JP3186939B2 - Train automatic driving device - 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 apparatus, and more particularly to fixed point stop control.

[0002]

2. Description of the Related Art Generally, a zone system is used as a method for stopping a train at a fixed point in an automatic train operation system. Figure 6 is a diagram showing a deceleration pattern by zone scheme shown in, for example, JP Sho 63-11842, the deceleration pattern A which converges to the target stop point S _0, B, C, zone divided by D ing. Each of the zones is, for example, as shown in FIG.
And brake zone B ₁ ~B ₃ (divided by the average deceleration) are set in advance, and sets the control content in accordance with the zone position of the train. The deceleration patterns A, B, C, D are generally set by the following equations. Speed V = (7.2 × β _i × S) ^1/2 (β _i ; deceleration, S: remaining running distance)

Next, the operation will be described. First, it is determined in which zone a train is present based on the train speed and the remaining mileage. For example, the zone when the train reaches a distance S ₂ When running at a vehicle speed Va in FIG. 6 D,
If it reaches the distance S ₃ can be determined to be present in the zone B. Next, the control content of powering, coasting or braking set in the existing zone is selected.
Especially in the case of brakes selected brake step (B ₁ ~B _3), the content is outputted as a command. The above operation is repeated until the train stops.

[0004]

In the conventional automatic train driving system as described above, the control content is uniformly selected from the train speed and the remaining running distance to the target stop point. Since the transition timing to is earlier,
For example, when the line condition of the deceleration section has an upward gradient, the train speed drops quickly, and there is a problem that the time from the start to the stop of the brake control becomes longer (decrease in average deceleration). In addition, the timing of step switching differs depending on the speed, resulting in poor ride comfort.

The present invention has been made to solve the above-mentioned problems, and an object of the present invention is to provide an automatic train driving apparatus capable of performing a transition to fixed-point stop control without a drop in speed and with a comfortable ride. is there.

[0006]

According to the present invention, an automatic train driving apparatus according to the present invention is provided for an arbitrary point on a deceleration pattern, a speed corresponding to the point, and a time t _i (i = 1, _i) set for each station.・
· Obtains the each point shifted forward by a distance obtained by the product of the n), the the connected curves each point for each said set time period t _i
Means for setting and storing the previous fixed-point stop control transfer pattern, means for determining a start timing that is a time to start brake control from each of the fixed-point stop control transfer patterns and the train speed, and each of the fixed-point stop control transfer patterns Means for calculating a brake step value to be output by the fixed point stop control transition pattern, based on a brake step value required when the deceleration pattern is applied at the train speed at that time after the start of the brake control, and It is provided with a means for controlling the braking force with the calculated brake step value.

[0007] Further, there is provided means for setting and storing a pattern for turning off the power running together with a plurality of fixed point stop control shift patterns.

[0008] Of the brake control based on a plurality of fixed-point stop control transition patterns, the brake control based on the fixed-point stop control transition pattern that the train first reaches is a brake that generates a first-in-place brake deceleration that enhances the responsiveness of the brake control device. This is to output a step value.

If the brake control by one fixed-point stop control transition pattern is started and a predetermined time or more elapses before the brake control start timing by the next fixed-point stop control transition pattern is determined, the next fixed point stop control is executed. The brake deceleration is calculated assuming that the brake control based on the stop control transition pattern has been started.

If the train speed falls below a pattern having a predetermined deceleration as a result of the brake control using the fixed point stop control transition pattern, the operation shifts from the brake control operation to the power running operation again.

[0011]

In the train automatic driving device configured as described above, n brake step steps are performed by n fixed-point stop control transition patterns until a brake step value required for stop control by the deceleration pattern is output. The value is output step by step.

Further, before the brake step value is output by the fixed point stop control transition pattern, coasting control is performed.

In the first brake control based on the fixed-point stop control transition pattern, a brake step value for generating a first-time brake deceleration is output.

If the next fixed-point stop control transition pattern does not reach the next fixed-point stop control transition pattern after a predetermined time has elapsed since the start of the brake control by one fixed-point stop control transition pattern, the brake control by the next fixed-point stop control transition pattern is started. Forced.

When the train speed falls below a pattern having a predetermined deceleration, power running control is performed.

[0016]

【Example】

Embodiment 1 FIG. An embodiment of the present invention will be described below with reference to the drawings. In FIG. 1, reference numeral 1 denotes an automatic driving device for performing fixed-point stop control, 2 denotes an input signal source for a speed signal such as an ATC signal as a reference for setting a target speed and a signal for an automatic driving start condition and the like;
Reference numeral 3 denotes a point signal receiving device for receiving fixed point stop control information such as a fixed point stop control start signal, a station code, and a remaining running distance. Reference numeral 4 denotes a speed generator for detecting speed, acceleration, and distance. 5
Is an input signal conversion circuit that converts an input signal into a signal that matches the arithmetic unit 6. The arithmetic unit 6 is configured by a microcomputer and can perform control arithmetic according to a program.
Reference numeral 7 denotes an output signal conversion circuit for converting an output signal from the arithmetic unit 6 into a signal matching the powering and brake control device 8. The powering and brake control device 8 controls the running of the train according to a command from the automatic driving device 1. .

Next, the operation will be described. When a signal indicating that the train has entered the fixed point stop control section is input from the point signal receiving device 3, which point on the route is specified by the next station code that is also input.
Further, the speed, position and acceleration of the train can be detected from the signal from the speed generator 4. These pieces of information are used for fixed point stop control described later. Figure 2 shows the fixed point stop control.
This will be described in detail with reference to FIG. FIG. 2 is a diagram in which the horizontal axis represents distance and the vertical axis represents speed. First, a deceleration pattern P for stopping at a stop target point set for each station at a predetermined deceleration is determined. At this time, the deceleration β is set for each station in consideration of a line condition such as a gradient. Then, a time during which the brake control is to be started before the stop control is performed with the deceleration pattern P is set. The fixed point stop control transfer pattern _PN is set. Specifically, at a point on the deceleration pattern, the train speed V ₀ is 3
If it is 6km / h, the train will run 70m in 7 seconds,
A point 70 m before the point on the deceleration pattern is obtained. That is, this point is a point on the fixed point stop control transition pattern seven seconds before. For the point corresponding to an arbitrary train speed on the deceleration pattern, the points 7 seconds before are obtained in the same manner as described above, and by connecting the obtained points, a fixed point stop control transition pattern 7 seconds before can be set. In the example of FIG. 2, the fixed point stop control transition pattern P _N is a pattern for turning off the power running, and when the train reaches P _N at point A, the train is forced to coast.

Next, the deceleration of the pattern P to set the fixed point stop control proceeds pattern P ₀ in five seconds as a reference, a brake step value indicating a forced Hatsukomi brake and train reaches this P ₀ at point B Is output. The initial brake is a weak brake for putting the brake control device in a standby state and increasing responsiveness to the next applied braking force. Later, in order to output by dividing the brake step value B _N required by the stop control in the deceleration pattern P, 3 seconds before the deceleration pattern P as a reference, two seconds before, fixed point stop control in 1 second ago Transition pattern P
₁ , P ₂ and P ₃ are set. Train each point C in each pattern, D point, when the reached and exceeded in point E as the start timing of the brake control, and outputs a brake step value N _i is calculated by the following equation (1). _{N i} = _(B N - current brake step value) / (n + 1-i ) ··· (1) N i; applying the pattern P at the current train speed; pattern _P braking step value is output at the _i B _N division number; braking step value n that are必<br/> essential if

The flow of the above operation will be described with reference to the flowchart of FIG. First, the train (when Y in S1) Once exceeded pattern P _N, and outputs the coasting (S
2). Next, if the pattern P ₀ is exceeded, ぱ (when Y in S3), the initial brake is output (S4). continue,
Once exceeded pattern P ₁ (when Y in S5), output brake step value N ₁ (S6). Similarly, the pattern P ₂
Once exceeded (when Y in S7) output N ₂ (S
8) If the pattern P ₃ is exceeded (Y in S9)
And outputs the N ₃ (S10). Finally, if the deceleration pattern P is exceeded, a brake step value B _N is output (S
11). As described above, after shifting from the power running operation to the coasting operation, a plurality of fixed-point stop control shift patterns are used to gradually output a strong brake gradually from the initial brake,
As a result, the brake step value B _N along the deceleration pattern P
Is output.

[0020] The optimum value of the time for setting the pattern (such as 7 seconds ago) because Naru depends route condition, set and stored as individual data for each stopping station. For example, when entering a station on an ascending slope, if the brake value output is performed early, the drop in speed will increase, so for example, 5 seconds, 3 seconds
Seconds, 2.25 seconds, 1.5 seconds, and 0.75 seconds may be set to small values. In some cases, the initial brake is output as coasting (powering off). As described above, a plurality of fixed-point stop control transition patterns set for each station are used to gradually output a strong brake step value from a weak brake step value from a predetermined time before stop control by a deceleration pattern. Therefore, the change in the deceleration per unit time is small, and the fixed-point stop control with a comfortable ride can be performed.

Embodiment 2 FIG. In the first embodiment,
As a result of the brake control being performed by exceeding one fixed-point stop control transition pattern, the speed of the train may drop due to route conditions or the like, and the train may stop without reaching the next fixed-point stop control transition pattern. . In the second embodiment, the brake step is calculated again assuming that the next fixed point stop control transition pattern has been reached in the above case. Figure 4 is an example in which the train will depressed speed by output brake step value by exceeding a fixed point stop control proceeds pattern P _K (N _K) at the point A, for example, train exceeds the point A Even after 5 seconds have elapsed from the point C, the point C of the next fixed point stop control transition pattern P _{K + 1} has not been reached,
This is the case where the point exists at point B. In this case, assuming that the train has exceeded the fixed point stop control transition pattern P _{K + 1} , the brake step value B _N required for the deceleration pattern shown in the equation (1) is calculated again using the current speed and the remaining total distance. At this point, the brake step value (N _{K + 1} ) is output.
As described above, even if the train speed drops, the braking force is newly recalculated, so that the average deceleration can be prevented from lowering.

Embodiment 3 FIG. Also, as shown in FIG. 5, a brake control release pattern P _OFF (for example, β = 1.0 km) indicating the relationship between the train speed and the remaining running distance such that the train cannot reach the target stop point unless the brake control is released. / h / s) is set in advance, and when the train speed falls below the brake control release pattern P _OFF at the point A, the brake control is released and switched to the re-acceleration control. This also prevents the train speed from dropping, as in the second embodiment.

[0023]

Since the present invention is configured as described above, it has the following effects.

A plurality of fixed-point stop control transition patterns are set for each station from a predetermined time before the deceleration pattern as a reference, and a plurality of fixed-point stop control transition patterns required for the deceleration pattern from the predetermined time before. The output is divided and output at a fixed point.

Further, a pattern for turning off the powering is set together with a plurality of transition patterns for the fixed point stop control, and the powering is turned off and the coasting operation is performed before the brake control is started. Become.

Further, since a pattern for generating the first-inset brake deceleration for improving the responsiveness of the brake control device is set and the brake control device is set in the standby state, the responsiveness of the subsequent brake control is enhanced.

If the next fixed-point stop control transition pattern does not reach the next fixed-point stop control transition pattern after a predetermined time has elapsed after the brake control by one fixed-point stop control transition pattern is started,
Since the brake step value is output on the assumption that the next fixed-point stop control transition pattern has been exceeded, the train speed does not drop and the average deceleration increases.

Further, when the train speed falls below a pattern having a predetermined deceleration, the operation is shifted from the stop control operation to the power running operation again, so that the train stops before the target stop point. Without slowing down the train speed.

[Brief description of the drawings]

FIG. 1 is a block diagram showing an automatic train driving apparatus according to Embodiments 1 to 3 of the present invention.

FIG. 2 is a diagram showing a stop control transition pattern created by Embodiment 1 of the present invention.

FIG. 3 is a flowchart illustrating a flow of a stop control process in the automatic train driving apparatus according to the first embodiment of the present invention.

FIG. 4 is a diagram showing a case where a train does not reach the next pattern in the second embodiment of the present invention.

FIG. 5 is a diagram showing a case where the train speed falls below a brake control release pattern in Embodiment 3 of the present invention.

FIG. 6 is a diagram showing a pattern of zone type fixed point stop control in a conventional automatic train driving device.

FIG. 7 is a diagram showing brake selection in conventional zone type fixed point stop control.

[Explanation of symbols]

1 automatic train driving device, 2 input signal source, 3 point signal receiving device, 4 speed generator, 5 input signal conversion circuit, 6
Operation part, 7 output signal conversion circuit, 8 powering and brake control device.

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-51-58205 (JP, A) JP-A-58-86801 (JP, A) JP-A-56-101301 (JP, A) (58) Field (Int.Cl. ⁷ , DB name) B60L 15/40-15/42

Claims (5)

(57) [Claims] An automatic train driving device that performs brake control before performing stop control by a deceleration pattern that is a relationship between a train speed that achieves a predetermined deceleration and a remaining running distance to a stop target point, For each point on the deceleration pattern, each point that has moved forward by the distance calculated by the product of the speed corresponding to that point and the time t _i (i = 1,..., N) set for each station the calculated, means for storing sets the the connected curves each point for each said set time as a fixed point stop control migration pattern before time t _i, starts the brake control from the above-mentioned fixed point stop control proceeds pattern and the train speed Means for determining a start timing which is a time, after starting the brake control by each of the fixed-point stop control transfer patterns , the deceleration pattern at the train speed at that time.
A means for calculating a brake step value to be output in the fixed point stop control shift pattern based on a brake step value required when the above is applied , and a means for controlling a braking force with the calculated brake step value. By the time the brake step value required for the stop control by the deceleration pattern is output, the n brake step values are output stepwise by the n fixed point stop control transition patterns. Train automatic driving device. 2. A method for setting and storing a pattern for turning off powering together with a plurality of fixed-point stop control shift patterns, and for turning off powering before outputting a brake step value by the fixed-point stop control shift pattern to perform coasting operation. The train automatic driving device according to claim 1, wherein the train is moved. 3. A brake control by a fixed-point stop control transition pattern that a train reaches first among brake controls by a plurality of fixed-point stop control transition patterns is a brake that generates a first-incorporation brake deceleration that enhances the responsiveness of the brake control device. 3. The train automatic driving device according to claim 1, wherein a step value is output. 4. When the brake control by one fixed-point stop control shift pattern is started and a predetermined time or more elapses before the brake control start timing by the next fixed-point stop control shift pattern is determined, the next fixed point stop control is executed. 4. The automatic train driving device according to claim 1, wherein the brake deceleration is calculated assuming that the brake control based on the stop control transition pattern has been started. 5. When the train speed falls below a pattern having a predetermined deceleration as a result of the brake control by the fixed-point stop control transition pattern, the operation shifts from the brake control operation to the powering operation again. Item 5. The automatic train driving device according to any one of Items 1 to 4.