JP4948251B2 - Automatic train driving device and automatic train driving simulation device - Google Patents

Description

  The present invention relates to an automatic train driving device and an automatic train driving simulation device for railway vehicles, and more particularly to an automatic train driving device that performs fixed-point stop control and an automatic train driving simulation device.

The fixed-point stop control of the conventional automatic train operation apparatus is performed as follows. Generally, a zone method is used as a method for stopping a train at a fixed point in an automatic train driving device. In the zone method, for example, the deceleration zones are divided by the deceleration patterns A, B, C, and D that converge at the stop target point S ₀ , and the control content is set according to the zone where the train is located. The deceleration patterns A, B, C, and D are generally set by the following formula.
Pattern speed V = (7.2 × βi × S) ^1/2 (βi: deceleration, S: remaining distance)
Here, βi is provisionally set in consideration of the brake performance of the train, but finally a value obtained as a result of adjustment by test running is set.

Next, the operation will be described. First, it is determined in which zone the train is present from the train speed and the remaining distance. When the train is to running at vehicle speed Va, for example the zone D If Zanhashi distance reaches a distance S _2, and the zone B when the reached distance S _3, it can be determined that a train is present. Next, the brake notch set in the zone where the train exists is selected. The above operation is repeated until the train stops (see, for example, Patent Document 1).

JP-A-8-205319 ([0002], [0003], FIG. 6)

  However, in the conventional fixed point stop control as described above, when the deceleration βi of the preset deceleration control pattern (target deceleration pattern) and the actual deceleration of the train steadily deviate, There is a problem in that the follow-up deceleration control along the target deceleration pattern cannot be performed, and the stop position accuracy is finally lowered. In addition, the deceleration βi of the target deceleration pattern is set to a unique value for each stop station, and it is necessary to repeat adjustments by test running to determine the optimum deceleration βi for each stop station There was a point.

  The present invention has been made in view of the above, and even when the actual deceleration value of the train deviates from the preset deceleration value βi of the target deceleration pattern, the actual deceleration of the train is automatically determined. It is an object of the present invention to obtain an automatic train operation apparatus and an automatic train operation simulation apparatus that can perform stable fixed point stop control. In addition, the purpose is to obtain an automatic train operation device and an automatic train operation simulation device that can efficiently find the optimum deceleration βi by saving labor for adjusting the deceleration βi of the target deceleration pattern by the test run. To do.

In order to solve the above-described problems and achieve the object, the automatic train driving device according to the present invention stops the train in a stop section where the train traveling on the route stops at the target stop position and decelerates. The deceleration control pattern to stop at the position is calculated for each stop station based on the target deceleration set specifically for the stop station of the train, and the speed of the train corresponds to the remaining distance given by the deceleration control pattern It is an automatic train operation device that outputs a brake command so that the train speed is reduced and stops at the target stop position, and is received from a ground unit installed at a predetermined position on the route The remaining distance for calculating the remaining distance to the target stop position using the point information including the target stop position and the remaining distance to the target stop position and the speed information obtained from the speed measuring means. A calculation means, a target deceleration storage means for storing the target deceleration, a calculation means for calculating a deceleration control pattern using the remaining distance to the target stop position and the target deceleration, and the actual traveling speed of the train Based on the actual travel speed pattern storage means for storing the pattern information, the train actual travel speed pattern information and the deceleration control pattern, the target stop at the actual stop position of the train after the train stop by the fixed point stop control Deviation direction and deviation distance calculation means for calculating deviation direction and deviation distance from position, target deceleration correction means for automatically correcting target deceleration so as to correct deviation direction and deviation distance, deceleration control pattern and train by comparing the speed, a brake notch selection means for selecting the brake notch to slow along the train deceleration control pattern is output as a brake command, the target deceleration complement Switching means for switching whether or not automatic correction of the target deceleration in the means is executed. In the target deceleration correction means, the target deceleration automatic correction in the entire deceleration control pattern and a specific stage in the deceleration control pattern It is possible to select automatic correction of the target deceleration .

  According to the present invention, when the deviation direction and deviation distance between the target stop position and the actual stop position in the fixed point stop control of the train deviate from the allowable range, the deceleration of the target deceleration pattern is automatically corrected in a direction to correct this. Even if there is a mismatch between the deceleration of the actual train and the deceleration of the target deceleration pattern due to the correction function, it is possible to adjust the deceleration βi of the target deceleration pattern by the test run without readjustment. There is an effect that it is possible to perform fixed-point stop control which is comfortable and has excellent stop accuracy.

  Hereinafter, preferred embodiments of an automatic train driving device according to the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited to the following description, In the range which does not deviate from the summary of this invention, it can change suitably.

Embodiment 1 FIG.
FIG. 1 is a block diagram schematically showing a functional configuration of the automatic train driving device according to the present embodiment. The automatic train driving device 1 mounted on the train 100 includes a point information setting unit 11, a speed / acceleration / remaining distance calculation unit 12, a target speed setting unit 13, a target pattern calculation unit 14, and a station-specific pattern β storage. Unit 15, actual traveling speed pattern / brake pattern storage unit 16, pattern βi correction unit 17, and brake notch selection unit 18.

  The point information setting unit 11 receives the remaining distance in the remaining section from the ground child to the target stop position, the gradient in each gradient section, the start position of the speed limit, etc. received by the point signal receiving device 21 mounted on the train. Is acquired and set in the speed / acceleration / remaining distance calculation unit 12. The speed / acceleration / remaining distance calculation unit 12 receives the speed information from the speed generator 22 mounted on the train (in charge of the speed measurement means in claim 1) and calculates the speed and acceleration of the own train. The remaining distance to the target stop position set by the spot information setting unit 11 is calculated using the calculated speed. The speed / acceleration / remaining distance calculation unit 12 takes charge of the remaining distance calculation means in claim 1.

  The target speed setting unit 13 receives ATC signal information from an ATC (Automatic Train Control) signal receiving device 23 mounted on the train, and sets the target speed in the target pattern calculation unit 14. The point information setting unit 11, the speed / acceleration / remaining distance calculation unit 12, and the target speed setting unit 13 constitute three systems of input information processing units of the automatic train driving device 1.

  The station-specific pattern βi storage unit 15 stores a deceleration βi that is a value specific to each stop station of the train and is a calculation constant for calculating the target pattern. The station-specific pattern βi storage unit 15 takes charge of the target deceleration storage means in claim 1. The actual traveling speed pattern / brake pattern storage unit 16 stores the actual traveling speed pattern of the train under a series of fixed point stop control of the train, the brake pattern that is the output brake output state (notch), and the stop position. The actual travel speed pattern / brake pattern storage unit 16 takes charge of the actual travel speed pattern storage means in claim 1.

  The pattern βi correction unit 17 analyzes the actual travel speed pattern, the brake pattern (deceleration control pattern), and the stop position stored in the actual travel speed pattern / brake pattern storage unit 16 to determine the target of the actual stop position of the train 51. The deviation direction and the deviation distance from the stop position are calculated, and when it is determined necessary, the deceleration corresponding to the station is corrected. The pattern βi correction unit 17 is in charge of the deviation direction / divergence distance calculation means and the target deceleration correction means in claim 1.

The target pattern calculation unit 14 uses the remaining distance calculated by the speed / acceleration / remaining distance calculation unit 12 and the deceleration βi stored in the station-specific pattern βi storage unit 15 to stop the train. The calculation of the deceleration control pattern (hereinafter referred to as the target pattern) that is the target up to is performed. The target pattern calculation unit 14 is in charge of calculation means in claim 1. The calculation is performed using the following equation.
Pattern speed V = (7.2 × βi × S) ^1/2 (βi: deceleration, S: remaining distance)

  The brake notch selection unit 18 compares the target pattern calculated by the target pattern calculation unit 14 with the own train speed, determines brake notch information to be output (brake notch information), and uses the determined brake notch information as a brake command. To the power running (acceleration) / brake control device 31. The brake notch selection unit 18 is in charge of the brake notch selection means in claim 1.

  Next, an arithmetic processing method in the automatic train driving apparatus having such a configuration will be described with reference to FIGS. As shown in FIGS. 2 to 4, the train 51 is in a traveling state on the route 50 toward the target stop position P. 2 to 4 show an example of the fixed point stop control for stopping the train 51 at the target stop position P. FIG. 2 shows the fixed point stop control when the actual train deceleration is appropriate with respect to the target pattern deceleration βi. FIG. 3 shows an example of fixed point stop control when the actual train deceleration is insufficient with respect to the target pattern deceleration βi, and FIG. 4 shows the target pattern deceleration βi. An example of fixed point stop control when the actual train deceleration is excessive is shown.

  When the train 51 in the traveling state on the route 50 passes the ground element 52, the point information setting unit 11 acquires the target from the ground element 52 on the route 50 acquired by the point signal receiving device 21 mounted on the train 51. Based on the point information including the distance to the stop position P and the gradient information, the train is recognized as being in the fixed point stop control section, and the point information is set in the speed / acceleration / remaining distance calculation unit 12. The speed / acceleration / remaining distance calculation unit 12 calculates the speed and acceleration of the train 51 based on a signal from the speed generator 22.

  The speed / acceleration / remaining distance calculation unit 12 analyzes the set point information, grasps the current position of the train, the target stop position P, and the gradient in each gradient section, and uses the calculated speed. The remaining distance to the target stop position P set by the spot information setting unit 11 is calculated. The target speed setting unit 13 receives the ATC signal information received by the ATC signal receiving device 23 mounted on the train, and sets the target speed in the target pattern calculation unit 14.

  When predetermined information is set in the target pattern calculation unit 14 by the above processing, the target pattern calculation unit 14 calculates the remaining distance calculated by the speed / acceleration / remaining distance calculation unit 12 and the station-specific pattern βi. The target pattern 41 until the stop is calculated using the deceleration βi stored in the storage unit 15 and output to the brake notch selection unit 18 and the actual travel speed pattern / brake pattern storage unit 16. The target pattern 41 represents a deceleration control pattern for automatically decelerating the train 51 on a certain route 50 as a function of the remaining distance S and the train speed V.

  The brake notch selection unit 18 compares the target pattern 41 calculated by the target pattern calculation unit 14 with the own train speed (actual traveling speed pattern 42 in FIG. 2) stored in the actual traveling speed pattern / brake pattern storage unit 16. . Based on the deviation 43 between the target pattern and the own train speed, the brake notch 44 that decelerates the train 51 along the target pattern 41 is selected, and the determined information is output to the power running / acceleration / brake control device 31.

  In the present embodiment, as shown in FIG. 2, it is assumed that there are brake notches from 1 notch (N) to 7 notches (N) (maximum). The ground element 53 is provided to correct an error in the remaining distance obtained by integrating the axle rotation speed. Usually, when the deceleration βi of the target pattern is equal to the actual deceleration of the train 51, the actual deceleration of the train 51 decelerates along the target pattern 41 as shown in FIG. It is possible to stop near the position P. When the train 51 is stopped, it is possible to recognize how far the train 51 has stopped from the target stop position P and how far it has stopped by the remaining distance S and its sign (positive or negative). Alternatively, there is a method of recognizing the train stop position using information from another detection means. As shown in FIG. 2, when the train 51 can stop at the target stop position P, the remaining distance S is zero. In addition, when the train 51 has stopped beyond the target stop position P, the sign of the remaining distance S is a negative value. Further, when the train 51 is stopped before the target stop position P, the sign of the remaining distance S is a positive value.

  An example of fixed point stop control when the actual train deceleration is insufficient with respect to the deceleration βi of the target pattern 41 is shown in FIG. If the actual train deceleration is insufficient with respect to the deceleration βi of the target pattern 41, the brake notch is increased more than usual to obtain a predetermined deceleration, depending on the degree of deceleration insufficiency. It becomes control to try. If deceleration is insufficient even when the brake notch is the maximum notch, the speed V has a deviation 43, and the actual traveling speed pattern 42 of the train 51 exceeds the target pattern 41 in the horizontal axis (distance) direction. The deceleration is continued without converging on the pattern 41. Eventually, the train 51 stops beyond the target stop position P. The remaining run distance S at this time is a negative value.

  An example of fixed point stop control when the actual train deceleration is excessive with respect to the deceleration βi of the target pattern 41 is shown in FIG. If the actual train deceleration is excessive with respect to the deceleration βi of the target pattern 41, the normal brake notch will overdecelerate and the train speed will be much lower than the target pattern 41. Control. If the brake notch does not converge to the target pattern 41 even if the brake notch is the minimum notch (the deceleration is excessive), the train 51 stops before the target stop position P. The remaining running distance S at this time is a positive value. In this case, since the train 51 travels at a lower speed than the target pattern 41, there is a concern that the travel time is extended and the train arrives late.

  As shown in FIGS. 3 and 4, when the deceleration βi of the target pattern 41 and the actual train deceleration are unbalanced, for example, in the case where the train deceleration has changed since the adjustment of the deceleration βi, Using the travel speed pattern / brake pattern storage unit 16 and the pattern βi correction unit 17, the deviation 45 between the target stop position P after the fixed point stop control and the actual stop position is analyzed to correct the deceleration βi. That is, based on the actual travel speed pattern / brake pattern storage unit 16 acquired from the speed / acceleration / remaining distance calculation unit 12 and stored, information on the actual travel speed pattern, the brake pattern and the stop position, and the target pattern 41. Then, the pattern βi correction unit 17 analyzes the stop position of the train 51 and corrects the deceleration βi.

  For example, when the distance of the divergence 45 exceeds a predetermined standard (allowable range), or when there is a bias in the direction of the divergence 45 (excess or deficiency) in the past n data, etc. The pattern βi correction unit 17 automatically corrects the deceleration βi corresponding to a predetermined station stored in the station-specific pattern βi storage unit 15 in a direction to correct the above. This reference (allowable range) is stored in advance in the actual travel speed pattern / brake pattern storage unit 16 or the pattern βi correction unit 17.

  That is, as shown in FIG. 3, when the direction of the divergence 45 is on the excess side, the deceleration corresponding to a predetermined station stored in the station-specific pattern βi storage unit 15 in the direction of decreasing the deceleration βi of the target pattern. The pattern βi correction unit 17 automatically corrects βi. On the contrary, as shown in FIG. 4, when the direction of the divergence 45 is a short side, the decrease corresponding to a predetermined station stored in the station-specific pattern βi storage unit 15 in the direction of increasing the target pattern deceleration βi. The pattern βi correction unit 17 automatically corrects the speed βi.

  In general, the deceleration βi of the target pattern is a value in several steps depending on the remaining distance S and the speed zone (for example, βi (1) = 2.0 km / h / s for the remaining distance less than 20 m, the remaining distance) Since 20m or more has βi (2) = 2.5 km / h / s, etc., there is a method for correcting the deceleration βi of the entire target pattern, and a method applied to a specific stage. By this correction operation, when stopping at the same station after the next time, since the control is performed along the corrected target pattern 41, the follow-up of the actual speed of the train with respect to the target pattern 41 becomes better than before the correction, and the target The train can be accurately stopped at the stop position P. In addition, since a sudden braking operation or the like in the immediate vicinity of the target stop position P is eliminated, the riding comfort in the train 51 can be improved.

  As described above, according to the automatic train driving device of the present embodiment, the target pattern 41 is reduced because the actual deceleration of the train has changed from the value at the time of adjustment of the deceleration βi of the target pattern. If the speed βi and the actual train deceleration are disproportionate, the target in the direction to correct the deviation of the target stop position after the fixed point stop control and the actual stop position deviates from the predetermined allowable range. The deceleration βi of the pattern 41 is automatically corrected. Thereby, when stopping at the same station after the next time, it is possible to perform the control along the corrected target pattern 41, and the followability of the actual speed of the train with respect to the target pattern 41 than before correcting the deceleration βi. And the riding comfort in the train 51 can be improved. In addition, control can be performed so as to follow changes in brake effectiveness due to changes over time or the like.

  Therefore, according to the automatic train driving device according to the present embodiment, the fixed point stop control with good train comfort and excellent stop position accuracy without readjustment of the deceleration βi of the target pattern 41 by the test run. Has the effect of being able to continue. In addition, according to the automatic train driving device according to the present embodiment, it is possible to save labor for adjusting the deceleration βi of the target deceleration control pattern by the test running, and to obtain the optimum deceleration βi efficiently. is there.

Embodiment 2. FIG.
In the second embodiment, a modified example of the automatic train driving device 1 described in the first embodiment will be described. FIG. 5 is a block diagram schematically showing a functional configuration of an automatic train driving device 2 that is an automatic train driving device according to the present embodiment and is a modification of the automatic train driving device 1. As shown in FIG. 5, the automatic train driving device 2 includes a point information setting unit 11, a speed / acceleration / remaining distance calculation unit 12, a target speed setting unit 13, a target pattern calculation unit 14, and a station-specific pattern βi. A storage unit 15, an actual traveling speed pattern / brake pattern storage unit 16, a pattern βi correction unit 17, and a brake notch selection unit 18 are configured. That is, the automatic train operation device 2 has a configuration in which the effective switch 19 is added to the configuration of the automatic train operation device 1.

  The valid switch 19 is a changeover switch for switching between valid / invalid of the automatic correction function of the deceleration βi stored in the station-specific pattern βi storage unit 15 in the pattern βi correction unit 17. By providing such an effective switch 19, in the automatic train driving device 2, as a result of the analysis of the actual traveling speed pattern, the brake pattern, and the stop position in the pattern βi correction unit 17, it is stored in the station-specific pattern βi storage unit 15. Only when it is determined that the deceleration βi needs to be automatically corrected and when the valid switch 19 is valid, the deceleration βi corresponding to the station can be automatically corrected. This increases the degree of freedom of control such as intentionally canceling the correction of the deceleration βi. This effective switch 19 takes charge of the switching means in claim 2. In FIG. 5, the valid switch 19 is described as an image of a mechanical contact switch. However, the valid switch 19 may be switched between valid / invalid based on information (signals) from other peripheral devices.

  As described above, according to the automatic train operation device according to the present embodiment, by switching the effective switch 19, for example, the automatic correction of the deceleration βi is enabled during the adjustment traveling, and the deceleration βi is performed during the commercial operation. The automatic correction of deceleration βi is invalidated during the same adjustment travel, and the automatic correction of deceleration βi is validated during the adjustment operation. There is an effect that the target deceleration can be optimized by selecting a specific operation / running from.

Embodiment 3 FIG.
FIG. 6 is a block diagram schematically showing a functional configuration of a computer (simulation apparatus) for simulated running (simulation) of a train according to the present embodiment. As shown in FIG. 6, a computer (simulation device) 61 includes a point information setting unit 11, a speed / acceleration / remaining distance calculation unit 12, which are configured inside the automatic train driving device 1 of FIG. 1. A target speed setting unit 13, a target pattern calculation unit 14, a station-specific pattern βi storage unit 15, an actual traveling speed pattern / brake pattern storage unit 16, a pattern βi correction unit 17, a brake notch selection unit 18, Are provided with processing units 65-72 having the same name for realizing the respective functions on the computer.

  That is, the computer (simulation apparatus) 61 includes a point information setting unit 66, a speed / acceleration / remaining distance calculation unit 65, a target speed setting unit 67, a target pattern calculation unit 68, and a station-specific pattern βi storage unit 69. An actual traveling speed pattern / brake pattern storage unit 71, a pattern βi correction unit 72, and a brake notch selection unit 70 are provided. Here, the speed / acceleration / remaining distance calculation unit 65 takes charge of the remaining distance calculation means in claim 3. The target pattern calculation unit 68 takes charge of the calculation means in claim 3. The station-specific pattern βi storage unit 69 is in charge of the target deceleration storage means in claim 3. The actual traveling speed pattern / brake pattern storage unit 71 takes charge of the actual traveling speed pattern storage means in claim 3. The pattern βi correction unit 72 takes charge of the deviation direction / divergence distance calculation means and the target deceleration correction means in claim 3. The brake notch selection unit 70 takes charge of the brake notch selection means in claim 3.

  The speed simulation input unit 62, the point signal simulation input unit 63, and the ATC signal simulation input unit 64 refer to the route data and vehicle performance data stored in the route / vehicle performance data storage unit 74 while referring to the route signal and vehicle performance data in FIG. Instead of the receiving device 21, the speed generator 22 and the ATC signal receiving device 23, a simulated speed, a simulated point signal, and a simulated ATC signal can be input to the above processing unit. As for the simulated speed, the speed is calculated in consideration of the output state (notch) output by the brake notch selector 70.

  In the computer (simulation apparatus) 61, input data 81 that is information input means for inputting operation instruction information and a program for instructing an operation on the computer (simulation apparatus) 61, and processing data and operations in the computer (simulation apparatus) 61. A display device 82 is connected as display means for displaying the result and the like.

  The computer (simulation apparatus) 61 configured as described above can reproduce (simulate) the (adjustment) traveling state of the train 100 described above almost faithfully. When the simulator (simulation apparatus) 61 is used to perform a simulated fixed-point stop control of the train, a result close to the behavior when the actual train travels on the route is obtained. Further, as shown in FIG. 6, when the effective switch 73 which is the function processing unit having the same name for realizing the function of the effective switch 19 on the computer is provided, the effective switch 73 is enabled and the pattern βi correction unit 72 reduces the effective switch 73. If the fixed point stop control is repeatedly performed while utilizing the correction function of the speed βi, the deceleration βi approaches the optimum value. Therefore, the optimum deceleration βi can be obtained without performing (adjustment) traveling by the actual train. The effective switch 73 takes charge of the switching means in claim 3.

  Further, the above-described simulated fixed-point stop control method for trains is configured as a program storing the processing procedures of these methods, and this program is executed by a computer device having a CPU, a storage device, etc. as shown in FIG. This can be realized in a simulated manner.

  FIG. 7 is a block diagram showing an example of a schematic configuration of a computer device capable of executing the above-described simulated fixed point stop control method for a train. The computer device includes an input device 201, a display device 202, a CPU (Central Processing Unit) 203, a memory 204, a storage device 205, a medium driving device 206, a network interface 207, and a bus 208. .

  Here, the input device 201 includes a keyboard, a mouse, a touch panel, a scanner, and the like, and is used for inputting information. The display device 202 displays and outputs various output information and information input from the input device 201. The CPU 203 operates various programs. The memory 204 stores information that is temporarily created when a program executed by the CPU 203 is expanded and the program is executed by the CPU 203. The storage device 205 holds programs, temporary information at the time of program execution, and the like. The medium driving device 206 is used to load a recording medium storing programs, data, and the like, read them, and store them in the memory 204 or the storage device 205. The network interface 207 is for connecting a computer device and a network. A bus 208 connects the above-described units.

  As described above, according to the computer (simulation device) for the simulated running (simulation) of the train according to the present embodiment, the actual automatic train driving device is applied to the train, such as when applied to a new automatic train driving system. When it is difficult to carry out adjustment traveling by mounting, it is possible to repeat the correction by previously performing a simulated fixed point stop control in the computer. Thus, by obtaining the initial value of the target pattern deceleration βi, the test adjustment using the actual train performed thereafter can be simplified and labor-saving, and the optimum target pattern deceleration βi Can be obtained efficiently.

  As described above, the automatic train operation device according to the present invention is useful for fixed-point stop control in automatic train operation.

It is a block diagram showing typically the functional composition of the automatic train operation device concerning Embodiment 1 of the present invention. It is a figure which shows an example of fixed point stop control in case the actual train deceleration is appropriate with respect to deceleration (beta) i of a target pattern in the automatic train driving device concerning Embodiment 1 of this invention. It is a figure which shows an example of fixed point stop control in case the actual train deceleration is insufficient with respect to deceleration (beta) i of a target pattern in the automatic train driving apparatus concerning Embodiment 1 of this invention. It is a figure which shows an example of fixed point stop control in case the actual train deceleration is excessive with respect to deceleration (beta) i of a target pattern in the automatic train driving apparatus concerning Embodiment 1 of this invention. It is a block diagram showing typically the functional composition of the automatic train operation device concerning Embodiment 1 of the present invention. It is a block diagram which shows typically the functional structure of the computer (simulation apparatus) for the simulation driving | running | working (simulation) of the train concerning Embodiment 3 of this invention. It is a block diagram which shows an example of schematic structure of the computer apparatus which can perform the simulated fixed point stop control method of a train.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Automatic train driving device 2 Automatic train driving device 11 Point information setting part 12 Speed / acceleration / remaining distance calculation part 13 Target speed setting part 14 Target pattern calculation part 15 Station specific pattern (beta) i storage part 16 Actual driving speed pattern and brake pattern Storage unit 17 Pattern βi correction unit 18 Brake notch selection unit 19 Effective switch 21 Point signal receiver 22 Speed generator 23 Signal receiver 27 Brake notch 31 Power running / brake control device 41 Target pattern 42 Actual travel speed pattern 43 Deviation 44 Brake notch 45 deviation 50 route 51 train 52 ground element 53 ground element 62 speed simulation input section 63 point signal simulation input section 64 signal simulation input section 65 function processing section 65 speed / acceleration / remaining distance calculation section 66 point information setting section 67 target speed Setting section 68 Target pattern calculation section 69 Station-specific pattern βi storage unit 70 Brake notch selection unit 71 Actual travel speed pattern / brake pattern storage unit 72 Pattern βi correction unit 73 Effective switch 74 Route / vehicle performance data storage unit 81 Input device 82 Display device 100 Train 201 Input device 202 Display device 204 Memory 205 Storage device 206 Medium drive device 207 Network interface 208 Bus

Claims (2)

A deceleration control pattern for stopping the train at the target stop position in a stop section where the train traveling on the route decelerates to stop at the target stop position is a target reduction set specifically for the stop station of the train. Calculate for each stop station based on the speed, output a brake command so that the speed of the train is a speed according to the remaining distance given in the deceleration control pattern, to reduce the speed of the train An automatic train driving device that performs fixed point stop control to stop at the target stop position,
Using the point information including the target stop position and the remaining distance to the target stop position received from the ground unit installed at a predetermined position on the route, and the speed information obtained from the speed measuring means, A remaining distance calculation means for calculating a remaining distance to the target stop position;
Target deceleration storage means for storing the target deceleration;
A calculation means for calculating the deceleration control pattern using the remaining distance to the target stop position and the target deceleration;
Actual traveling speed pattern storage means for storing information on the actual traveling speed pattern of the train;
Based on the information on the actual traveling speed pattern of the train and the deceleration control pattern, the deviation direction and the deviation distance of the actual stop position of the train from the target stop position after the train is stopped by the fixed point stop control. Deviation direction and deviation distance calculation means for calculating
Target deceleration correction means for automatically correcting the target deceleration so as to correct the deviation direction and the deviation distance;
Brake notch selection means that compares the deceleration control pattern with the speed of the train, selects a brake notch that decelerates the train along the deceleration control pattern, and outputs the brake command.
Switching means for switching whether to execute automatic correction of the target deceleration in the target deceleration correction means;
With
The target deceleration correction means can select automatic correction of the target deceleration in the entire deceleration control pattern and automatic correction of the target deceleration at a specific stage in the deceleration control pattern.
Automatic train operation, characterized in. It is comprised using a computer so that the automatic train driving device of Claim 1 may be simulated , and the said train is made into the said target in the stop area which decelerates in order for the train which drive | works on a route to stop at a target stop position. A deceleration control pattern for stopping at a stop position is calculated for each stop station based on a target deceleration set uniquely for the stop station of the train, and the remaining speed in which the speed of the train is given by the deceleration control pattern A simulation apparatus for automatic train operation that outputs a brake command so as to be a speed according to a distance, performs a fixed point stop control to reduce the speed of the train and stop the train at the target stop position,
The target stop position using point information including the target stop position and the remaining distance to the target stop position that are input from the outside in a simulated manner and the train speed information that is input from the outside in a simulated manner A remaining distance calculation means for calculating the remaining distance to the position;
Target deceleration storage means for storing the target deceleration;
A calculation means for calculating the deceleration control pattern using the remaining distance to the target stop position and the target deceleration;
Actual traveling speed pattern storage means for storing information on the actual traveling speed pattern of the train;
Based on the information on the actual traveling speed pattern of the train and the deceleration control pattern, the deviation direction and the deviation distance of the actual stop position of the train from the target stop position after the train is stopped by the fixed point stop control. Deviation direction / divergence distance calculation means to calculate,
Target deceleration correction means for automatically correcting the target deceleration so as to correct the deviation direction and the deviation distance;
Brake notch selection means that compares the deceleration control pattern with the simulated speed of the train, selects a brake notch that decelerates the train along the deceleration control pattern, and outputs the brake command,
Switching means for switching whether to execute automatic correction of the target deceleration in the target deceleration correction means;
With
The target deceleration correction means can select automatic correction of the target deceleration in the entire deceleration control pattern and automatic correction of the target deceleration at a specific stage in the deceleration control pattern.
Simulation system for an automatic train operation, characterized in.

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