JP5981380B2 - Train control device - Google Patents

Description

  Embodiments described herein relate generally to a train control device.

  2. Description of the Related Art Conventionally, trains have been provided with an automatic train operation device (ATO: Automatic Train Operation) in order to maintain uniform operation and reduce the risk of travel delay. The ATO creates a travel plan in a section from a certain station to the next stop station in advance, and controls acceleration / deceleration according to the travel plan.

JP 2003-235116 A

  However, in the above-described prior art, acceleration / deceleration control is performed based on the preceding / delayed train position on the route with respect to the travel plan without considering the difference between the speed in the travel plan and the actual speed of the train. As a result, hunting may occur in the train speed.

In order to solve the above-described problems, the train control device of the embodiment includes a detection unit that detects the current position and speed of a train, a time measuring unit that measures time, and a travel time and a train speed for each position between stations. a travel plan creating means for creating a trip plan that indicates, comprising a control means, wherein the control means comprises a travel time in the travel plan at the detected current position, the travel time based on the timed time And determining a correction value of the shift time using a difference between the train speed in the travel plan and the detected train speed at the detected current position, and calculating the shift time and the shift time When the time information obtained by adding the correction value indicates a delay with respect to the travel plan, the train is controlled to be accelerated, and when the time information indicates advance with respect to the travel plan, the train is And controlling so as to speed.

FIG. 1 is a block diagram illustrating a configuration of a train control device according to the embodiment. FIG. 2 is a conceptual diagram illustrating an operation curve of a travel plan. FIG. 3 is an explanatory diagram for explaining the deviation between the actual traveling of the train and the operation curve. FIG. 4 is a conceptual diagram illustrating an example of actual train travel with respect to an operation curve of a travel plan. FIG. 5 is a conceptual diagram illustrating the acceleration / deceleration of the train in the case of FIG. FIG. 6 is a conceptual diagram illustrating an example of actual train travel with respect to an operation curve of a travel plan. FIG. 7 is a conceptual diagram illustrating acceleration / deceleration of a train in the case of FIG. FIG. 8 is a conceptual diagram showing an example of actual train travel with respect to the travel curve of the travel plan. FIG. 9 is a conceptual diagram illustrating acceleration / deceleration of a train in the case of FIG. FIG. 10 is a conceptual diagram illustrating an example of actual train travel with respect to an operation curve of a travel plan. FIG. 11 is a conceptual diagram illustrating acceleration / deceleration of a train in the case of FIG. FIG. 12 is a graph illustrating the transition of train speed in conventional train control. FIG. 13 is a graph illustrating the transition of delay time in conventional train control. FIG. 14 is a graph illustrating the transition of the train speed in the control of the train control device according to the embodiment. FIG. 15 is a graph illustrating the transition of the delay time in the control of the train control device according to the embodiment.

  Hereinafter, a train control device of an embodiment is explained in detail with reference to an accompanying drawing.

  FIG. 1 is a block diagram illustrating a configuration of a train control device 100 according to the embodiment. As shown in FIG. 1, the train control apparatus 100 includes a speed / position calculation unit 101, a travel time management unit 102, a speed limit creation unit 103, a travel plan creation unit 104, an automatic operation unit 105, and vehicle characteristic data 106.

  The speed / position calculation unit 101 detects the speed of the train traveling on the rail and the current position on the route. Specifically, the speed / position calculation unit 101 detects the speed of the train from the output value of the TG 201 (TG: tacho generator) linked with the rotation of the wheels. The TG 201 may be a PG (pulse generator) that works in conjunction with wheel rotation. Further, the speed / position calculation unit 101 is based on the travel distance obtained by integrating the train speed detected from the output value of the TG 201 and the signal from the ground unit (not shown) received by the vehicle upper unit 202. Next, the current position of the train on the route is detected. The speed and current position of the train detected by the speed / position calculation unit 101 are output to the travel plan creation unit 104 and the automatic operation unit 105 as speed / position information.

  The travel time management unit 102 manages the travel time (hours and minutes) of the train traveling on the route. Specifically, the traveling time management unit 102 manages the traveling time of a train based on time information from a time measuring unit 203 that measures time using RTC (Real Time Clock) or GPS (Global Positioning System). To do. The travel time managed by the travel time management unit 102 is output to the travel plan creation unit 104.

  In addition, the station does not actually leave the station according to the schedule, and an error of several seconds may occur. Therefore, the traveling time management unit 102 grasps the accurate departure time based on the departure signal from the departure button 204. Next, the travel time management unit 102 acquires the stop / pass time at the next station from the diagram data 205 describing the schedule of the route, and calculates the travel time (hours and minutes) between the stations to the next station. . In that case, you may set the time position for confirming the travel time between stations.

  Further, the traveling time management unit 102 may receive the driving arrangement information from the driving information management device 206 and calculate the traveling time between stations by adjusting the schedule described in the diagram data 205 according to the driving arrangement information. . Specifically, based on the driving arrangement information from the driving information management device 206, adjustment such as “delay the arrival time of the next station by one minute from the diamond” may be performed.

  The speed limit creating unit 103 is based on the route data 208 in which the speed limit inherent to the route, such as the gradient / curve for each position of the route, is described, and information input from the ATC 209 (ATC: automatic train control device). Create a speed limit. Information input from the ATC 209 includes temporary speed limit (speed limit set temporarily according to route conditions such as weather), forward signal information (signal information based on the distance from the preceding train, route opening status, etc.) and so on. The speed limit created by the speed limit creating unit 103 is output to the travel plan creating unit 104 and the automatic driving unit 105.

  The travel plan creation unit 104 is a reference operation in which the travel time (hours and minutes) between stations output from the travel time management unit 102, the stop / passage time of the next station, the transit time of the time position between the stations, and the like are described. Based on the data 207, a travel plan when the train travels between stations is created. This travel plan is an operation curve indicating a travel time and a train speed for each position between stations for stopping the train at a target travel position of the next stop station in a predetermined travel time.

  FIG. 2 is a conceptual diagram illustrating operation curves G1 and G2 of a travel plan. As shown in FIG. 2, the driving curves G1 and G2 indicate the relationship between time (S: second) and speed (km / h: km / h) for each position (m: meter) when traveling between stations. . The travel plan creation unit 104 creates data corresponding to the operation curves G 1 and G 2 and outputs the data to the automatic operation unit 105.

  The automatic operation unit 105 is an ATO or the like, and controls traveling of the train between stations. The automatic driving unit 105 includes speed / position information output from the speed / position calculation unit 101, a speed limit output from the speed limit generation unit 103, and data indicating a travel plan output from the travel plan generation unit 104 Referring to the performance (accelerating / braking performance of the vehicle such as vehicle weight, acceleration / deceleration performance, etc.) described in the vehicle characteristic data 106 for the acceleration / braking of the vehicle (train). / Outputs acceleration / deceleration commands such as deceleration command, notch command, brake command, and acceleration / deceleration designation. Driving the train is controlled by driving an electric motor and a braking device (both not shown) according to the acceleration / deceleration command.

  Specifically, the automatic operation unit 105 includes a time correction operation unit 107, a fixed position stop control unit 108, an automatic operation control unit 109, and an acceleration / deceleration determination unit 110. The automatic operation control unit 109 describes acceleration / deceleration values for traveling the train within the speed limit output from the speed limit generation unit 103 according to the travel plan output from the travel plan generation unit 104 in the vehicle characteristic data 106. The train performance is output to the acceleration / deceleration determination unit 110 with reference to the train performance. Based on the distance between the target stop position and the current position and the braking performance described in the vehicle characteristic data 106, the fixed position stop control unit 108 appropriately responds to variations in the effectiveness of the brake. A brake command (deceleration value) is determined and output to the acceleration / deceleration determining unit 110. By this brake command, the train can be accurately stopped at the target stop position.

  The time correction operation unit 107 indicates the travel time based on the time measured by the time measuring unit 203, the current position and the train speed detected by the speed / position calculation unit 101, and the travel plan output from the travel plan creation unit 104. Based on the position, travel time, and train speed, the delay or advance of the train with respect to the travel plan is determined. Next, the time correction operation unit 107 determines a train acceleration / deceleration value for eliminating the delay or advance according to the delay or advance of the train with respect to the travel plan, and outputs it to the acceleration / deceleration determination unit 110 (for details) Will be described later).

  The acceleration / deceleration determining unit 110 outputs an acceleration / deceleration command corresponding to the acceleration / deceleration values from the time correction operation unit 107, the fixed position stop control unit 108, and the automatic operation control unit 109 to the train motor and braking device.

  Here, details of the processing of the time correction operation unit 107 will be described. FIG. 3 is an explanatory diagram for explaining the deviation between actual traveling of the train and the operation curve G1.

  In FIG. 3, a point P1 is a point indicating the actual train position and travel time. At this time, the train position is Xpj, the travel time is time, and the train speed is Vpj. That is, Xpj and Vpj are obtained from the speed / position information output from the speed / position calculation unit 101, and time is obtained by the timekeeping unit 203. Further, since the actual train position is Xpj, the point P on the operation curve G1 is a point indicating the position and travel time of the train corresponding to the travel plan. The difference between the points P and P1 is an apparent difference in train delay or progress with respect to the travel plan.

  Here, the point P on the operation curve G1, that is, the train speed at the train position Xpj is Vrj (the speed corresponding to the train position Xpj is extracted from the operation curve G2). Further, the remaining time from the point P to the next time position where the next train position / speed is detected is extracted as Trrj (the travel time corresponding to the train position Xpj is extracted from the operation curve G1 and replaced with the absolute time, The remaining time above is calculated).

  At this time, the delay time Tddj indicating the deviation of the running train from the travel plan can be calculated as (Trrj-Trpj). However, this delay time Tddj shows an apparent shift in time-position, and if acceleration / deceleration is performed by judging delay or advance only by this delay time Tddj, the speed in the travel plan and the actual train Since the speed difference from the speed is not taken into consideration, hunting may occur in the train speed.

  Therefore, the time correction operation unit 107 performs a calculation in consideration of the speed difference between the train speed on the travel plan and the detected train speed for the delay time Tddj, and determines the delay or progress of the traveling train with respect to the travel plan. The indicated time Tdj is calculated. Approximately, Tdj = Tddj + (time required to shift the detected train speed to the train speed on the travel plan), and the train speed on the travel plan and the detected train speed on the delay time Tddj described above. Is calculated by adding the time to eliminate the speed difference. Thus, by considering the speed difference between the speed in the travel plan and the actual speed of the train, it is possible to prevent hunting from occurring in the speed of the train.

  Here, the absolute value of the acceleration / deceleration for shifting the speed is represented by | αdj |. In addition, | αdj | is a value obtained from the acceleration / deceleration performance described in the vehicle characteristic data 106. Based on this | αdj |, a time Tdj indicating the delay or progress of the running train with respect to the travel plan is calculated from the following equation (1). In Equation (1), when Tdj is a positive value, it indicates a delay with respect to the travel plan, and when it is a negative value, it indicates a progress with respect to the travel plan.

  When the value of Tdj calculated by the equation (1) is a positive value and there is a delay with respect to the travel plan, the time correction operation unit 107 determines the acceleration (+ αdj) of the train to eliminate the delay. Output to the deceleration determination unit 110. Conversely, when the value of Tdj calculated by the equation (1) is a negative value and there is progress with respect to the travel plan, the time correction operation unit 107 calculates the deceleration (−αdj) of the train to cancel the progress. Determine and output to the acceleration / deceleration determining unit 110.

  In the expression (1), the positive value (delay) / negative value (advance) of the delay time Tddj (Trrj-Trpj) indicating the apparent deviation in time-position may vary depending on the value of the second term. is there. For example, even if the delay time Tddj (Trrj−Trpj) is a positive value (delay), the second term becomes a negative value when the train speed Vpj of the actual train is higher than the train speed Vrj in the travel plan. Depending on the value of the term, it becomes a negative value (advance).

  When the value of Tdj is within a preset range (dead band), the time correction operation unit 107 sets the acceleration / deceleration value for eliminating delay and advance with respect to the travel plan to 0 and the acceleration / deceleration determining unit 110. To prevent acceleration / deceleration. As a result, acceleration / deceleration is not performed for delay and advance in the dead band with respect to the travel plan, so that hunting can be prevented from occurring in the train speed.

  The following four cases (Case 1) to (Case 4) can be considered for the acceleration / deceleration by the time correction operation unit 107.

(Case 1)
Case 1 is a case where when there is an apparent delay in time-position, the actual train speed Vpj of the train is higher than the train speed Vrj in the travel plan, and it is determined that the vehicle is ahead (advance).

  FIG. 4 is a conceptual diagram showing an example of actual train travel with respect to the operation curve G1 of the travel plan. FIG. 5 is a conceptual diagram illustrating the acceleration / deceleration of the train in the case of FIG.

  As shown in FIG. 4, there is an apparent delay in time-position from the difference between the point P1 and the point P on the operation curve G1. However, since the train speed Vpj at the point P1 is sufficiently higher than the train speed Vrj on the operation curve G2, and the value of Tdj is a negative value, it is determined to proceed. In such case 1, as shown in FIG. 5, deceleration (−αdj) based on the preceding determination is performed and the driving curve G1 is followed.

(Case 2)
Case 2 is a case where when there is an apparent delay in time-position, the actual train speed Vpj of the train is lower than the train speed Vrj in the travel plan, and is determined to be a delay (delay).

  FIG. 6 is a conceptual diagram showing an example of actual train travel with respect to the operation curve G1 of the travel plan. FIG. 7 is a conceptual diagram illustrating acceleration / deceleration of a train in the case of FIG.

  As shown in FIG. 6, there is an apparent delay in time-position from the difference between the point P1 and the point P on the operation curve G1. Further, since the train speed Vpj at the point P1 is lower than the train speed Vrj on the operation curve G2, the value of Tdj becomes a positive value, and is determined to be a delay. In such a case 2, as shown in FIG. 7, acceleration (αdj) by delay determination is performed. Next, since Tdj falls within the dead band, there is no acceleration / deceleration, followed by a preceding determination and deceleration, so that the driving curve G1 is followed.

(Case 3)
Case 3 is a case where the actual train speed Vpj of the train is lower than the train speed Vrj in the travel plan and is judged to be delayed (delayed) when there is an apparent advance in time-position.

  FIG. 8 is a conceptual diagram showing an example of actual train travel with respect to the operation curve G1 of the travel plan. FIG. 9 is a conceptual diagram illustrating acceleration / deceleration of a train in the case of FIG.

  As shown in FIG. 8, there is an apparent advance in time-position from the difference between the point P1 and the point P on the running curve G1. However, since the train speed Vpj at the point P1 is sufficiently lower than the train speed Vrj on the operation curve G2, the value of Tdj becomes a positive value and is determined to be a delay. In such a case 3, as shown in FIG. 9, acceleration (αdj) based on the delay determination is performed to follow the driving curve G1.

(Case 4)
Case 4 is a case where the actual train speed Vpj of the train is higher than the train speed Vrj in the travel plan and it is determined to be advanced (preceding) when there is an apparent advance in time-position.

  FIG. 10 is a conceptual diagram showing an example of actual train travel with respect to the operation curve G1 of the travel plan. FIG. 11 is a conceptual diagram illustrating acceleration / deceleration of a train in the case of FIG.

  As shown in FIG. 10, there is an apparent advance in time-position from the difference between the point P1 and the point P on the operation curve G1. In addition, since the train speed Vpj at the point P1 is higher than the train speed Vrj on the operation curve G2, the value of Tdj is a negative value, and is determined to be preceding. In case 4 as described above, as shown in FIG. 11, deceleration (−αdj) based on prior determination is performed. Next, since Tdj falls within the dead band, acceleration / deceleration is not performed, delay determination is made, and acceleration results in tracking the driving curve G1.

  FIG. 12 is a graph illustrating the transition of train speed in conventional train control. In FIG. 12, a graph G11 shows the relationship between the travel distance and the train speed in the travel plan. The graph G12 shows the relationship between the travel distance and the train speed in conventional train control. FIG. 13 is a graph illustrating the transition of delay time in conventional train control. In FIG. 13, a graph G13 shows the relationship between the travel distance and the delay time in conventional train control.

  As is clear from FIG. 12, in the conventional train control, the speed difference between the speed in the travel plan and the actual speed of the train is not taken into consideration, so that hunting occurs in the speed of the train. Further, as apparent from FIG. 13, hunting occurs in the train speed, and therefore hunting occurs in the delay time.

  FIG. 14 is a graph illustrating the transition of the train speed in the control of the train control device 100 according to the embodiment. In FIG. 14, a graph G <b> 14 shows the relationship between the travel distance and the train speed in the control of the train control device 100. FIG. 15 is a graph illustrating the transition of the delay time in the control of the train control device 100 according to the embodiment. In FIG. 15, a graph G <b> 15 shows the relationship between the travel distance and the substantial delay time in the control of the train control device 100. The graph G16 shows the relationship between the travel distance and the apparent delay time in the control of the train control apparatus 100.

  As is clear from FIG. 14, in the control of the train control device 100 according to the embodiment, since the speed difference between the speed in the travel plan and the actual speed of the train is taken into consideration, hunting hardly occurs in the train speed. Thus, it follows the graph G11 stably. Further, as is clear from FIG. 15, since hunting is unlikely to occur in the train speed, the delay time also converges to 0 stably.

(Modification 1)
In an actual train or the like, not only power running / constant speed / deceleration (brake) but also fine stages may be set for each (for example, power running has 20 stages, deceleration has 10 stages, etc.). Therefore, the time correction operation unit 107 according to the first modification determines an acceleration / deceleration value according to the speed difference and resolves the speed difference between the speed in the travel plan and the actual speed of the train more quickly. 110 may be output. Specifically, the time correction operation unit 107 selects a larger acceleration / deceleration value when the speed difference is large, and selects a smaller acceleration / deceleration value when the speed difference is small. With reference to the table data describing the correspondence with the acceleration / deceleration value, the acceleration / deceleration value of the train is determined and output to the acceleration / deceleration determining unit 110.

(Modification 2)
When the time Tdj indicating the delay or progress of the traveling train is a large value and acceleration / deceleration increases when following the traveling plan, the time correction operation unit 107 does not control acceleration / deceleration. Sometimes it is better to re-plan your travel plan. Therefore, in the second modification, the travel time management unit 102 creates a travel plan that is created when the station departs from the station when the Tdj calculated by the time correction operation unit 107 is equal to or greater than a preset threshold (predetermined value). Similarly, a travel plan from the current position detected by the speed / position calculation unit 101 to the next station is re-created. The automatic operation unit 105 controls the travel of the train based on the recreated travel plan. Thereby, control performance can be improved by controlling the train by the re-created travel plan without forcibly following the travel plan.

  Note that the present invention is not limited to the above-described embodiment as it is, and can be embodied by modifying the constituent elements without departing from the scope of the invention in the implementation stage. Moreover, various inventions can be formed by appropriately combining a plurality of constituent elements disclosed in the embodiment. For example, some components may be deleted from all the components shown in the embodiment. Furthermore, the constituent elements over different embodiments may be appropriately combined.

  DESCRIPTION OF SYMBOLS 100 ... Train control apparatus 101 ... Speed / position calculation part 102 ... Travel time management part 103 ... Speed limit creation part 104 ... Travel plan creation part 105 ... Automatic operation part 106 ... Vehicle characteristic data 107 ... Time Correction operation unit 108 ... Fixed position stop control unit 109 ... Automatic operation control unit 110 ... Acceleration / deceleration determination unit 201 ... TG 202 ... Vehicle upper part 203 ... Timekeeping unit 204 ... Departure button 205 205 Dia data , 206 ... Driving information management unit, 207 ... Reference driving data, 208 ... Route data, 209 ... ATC, G1, G2 ... Driving curve, G11 to G16 ... Graph, P, P1 ... Points, Tddj ... Delay time, Time ... Running Time, Trpj, Trrj ... remaining time, Vpj, Vrj ... train speed, Xpj ... train position

Claims (5)

Detection means for detecting the current position and speed of the train;
A time measuring means for measuring time;
A travel plan creation means for creating a travel plan indicating a travel time and a train speed for each position between stations;
Control means,
The control means includes
Obtaining a shift time between the travel time in the travel plan at the detected current position and the travel time based on the time measured,
Using the difference between the train speed in the travel plan at the detected current position and the detected train speed, a correction value for the deviation time is obtained,
If the time information obtained by adding the deviation time and the correction value indicates a delay with respect to the travel plan, control to accelerate the train,
When the time information indicates progress with respect to the travel plan, control is performed so as to decelerate the train. The control means obtains the deviation time by subtracting the travel time based on the time measured from the travel time in the travel plan, and subtracts the detected train speed from the train speed in the travel plan. The train control apparatus according to claim 1 , wherein the correction value is obtained by dividing the subtraction result by the absolute value of the acceleration / deceleration obtained from the acceleration performance of the train. Wherein if said time information is within a preset range is the train control device according to claim 1 or 2, characterized in that it is to perform the control for accelerating or decelerating the train. A table in which a correspondence relationship between the speed difference and the acceleration / deceleration value is described;
The control means determines an acceleration / deceleration value from the table based on the speed difference obtained by the control means, and controls acceleration or deceleration of the train using the determined acceleration / deceleration value. The train control device according to claim 1 or 2 . The travel plan creation means, when the time information is a predetermined value or more , recreates a travel plan from the detected current position to the next station,
The train control device according to claim 1 , wherein the control unit controls travel of the train based on the re-created travel plan.

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