JP5914374B2 - Automatic train driving device - Google Patents

Description

  The present invention relates to an automatic train operation device, and in particular, a train stop position is automatically within an allowable range on a route for performing unmanned operation or a route provided with a platform door in which a tolerance for a train stop position is strictly limited. The present invention relates to an automatic train operation apparatus for controlling the vehicle.

  Of the existing automatic train operation devices, fixed position stop control (Train Automatic Stop Control: TASC) will be described with reference to FIG. In FIG. 1, the horizontal axis indicates the distance from the control start point to stop the train at the target position, and the vertical axis indicates the vehicle speed.

A train brake system generally uses an electric motor for driving a train as a generator, a regenerative brake in which generated electric power is used for acceleration of other trains through an overhead wire, and a cylinder using the pressure of compressed air. And an air brake that utilizes frictional force generated by pressing the brake against the brake disc or the tread of the wheel.
From the viewpoint of energy saving, it is preferable to use the regenerative brake as much as possible. However, depending on the train model, the regenerative brake does not exhibit an effective braking force unless the vehicle speed is within a certain range. It is necessary to operate at an effective output lower limit speed or higher.

  Therefore, the brake system has a regenerative brake area (101) that provides most of the braking force required for deceleration of the train with the regenerative brake, and an air brake area (only the air brake that provides the necessary braking force according to the vehicle speed). 102), each brake is controlled. The speed at which the regenerative brake is switched to the air brake is referred to as an electropneumatic switching speed (103), which is generally around 10 km / h in many cases.

When the fixed position stop control is performed by such a brake control system, the vehicle speed behaves as indicated by a solid line (104) in FIG.
That is, until there is a remaining distance to a fixed position and the vehicle speed reaches the speed just before the train stops, feedback control of the vehicle speed to the target speed in a specific kilometer is performed, and notch command generation calculation In addition, a closed loop control region (105) using this feedback control amount is obtained. Then, when the vehicle speed is equal to or less than a certain value just before the train stops, the process shifts to an open loop control region (106) in which predetermined sequence control is performed in order to alleviate the shock at the time of stop.

In general, the vehicle speed that shifts to the open loop control region (106) is 1 km / h to 2 km / h. When the electropneumatic switching speed (103) is compared with the switching speed from the closed loop to the open loop, the electropneumatic switching speed is calculated. In most cases, (103) is higher.
Therefore, after the air-pneumatic switching speed is reached and the air brake region (102) is reached, the above-described closed loop control is continuously performed until the air brake control reaches the switching speed to the open loop. Become.

However, the air brake has a large difference between the design value and the actual output due to the flow characteristics associated with the valve operation that controls the pressure of the compressed air, accidental fluctuations in valve behavior, and response delays. It is difficult to perform a closed loop control. Therefore, a great amount of man-hours has been required for adjustment to satisfy the desired stopping accuracy.
In order to solve this problem, for example, the following Patent Document 1 discloses brake characteristics indicating the effectiveness of the brake detected by actual deceleration, the deceleration generated in response to the brake command, and the response time at the time of switching the brake command. Based on the model, the brake command for stopping at the desired target position is determined, and the brake command is held in the switching speed range where the electric brake is switched to the air brake, thereby improving the stopping accuracy and adjusting man-hours. Techniques to reduce this are shown.

JP 2011-205738 A

The difference between the design value of the air brake described above and the actual output is particularly greatly influenced by the immediately preceding brake behavior. A specific example will be described with reference to FIG.
The left side of FIG. 2 shows a case where the brake notch command has changed from 2 notches to 1 notch (201), and the behavior of the air brake force is as shown by a solid line (202).

On the other hand, as shown on the right side of FIG. 2, when the brake notch command is changed directly from 3 notches to 1 notch (203), the behavior of the air brake force is as shown by a solid line (204).
Comparing the air brake force after a sufficient time has elapsed after transitioning to 1 notch, there is a difference (205) depending on whether the previous notch was 2 notches or 3 notches. In this example, When the transition from 3 notches to 1 notch occurs, the air brake force in the steady state becomes lower.
In the above prior art, it is possible to estimate the difference between the design value of the air brake and the actual output in real time, but foresee the difference in the behavior of the air brake force due to the difference in the previous brake notch behavior as described above. I can't do it.
It is also possible to memorize the air brake behavior for each brake notch behavior, but the brake notch behavior is random due to various factors, and there are many combinations with the previous notch number. It's not realistic.

  The present invention has been made in view of such problems, and an object of the present invention is to improve the fixed position stop accuracy by eliminating the difference in the behavior of the air brake force caused by the difference in the previous brake notch behavior. And

In order to solve the above-described problems, the present invention provides an automatic train driving apparatus that stops a train within a predetermined stop position range, and the vehicle speed of the train reaches a switching speed that is equal to or higher than a regenerative lower limit speed from a high-speed region. Until then, the braking force was controlled by regenerative braking, and when this switching speed was reached, the mechanical brake was fixed to a predetermined brake notch to stop the train.
At that time, the maximum deceleration and the minimum deceleration actually obtained by the mechanical brake are estimated for each brake notch, the deceleration characteristics when stopping at the rear limit point of the stop position range with the maximum deceleration, and the minimum deceleration If the switching speed is determined based on the deceleration characteristics when the vehicle stops at the front limit point of the stop position range, the fixed position stop accuracy can be further improved.

According to the present invention, even if there is a variation in the deceleration obtained by the mechanical brake for each brake notch due to various factors, it is set to be surely within the region defined between the two, Stop accuracy can be improved.
Problems, solutions, and effects other than those described above will become apparent from the following description of embodiments.

FIG. 1 is a schematic diagram showing conventional TASC control. FIG. 2 is a schematic diagram showing an example of the behavior of the air brake force due to the difference in the notch just before. FIG. 3 is a system configuration diagram according to the first embodiment. FIG. 4 is a flowchart illustrating a process flow of the electropneumatic switching point determination unit according to the first embodiment. FIG. 5 is a schematic diagram illustrating the behavior of the vehicle speed in the first embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

[Example 1]
FIG. 3 is a block diagram of the apparatus according to the first embodiment. The system configuration of the present embodiment will be described with reference to FIG.
The deceleration estimation unit (302) included in the automatic train driving device (301) acquires the vehicle speed (351) from a speed sensor (303) such as a pulse generator attached to the rotating shaft end or axle end of the electric motor. . The notch (352) output from the train control device (304) that controls the train is acquired.

The deceleration estimation unit (302) calculates the deceleration obtained by the air brake for each notch in the air brake region (505) shown in FIG. 5 from the transition of the vehicle speed.
Here, the deceleration is, for example, when the brake notch is set to 7 stages of 1N to 7N (1N is the weakest brake notch, and a strong braking force can be obtained as the number of stages increases). The steady deceleration characteristics obtained when each brake notch is applied to the vehicle, and in this embodiment, the vehicle speed transition with respect to about a kilometer until the train stops after the brake is applied is used.

The deceleration obtained at each brake notch varies not only for the train type but also for each train, and also varies each time due to the influence of disturbances such as weather conditions and aging deterioration, resulting in variations.
Therefore, the deceleration estimation unit (302), for example, when each brake notch is turned on from the brake released state, among the obtained decelerations, the deceleration is the smallest value (the reduction in which the kilometer until stopping is the longest). Speed) is the minimum deceleration (353), the largest value (the deceleration with the shortest kilometer until stopping) is the maximum deceleration (354), and calculated for each notch, and the electropneumatic switching point determination unit (305 ). That is, the minimum deceleration (353) and the maximum deceleration (354) are surely within the range defined between the two even if the deceleration obtained by each brake notch varies due to various factors. Is set.
The estimation of deceleration is performed by, for example, test operation using forwarding, but it is not necessary to perform it every time, and it may be set arbitrarily, such as one day, one month, etc. However, the deceleration is sunny, rainy, etc. It is preferable to estimate for each climatic condition.
Recent trains have built-in variable load control that automatically adjusts to obtain a deceleration corresponding to the brake notch, regardless of changes in vehicle weight due to the number of passengers. It has become.

The electropneumatic switching point determination unit (305) includes a minimum deceleration (353) and a maximum deceleration (354) obtained by the deceleration estimation unit (302), a regenerative lower limit speed that is an output possible lower limit speed of the regenerative brake, and a stop. A brake notch that can be stopped from an allowable range to a stop allowable range and an electropneumatic switching point (a kilometer, vehicle speed) that is a point for switching from the regenerative brake to the air brake are determined. Details of the processing flow will be described later with reference to FIG.
In addition, the electropneumatic switching point may be held other than the combination of kilometer and speed, for example, the distance to the station stop and the vehicle speed may be used. In short, it is only necessary to be able to determine the electropneumatic switching point, and the format is not limited.

The electropneumatic switching point determination unit (305) transmits the electropneumatic switching point (355) to the target pattern determination unit (306) and the electropneumatic switching point determination unit (307). A brake notch that can be stopped within the allowable stop range is output as a fixed brake notch (356).
The target pattern determination unit (306) holds a traveling pattern having a predetermined deceleration, corrects the traveling pattern so as to pass through the electropneumatic switching point (355), and calculates a notch as the target pattern (357). Part (308).

  The current position calculation unit (309) calculates the current position (358) based on the vehicle speed (351) and transmits it to the electropneumatic switching point determination unit (307) and the notch calculation unit (308).

  The notch calculation unit (308) issues a notch command to cause the train to follow the target pattern (357) based on the target pattern (357), the vehicle speed (351), and the current position (358) in the regenerative braking region. calculate. Proportional control is generally used to calculate the notch, but the notch calculation method is not limited in the present invention.

  The electropneumatic switching point determination unit (307) determines whether the train has reached the electropneumatic switching point (355) from the electropneumatic switching point (355), the vehicle speed (351), and the current position (358). When the train reaches the electropneumatic switching point (355), a regenerative brake cut command (359) for cutting the output of the regenerative brake is transmitted to the knitting control device (304) so that the brake is performed only with the air brake. In addition, the notch output (360) from the automatic train operation device is determined by the electropneumatic switching point determination unit (305) from the notch (361) commanded during regenerative braking calculated by the notch calculation unit (308). A notch switching command (362) for switching to a fixed brake notch (356) that can be stopped within an allowable range is output.

  The automatic train operation device (301) sets the fixed brake notch (356) as the notch output (360) while the notch switching command (362) is being output. The knitting control device (304) controls the inverter control device and the air brake control device based on the notch output (360).

  FIG. 4 shows the flow of processing in the electropneumatic switching point determination unit (305) in FIG. 3, and the electropneumatic switching point and the fixed brake notch are determined in steps 401 to 410 described below.

(Step 401)
The stop allowable range is set with a certain width on the front side (short side) and the back side (over side) of the traveling direction of the train with reference to a predetermined target stop position. Here, the point on the near side is defined as a stop position rear limit point S (short side), and the back side is defined as a stop position front limit point O (over side). Generally, the stop allowable range defined between the two is often set at about 70 cm, but the stop allowable range is arbitrarily determined depending on the route and the station.
Therefore, the electropneumatic switching point determination unit (305) first acquires the stop allowable range of the next station, and proceeds to step 402.

(Step 402)
A regenerative lower limit speed that is the minimum speed at which the regenerative brake can be output is acquired, and the process proceeds to step 403. The regenerative lower limit speed is generally set to about 10 km / h, although it varies depending on the train vehicle type.

(Step 403)
The brake notches set in the train are selected in order from the lower side (for example, brake notch 1N), and the process proceeds to step 404.

(Step 404)
The minimum deceleration (353) corresponding to the brake notch selected in step 403 is acquired from the deceleration estimation unit (302).
Next, the travel pattern when decelerating at the minimum deceleration (353) from the stop position front limit point O (over side) is traced back from the stop position front limit point O by about a kilometer and reversely reduced to the minimum. A speed pattern is created and the process proceeds to step 405.
In the case of the present embodiment, the minimum deceleration pattern is held in a combination of, for example, kilometer and vehicle speed.

(Step 405)
The maximum deceleration (354) corresponding to the brake notch selected in step 403 is acquired from the deceleration estimation unit (302).
Next, the traveling pattern when decelerating at the maximum deceleration (354) from the stop position rear limit point S (short side) is traced back from the stop position rear limit point S by about a kilometer and reversed to the maximum. A speed pattern is created and the process proceeds to step 406.
In the case of the present embodiment, the maximum deceleration pattern is also held in a combination of, for example, kilometer and vehicle speed.

(Step 406)
The point where the minimum deceleration pattern and the maximum deceleration pattern intersect is calculated, and the process proceeds to step 407. The calculated intersection is also held, for example, in a combination of kilometer and vehicle speed, and an electropneumatic switching point (355) is selected from these intersections as will be described later.

(Step 407)
Check if intersections are calculated for all brake notches set on the train. If there is a brake notch whose intersection has not been calculated, the process returns to step 403 to repeat the calculation of the intersection. If all intersections have been calculated, the process proceeds to step 408.

(Step 408)
It is determined for each brake notch whether the vehicle speed at the intersection is higher than the regenerative lower limit speed.
When the vehicle speed at the intersection is equal to or lower than the regenerative lower limit speed, the regenerative brake cannot be operated to the vehicle speed at this intersection because deceleration by the regenerative brake is impossible. Therefore, only the brake notch in which the vehicle speed at the intersection is higher than the regenerative lower limit speed is passed to step 409.

(Step 409)
For the brake notches selected in step 408, the distance between the stop position and the intersection is calculated from the distance between the intersection and the stop position.
It is determined whether or not the distance from the stop position is within a predetermined distance range specified in advance, and only the brake notch within the predetermined distance range is transferred to step 410. When the air brake region is long, traveling in the low speed region increases, and the traveling time increases. On the other hand, if the air brake region is short, the braking becomes high and the ride quality is deteriorated. When giving priority to the ride comfort, the specified distance from the stop position is set to be as long as possible within a range that satisfies the diagram, for example. Needless to say, the method for determining the specified distance is merely an example, and other methods may be used.

(Step 410)
Of the brake notches whose distance from the stop position is within a prescribed distance range prescribed in advance, for example, the lowest brake notch is output as a fixed brake notch. The fixed brake notch is only required to be uniquely determined, and the conditions such as the lower side and the higher side do not matter.

Next, the behavior of the vehicle speed in the first embodiment will be described with reference to FIG.
First, in the regenerative braking region (501), the train is controlled by performing feedback control so as to follow the target pattern (502) so as to reach the electropneumatic switching point (355) determined in step 406.
Since the regenerative brake generally has good control performance, the traveling track (503) almost coincident with the target pattern is drawn.

Thereafter, when the electropneumatic switching point (504) is reached, the air brake region (505) is entered, and deceleration is started at the fixed brake notch determined in step 410.
Since the regenerative brake cut command is output from the automatic train driving device, even if the vehicle speed has not reached the regenerative lower limit speed (506), only the air brake is switched.
Since the actual deceleration generated by the fixed brake notch is between the minimum deceleration and the maximum deceleration, the train is in the range surrounded by the minimum deceleration pattern (507) and the maximum deceleration pattern (508) (509). ) Will be drawn.
As a result, the train stops in the stop allowable range (512) between the stop position rear limit point S (short side) (510) and the stop position front limit point O (over side) (511). Thus, by implementing the present invention, the train can be stopped at a fixed position even when an air brake having low control performance in a low speed region is used.

  In addition, there is a dead time and a first-order lag between the input of the brake notch and the actual start of deceleration of the train, and it has been difficult to estimate the deceleration in a state where the brake notch is frequently switched. In the present embodiment, there is also an advantage that the deceleration can be easily estimated by fixing the brake notch in the air brake region.

[Example 2]
In the first embodiment, the estimation of the deceleration, the determination of the electropneumatic switching point, and the determination of the target pattern are performed on the vehicle in real time, but in the second embodiment, they are performed offline. Since the deceleration performance of the train does not change abruptly, the deceleration, the electropneumatic switching point, and the target pattern can be determined in advance by measuring the deceleration using the train in advance. In this way, the capacity and calculation amount of software installed on the vehicle can be reduced. Also in this embodiment, when the deceleration obtained by the weather changes, the deceleration is measured for each weather, and depending on the weather during operation, the deceleration, the electropneumatic switching point, the target pattern Can be determined in advance.

[Example 3]
It is conceivable that the deceleration performance of a train fluctuates due to deterioration over time or wear of brake shoes. Therefore, it is conceivable that the stop position gradually changes even when the brake notch is fixed in the first and second embodiments.
Therefore, in this embodiment, when the change in the stop position becomes a predetermined value or more, the function of notifying that the brake performance of the train is changed, and the maximum deceleration, minimum by the deceleration estimation unit (302). A function for performing learning correction when estimating the deceleration is added to the first and second embodiments.
In this way, if there is a notification, it is sufficient to inspect the brake shoes and the like, which eliminates the need for periodic inspections, leading to a reduction in maintenance costs.

Further, since the deceleration is always estimated in the first embodiment, it may be notified when the deceleration during the air brake changes by a predetermined value or more.
The present invention is not limited to the above-described embodiments, and includes various modifications such as determination of electropneumatic switching points and use of various methods for estimating the maximum deceleration and the minimum deceleration.

101 Regenerative brake region 102 Air brake region 103 Electropneumatic switching speed 104 Vehicle speed 105 Closed loop control region 106 Open loop control region 201 Brake notch behavior (2N → 1N)
202 Air brake force behavior (2N → 1N)
203 Brake notch behavior (3N → 1N)
204 Air brake force behavior (3N → 1N)
205 Air brake force difference 301 Automatic train operation device 302 Deceleration estimation unit 303 Speed generator 304 Knitting control device 305 Electropneumatic switching point determination unit 306 Target pattern determination unit 307 Electropneumatic switching point determination unit 308 Notch calculation unit 309 Current position calculation 351 Vehicle speed 352 Notch 353 Minimum deceleration 354 Maximum deceleration 355 Electropneumatic switching point 356 Fixed brake notch 357 Target pattern 358 Current position 359 Regenerative brake cut command 360 Notch output from automatic train operation device 361 Notch from notch calculation unit 362 Notch switching command 501 Regenerative brake area 502 Target pattern 503 Traveling track 504 Electropneumatic switching point 505 Air brake area 506 Regenerative lower limit speed 507 Minimum deceleration pattern 508 Maximum deceleration pattern 509 Trajectory 510 Stop position Square-side limit point S (short side)
511 Stop position front limit point O (over side)
512 Stop tolerance

Claims (6)

In an automatic train driving device that stops a train within a predetermined stop position range,
Until the vehicle speed of the train reaches a switching speed higher than the lower limit speed that can be regenerated from the high speed range, the braking force is controlled by regenerative braking, and when the switching speed is reached, the mechanical brake is applied to a predetermined brake. An automatic train driving device characterized in that the train is stopped by being fixed to a notch. In the automatic train driving device according to claim 1,
The maximum deceleration and the minimum deceleration actually obtained by the mechanical brake are estimated for each brake notch, and the switching speed is set so that the stop position based on the maximum deceleration and the minimum deceleration is within the stop position range. An automatic train driving device characterized by determining. In the automatic train driving device according to claim 2,
Based on the deceleration characteristics when stopping at the rear limit point of the stop position range at the maximum deceleration and the deceleration characteristics when stopping at the front limit point of the stop position range at the minimum deceleration, An automatic train driving device characterized by determining a switching speed. In the automatic train driving device according to claim 2 or claim 3,
An automatic train driving device characterized in that a notch of the mechanical brake is determined based on an operation time and ride comfort on a diagram. In the automatic train driving device according to any one of claims 2 to 4,
An automatic train driving apparatus comprising means for correcting the maximum deceleration and the minimum deceleration based on a change in the actually obtained stop position. In the automatic train driving device according to any one of claims 2 to 5,
An automatic train driving device comprising means for detecting and notifying a change in deceleration actually obtained by the mechanical brake based on a change in stop position actually obtained.

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