JP5632139B2 - Train control system - Google Patents

Description

  The present invention relates to a railway train control system.

  Ensuring the frictional force of the wheel tread is an issue in increasing the speed of railway vehicles. The tread of the rail and steel wheel is slippery with respect to the acceleration / deceleration force required for rail transport services, especially in situations where it is slippery due to the presence of raindrops, etc. The wheel is idle). When idling or sliding occurs, the frictional force of the tread decreases and acceleration and braking performance deteriorate. In addition, the wheel is damaged by the bias of the friction part.

  There is a technology that prevents idling and sliding by having the rear wheels instead take on part of the rotational torque of the front wheels that are more slippery due to raindrops. In order to make this technology more effective, when a vehicle slips or glides, it accumulates the point and environmental conditions, and the conditions of its own from the information accumulated by another vehicle traveling on the same line A vehicle control system and a ground system that prevent idling and sliding by extracting information suitable for the vehicle and using it for control are disclosed.

JP 2006-50798 A

  The disclosed vehicle control system and ground system are equipped with a communication function for collecting point information and environmental information of the idling and running that occurred in the line section, a storage function for storing the information, and an appropriate control from the stored information. The process S which estimates quantity is required. It is a problem to effectively suppress idling and sliding with a small communication amount, storage amount, and processing S amount.

The train control system of the present invention is applied to a plurality of sections in which both end positions of the sections are defined in advance on a line section where the plurality of trains sequentially travel, and each train of the plurality of trains is a driving device for traveling And a communication device for wireless communication with other trains, control information received from the communication device or the drive device, and adjustment of the output of the drive device based on this, and control information transmitted to other trains In the train control system comprising the train control device that performs the process, the section is a section that allows entry to one train at the same time, and a train control device that each train of the plurality of trains comprises is provided. A drive control unit that controls the output of the drive device according to a control parameter, a detection unit that detects a predetermined amount that changes with travel as a travel result, and a travel result detected by the detection unit The control parameter of the drive device is adjusted, the control parameter is updated with the given initialization data when the initialization command is given, and the control parameter is adjusted by repeatedly adjusting the control parameter and updating the control parameter. A parameter processing unit that gives parameters to the drive control unit, a reception processing unit that gives control parameters received from the train preceding the section to the parameter processing unit as initialization data, and the parameter processing when a transmission command is given includes a transmission processing unit for transmitting the control parameter and adjusted to train subsequent to said interval in part, a function of detecting the entry of the train into the end positions of the section, the parameters upon detecting the entry and enters detector providing the initialization command to the processing unit, the machine for detecting the advancement of the train from the both end positions of the section Has, the a advance detection unit advances to the transmission processing unit when it detects the providing the transmission command has a plurality of trains any train comprises a train control device, the plurality of sections when the train from one moves forward of, transmits a control parameter adjusted in the section to a subsequent train immediately after, the train control device a train provided to the subsequent initializes data the control parameter received with a, when entering the zone of the train has passed the self-train precedes the immediately preceding, by continuing the adjustment of the control parameters in the section with the initialization data, the preceding train is adjusted The train that immediately follows the control parameter takes over as the initial value of the control one after another, and the control of the drive device is continued.

  The train control system of the present invention is characterized in that the section is a security section that permits entry to one train at the same time.

  According to the present invention, it is possible to easily prevent idling and sliding effectively according to the situation at the time.

It is a figure which shows one Embodiment of the train control system of this invention. FIG. 2 shows a train existing in the line section of this embodiment. FIG. 3 is a diagram illustrating a torque distribution control rule that the torque distribution processing unit 107 performs as long as the idling flag received from the idling detection unit 106 indicates the occurrence of idling. FIG. 4 is a diagram illustrating the torque distribution control performed by the torque distribution processing unit 107 in time series. FIG. 5 shows a format of data transmitted and received by the communication apparatus 103. FIG. 6 shows the format of the initial value table 113. FIG. 7 is an example of the entry flag and the advance flag output by the entry / exit detection processing unit 108. FIG. 8 is a diagram showing how the initial value table 113 is updated. FIG. 9 is a diagram illustrating a change in the torque command value to the leading motor (M1) of the train traveling in the section a. FIG. 10 is a processing flow of the torque distribution processing unit 107. FIG. 11 is a processing flow of the transmission processing unit 112. FIG. 12 is a processing flow of the reception processing unit 111. FIG. 13 is a processing flow of the entry / exit detection processing unit 108. FIG. 14 is a table in which the entry / exit detection processing unit 108 records the end of the section.

  Embodiments of the present invention will be described below with reference to the drawings.

  FIG. 1 shows an apparatus configuration of a train in an embodiment of a train control system of the present invention. The train 201 receives control information from the drive inverter and motor 101, the communication device 103 for wireless communication with other trains, and the communication device 103 and the inverter and motor 101, and based on this, the inverter and motor 101 And a train control device 102 that performs processing S of control information to be transmitted to other trains.

  The inverter and motor 101 includes a plurality of motors 105 connected to the wheel axles, an output control unit 104 that can independently control the rotational torque of these motors, and an idling detection unit 106 that detects idling of wheels from the rotational speed of the motor 105. Is done. The inverter and motor 101 accelerates / decelerates the train by controlling the rotational torque of the motor 105 by the output control unit 104. At this time, the output control unit 104 receives a torque distribution command value from the train control device 102 as a control parameter, and changes the magnitude of each torque of the motor 105 according to the value. Further, the idling detection unit 106 delivers an idling flag indicating the presence or absence of idling to the train control device 102 described later.

In the present embodiment, the number of motors constituting the motor 105 is four, but this is not for limiting the implementation of the invention. The present invention can be implemented if the number of motors is two or more. In these motors, the train may be composed of a plurality of vehicles and may be arranged on different vehicles.
The present invention can be applied to both the idling phenomenon and the sliding phenomenon, but hereinafter, for convenience, it is collectively referred to as “idling”.

  The communication device 103 is a communication device for communicating with other trains on the line. Pass the received data to the train control device. In addition, the data delivered from the train control device is transmitted. Transmission and reception are performed wirelessly. The present invention can be implemented without limiting the means to wireless if data can be transmitted / received to / from other trains on the train, but in the case of wired, extra wiring is required.

  The train control device 102 includes a torque distribution processing unit 107, an approach / exit detection processing unit 108, a reception processing unit 111, a transmission processing unit 112, a position detection unit 109, a train specifying unit 110, and an initial value table 113.

  The torque distribution processing unit 107 gives a torque distribution command value (hereinafter, simply referred to as torque distribution) to the output control unit 104 as a control parameter, and the idling flag received from the idling detection unit 106 is idling. As long as it shows the occurrence, change according to the control law so that the idling falls. Details of this control law and change will be described later. In addition, the torque distribution processing unit 107 initializes the torque distribution to the contents of the initialization table 113 using the entry flag received from the entry / exit detection processing unit 108 as a trigger. Details of this processing will also be described later. The torque distribution processing unit 107 also transfers the torque distribution to the transmission processing unit 112.

  The entry / exit detection processing unit 108 stores an ID (section ID) for identifying a section and point information at both ends of the section on the line section in association with each other for a plurality of sections defined in advance on the line section. Yes. Then, using this, it is checked whether or not the own train has entered a section different from the current one, and when an approach is detected, a flag (entrance flag) indicating this and the ID of the new section are sent to the torque distribution processing unit. Deliver. In addition, it is checked whether or not the own train has advanced from the current section, and when an advance is detected, a flag indicating the advance (advance flag) and the section ID of the current section are delivered to the transmission processing unit. The train position used when determining entry into a section or advance from a section is the one detected by the position detection unit 109. Details of the process S of the entry / exit detection processing unit 108 will be described later.

  The position detection unit 109 gives the train position to be used for determination of the entry and advance of the section to the entry / exit detection processing unit 108. As long as it is a means for detecting the train position with an accuracy suitable for this purpose, implementation is not limited. For example, a method of measuring the position by integrating the number of rotations of the wheel and correcting the position with the ground element may be used as in practical use.

  The initialization table 113 includes a plurality of section IDs and initial torque distribution values corresponding to the respective section IDs. This table is searched using the ID of the entered section as a key in order to obtain the initial value of the torque distribution for the entered section in the initialization process of the torque distribution processing unit 107. In addition, this table is updated by the reception processing unit 111.

  The reception processing unit 111 extracts the section ID and the torque distribution recorded in the data received from the other train by the communication device 103, searches the initialization table 113 using the section ID as a key, and sets the initial value of the corresponding torque distribution. Update with the received torque distribution.

  The train specifying unit 110 specifies the subsequent train and transmits the identifier to the transmission processing unit 112. Any means for identifying the following train may be used. For example, a train may have a schedule information of a line section and find it from there. Further, if there is a central device that tracks the position of the train on the line, a method of inquiring there may be used.

  The transmission processing unit 112 generates transmission data using the advance flag received from the entry / exit detection processing unit 108 as a trigger, and delivers the transmission data to the communication device 103. The transmission data includes a destination, a section ID, and torque distribution. For the destination, the identifier of the train specified by the train specifying unit 110 is set. In the section ID and the torque distribution, the ID of the section that has just advanced and the torque distribution just before the section that has been received from the torque distribution processing section 107 is set. Details of the processing S will be described later again.

  Among the configurations of the inverter and motor 102, the train control device 102, or the communication device 103 described above, a memory that can be read and written in common between the devices and the processing units that exchange information, even if it is not specified. It is assumed that there is a delivery interface such as without loss of generality.

  FIG. 2 shows a train existing in the line section of this embodiment. The train 201 having the device configuration described above has three trains. For convenience, these are distinguished from train A, train B, and train C, and when considering the travel of the section thereafter, train A is preceded first, train B is then run, and train C is run last. Leave a subsequent relationship. Since train 201 transmits data (section ID and torque distribution) to the following train by the above-described apparatus configuration, train A transmits data 202 (section ID and torque distribution) to train B, and train B transmits to train C. There is a relationship of transmitting data 202 (section ID and torque distribution).

  FIG. 3 is a diagram illustrating a torque distribution control rule that the torque distribution processing unit 107 performs as long as the idling flag received from the idling detection unit 106 indicates the occurrence of idling. The horizontal axis indicates wheel positions corresponding to the four motors M1 to M4 constituting the motor 105. M1 is the head in the traveling direction and continues to M2, M3, and M4 toward the tail. The vertical axis represents time, and time te follows time ts.

  First, torque distribution at time ts will be described. At time ts, the outputs of the four motors have the same torque value (normal value) obtained by equally distributing the total torque required for the train. On the other hand, for each of M1 to M4, the adhesion limit that the wheel slips when the torque is larger than this is shown. The leading wheel is more slippery due to raindrops on the rail surface. That is, the adhesion limit is small. In this case, in M1 and M2, since the torque exceeds the adhesion limit, idling occurs. On the other hand, M3 and M4 still have room to increase torque before reaching the adhesion limit.

  Next, torque distribution at time te will be described. At time te, the front wheels are made to have smaller torques in accordance with the smaller adhesion limit so that the torques of M1 to M4 are below the adhesion limit. However, the total value of the torques M1 to M4 remains the total torque required for the train. In this state, idling of all wheels is suppressed and necessary acceleration is ensured.

  Every time the torque distribution processing unit 107 detects idling so that the idling of all the wheels is finally settled in a state like the time ts from the situation where some of the wheels are idling like the time ts. Control (torque distribution control) is performed in which the distribution is gradually tilted so that the torque decreases as the front wheels are reduced.

  FIG. 4 is a diagram illustrating the torque distribution control performed by the torque distribution processing unit 107 in time series. An example will be described in which the train A travels in a certain section (section a) where a part of the rail surface is slippery. The horizontal axis is time, T1 is the time when train A entered section a, T2 when train A entered the slippery section in section a, and train A exited the slippery section in section a. The time is T3, and the time when the train A advances from the section a is T4. The vertical axis represents the wheel position, and shows the torque command value and the adhesion limit given to each from the leading M1 to the trailing M4. Separately from these, an idling flag given from the idling detection unit 106 is shown.

The idling detection unit 106 of this example notifies that idling occurs when any one of the vehicles idling.
First, at time T1, the torque distribution of M1 to M4 is equal (normal distribution). Moreover, since the rail surface is not dry (dry) and is not slippery, and any wheel has a large adhesion limit, no idling occurs.

  Next, at time T2, since the slippery section is entered, the sticking limit is lowered toward the front wheel. As a result, idling occurs at M1 and M2, and the idling flag is turned on (with idling). In response to the idling flag on, the torque command values of M1 and M2 are gradually lowered by the torque distribution control of the torque distribution processing unit 107, and the torque command values of M3 and M4 are gradually increased so as to compensate for this. If the distribution change of the torque command value is continued, an ideal distribution can be obtained so that all the wheels are finally idled. However, this example shows a case where a slippery section is exited before an ideal distribution is obtained.

  At time T3, the slippery section is exited and all the wheels are idle for this reason (the idling flag returns to off (no idling)). At time T4, the vehicle advances from section a.

  FIG. 5 shows a format of data 202 transmitted and received by the communication apparatus 103. Data to be transmitted / received includes a data destination train identifier (ID) 203, a section ID 204, and initialization data 205. The initialization data 205 may be in a format that can adjust torque command values for the four motors M1 to M4 of the motor 105, and may be in a format equivalent to the torque distribution obtained by the torque distribution processing unit 107. For example, it can be expressed by a distribution ratio to the four motors constituting the motor 105 (normally 100%, (M1, M2, M3, M4) = (70%, 90%, 110%, 130%), etc.) .

  FIG. 6 shows the format of the initial value table 113. The initial value table 113 includes a section ID 204 and initialization data 205 corresponding to each section. The initialization data 205 may be in a format that can adjust torque command values for the four motors M1 to M4 of the motor 105, and may be in a format equivalent to the torque distribution obtained by the torque distribution processing unit 107. For example, it can be expressed by a distribution ratio to the four motors constituting the motor 105 (normally 100%, (M1, M2, M3, M4) = (70%, 90%, 110%, 130%), etc.) . In the present embodiment, two sections, section a and section b, are the targets of the control of the present invention.

  FIG. 14 is a table 206 that records the end of the section of the section ID 204 and the section position 207, which the entry / exit detection processing unit 108 has. This is used to detect entry / exit into a section. The section ends of the section a of the section position 207 are the positions a1 and b1, and the section ends of the section b are the positions b1 and b2. In this case, the section a and the section b are adjacent to each other across the position b1. Note that which of the sections is the entry point and which is the advance point depends on the traveling direction of the train. Thereafter, without losing generality, the section a is traveled from the point a1 to the point b1, and the section b is traveled from the point b1 to the point b2.

FIG. 10 is a processing flow of the torque distribution processing unit 107. The process flow starts from process S1001. The torque distribution processing unit 107 periodically repeats this processing flow.
In process S1001, it is checked whether or not the idling flag received from the idling detection unit 106 is on (with idling). If the idling flag is on, the process proceeds to step S1002, and if it is off, the process proceeds to step S1003.

  In process S1002, the torque distribution to the front wheels is reduced, and the corresponding portion is allocated to the rear wheels. The method of determining the amount of change in distribution at this time may be determined in advance, for example, by 1%. If it is determined in detail, it takes time to obtain a distribution that can prevent idling, but it can be closely approximated to the ideal distribution. Thereafter, the process proceeds to step S1003.

  In process S1003, it is checked whether or not the entry flag from the entry / exit detection processing unit 108 is on (entrance detection). If the approach flag is on, the process proceeds to step S1004. If it is off, the processing flow ends.

  In the process S1004, the initial value table is searched with the section ID received from the entry / exit detection processing unit 108, the corresponding initialization data is extracted, and the initialization data is set in the torque distribution. Thereafter, the processing flow ends.

  FIG. 11 is a processing flow of the transmission processing unit 112. The process flow starts from process S1101 and repeats periodically.

  In process S1101, it is checked whether or not the advance flag received from the approach and advance detection processing unit 108 is on (advance detection). If the advance flag is on, the process proceeds to step S1102, and if it is off, the process flow ends.

  In process S1102, transmission data is generated. As the contents of the transmission data, the identifier of the succeeding train specified by the train specifying unit 110 is set as the destination, the ID of the section that has just been set is set as the section ID, and the torque distribution is set as the initialization data. Thereafter, the process proceeds to step S1103.

  In process S1103, the transmission data created in process S1102 is transmitted to the communication apparatus 103. Thereafter, the processing flow is finished.

  FIG. 12 is a processing flow of the reception unit 111. The process flow starts from process S1201 and repeats periodically.

  In step S1201, it is checked whether there is data received from the communication data 103. If there is received data, the process proceeds to step S1202. If there is no received data, the process flow ends.

  In step S1202, the initialization data corresponding to the received section ID in the initialization table is updated with the received initialization data. Thereafter, the processing flow is finished.

  FIG. 13 is a processing flow of the entry / exit detection processing unit 108. The process flow starts from process S1301 and repeats periodically.

  In process S1301, it is determined using the position of the own train detected by the position detection unit 109 whether the vehicle has advanced from the current section. If it is determined that the vehicle has advanced, the process proceeds to step S1302, and if not, the process proceeds to step S1303.

  In process S1302, the advance flag on (advance detection) and the ID of the advanced section are passed to the transmission processing unit 112. Then, it moves to process S1303.

  In process S1303, it is determined using the position of the own train detected by the position detection unit 109 whether or not the vehicle has entered the next section. If it is determined that the vehicle has entered, the process flow proceeds to step S1304. If not, the process flow ends. In process S1304, the approach flag on (entry detection) and the ID of the section that has entered are passed to the torque distribution processing unit 107. Thereafter, the processing flow is finished.

FIG. 7 is an example of the entry flag and the advance flag output by the entry / exit detection processing unit 108. The case where the train A travels from the section a to the section b is shown as an example. The horizontal axis is the time, the time T1 is the time when the train A enters the section a, the time T4 is the time when the train A enters the section b at the same time, and the time T13 is the time when the train A enters the section b It is. The vertical axis represents the train A approach flag and the advance flag. Each of the two states is on and off. In order to distinguish which section is related, the section a and the section b are distinguished (in accordance with the section ID output together with the flag). Each flag is turned on only when entering the section or when entering the section. The time width that is “on” may be a width that can be reliably detected once by the process of receiving the flag.

  FIG. 8 is a diagram showing how the initial value table 113 is updated. The state of the initial value table of train B when train A first travels in section a and section b and subsequently train B travels is shown. The vertical axis is time, and the time is shown on the horizontal axis for the time T2 when the train A is traveling in the section a, the time T4 when the train A advances the section a, and the time T13 when the train A advances the section b. The arrangement of train A and train B is shown.

  At time T2, the initial value table of the train B includes initial value data Da [0] and Db [0] for each of the section a and the section b. At time T4, the train A transmits to the subsequent train B the torque distribution that has been updated by the occurrence of slipping in the section a and the section ID of the section a. The train B that has received this searches the initial value table using the section a indicated by the received section ID as a key, and sets Da [1] representing the torque distribution that received the initialization data Da [0] of the entry of the section a. Update.

  Subsequently, similarly at time T13, the train A transmits the torque distribution updated in the section b and the section ID of the section b to the train B, and the train B that receives this transmits the initial value of the entry of the section b in the initial value table. The update data is updated from Db [0] to Db [1]. Thereby, the train B can take over the distribution obtained as a result of the control which the train A performed in advance.

FIG. 9 is a diagram illustrating a change in the torque command value to the leading motor (M1) of the train traveling in the section a. The horizontal axis is time, the time when the train A enters the section a is T1, the time when the train A enters the slippery section of the section a is T2, the time when the section a advances from the slippery section of the section a is T3, and the section a is advanced The time to do is T4. Further, the time at which time the train B enters the section a is T5, the time it enters the slippery section of the section a is T6, the time for leaving the slippery section advances of section a moves forward T7, the interval a T8.

  In addition, the time when the train C enters the section a is T9, the time when the train C enters the slippery section of the section a is T10, the time when the section C advances from the slippery section is T11, and the time when the section C advances is T12. It is. A vertical axis | shaft represents the torque command value to the top motor (M1) of each of the train A, the train B, and the train C. At this time, it is assumed that no idling occurs in the section b. If idling occurs in section b, the situation can be handled in the same way as section a.

  First, when the train A travels in the section a, idling occurs at times T2 to T3, and the torque command value of M1 is gradually reduced. After time T3, the slipping section is exited, and the change of the torque command value is stopped. For example, the torque command value in which the torque command value is decreased by Δ1 is maintained. When advancing from the section a at time T4, a torque command value that gives torque distribution such as (Δ−Δ1) / Δ, for example, a torque distribution ratio reflecting the decrease Δ1 with respect to the torque command value Δ is given to the train B. The train B uses this to update the initial value table to a value obtained by reducing the torque command value by Δ1. Since train A enters section b again at time T4, initialization data for section b is extracted from the initial value table, and torque distribution is initialized using this data.

  Subsequently, the train B enters the section a at time T5. When the train B enters the section a, the initialization data (the torque distribution of the train A when the train A advances from the section a: the torque command value decreases by Δ1 when the train B enters the section a) (Command value) is taken out and used to initialize torque distribution. Then, from time T6 to T7, the torque distribution is changed and the torque command value is further reduced in the same manner as the train A performed at time T2 to T3. Thereafter, for example, the torque command is increased from time T6 to T7. The torque command value whose value is decreased by Δ2 is maintained.

  When the train B advances from the section a at time T8, the train C transmits a torque command value torque distribution in which the torque command value is decreased by Δ2 to the train C, and the train C uses this to transmit the initial value table. The torque command value is updated to a torque command value decreased by Δ2. Since train B enters section b again at time T8, the initialization data of section b is extracted from the initial value table, and torque distribution is initialized using this.

  Finally, train C enters section a at time T9. When the train C enters the section a, the initialization data from the entry of the section a in the initial value table (Torque distribution of the train B when the train B advances from the section a: torque command value in which the torque command value is decreased by Δ2) ) And is used to initialize torque distribution. Then, from time T10 to time T11, the torque distribution is updated in response to the occurrence of idling, and eventually the idling can be accommodated.

  As described above, in the section a where idling is likely to occur, the succeeding vehicle takes over the updated torque distribution of the preceding vehicle one after another as the initial value of the control, thereby obtaining an ideal torque distribution after traveling a plurality of trains. be able to.

  According to the present invention, when a preceding train leaves a section in a certain section, torque distribution adjusted to prevent idling in the section is transmitted to the following train. When the subsequent train enters the section, the torque distribution received from the preceding train is used as an initial value, and the torque distribution is continuously adjusted. In this way, the succeeding train continues to take over control of the preceding train one after another. Thereby, the torque distribution can be brought close to an ideal value close to the adhesion limit. In this way, it is possible to easily prevent idling and sliding effectively according to the situation at the time.

  In addition, if the section for which the torque distribution is to be adjusted is matched to the safety section that allows only one train to enter, the preceding vehicle and the following vehicle will not be adjusted in the same section, and the torque distribution will not be adjusted. Thus, torque distribution can be handed over to the following vehicle.

  In the above-described embodiment of the train control system of the present invention, an example in which torque distribution for preventing idling and gliding is handed over to the succeeding train has been described. However, the train control system of the present invention prevents idling and gliding. The present invention is not limited to this torque distribution data, but can be applied to train control parameters that change with traveling.

DESCRIPTION OF SYMBOLS 101 Inverter and motor 102 Train control apparatus 103 Communication apparatus 104 Output control part 105 Motor 106 Idling inspection part 107 Torque distribution processing part 108 Approach advance detection processing part 109 Position detection part 110 Train specification part 111 Reception processing part 112 Transmission processing part 113 Initial stage Table 201 Train 202 Transmission / reception data 203 Destination train identifier 204 Section ID
205 Initialization data 206 Section table 207 Section position

Claims (2)

Applied to a plurality of sections in which both end positions of a section are defined in advance on a line section where a plurality of trains sequentially travel, and each train of the plurality of trains communicates with a driving device for traveling and other trains. And a train control device that receives control information from the communication device or the drive device, adjusts the output of the drive device based on this, and processes control information to be transmitted to other trains. In a train control system comprising:
The section is a section where entry to one train is permitted at the same time,
The train control device provided in each train of the plurality of trains,
A drive control unit for controlling the output of the drive device according to a given control parameter;
A detection unit that detects a predetermined amount that changes with traveling as a traveling result;
The control parameter of the drive device is adjusted according to the traveling result detected by the detection unit, and when the initialization command is given, the control parameter is updated with the given initialization data, and the control parameter adjustment and the control A parameter processing unit that gives the drive control unit control parameters adjusted by repeatedly updating parameters;
A reception processing unit that gives control parameters received from the train preceding the section as initialization data to the parameter processing unit;
A transmission processing unit that transmits the control parameter adjusted by the parameter processing unit to a train that follows the section when a transmission command is given;
Has a function of detecting the entry of the train into the end positions of the section, and the entrance detecting unit providing the initialization command to the parameter processing unit when it detects the entry,
Has a function of detecting the advancement of the train from the both end positions of the section, it has a, and advance detector providing the transmission command to the transmission processing unit when it detects the advance,
Any train train control device comprising a plurality of trains, when the train moves forward from one of said plurality of sections, and transmits the control parameter adjusted in the section to a subsequent train immediately after the subsequent train controller a train is provided for, as well as the control parameter received the initialization data, the time of entering the section train the train precedes the immediately preceding passes, by using the initialization data the By continuing the adjustment of the control parameter within the section, the control parameter adjusted by the preceding train is immediately followed by the following train as the initial value of the control, and the control of the driving device is continued. Train control system. Applied to a plurality of sections in which both end positions of a section are defined in advance on a line section where a plurality of trains sequentially travel, and each train of the plurality of trains communicates with a driving device for traveling and other trains. And a train control device that receives control information from the communication device or the drive device, adjusts the output of the drive device based on this, and processes control information to be transmitted to other trains. In a train control system comprising:
The section is a section where entry to one train is permitted at the same time,
The train control device provided in each train of the plurality of trains,
A drive control unit that controls output distribution between the plurality of drive devices in accordance with torque distribution that determines output distribution between the plurality of drive devices;
An idling detector that detects idling or sliding of the wheel;
The torque distribution is adjusted by performing torque distribution control according to the presence or absence of the idling or sliding detected by the idling detection unit, and when the initialization command is given, the torque distribution is updated with the given initial distribution, and the torque A torque distribution processing unit that gives the drive control unit a torque distribution adjusted by repeatedly adjusting the distribution control and updating the initial distribution;
A reception processing unit that gives the adjusted torque distribution received from the train preceding the section to the torque distribution processing unit as an initial distribution;
A transmission processing unit that transmits the torque distribution adjusted by the torque distribution processing unit to a train that follows the section when a transmission command is given;
An entry detecting unit having a function of detecting the entry of the own train into both end positions of the section, and providing the initialization command to the torque distribution processing unit when the entry is detected;
A function of detecting the advance of the own train from within the position of both ends of the section, and an advance detection unit that gives the transmission command to the transmission processing unit when the advance is detected;
The train control device provided in any train of the plurality of trains transmits the torque distribution adjusted in the section to the train that immediately follows the train when the train advances from the section where the idling is likely to cause idling. The train control device provided in the train uses the received adjusted torque distribution as the initial distribution, and when the own train enters the section where the idling is likely to occur, the torque distribution is performed in the section using the initial distribution. By continuing the adjustment, the torque distribution adjusted by the preceding train in the section where the idling is likely to occur is immediately followed by the following train as the initial value of the control one after another, and the torque distribution control is continued. Train control system.

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