5 Km / h / s is obtained in seven brake steps and each brake step is equally divided, the control deceleration is 2.2 Km / h / s.
At this time, four steps of brakes, which are considered to provide a train deceleration of 2.0 Km / h / s, are selected. In the second example, the actual deceleration βr of the train at point A and the control deceleration β
c), and obtains the brake step command N at the point A.
A new brake step command Nn is obtained by changing the brake step by an amount corresponding to the brake step at which the increase (decrease) of the deceleration of △ β is obtained. Here, assuming that the amount of change in deceleration when one brake step is changed is ΔT, the following equation is obtained.

[0011]

(Equation 2)

For example, if Δβ = 0.9 Km / h / s, 2
Advance the brake step only by step. In this case, it is possible to correct the deceleration by the brake device even if the deceleration does not become the expected value due to disturbance caused by a change in the line condition due to the gradient or the like.

In the above-described embodiment, the target deceleration is fixed, but may be a plurality or a continuous variable. For example, the variable target deceleration βVi is set from the remaining running distance Si by the following equation.

[0014]

(Equation 3)

Here, K2 and a2 are constants. Thereby, when the remaining running distance is still long, a large deceleration can be obtained, and as the remaining running distance becomes short, the deceleration can be gradually reduced. Therefore, the maintenance of the high set speed by the high deceleration can be realized together with the improvement of the riding comfort by the low deceleration immediately before the stop. In this case, it goes without saying that upper and lower limit values may be provided for the value of the target deceleration. Also,
In the above embodiment, the target stop point is fixedly set. However, in addition to the final target stop point, a temporary stop target point may be set as a plurality or a continuous variable value. For example, the distance Z from the final stop target point to the temporary target stop point is set as a variable value by the following equation from the remaining running distance Si to the final target stop point.

[0016]

(Equation 4)

Here, K3 and a3 are constants. As a result, when the remaining running distance is long, the vehicle is decelerated as a temporary stop target before the final target stop point, and the temporary stop target point can be gradually approached to the final target stop point. In this case, it goes without saying that a limit value may be set at the target stop point.

[0018]

As described above, according to the present invention, since the brake command is smoothly corrected based on the deceleration required for stopping, unnecessary hunting does not occur, the riding comfort is not impaired, and the stopping is performed accurately. There is an effect that it can be done.

[Brief description of the drawings]

FIG. 1 is a configuration diagram showing an automatic driving apparatus to which an embodiment of the present invention is applied.

FIG. 2 is an explanatory diagram of control variables expressed on a speed / distance axis according to the present invention.

FIG. 3 is an explanatory diagram of conventional zone control.

FIG. 4 is an explanatory diagram of a zone of a conventional deceleration pattern.

FIG. 5 is an explanatory diagram showing a state in which a control gain changes depending on a remaining running distance in the case of a conventional zone system.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Automatic driving device 2 Input signal source 3 Point signal receiving device 4 Speed generator 6 Operation part 8 Car line and brake control device

Claims (2)

(57) [Claims] In a method of automatically operating a train, when a point signal for entering a stop section is received from the ground during automatic driving, the deceleration control is started and the vehicle stops at a target stop point. If you enter, calculate the deceleration required for stopping from the remaining running distance to the target stop point and the speed of the vehicle, compare the required deceleration with the deceleration targeted at that time, and proportional to the difference A method for automatically operating a train, comprising adding a deceleration to a required deceleration and using the deceleration as a control deceleration, and instructing an optimum stage of a brake step capable of obtaining the control deceleration. 2. A method of automatically operating a train that starts deceleration control and stops a vehicle at a target stop point when a point signal for entering a stop section is received from the ground during automatic driving travel. If you enter, calculate the deceleration required for stopping from the remaining running distance to the target stop point and the speed of the vehicle, compare the required deceleration with the deceleration targeted at that time, and proportional to the difference The deceleration is added to the required deceleration, and this is used as the control deceleration.This control deceleration is compared with the measured deceleration of the vehicle, and the command is issued by changing the brake step by an amount that compensates for the difference. An automatic driving method for a train, characterized in that: