JP7433933B2 - Train control device and train control method - Google Patents

Description

Embodiments of the present invention relate to a train control device and a train control method.

Conventionally, on railway lines with high operation density, there are cases where preceding trains are delayed due to reasons such as delayed station departures due to passenger congestion. When a delay occurs in a preceding train, the own train approaches the preceding train and conflicts with the inspection pattern, often causing the safety brake to operate. When the safety brake operates, the train decelerates. This causes delays in the own train, and the deceleration also worsens ride comfort.

When the inspection pattern moves in the direction of travel of the preceding train, the safety brake of the own train is released. As a result, when the own train increases its speed by powering to recover from the delay, it approaches the preceding train again and conflicts with the inspection pattern, causing the safety brake to operate. If such power running and safety braking are repeated, the ride comfort will deteriorate significantly.

For this reason, technology has been proposed to avoid deterioration in ride comfort due to repeated power running and safety braking, while suppressing delays that occur in trains. As this technique, for example, a technique has been proposed in which a target speed is set so that the target speed is reached at the timing when the inspection pattern is moved to a position that conflicts with the inspection pattern before movement. If you drive according to this target speed, you can drive at the maximum speed within the range where the safety brake does not operate. This makes it possible to avoid the operation of the safety brake while suppressing delays.

JP2011-217564A

However, in the conventional technology, since the own train is assumed to be running steadily from its current position to the position where control based on the check pattern is started, the own train immediately By starting deceleration to reach the target speed, there is a problem that the delay caused by the deceleration may be propagated to the following trains.

The train control device of the embodiment includes an acquisition section, a storage section, a driving calculation section, an output section, a check calculation section, a determination section, and a deceleration calculation section. The acquisition unit acquires a movement time at which a stop limit position at which the train should stop is moved based on the speed and position of the train, and the position of a preceding train downstream from the train. The storage unit stores route information indicating the position of a station where the train stops on the route on which the train runs, and operation information including at least the travel time between stations as information for operating the train on the route. do. The operation calculation unit calculates an operation system that indicates changes in train speed between stations in order to protect the travel time between stations, based on the route information, operation information, and the position and speed of the train acquired by the acquisition unit. Calculate the curve. The output unit outputs a control command according to the operating curve to the train drive/brake control device. The check calculation unit calculates a check pattern for stopping the train based on the stop limit position of the preceding train. The determination unit determines that when the train is traveling according to the operating curve, the speed and position of the train according to the operating curve match the speed and position indicated by the check pattern between the current time and the travel time. Determine whether there is a case. The deceleration calculating section is configured to calculate a speed at a second speed lower than the first speed at which the match occurs and at a second position downstream from the first position at which the match occurs, in the case where the determination section determines that there is a possibility of a match. A deceleration pattern is calculated that has the speed and position of the train that match the speed and position determined by the train, and decelerates at a predetermined deceleration that is lower than the deceleration of the reference pattern.

FIG. 1 is an exemplary and schematic block diagram showing the configuration of a train equipped with a train control device according to a first embodiment. FIG. 2 is a diagram showing a check pattern calculated by the ATC on-board device of the first embodiment. FIG. 3 is a diagram illustrating a running curve calculated by the running curve calculation unit and a check pattern calculated by the check pattern calculation unit of the first embodiment. FIG. 4 is a diagram illustrating a deceleration pattern calculated by the deceleration pattern calculation unit of the first embodiment. FIG. 5 is a diagram showing an example of calculation of a deceleration pattern when there is a speed-limited section between the train and the preceding train, by the deceleration pattern calculation unit of the first embodiment. FIG. 6 is a diagram illustrating a method of calculating a deceleration pattern by the deceleration pattern calculation unit of the first embodiment when the driving curve is composed of a plurality of sections with different decelerations/accelerations. FIG. 7 is a flowchart showing a process up to outputting a control command in the train control device of the embodiment. FIG. 8 is an exemplary and schematic block diagram showing the configuration of a train equipped with a train control device according to a second modification.

Hereinafter, some embodiments of the present disclosure will be described based on the drawings. The configuration of the embodiment described below, and the actions and results (effects) brought about by the configuration are merely examples, and are not limited to the contents described below.
First, the configuration of the first embodiment will be explained.

FIG. 1 is an exemplary and schematic block diagram showing the configuration of a train TR equipped with a train control device 100 according to the first embodiment. As shown in FIG. 1, the train TR is equipped with a speed position detection device 110, an automatic train control (ATC) on-board device 120, and a drive/brake control device 130 in addition to the train control device 100.

The speed position detection device 110 detects the position of the train TR based on pulses from a speed generator 140 provided on the axles of the wheels W of the train TR, information received from the ground element 201 via the onboard element 150, etc. Detect the speed and position of.

The ATC onboard device 120 outputs a brake command to prevent the train TR from colliding with the preceding train TRa or derailing. The ATC on-board device 120 is configured to be able to communicate with the ATC ground device 200.

The ATC ground equipment 200 detects the presence or absence of a train in each blockage section via the rail (track circuit) RL, determines the signal display for each blockage section according to the track presence status, and updates the signal display related to the determined signal display. The information is transmitted to the ATC onboard device 120 via the rail (track circuit) RL of each blocked section.

When the ATC onboard device 120 receives information regarding the signal appearance from the ATC ground device 200 via the power receiver 160, it creates a stop pattern for stopping at the stop limit position calculated based on the information regarding the signal appearance. calculate. The ATC onboard device 120 then outputs the calculated stop pattern to the train control device 100.

The train control device 100 is a device that controls a train, and includes, for example, a drive/brake control device 130 in order to implement stop control to stop the train TR at a predetermined position (for example, a target stop position set at a stop station). A control command (for example, a brake command) to be given to is calculated. Furthermore, the train control device 100 can also calculate a control command (a power running command and/or a brake command) for driving the train between stations while observing the speed limit. Note that the train control device 100 is configured as a computer including, for example, a processor, a memory, and the like.

The drive/brake control device 130 receives a brake command from the ATC onboard device 120, a power running command and/or a brake command from the train control device, and a master controller (not shown) in response to the driver's operation. The motor 170 and/or the brake device 180 are controlled based on the power running command and/or the brake command output from the motor 170 and/or the brake device 180.

Note that a power running command is given to the motor 170 via the drive/brake control device 130 to realize power running of the train TR, and a brake command is given to the motor 170 or the brake device via the drive/brake control device 130. 180 realizes braking of the train TR. The brake command given to the motor 170 realizes regenerative braking (electric brake) using regeneration of the motor 170, and the brake command given to the brake device 180 realizes air braking using the brake device 180.

Here, in the embodiment, the train control device 100 includes a vehicle characteristic estimation section 102, a vehicle characteristic model adjustment section 103, a train behavior prediction section 105, a running curve calculation section 106, a deceleration pattern calculation section 107, a control It has a command output section 109, an acquisition section 111, and a verification pattern calculation section 112. Some or all of these configurations may be functionally realized by the cooperation of hardware and software by the processor of the train control device 100 executing a computer program stored in the memory, or may be realized functionally by the cooperation of hardware and software. It may also be realized in hardware using a circuit or the like.

Further, the train control device 100 includes a storage section 101 and a characteristic model holding section 104 in a nonvolatile storage medium such as an SSD or an HDD.

The storage unit 101 stores route information and operation information. The route information is information on the route on which the train TR runs, and includes at least information indicating the position of the station where the train stops. Furthermore, the route information includes various information about the route, such as information about the slope and curve (radius of curvature) of the route on which the train TR runs, information about the speed limit of each blockage section, and blockage length ( This information includes information regarding the distance of the blocked sections), linear information regarding the arrangement of the blocked sections, etc.

The operation information includes, for example, the target stop position of each stop station on the route on which the train TR runs, the stop stations set for each operation type of the train TR, and the predetermined travel time between each station. I'm here.

The characteristic model holding unit 104 stores vehicle information including acceleration characteristics, deceleration characteristics, etc. of the train TR. More specifically, the vehicle information includes the train length and weight of the train TR, models (acceleration characteristic model and deceleration characteristic model) indicating acceleration characteristics and deceleration characteristics corresponding to the given power running command and brake command, respectively, and air resistance characteristics. , gradient resistance characteristics, curve resistance characteristics, switching start speed and switching end speed that serve as criteria for switching between electric brakes (regenerative brakes) and air brakes.

The characteristic model holding unit 104 according to the present embodiment further stores parameters (deceleration of stop pattern and idle running time) for ATC to calculate a check pattern.

The acquisition unit 111 acquires the speed and position of the train TR detected by the speed and position detection device 110 from the speed and position detection device 110.

Further, the acquisition unit 111 acquires the travel time at which the preceding train TRa starts moving from the station, from the stop time of the train at the stop station, which is included as operation information in the storage unit 101. When the preceding train TRa starts moving, the stopping limit position of the train TR moves. In other words, the movement time at which the preceding train TRa starts moving can also be referred to as the time at which the stop limit position of the train TR moves.

Then, the movement time at which the stop limit position of the train TR moves is processed as the movement time at which the inspection pattern moves. The method for obtaining the travel time at which the stop limit position of the train TR moves is to determine the travel time when the preceding train TRa starts moving from the station based on the train stop time at the stop station in the operation information. The method is not limited to the method of acquiring the time of movement, and any method may be used. For example, the movement time at which the stop limit position moves may be estimated from the transition of the stop limit position received from the ATC onboard device 120, or may be further estimated by referring to the standard operating curve held in the operation information. Good too. Furthermore, the movement time of the preceding train TRa may be notified as a movement prediction result of the preceding train TRa by the operation control device through wireless communication with the ground operation control device.

The vehicle characteristic estimation unit 102 receives the speed and position of the train TR acquired by the acquisition unit 111 , the route information read from the storage unit 101 , the vehicle information read from the characteristic model holding unit 104 , and the control command output unit 109 . Based on the output brake command, the effectiveness of the brake is calculated.

Vehicle characteristic model adjustment section 103 adjusts the parameters stored in characteristic model holding section 104 based on the degree of brake effectiveness estimated by vehicle characteristic estimation section 102 .

The train behavior prediction unit 105 uses the speed and position of the train TR acquired by the acquisition unit 111, the route information read from the storage unit 101, the vehicle information read from the characteristic model holding unit 104, and the information output by the control command output unit 109. The position and speed of the train after a predetermined time are predicted based on the power running command and brake command of the control cycle.

The operating curve calculation unit 106 determines the restriction based on the route information and operation information read out from the storage unit 101, the position and speed of the train acquired by the acquisition unit 111, and the vehicle information read out from the characteristic model holding unit 104. In order to protect the running time between stations while maintaining the speed, a running curve showing the change in the speed of the train TR between stations is calculated. By issuing control commands according to the driving curve, the vehicle can arrive at its destination (for example, the next station) while keeping the travel time. The running curve calculation unit 106 calculates a running curve, for example, at the time of departure from a station, when a temporary speed restriction occurs or is lifted, or when the deviation between the running curve and the train position, speed, or relative time becomes large.

The control command output unit 109 calculates the speed and position of the train TR acquired by the acquisition unit 111, the route information and operation information read from the storage unit 101, the vehicle information read from the characteristic model holding unit 104, and the operating curve calculation unit 106. Based on the calculated running curve and the train behavior prediction result (train position and speed after a predetermined time) calculated by the train behavior prediction unit 105, a power running command and a brake command are calculated for making the train TR run according to the running curve. and outputs it to the drive/brake control device 130 of the train TR. In addition, in this embodiment, in order to calculate the power running command/brake command, the speed and position of the train TR, route information and operation information, vehicle information, driving curve, and the train behavior prediction result calculated by the train behavior prediction unit 105 are used. The method is not limited to using all of the information (position and speed of the train after a predetermined time), and the power running command and brake command may be calculated by combining any plurality of these pieces of information.

The check pattern calculation unit 112 calculates a check pattern for stopping the train TR based on the stop pattern acquired from the ATC onboard device 120 and the stop limit position of the preceding train TRa stopped downstream from the train TR. Calculate.

FIG. 2 is a diagram showing a check pattern calculated by the ATC on-board device 120 of this embodiment. The stop pattern 251 shown in FIG. 2 is a position versus speed curve that is reversely traced from the current stop limit position at a predetermined deceleration in order to stop at the current stop limit position, and the points on the curve are defined as positions. It is a collection of data expressed as a set of speeds. As the predetermined deceleration, for example, the deceleration of the emergency brake of the train TR can be considered. The check pattern calculation unit 112 calculates a check pattern 252 from the stop pattern 251 by bringing forward the idle running time of the train TR. Note that this embodiment shows an example of a method for calculating the check pattern, and any calculation method may be used as long as it is a deceleration pattern that allows the vehicle to stop at the stop limit position.

Then, a control command output unit 109 (described later) compares the check pattern with the train speed acquired by the acquisition unit 111, and issues a brake command to the drive/brake control device 130 if the train speed exceeds the check pattern. Output.

The deceleration pattern calculation unit 107 includes a determination unit 108 and calculates the speed and position of the train TR acquired by the acquisition unit 111, route information and operation information read from the storage unit 101, vehicle information read from the characteristic model holding unit 104, Based on the signal information received from the ATC on-board device 120, the operating curve calculated by the operating curve calculation unit 106, and the inspection pattern calculated by the inspection pattern calculation unit 112, the system is configured to decelerate the train TR when the preceding train TRa approaches. Calculate the deceleration pattern.

If the train TR is running according to the operating curve calculated by the operating curve calculation unit 106, the determining unit 108 determines whether the train TR is running according to the operating curve between the current time and the moving time when the stop limit position of the train TR moves. It is determined whether or not the speed and position of the train TR coincide with the speed and position indicated by the check pattern.

FIG. 3 is a diagram illustrating a running curve calculated by the running curve calculation unit 106 and a check pattern calculated by the check pattern calculation unit 112 of the present embodiment. Travel control of the train TR is performed so as to follow a running curve 301 shown in FIG. 3. Then, according to the current position of the preceding train TRa, a stop limit position 312 is set as the starting point of a blocked section where the preceding train is located or the starting point of a route that is not open. Then, the verification pattern calculation unit 112 calculates the verification pattern 302.

An intersection 321 between the operating curve 301 and the verification pattern 302 indicates that the speed and position indicated by the operating curve 301 and the velocity and position indicated by the inspection pattern 302 match. Then, the determination unit 108 determines whether the train TR moves to the intersection 321 before the stop limit position 312 moves based on the travel of the preceding train TRa. The time until the stop limit position 312 moves based on the traveling of the preceding train TRa is the time until the stop limit position is updated to before the start of the next block due to the progress of the preceding train TRa and the check pattern moves. It shows.

Then, the determination unit 108 determines that if the train TR does not move to the intersection 321 before the stop limit position 312 moves based on the traveling of the preceding train TRa, in other words, the speed of the train TR according to the operating curve If it is determined that there is no case where the speed and position match the speed and position shown in the verification pattern 302, no particular control is performed.

On the other hand, if the train TR moves to the intersection 321 before the stop limit position 312 moves based on the travel of the preceding train TRa, in other words, the determination unit 108 determines that the speed of the train TR according to the operating curve is If it is determined that the speed and position shown in the verification pattern 302 may match, it is predicted that the safety brake will operate in conflict with the verification pattern 302, so the deceleration pattern calculation unit 107 A deceleration pattern is calculated.

When the determination unit 108 determines that they match, the deceleration pattern calculation unit 107 calculates a second speed that is lower than the first speed of the matched intersection point 321 and at a second position downstream from the first position of the matched intersection point 321. , a deceleration pattern 330 that matches the verification pattern 302 and decelerates at a predetermined deceleration lower than the deceleration of the verification pattern 302 is calculated.

The predetermined deceleration for calculating the deceleration pattern 330 is a deceleration smaller than the deceleration of the stop pattern calculated when stopping at a station under automatic operation control of the train TR, or a brake notch weaker than the brake notch of the stop pattern. This is the deceleration when using Since a low deceleration is thereby set, discomfort caused by deceleration can be suppressed.

When the deceleration pattern calculation unit 107 calculates the deceleration pattern by reverse retrieval from the reverse retrieval starting point using a constant brake notch, the vehicle characteristic model adjustment unit 103 adjusts the deceleration pattern according to the actual brake effectiveness. A deceleration characteristic model may be used. By using the deceleration characteristic model, it is possible to reduce switching of brake notches when decelerating along the deceleration pattern.

The deceleration pattern 330 is calculated by reverse lookup simulation from a coordinate (hereinafter also referred to as a reverse lookup start point) 322 on the check pattern 302 at which the speed is lower than the speed at the intersection 321 of the operating curve 301 and the check pattern 302.

Then, the train behavior prediction unit 105 calculates the time required for the calculated deceleration pattern to reach the operating curve (the time required for the train TR to reach the starting point of reverse retrieval according to the deceleration pattern) and the time required for the calculated deceleration pattern to reach the operating curve, and the train The time until the train TR collides with the inspection pattern is calculated based on the relative time when the train TR moves to the intersection with the curve.

In this way, the train behavior prediction unit 105 of this embodiment predicts the movement of the train TR when a control command is output according to the deceleration pattern, every time the deceleration pattern is calculated by the deceleration pattern calculation unit 107. Thereby, it can be determined whether the train TR reaches the inspection pattern 302 or not.

Then, when the train TR moves according to the calculated deceleration pattern, the determination unit 108 determines that when the train TR moves according to the calculated deceleration pattern, until the stop limit position 312 moves based on the traveling of the preceding train TRa, the determination unit 108 In other words, it is determined whether the speed and position of the train TR according to the deceleration pattern match the speed and position indicated by the check pattern 302. If it is determined that movement is possible to the intersection of the deceleration pattern and the check pattern, the deceleration pattern calculation unit 107 further calculates a deceleration pattern by lowering the speed at the reverse lookup starting point. By repeating this process, it is possible to calculate a deceleration pattern in which the check pattern moves just before it collides with the check pattern.

Then, when the deceleration pattern is calculated by the deceleration pattern calculation unit 107, the control command output unit 109 sends a control command (power running command/brake command) according to the deceleration pattern to the drive/brake control device 130 of the train TR. Output.

Specifically, the control command output unit 109 causes the train speed to follow the lower speed of the operating curve and the deceleration pattern, based on the prediction result of the train behavior prediction unit 105, and to adjust the train speed to the speed limit and the check pattern. Calculate control commands to avoid conflicts.

FIG. 4 is a diagram illustrating a deceleration pattern calculated by the deceleration pattern calculation unit 107 of this embodiment. In the example shown in FIG. 4, it is assumed that the train TR travels according to the running curve 401 and the preceding train TRa stops at a station. Therefore, a verification pattern 402 has been calculated. Then, since the determining unit 108 determines that the stop limit position 412 does not move until the train TR moves to the intersection 411, a deceleration pattern is calculated.

When the departure of the preceding train TRa, which is stopping at a station, is delayed, the speed of the preceding train TRa is low, so that the time required for the preceding train TRa to completely clear the home track and for the inspection pattern 402 to move is longer.

Then, in the deceleration pattern calculated by the deceleration pattern calculation unit 107, as shown in the deceleration pattern reverse lookup start points 421, 422, 423, 424, 425, and 426, the speed at the reverse lookup start point is gradually lowered. After making adjustments, calculate the deceleration pattern.

Conventionally, a technique has been proposed in which the target speed is lowered so as not to move to the inspection pattern, and then the vehicle travels steadily at the target speed. With this technology, delays occur in the train TR, which has a high possibility of affecting the following trains. In this embodiment, since it is not necessary to reduce the speed until the train approaches the preceding train TRa, the influence on the following train can be reduced.

Then, the deceleration pattern calculation unit 107 determines that the time after the train TR moves to the reverse lookup start point 426 of the deceleration pattern is earlier than the movement time when the check pattern 402 moves, and the speed at the reverse lookup start point 426 is equal to or lower than the predetermined speed Vs. In this case, a deceleration pattern having a deceleration lower than a predetermined deceleration that is lower than the deceleration of the reference pattern 302 is calculated and changed to the deceleration pattern without changing the reverse lookup starting point 426.

In other words, even though the deceleration pattern calculation unit 107 lowers the intersection of the check pattern 402 and the deceleration pattern to the predetermined speed Vs indicated by the reverse lookup start point 426, the train TR is When moving to the reverse start point 426 of the inspection pattern 402, a deceleration pattern is calculated in which the deceleration is lower than a predetermined deceleration or the brake notch is weakened. As a result, for example, the deceleration pattern calculation unit 107 calculates deceleration patterns 432 and 433 with lower decelerations compared to the deceleration pattern 431 with a predetermined deceleration.

The predetermined speed Vs is set to, for example, a speed at which even if the command is switched from braking to power running, the vehicle will stop before the power running takes effect due to a delayed response.

Even if the reverse start point speed is lowered to the predetermined speed Vs and the deceleration of the deceleration pattern is weakened to 0 km/h/s (the deceleration pattern is constant speed), it is predicted that the check pattern will be reached before the check pattern moves. In this case, it is determined that stopping outside the aircraft cannot be avoided.

In this case, the control command output unit 109 calculates the control command so as not to conflict with the check pattern, and as a result, the vehicle stops before the reverse lookup start point of the check pattern.

FIG. 5 is a diagram showing an example of calculation of a deceleration pattern when there is a speed limited section between the train and the preceding train TRa. In the example shown in FIG. 5, the speed is limited to V1 in the section from position P1 to position P2 in the section shown by the operating curve 501.

Conventionally, in the method of calculating a target speed for traveling at a constant speed, it is necessary to start reducing the train's target speed early, regardless of whether there is a speed limit between the train and the preceding train TRa. However, if there is a speed limit between the train and the preceding train TRa, and the speed V1 in the speed limit section is lower than the target speed, the pre-movement check pattern will be reached later than expected, so it is difficult to efficiently adjust the delay. difficult. In this case, the possibility that the following train will be delayed increases.

On the other hand, the deceleration pattern calculation unit 107 of the present embodiment lowers the speed from the intersection 511 on the miracle indicated by the check pattern, so that the deceleration reverse lookup start points 521, 522, 523, and 524 are Set. Then, the deceleration pattern calculation unit 107 sequentially calculates deceleration patterns 531, 532, 533, and 534 according to predetermined decelerations from the deceleration reverse lookup starting points 521, 522, 523, and 524.

In this embodiment, travel control is performed according to the deceleration patterns 531, 532, 533, and 534 described above. Thereby, there is no need to decelerate between the sections P1 and P2 where the speed is restricted.

According to the present embodiment, a deceleration pattern with a weaker deceleration than the reference pattern is inserted with the coordinates where the speed is lower than the intersection of the operating curve and the reference pattern as the starting point of reverse retrieval, and control commands are issued in accordance with the deceleration pattern. As a result, when the train TR runs according to the target speed for avoiding safety brakes, even if there is a speed limit as described above, there is no need to decelerate before the speed limit, which suppresses the propagation of delays to the following trains. can.

FIG. 6 is a diagram illustrating a method of calculating a deceleration pattern when the driving curve is composed of a plurality of sections with different decelerations/accelerations. In the example shown in FIG. 6, the driving curve 601 is composed of a plurality of sections (a first section 651, a second section 652) having different decelerations due to the speed limit section.

In such a case, the deceleration pattern calculation unit 107 reduces the speed from the intersection 611 of the operating curve 601 and the check pattern 602, sets deceleration reverse lookup start points 621, 622, and decelerates from the deceleration reverse lookup start points 621, 622. Patterns 631 and 632 are calculated.

If the deceleration pattern 632 calculated in the second section is brought forward to the end position of the brake at the end of the first section, the deceleration pattern calculation unit 107 of this embodiment newly decelerates at the beginning of the first section. By inserting the pattern 631, the speed of the train TR is adjusted.

In this way, the deceleration pattern calculation unit 107 calculates an operation that decelerates at the first deceleration in the first section and decelerates at the second deceleration smaller than the first deceleration in the second section downstream from the first section. The second section of the curve is changed to a deceleration pattern with a predetermined deceleration, and after the deceleration pattern reaches the end of the first section, the section where the first deceleration starts in the first section is changed to a predetermined deceleration pattern. Change to speed deceleration pattern.

Next, the overall processing in the train control device 100 will be explained. FIG. 7 is a flowchart showing the processing up to outputting a control command in the train control device 100 of this embodiment.

First, the check pattern calculation unit 112 calculates a check pattern based on the stop pattern calculated by the ATC on-board device 120 (S701).

Next, the determination unit 108 determines whether the travel time of the train TR to the intersection of the operating curve and the inspection pattern is longer than the time it takes for the inspection pattern to move (S702). If it is determined that the travel time of the train TR to the intersection is longer than the time it takes for the inspection pattern to move (S702: Yes), the control command output unit 109 calculates a control command for the train TR to travel according to the operating curve. and outputs it to the drive/brake control device 130 (S703).

On the other hand, if it is determined that the travel time of the train TR to the intersection is shorter than the time it takes for the check pattern to move (S702: No), the deceleration pattern calculation unit 107 selects the coordinates from the intersection point among the coordinates on the check pattern. The coordinates corresponding to the low speed are set as the reverse lookup starting point (S704).

Then, the deceleration pattern calculation unit 107 calculates a deceleration pattern based on the reverse lookup start point and the predetermined deceleration (S705). Note that if the deceleration is set in S711, a deceleration pattern is calculated based on the deceleration set in S711.

The determination unit 108 determines whether the travel time of the train TR until it reaches the inspection pattern according to the deceleration pattern is longer than the time it takes for the inspection pattern to move (S706). If it is determined that the travel time of the train TR until it reaches the inspection pattern is longer than the time it takes for the inspection pattern to move (S706: Yes), the control command output unit 109 selects the speed from among the operating curve and the deceleration pattern. A control command for the train TR to run according to the lower one is calculated and output to the drive/brake control device 130, and the process ends (S707).

On the other hand, if it is determined that the travel time of the train TR until it reaches the inspection pattern is shorter than the time it takes for the inspection pattern to move (S706: No), the determination unit 108 determines that the starting point of the deceleration pattern is It is determined whether the position is near the TR (S708). If the starting point of the deceleration pattern is near the current train TR (S708: Yes), the deceleration pattern is not recalculated and the control command output unit 109 adjusts the train TR according to the lower speed of the operating curve and deceleration pattern. A control command for driving is calculated and output to the drive/brake control device 130 (S707).

On the other hand, if the starting point of the deceleration pattern has not reached the vicinity of the current train TR (S708: No), it is determined whether the speed indicated by the intersection of the deceleration pattern and the inspection pattern is less than or equal to the predetermined speed Vs (S709 ). If it is determined that the speed indicated by the intersection of the deceleration pattern and the check pattern is greater than the predetermined speed Vs (S709: No), the speed is lower than the coordinate set as the current reverse lookup start point among the coordinates on the check pattern. The lower coordinate is set as the reverse lookup starting point (S710).

On the other hand, if it is determined that the speed indicated by the intersection of the deceleration pattern and the check pattern is equal to or lower than the predetermined speed Vs (S709: Yes), the deceleration pattern calculation unit 107 calculates the current deceleration value without changing the current reverse lookup start point. A lower deceleration than the pattern is set (S711).

Then, the process is repeated from S705 again, and at the time of transition to S707, a control command according to the calculated deceleration pattern or operating curve is output, and the process ends.

(Modification 1)
In the embodiment described above, the deceleration pattern describes the case where the vehicle is decelerated at a predetermined deceleration rate. However, the deceleration pattern is not limited to a case where the deceleration is performed at a predetermined deceleration rate. Therefore, in Modification 1, a case will be described in which the deceleration decreases as the intersection of the deceleration pattern and the inspection pattern approaches.

When calculating a deceleration pattern from a reverse retrieval start point, the deceleration pattern calculation unit 107 of this modification sets the deceleration to be lower or to pull a brake notch as the reverse retrieval start point (intersection point) approaches the reverse retrieval start point (intersection point). ), a deceleration pattern is calculated in which the deceleration increases as the distance increases, or the brake notch is pressed.

In this modification, by calculating the deceleration pattern, the deceleration becomes low immediately before the collision with the check pattern. Therefore, when the check pattern moves downstream and the deceleration pattern of the train TR is updated, and the target speed of the train TR increases, the amount of change required to change the control command to the powering side is reduced. can. This can prevent deterioration in ride comfort.

(Modification 2)
FIG. 8 is an exemplary and schematic block diagram showing the configuration of a train TR equipped with a train control device 800 according to the second modification. As shown in FIG. 8, the train TR is equipped with an onboard communication device 190 in addition to the train control device 100, a speed position detection device 110, an ATC onboard device 120, and a drive/brake control device 130. There is.

In the example shown in FIG. 8, a mobile blockade type CBTC (Communications-Based Train Control) is provided instead of the fixed blockade type ATC as shown in the first embodiment. In the modified example, a CBTC ground device 850, a first ground communication device 851, and a second ground communication device 852 are provided. The CBTC ground device 850, the first ground communication device 851, and the second ground communication device 852 are connected via a network 860.

The first ground communication device 851 performs wireless communication with the train TR. The second ground communication device 852 performs wireless communication with the preceding train TRa. The CBTC ground device 850 then controls the trains TR and TRa based on the information received by the first ground communication device 851 and the second ground communication device 852.

For example, the CBTC ground device 850 transmits position information and the like of the preceding train TRa to the onboard communication device 190 of the train TR via the second ground communication device 852. Thereby, the train TR can sequentially receive the position information of the preceding train TRa according to the progress of the preceding train, every time the preceding train advances. Thereby, the train control device 100 of the train TR can recognize the movement of the check pattern based on the stop limit position updated according to the position information of the preceding train TRa. Thereby, it is possible to realize movement control of the train TR according to the inspection pattern that is changed more frequently than in the case of ATC shown in the first embodiment. Note that the movement control is the same as in the first embodiment, so a description thereof will be omitted.

According to the embodiments and modifications described above, the deceleration pattern is changed to a deceleration pattern with a weaker deceleration than the reference pattern at the intersection of the operating curve and the reference pattern, and the target speed for avoiding the safety brake indicated by the deceleration pattern is reached. By issuing control commands to ensure that the delay propagation to subsequent trains can be suppressed.

Although several embodiments of the invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, substitutions, and changes can be made without departing from the gist of the invention. These embodiments and their modifications are included within the scope and gist of the invention, as well as within the scope of the invention described in the claims and its equivalents.

100, 800...Train control device, 101...Storage unit, 102...Vehicle characteristic estimation unit, 103...Vehicle characteristic model adjustment unit, 104...Characteristic model holding unit, 105...Train behavior prediction unit, 106...Driving curve calculation unit, 107 ...Deceleration pattern calculation section, 108... Determination section, 109... Control command output section, 111... Acquisition section, 112... Verification pattern calculation section.

Claims (5)

an acquisition unit that acquires a movement time at which a stop limit position at which the train should stop is moved based on the speed and position of the train, and the position of a preceding train downstream from the train;
Store route information indicating the position of a station where the train stops on the route on which the train runs, and operation information including at least the travel time between stations as information for operating the train on the route. storage section,
Based on the route information, the operation information, and the position and speed of the train acquired by the acquisition unit, changes in the speed of the train between stations are indicated in order to protect the travel time between the stations. a driving calculation unit that calculates a driving curve;
an output unit that outputs a control command according to the operating curve to a drive/brake control device of the train;
a check calculation unit that calculates a check pattern for stopping the train based on the stop limit position of the preceding train;
When the train is traveling according to the operating curve, the speed and position of the train according to the operating curve and the speed and position indicated in the inspection pattern are different between the current time and the travel time. a determination unit that determines whether or not there is a match;
When the determination unit determines that there is a possibility of a match, the speed indicated by the verification pattern is at a second speed lower than the matched first speed and at a second position downstream from the matched first position. and a deceleration calculation unit that calculates a deceleration pattern that decelerates at a predetermined deceleration lower than the deceleration of the check pattern, having the speed and position of the train that match the position of the train,
The output unit outputs a control command according to the deceleration pattern to a drive/brake control device of the train.
train control equipment. The deceleration calculation unit calculates the deceleration pattern with a deceleration smaller than the deceleration of a stop pattern calculated when stopping at a station under automatic operation control of the train, or when stopping at a station under automatic operation control of the train. calculating the deceleration pattern when using a brake notch weaker than the brake notch of the stop pattern calculated when
The train control device according to claim 1 . The deceleration calculation unit calculates a deceleration lower than the predetermined deceleration when the time after the train moves to the second position is earlier than the movement time and the second speed is less than or equal to the predetermined speed. change to pattern,
The train control device according to claim 1 or 2 . The deceleration pattern calculated by the deceleration calculation unit is such that the deceleration decreases as the second position is approached;
A train control device according to any one of claims 1 to 3 . A train control method executed in a train control device, comprising:
The train control device includes:
A memory that stores route information indicating the position of a station where the train stops on the route on which the train runs, and operation information that includes at least the travel time between stations as information for operating the train on the route. Department and
Equipped with
The train control method includes:
an acquisition step of acquiring a moving time at which a stop limit position at which the train should stop is moved based on the speed and position of the train, and the position of a preceding train downstream from the train;
Based on the route information, the operation information, and the position and speed of the train acquired in the acquisition step, a change in the speed of the train between stations is indicated in order to protect the travel time between the stations. a driving calculation step of calculating a driving curve;
an output step of outputting a control command according to the operating curve to a drive/brake control device of the train;
a check calculation step of calculating a check pattern for stopping the train based on the stop limit position of the preceding train;
When the train is traveling according to the operating curve, the speed and position of the train according to the operating curve and the speed and position indicated in the inspection pattern are different between the current time and the travel time. a determination step of determining whether or not there is a match;
If it is determined in the determination step that there is a possibility of a match, the speed indicated by the verification pattern is at a second speed lower than the matched first speed and at a second position downstream from the matched first position. and a deceleration calculation step of calculating a deceleration pattern that has the speed and position of the train that match the position and decelerates at a predetermined deceleration that is lower than the deceleration of the reference pattern,
The output step outputs a control command according to the deceleration pattern to the drive/brake control device of the train.
Train control method.

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