JP7476017B2 - Train control device, method and program - Google Patents

Description

The present invention relates to a train control device, method, and program.

Conventionally, ATO operation methods at points where the speed limit is lowered vary depending on the railway operator and line. Known methods include running the train at the point where the speed limit changes to the lower limit (speed limit change point) at a speed slower than the lower speed limit (lower speed limit) (underpassing operation), and running the train at the speed limit change point at a speed faster than the lower speed limit and slowing the train down with the ATC brakes in order to improve operational efficiency (hitting-on-the-road operation).

By the way, in order to pass through an obstacle, the train needs to decelerate before the point where the speed limit changes so that the train's speed falls below the lower speed limit by the time the speed limit changes.

However, depending on the deceleration method, there is a risk that the change in acceleration/deceleration rate will be large, resulting in a worsening ride quality, lower operational efficiency, or the train may not be able to decelerate in time, causing the ATC to activate the safety brake for a short period of time, resulting in a worsening ride quality.

In addition, when the train hits the road, the ATC safety brakes are activated, which can lead to a deterioration in ride comfort. Furthermore, if the speed at the start of deceleration control is close to the upper limit speed, this can violate the ATC speed inspection pattern, and the maximum normal brakes can be applied, resulting in a further deterioration in ride comfort.

To solve this problem, it has been proposed to calculate the running pattern between stations and follow the running pattern based on the predicted train behavior, thereby increasing the braking command earlier and suppressing changes (upwards and downwards) in the control command during deceleration, thereby preventing a deterioration in ride comfort.

Japanese Patent Application Laid-Open No. 8-140219 JP 2012-080645 A International Publication No. 2013/057969 JP 2016-055733 A JP 2016-131435 A JP 2018-007464 A

However, when the driving pattern is being recalculated due to a change in the current signal, or when the driving pattern calculation fails, a situation may arise where there is temporarily no appropriate driving pattern, causing poor control and resulting in a deterioration in ride comfort.
The present invention has been made in consideration of the above problems, and aims to provide a train control device that can decelerate a railway vehicle while providing a comfortable ride, regardless of the running method between stations.

A train control device of an embodiment includes a train speed position detection unit that detects the speed and position of a train, a train behavior prediction unit that predicts the behavior of the train based on the detection results of the train speed position detection unit, a deceleration pattern calculation unit that calculates a deceleration pattern of the train in advance so that when the train reaches a position where the speed limit is a lower speed limit, the maximum brake by the ATC will not be activated and the train speed will fall below the speed limit, and a control command calculation unit that calculates a control command based on a comparison result between the predicted result of the train's behavior after a predetermined time and the deceleration pattern , wherein the train behavior prediction unit starts prediction from a prediction start position that is before the start position of the deceleration pattern by the distance that the train will travel during the predicted length at the upper speed limit until the speed limit reaches the lower speed limit, and the control command calculation unit starts deceleration control using the deceleration pattern when the predicted train speed value after the predetermined time conflicts with the deceleration pattern.

FIG. 1 is a schematic configuration block diagram of a train control system according to an embodiment. FIG. 2 is a block diagram showing the general configuration of the deceleration pattern calculation unit. FIG. 3 is a block diagram showing the outline of the configuration of the control command calculation unit. FIG. 4 is a flowchart of an operation process according to the embodiment. FIG. 5 is a process flow chart of the deceleration pattern reverse lookup process. FIG. 6 is an explanatory diagram of a deceleration pattern during passing through a traffic jam. FIG. 7 is an explanatory diagram of the ATC speed check pattern. FIG. 8 is an explanatory diagram of a deceleration pattern during contact operation. FIG. 9 is an explanatory diagram of the deceleration pattern after it has been updated. FIG. 10 is an explanatory diagram of the deceleration pattern after updating when the train speed V is lower than the target speed for the lower speed limit.

Next, a train control system including a train control device according to an embodiment will be described with reference to the drawings.
FIG. 1 is a schematic configuration block diagram of a train control system according to an embodiment.
The train 11 that constitutes the train control system 10 is equipped with a train control device 12 that controls the train 11, a drive/braking device 15 that controls a motor 13, a brake device 14, etc. based on control commands such as a powering command and a braking command from the train control device 12, a tachograph (TG) 16, an on-board coil 17 that outputs ground coil detection information, a power receiver 18 that receives an ATC signal via a rail RL that constitutes a track circuit, and a current collector (pantograph) 19 for transmitting and receiving power to and from the overhead line LN.
The train 11 runs on rails RL with its wheels W driven and braked by a motor 13 and a brake device 14 controlled by a drive/braking device 15 .

In the above configuration, the train control device 12 includes a speed and position detection unit 21 that detects the speed and running position of the train 11, an on-board ATC device 22 that performs automatic speed control of the train 11, and an ATO (Automatic Train Operation) device 23 that performs automatic operation of the train 11.

More specifically, the speed and position detection unit 21 detects the train's speed and position based on the TG pulses output by the tachograph (TG) 17 and the ground coil detection information received from the ground coil 25 via the on-board coil 17, and outputs the detected speed and position information to the ATC on-board device 22 and the ATO device 23.

The ATC on-board device 22 also compares the speed limit based on the ATC signal with the speed of the train 11 corresponding to the speed and position information output by the speed and position detection unit 21 in order to limit the running speed of the train 11 while maintaining a distance from the preceding train 11A based on the speed and position information from the speed and position detection unit 21 and the ATC signal transmitted by the ATC ground device 26 input via the rail RL and the power receiver 18.

The ATC on-board device 22 outputs a brake command to the drive/brake control device 16 when the speed of the train 11 exceeds the speed limit. Here, the ATC ground device 26 detects the presence or absence of a train in each block section via the rail RL that constitutes the track circuit, determines the ATC signal (signal aspect) for each block section depending on the train presence situation, and transmits the ATC signal to the ATC on-board device 22 via the rail RL.

Furthermore, if the indicated speed at the block section that the train has entered after passing through the block boundary is lower than the train's speed, the ATC on-board unit 22 calculates an ATC speed check pattern from the indicated speed received at the block section that the train has entered to the indicated speed received at the block section that the train has entered, and issues a relief brake command until the pattern is met, and a maximum normal brake command if the train exceeds the calculated speed. The ATC on-board unit 22 then releases the brake command when the train speed falls below the indicated speed by a specified speed or more (for example, 1 km/h or more).

The ATO device 23 calculates a running plan based on the speed and position information output by the speed and position detection unit 21, the route information, operation information, and vehicle information stored in advance, and the ATC signal (signal aspect) received by the ATC on-board device 22, to make the train 11 run within the speed limit and the specified running time between stations, and to make the train 11 arrive at the specified position of the next station at the specified time.Then, the ATO device 23 outputs powering commands and braking commands to the drive/brake control device 16 based on the running plan.

The drive/brake control device 16 controls the motor 13 and the brake device 14 based on braking commands from the ATC on-board device 22, powering commands and braking commands from the ATO device 23, and powering commands and braking commands from a master controller (not shown) operated by a driver (not shown).
As a result, the wheels W of the train 11 are driven/braked by the motor 13 and the brake device 14 to run on the rails RL.

Next, a configuration example of the ATO device 23 will be described.
As shown in FIG. 1, the ATO device 23 includes a memory unit 23A, a vehicle characteristic estimation unit 23B, a vehicle characteristic model adjustment unit 23C, a vehicle characteristic model holding unit 23D, a driving plan calculation unit 23E, a deceleration pattern calculation unit 23F, a train behavior prediction unit 23G, and a control command calculation unit 23H.

The memory unit 23A stores route information, such as the gradient and curves (radius of curvature) of the route, permanent speed limit information (the speed limit displayed when there is no preceding train), signal deployment information (the speed limit displayed when there is a preceding train), the block length of each block section (the distance of the block section), and linear information (the arrangement of the block sections).

In addition, the memory unit 23A stores operation information such as the target stopping positions for each station, the stopping stations for each operation type and the specified running time between each station, and the operating method for the route (whether to use underpassing or on-coming driving at points where the speed limit is lowered).

The vehicle characteristic estimation unit 23B calculates the braking effectiveness based on the train speed and position detected by the speed and position detection unit 21, the route information read from the memory unit 23A, the vehicle information read from the vehicle characteristic model holding unit 23D, and the brake command calculated by the control command calculation unit 23H.

The vehicle characteristic model adjustment unit 23C adjusts the parameters of the vehicle characteristic model stored in the vehicle characteristic model storage unit 23D based on the braking effectiveness estimated by the vehicle characteristic estimation unit 23B.

The vehicle characteristic model storage unit 23D stores vehicle information such as the train length, train weight, acceleration and deceleration characteristics corresponding to powering and braking commands (acceleration characteristic model and deceleration characteristic model), air resistance, gradient resistance, and curve resistance characteristics, and parameters (deceleration and free running time) used by the ATC to calculate the speed inspection pattern.

When departing from a station, when a temporary speed limit is applied/released, when the train position, train speed or relative time deviation from the running plan becomes large, etc., the running plan calculation unit 23E calculates a running plan for arriving at the next station while observing the speed limit and within the specified running time between stations based on the train speed and position detected by the speed and position detection unit 16, the route information and operation information read from the memory unit 23A, the vehicle information read from the vehicle characteristic model holding unit 23D, and the signal information received from the ATC on-board device 22.

The deceleration pattern calculation unit 23F calculates the target deceleration pattern when decelerating the train 11 for the points where the speed limit is reduced and the station stop parts based on the train speed and position detected by the speed position detection unit 16, the route information and operation information read from the memory unit 23A, the vehicle information read from the vehicle characteristic model holding unit 23D, and the signal information received from the ATC on-board device 22.

The train behavior prediction unit 23G predicts the position and speed of the train 11 after a specified time based on the speed and position of the train 11 detected by the speed and position detection unit 16, the route information read from the memory unit 23A, the vehicle information read from the vehicle characteristic model holding unit 23D, and the history of powering commands and braking commands up to the previous control cycle.

The control command calculation unit 23H calculates powering commands and braking commands to make the train 11 run according to the running plan or deceleration pattern based on the speed and position of the train 11 detected by the speed and position detection unit 16, the route information read from the memory unit, the running plan calculated by the running plan calculation unit 23E, the deceleration pattern calculated by the deceleration pattern calculation unit 23F, the train behavior prediction result (the position and speed of the train 11 after a specified time) calculated by the train behavior prediction unit 23G, and the signal information received from the ATC on-board device 22.

Next, the deceleration pattern calculation unit 23F will be described.
FIG. 2 is a block diagram showing the general configuration of the deceleration pattern calculation unit.
The deceleration pattern calculation unit 23F includes a deceleration pattern calculation unit for passing through operation 31, a deceleration pattern calculation unit for hit operation 32, a deceleration pattern calculation unit for station stop 33, an operation method determination unit 34, and a deceleration location determination unit 35.

The deceleration pattern calculation unit 31 generates a deceleration pattern for passing through vehicles, which is used when passing through vehicles in a passing manner, in which the vehicle travels at a position where the speed limit changes downward (speed limit change position) at a speed slower than the lowered speed limit (lower speed limit) based on traffic light information, vehicle information, route information, and speed position information, and outputs the generated pattern to the driving method determination unit 34.

The deceleration pattern calculation unit 32 generates a deceleration pattern for hit operation that is used when the train is driven in hit operation, in which the train is slowed down by the ATC brakes while traveling faster than the lower speed limit at the speed limit change position with the aim of improving operational efficiency, based on signal information, vehicle information, line information, and speed position information, and outputs the generated pattern to the operation method determination unit 34.

In this case, the deceleration pattern calculation unit 32 for hit driving includes a check pattern calculation unit 41, a deceleration pattern update necessity determination unit 42, and a deceleration pattern calculation/update unit 43.

The inspection pattern calculation unit 41 calculates the ATC speed inspection pattern from the speed limit change position and the upper speed limit to the lower speed limit, and outputs it to the deceleration pattern calculation/update unit 43.

The deceleration pattern update necessity determination unit 42 determines that the deceleration pattern needs to be updated when it is determined from the operation information that the line on which the train is traveling is a line where hit-and-run driving is performed and the deceleration pattern speed at the speed limit change position is higher than the speed of the train 11, and outputs the determination result to the deceleration pattern calculation/update unit 43.

As a result of these operations, the deceleration pattern calculation/update unit 43 updates the deceleration pattern so that it is equal to the train speed at the speed limit change position. In this case, if the train speed is lower than the target speed for the lower speed limit, the deceleration pattern calculation/update unit 43 updates the deceleration pattern so that it is equal to the target speed for the lower speed limit at the speed limit change position.

The station stop deceleration pattern calculation unit 33 outputs a station stop deceleration pattern for stopping at a station to the deceleration point determination unit 35 based on signal information, vehicle information, line information, and speed and position information.
The driving method determination unit 34 outputs a deceleration pattern for passing through or a deceleration pattern for hitting an obstacle to the deceleration point determination unit 35 as a lower indicated point deceleration pattern based on the actual driving state based on the input driving information.
As a result, the deceleration point determination unit 35 outputs the lower-level current point deceleration pattern or the station stop deceleration pattern as the deceleration pattern to the control command calculation unit 23H based on the speed/position information and the line information.

Next, the control command calculation unit 23H will be described.
FIG. 3 is a block diagram showing the outline of the configuration of the control command calculation unit.
The control command calculation unit 23H includes an inter-station running control unit 51, a deceleration control unit 52, and a control switching unit 53.

The inter-station running control unit 51 outputs powering commands/braking commands during inter-station running to the control switching unit 53 based on the running plan output by the running plan calculation unit 23E, the route information read from the memory unit 23A, the signal information from the ATC on-board device 22, and the train behavior prediction result by the train behavior prediction unit 23G.

The deceleration control unit 52 includes a lower-level indicated location deceleration control unit 61 and a station stop deceleration control unit 62 .
The deceleration control unit 52 outputs a powering command/braking command to the control switching unit 53 for performing deceleration control.
More specifically, the lower current location deceleration control unit 61 of the deceleration control unit 52 outputs a powering command/braking command to the control switching unit 53 for performing deceleration control at the lower current location.

In addition, the station stop deceleration control unit 62 of the deceleration control unit 52 outputs a powering command/braking command to the control switching unit 53 to perform deceleration control when stopping at a station.

As a result, the control switching unit 53 selects either the powering command/brake command output by the inter-station running control unit 51, the powering command/brake command output by the lower-level indication point deceleration control unit of the deceleration control unit 52, or the powering command/brake command output by the station stop deceleration control unit 62 of the deceleration control unit 52, based on the train behavior prediction result output by the train behavior prediction unit 23G, the deceleration pattern output by the deceleration pattern calculation unit 23F, and the speed position information output by the speed position detection unit 21, and outputs the selected command as the powering command/brake command to the drive/braking device 15.

Next, the operation of the embodiment will be described.
FIG. 4 is a flowchart of the operation process according to the embodiment.
The deceleration pattern calculation unit 23F first extracts the current speed limit (speed limit before the reduction = upper speed limit), the speed limit of the next block (speed limit after the reduction = lower speed limit), and a target speed for the lower speed limit, based on the route information read from the memory unit 23A and the signal information (indicated speed) received from the ATC on-board device 22 (step S11).
Here, the upper limit speed is the lower of the permanent speed limit of the current block section extracted from the speed limit information included in the line conditions and the current speed received from the ATC on-board equipment 22.
If the current speed is equal to the permanent speed limit, the lower speed limit is taken as the permanent speed limit for the next block section.

Also, if the current speed is lower than the permanent speed limit, this means that the train 11 is approaching the preceding train, so the current speed of the next block section is estimated based on the signal deployment information.
Furthermore, the target speed for the lower speed limit is set to a speed that is lower than the lower speed limit by a certain margin.

Next, the deceleration pattern calculation unit 23F reverse-looks up a deceleration pattern at a specified deceleration or a specified brake notch from the target speed for the lower speed limit to the upper speed limit based on the route information read from the memory unit 23A and the vehicle information read from the vehicle characteristic model holding unit 23D (step S12).
In other words, when the deceleration point determination unit 35 determines that the location is a lower-level indication location where the speed limit is to be lowered based on the speed limit information contained in the line information and the detected position and speed of the train 11, it calculates a deceleration pattern for decelerating to the lower speed limit.

FIG. 5 is a process flow chart of the deceleration pattern reverse lookup process.
The driving method determination unit 34 determines whether or not the route on which the vehicle is traveling is a route in which the vehicle must pass through obstacles, based on the operation information (step S31).

FIG. 6 is an explanatory diagram of a deceleration pattern during passing through a traffic jam.
If the driving method determination unit 34 determines that the route on which the vehicle is traveling is a route requiring underpassing driving (step S31; Yes), the deceleration pattern calculation unit 23F reverse-looks up the deceleration pattern by using a deceleration rate or brake command that is weaker than the normal maximum brake rate, from the speed limit change position and the target speed for the lower speed limit to the upper speed limit (step S32).

Specifically, as shown in FIG. 6, at the speed limit change position PL1, the deceleration pattern PDC is reversed so that the speed of the train 11 falls below the deceleration pattern PDC so that it is less than the lower speed limit VLM2 after the speed limit change, thereby becoming the speed of the train 11 at the predicted start position.

If the driving method determination unit 34 determines that the route on which the vehicle is traveling is not a route where under-passing driving is performed, i.e., if the route is determined to be a route where hitting driving is performed (step S31; No), the deceleration pattern calculation unit 23F first calculates the ATC speed check pattern from the speed limit change position and the upper to lower speed limits (step S33).

FIG. 7 is an explanatory diagram of the ATC speed check pattern.
Here, the ATC speed check pattern ACP is obtained by shifting the deceleration pattern BEP drawn by the emergency brake deceleration as shown in Figure 7 forward by the free running distance (indicated by the arrow in Figure 7).

FIG. 8 is an explanatory diagram of a deceleration pattern during contact operation.
Then, the deceleration pattern is reversed from the position where the ATC speed check pattern ACP becomes the lower speed limit VLM2 and the target speed for the lower speed limit VLM2 to the upper speed limit VLM1 using a deceleration or brake command weaker than the normal maximum brake (step S34).
Next, the deceleration pattern calculation unit 23F sets the predicted start position to a distance L before the position where the train 11 reaches the upper limit speed and travels at the upper limit speed in a predetermined time (step S13).

Next, it is determined whether the running position of the train 11 has reached the set predicted start position (step S14).
If it is determined in step S14 that the running position of the train 11 has not reached the set predicted start position (step S14; No), the train behavior prediction unit 23G predicts the train position and speed after a specified time and outputs them to the control command calculation unit 23H (step S15).
That is, the train behavior prediction unit 23G calculates predicted values of acceleration/deceleration, speed, and position, taking into account the transient response of acceleration/deceleration.

As a result, the control switching unit 53 of the control command calculation unit 23H selects either the powering command or the braking command output by the inter-station running control unit 51 and outputs it to the drive/brake control device 15.
Therefore, the drive/brake control device 15 performs control based on the powering command/braking command based on the inter-station running control (step S16).

In other words, the inter-station running control unit 51 of the control command calculation unit 23H reads out the running mode from the running plan calculated by the running plan function, reads out the corresponding control command (powering command in powering mode, coasting command in coasting mode), and outputs the necessary powering command/brake command so that the predicted speed does not exceed the target speed for the speed limit at the current position by more than the allowable error, and so that the train runs within the allowable error from the speed specified in the running plan in the constant speed running mode, and the drive/brake control device 15 performs control based on the powering command/brake command outputted by the inter-station running control unit 51.

In this case, the inter-station running control by the inter-station running control unit 51 does not need to be limited to the method described above.
For example, methods such as driving at a target speed that is a certain speed lower than the speed limit, driving according to a target speed adjusted for each speed limit section, or driving according to a driving pattern speed may be used.

If it is determined in step S14 that the running position of the train 11 has reached the set predicted start position (step S14; Yes), the control command calculation unit 23H determines whether inter-station running control is in progress (step S17).
If it is determined in step S17 that inter-station running control is in progress (step S17; Yes), the control command calculation unit 23H determines whether the running section is a section where on-the-spot operation is performed and whether the speed corresponding to the deceleration pattern at the speed limit change position is higher than the current train speed (step S18).

FIG. 9 is an explanatory diagram of the deceleration pattern after it has been updated.
If it is determined in step S18 that the traveling section is a section where on-the-spot operation is performed and the speed corresponding to the deceleration pattern at the speed limit change position is higher than the current train speed (step S18; Yes), the deceleration pattern calculation/update unit 43 updates the deceleration pattern PDC1 to the deceleration pattern PDC2 so that the speed on the deceleration pattern PDC2 at the speed limit change position PL1 becomes equal to the train speed VTR, as shown in Figure 9 (step S19).

FIG. 10 is an explanatory diagram of the deceleration pattern after updating when the train speed V is lower than the target speed for the lower speed limit.
As shown in FIG. 10, when the speed VTR of the train 11 is lower than the target speed for the lower speed limit VLM2, the deceleration pattern is updated so that the speed VTR becomes equal to the target speed VTG for the lower speed limit VLM2 at the speed limit change position PL1.

The deceleration pattern can be updated by calculating the deceleration distance required to decelerate the train 11 from its speed, and then recalculating the deceleration pattern from a position that is the deceleration distance away from the speed limit change position, or by moving the calculated deceleration pattern forward, etc.

In addition, in the case of routes where trains pass each other, or routes where trains hit each other but the deceleration pattern speed at the speed limit change point is equal to or less than the train speed, there is no need to update the deceleration pattern.

Next, the train behavior prediction unit 23 predicts the position and speed of the train 11 after a predetermined time (step S20).
Next, the control command calculation unit 23H determines whether or not the speed of the train 11 predicted by the train behavior prediction unit 23 is equal to or less than the deceleration pattern plus the allowable error (step S21).

If it is determined in step S21 that the speed of the train 11 predicted by the train behavior prediction unit 23 is equal to or less than the deceleration pattern plus the allowable error (step S21; Yes), the control switching unit 53 of the control command calculation unit 23H selects the powering command/braking command output by the inter-station running control unit 51 and outputs it to the drive/braking control device 15, so that the drive/braking control device 15 performs control based on the powering command/braking command based on the inter-station running control (step S22).

In the judgment of step S21, if the speed of the train 11 predicted by the vehicle behavior prediction unit 23 exceeds the deceleration pattern + allowable error (step S21; No), the control switching unit 53 of the control command calculation unit 23H selects the powering command/brake command output by the deceleration control unit 52 and outputs it to the drive/braking control device 15.
Therefore, the drive/brake control device 15 performs control based on a powering command/braking command corresponding to the deceleration control (step S23).
That is, the deceleration control unit 52 calculates and outputs a control command so that the difference between the predicted speed and the deceleration pattern speed falls within an allowable range.
Thereafter, if it is determined again in step S17 that inter-station running control is not in progress (step S17; No), the train behavior prediction unit 23G predicts the position and speed of the train 11 after a predetermined time and outputs them to the control command calculation unit 23H (step S24).
As a result, the control command calculation unit 23H determines whether or not the predicted position of the train 11 has reached the end of the deceleration pattern (step S25).
When it is determined in step S25 that the predicted position has reached the end of the deceleration pattern, the control command calculation unit 23H again transitions to inter-station running control and calculates control commands in accordance with the running plan (step S27).
If it is determined in step S25 that the predicted position has not yet reached the end of the deceleration pattern (step S25; No), the control switching unit 53 of the control command calculation unit 23H selects the powering command or the braking command output by the deceleration control unit 52 and outputs it to the drive/brake control device 15, and the drive/brake control device 15 performs control based on the powering command or the braking command corresponding to the deceleration control (step S26).

As explained above, according to this embodiment, when decelerating at a point where the speed limit changes downward, a deceleration pattern is set and tracking control is performed based on the predicted train behavior.

Therefore, regardless of the method of inter-station running control (passing-through driving or bumping driving), the brake command is not suddenly increased when deceleration begins, and the train can decelerate to the lower limit speed with a comfortable ride.

More specifically, when driving through obstacles, the vehicle decelerates to below the lower speed limit at the point where the speed limit changes downward, allowing the vehicle to decelerate to the lower speed limit while still providing a comfortable ride.

In addition, when driving on impact, the brakes are applied smoothly before the safety device's relief brakes are activated, and the train slows down within a range where the safety device's maximum normal brakes are not activated, allowing the train to decelerate to the lower speed limit without reducing operational efficiency and providing a comfortable ride.

Although several embodiments of the present invention have been described, these embodiments are presented as examples 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 modifications 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, and are included in the scope of the invention and its equivalents described in the claims.

The train control device of this embodiment is equipped with a control device such as an MPU, a storage device such as a ROM (Read Only Memory) or RAM, an external storage device such as a HDD or CD drive, a display device, and various input devices, and has a hardware configuration that uses a normal computer.

The program executed by the train control device of this embodiment is provided in an installable or executable format file recorded on a computer-readable recording medium such as a CD-ROM, a semiconductor memory device such as a USB memory, or a DVD (Digital Versatile Disk).

The program executed by the train control device of this embodiment may be stored on a computer connected to a network such as the Internet and provided by downloading it via the network. The program executed by the correction information calculation device 11 of this embodiment may be provided or distributed via a network such as the Internet.

The program for the train control device of this embodiment may also be configured to be provided by being pre-installed in a ROM or the like.

10 Train control system 11 Train 11P Leading train 12 Train control device 13 Motor 14 Brake device 15 Driving/braking device 16 Speed generator (TG)
DESCRIPTION OF SYMBOLS 17 On-board coil 18 Power receiver 21 Speed and position detection unit 22 On-board ATC device 23 ATO device 23A Memory unit 23B Vehicle characteristics estimation unit 23C Vehicle characteristics model adjustment unit 23D Vehicle characteristics model storage unit 23E Running plan calculation unit 23F Deceleration pattern calculation unit 23G Train behavior prediction unit 23H Control command calculation unit 25 Ground coil 26 ATC ground device 31 Deceleration pattern calculation unit for passing through operation 32 Deceleration pattern calculation unit for hitting operation 33 Deceleration pattern calculation unit for station stop 34 Running method determination unit 35 Deceleration location determination unit 41 Verification pattern calculation unit 42 Deceleration pattern update necessity determination unit 43 Deceleration pattern calculation/update unit 51 Inter-station running control unit 52 Deceleration control unit 53 Control switching unit 61 Lower indication location deceleration control unit 62 Station stop deceleration control unit ACP ATC speed check pattern BEP Deceleration pattern L Distance LN Overhead line W Wheel PDC, PDC1 to PDC3 Deceleration pattern VTG Target speed VTR Train speed PL1 Speed limit change position VLM1 Upper limit speed VLM2 Lower limit speed

Claims (8)

a train speed and position detection unit that detects the speed and position of a train;
a train behavior prediction unit that predicts the behavior of the train based on a detection result of the train speed and position detection unit;
a deceleration pattern calculation unit that calculates a deceleration pattern of the train in advance so that when the train reaches a position where the speed limit of the train is a lower limit speed, a maximum brake by the ATC is not activated and the speed of the train falls below the speed limit;
a control command calculation unit that calculates a control command based on a comparison result between the train behavior prediction result after a predetermined time and a deceleration pattern ,
the train behavior prediction unit starts prediction from a prediction start position that is a distance before a start position of the deceleration pattern that the train travels during a prediction length at an upper limit speed until the speed limit of the train reaches the lower limit speed,
the control command calculation unit starts deceleration control according to the deceleration pattern when a train speed prediction value after a predetermined time period conflicts with the deceleration pattern.
Train control device. The deceleration pattern calculation unit calculates a deceleration pattern for passing through an obstacle,
calculating a deceleration pattern of the train such that, when the speed limit of the train reaches a position where the speed limit of the train becomes the lower speed limit, the speed of the train falls below the speed limit and the deceleration becomes weaker than the maximum normal brake.
The train control device according to claim 1. The deceleration pattern calculation unit calculates a deceleration pattern of a contact operation,
Calculating a deceleration pattern of the train that is below the lower limit speed at a position where the ATC speed check pattern reaches the lower limit speed;
The train control device according to claim 1. the deceleration pattern calculation unit updates the deceleration pattern so that the speed of the train does not exceed the train speed before the start of deceleration control at a position where the speed limit of the train becomes the lower speed limit.
The train control device according to claim 3. the deceleration pattern calculation unit updates the deceleration pattern so that the speed of the train corresponding to the deceleration pattern at a position where the speed limit of the train becomes the lower speed limit does not fall below the lower speed limit by a predetermined speed or more.
The train control device according to claim 3. when deceleration control is not performed, the control command calculation unit calculates a control command based on a comparison result between a train behavior prediction result and a speed limit or a target speed based on a running plan;
During the deceleration control, when the predicted position based on the behavior prediction result reaches the end of the deceleration pattern, the deceleration control is terminated.
The train control device according to claim 1 . detecting the speed and position of a train;
predicting the behavior of the train based on the detection results of the speed and the position;
calculating a deceleration pattern of the train so that the speed of the train falls below the speed limit without maximum braking by the ATC when the speed limit of the train reaches a position where a lower speed limit is reached;
and calculating a control command based on a comparison result between the train behavior prediction result after a predetermined time and a deceleration pattern,
The step of predicting the behavior of the train includes starting prediction from a prediction start position that is a distance before the start position of the deceleration pattern that the train travels during a prediction length at an upper limit speed until the speed limit of the train reaches the lower limit speed,
the step of calculating the control command starts deceleration control according to the deceleration pattern when a train speed prediction value after a predetermined time period conflicts with the deceleration pattern;
Method . A program for controlling a train control device by a computer,
The computer,
means for detecting the speed and position of a train;
a means for predicting a behavior of the train based on the detection results of the speed and the position;
a means for calculating a deceleration pattern of the train so that, when the train reaches a position where the speed limit of the train is a lower limit speed, the maximum brake by the ATC is not applied and the speed of the train falls below the speed limit;
and calculating a control command based on a comparison result between the train behavior prediction result after a predetermined time and the deceleration pattern.
Furthermore, the means for predicting the behavior of the train is caused to function so as to start a prediction from a prediction start position that is a distance before the start position of the deceleration pattern that the train travels during a prediction length at an upper limit speed until the speed limit of the train reaches the lower limit speed,
causing the means for calculating the control command to function so as to start deceleration control according to the deceleration pattern when a train speed prediction value after a predetermined time period conflicts with the deceleration pattern;
program.

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