JPH07170603A - Speed correcting method - Google Patents

Abstract

PURPOSE:To accurately calculate a speed and a run distance by correcting a shaft speed with ground point data of an apparatus having a ground point detecting function previously stored as a reference when the speed is calculated based on wheel diameter data of a specific wheel. CONSTITUTION:When a train receives command data from a ground element of an apparatus having a ground point detecting function, entire shaft slip or skid does not occur in its ground point section and a difference between a actually measured current distance and a distance indicated by the data stored in a RAM 10c in a microcomputer 10 falls within a predetermined range such as within a distance error to be considered when an error exists at a set value of wheel 1-4 diameter data A, a second shaft correction coefficient based on the actually measured distance, the ground point data and a first shaft correction coefficient is calculated. A second separate shaft correction coefficient is multiplied by separate shaft speeds SVA1-SVA4 at respective samplings by a CPU 10a in the microcomputer 10, and the respective speeds SVA1-SVA4 are corrected.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a traveling speed correction method for accurately calculating a traveling speed and a traveling distance of a train, and can be used as an automatic driving system for accurately operating a train, for example.

[0002]

2. Description of the Related Art FIG. 5 is a block diagram showing a configuration example of an automatic driving system provided in a conventional train. This automatic driving system consists of four wheels 1 to 1 provided on the train.
4 is for automatically controlling the traveling. In FIG. 5, reference numeral 10 is a microcomputer (hereinafter, referred to as a microcomputer), which includes a CPU (central processing unit) 10a,
ROM (Read Only Memory) 10b, RAM
(Random access memory) 10c and the like. The RAM 10c stores track data that defines acceleration / constant speed / deceleration sections and stop points, and operating condition data that defines operating conditions such as train operation time.

Based on these data, the CPU 10a in the microcomputer 10 follows a driving program stored in the ROM 10b to a power running controller (hereinafter referred to as a mass control notch) 11 during normal running (power running), and During coasting / brake operation (when the vehicle is stopped or when the emergency brake signal SB is supplied, etc.), the brake control device (hereinafter,
Control information is supplied to each of the brake notches 12) to control traveling. Such a method is called a microcomputer control method. The mass control notch 11 and the brake notch 12 stepwise control the strength of the field of the motors 13 _{1 to} 13 ₄ according to the control information supplied from the microcomputer 10. As a result, different rotational torques of the wheels 1 to
4 is transmitted to each axis.

Further, with the speeding up of trains and the increasing density of operating intervals, there are many trains provided with an automatic train stop device (ATS) as an example of a device having a point detection function. When the train passes through an ATS ground wire that works with a traffic light that shows a stop signal, the receiver (A
TS train car) receives the stop signal, and the train brake automatically operates to stop the train before the traffic signal. In this way, by controlling the brakes of the train directly from the ground, it is possible to ensure driving safety.

By the way, in order to operate the train accurately by the automatic driving system, it is necessary to accurately calculate the traveling distance based on the accurate traveling speed. This traveling speed is obtained based on the wheel axial speed and the wheel diameter. The shaft speed is usually detected via a rotation speed detector provided on each shaft, but the wheel diameter is, for example, one of the representative wheels of a plurality of wheels of one train. The diameter is measured, and the measured value is set in the wheel diameter setting device.

However, in practice, the wheel diameters of the wheels other than the representative wheel are not necessarily the same as the wheel diameters of the representative wheel, and errors due to product specifications or due to usage time, usage condition, etc. may occur. Have And the error of the wheel diameter concerned in the same vehicle produces the error of the axial speed of each wheel. For example, when a wheel having a diameter slightly smaller than the diameter of the representative wheel is rotationally controlled in the same manner as the representative wheel during traveling of the vehicle, the shaft speed of this wheel tends to be slightly higher than the shaft speed of the representative wheel, If the representative wheel is slipping and you cannot refer to the shaft speed, you can calculate the running speed from this slightly faster shaft speed and the diameter data set in the wheel diameter setter. Calculated slightly larger. An example of processing for correcting the shaft speed of each wheel in order to correct the error in the traveling speed for each axis due to the diameter error is shown in FIG.
And FIG. 7 will be described below.

In the following description, among the wheels 1 to 4 shown in FIG. 5, the wheel diameter of the wheel 1 is measured in advance by an operator and set as wheel diameter data in a wheel diameter setter (not shown). And A program for performing the following processing is stored in the ROM in the microcomputer 10.
It is stored in advance in 10b and is called and executed by the CPU 10a in the microcomputer 10 at every predetermined sampling period.

Now, when this train departs from a station and the axis speed correction routine shown in FIG. 6 is called, first, step S
At P51, the microcomputer 10 reads the wheel diameter data of the wheel 1 set in the wheel diameter setter and stores it in the variable A. Next, the process proceeds to step SP52, the shaft speeds of the respective shafts of the wheels 1 to 4 are supplied to the microcomputer 10 through the rotation speed detector, and are set as the shaft speeds SVA1 to SVA4. Here, the shaft velocities SVA1 to SVA4 are values calculated from the output of the rotation speed detector and a standard value (820 mm in this case) of the wheel diameter determined in advance from the type of train.

Then, the processing shifts to step SP53,
In order to correct each of the above shaft speeds SVA1 to SVA4 to a value suitable for this train by actually measuring the wheel diameter data,
That is, in order to correct the shaft speed error caused by the difference between the wheel diameter standard value and the wheel diameter data, each shaft speed SVA is corrected.
1 to SVA4 are multiplied by the ratio of the variable A (wheel diameter data) and the standard value, and the multiplication result is the absolute shaft speed SVC1 of each wheel.
~ SVC4 (km / h) is set (equation (1) below). SVCn (km / h) = SVAn x A / 820 (1) (n = 1 to 4) As a result, the wheel diameter of the wheel set in the wheel diameter setter (hereinafter referred to as the set axis wheel) is used as a reference. The absolute shaft speed for each wheel is calculated.

Next, the process proceeds to step SP54,
It is determined whether or not the correction condition completion flag that is turned on when the correction conditions described below are satisfied is on. This flag is set to the off state when the power of the device is turned on, and therefore "NO" is set here.
Is determined, and the process proceeds to step SP55. In step SP55, the absolute axis speeds SVC1 to SVC
The minimum value of 4 is more than a predetermined value (here, 80 km /
h or more) is determined. Here, since the train has just started, it is determined to be "NO", and the process ends. Then, for the time being, the same processing as described above is performed for each sampling cycle.

Next, the train is gradually accelerated, and the minimum value of each of the absolute shaft speeds SVC1 to SVC4 is a predetermined value (80 km /
If h) is exceeded, the above step SP55 of this routine
Since it is determined to be "YES" in, the process proceeds to step SP56. In step SP56, it is determined from the current driving situation whether the current driving state is coasting. Here, if the train is still in initial power running, it is determined to be "NO", and the process ends. Then, while the power running operation is being performed, the same processing as this is performed at each sampling cycle.

Next, when this routine is called when the train enters the coasting operation process from the power running operation process, it is determined as "YES" in step SP56 because the operation state is coasting, and the process is stepped. Move to SP57. In step SP57, the absolute axis speed of the wheel for which the diameter data has been set in the wheel diameter setter (here, S
VC1) is stored as the set axis absolute axis speed VMAINC,
Absolute axis speed SVC1 of wheel 1 and the set axis absolute axis speed VMA
The difference from INC (CSV1) is calculated. And the difference value C
It is determined whether the absolute value of SV1 is less than or equal to a predetermined value (here, 3 km / h).

In this case, since the wheel 1 is the set shaft wheel, the difference value CSV1 becomes "0", but in general, the difference value CSV
When 1 is regarded as within the range due to the error of the wheel diameter, the absolute axis speed VMAINC of the set axis and the absolute axis speed S at that time
This is because a correction coefficient described later is calculated based on VC1.

Since the difference value CSV1 is "0" as described above, it is determined to be "YES" and the process proceeds to step SP58. Similarly, in steps SP58 to 60, the difference value CSV2 between each of the absolute axis speeds SVC2 to SVC4 of the axes of the wheels 2 to 4 set in step SP53 and the set axis absolute axis speed VMAINC is set.
.About.CSV4 are respectively calculated, and it is determined whether the absolute value is equal to or less than the predetermined value (3 km / h). That is, in each of steps SP57 to 60, the error of the absolute shaft speed of each wheel with respect to the set shaft wheel is the above-mentioned predetermined value (3 km / h).
It is determined whether or not it is within the range, and if there is even one wheel that does not satisfy this condition, the process ends.

Here, assuming that the error of the absolute shaft speed of the wheels 2 to 4 with respect to the set shaft wheel is within the above-mentioned predetermined value, that is, the absolute value of the difference values CSV2 to CSV4 is within 3 km / h, each of the above-mentioned steps SP58. Is determined to be “YES” in each of steps 60 to 60, and the processing is performed in step SP of FIG.
Move to 61. Then, the correction condition completion flag is set to the ON state.

Then, the process proceeds to step SP62.
In steps SP62 to 65, the absolute shaft speeds SVC1 to SVC4 calculated in step SP53 are corrected based on the following equation (2) for each wheel, and the corrected shaft speeds SVAC1 to SVAC4 are calculated. . SVACn = SVCn- (VMAINC / SVCn_M) (2) (n = 1 to 4) In the above formula (2), "(VMAINC / S
VCn_M) "is a correction coefficient for correcting the deviation of the shaft speed due to the error between each wheel diameter and the diameter of the set shaft wheel. Here, "SVCn_M" is the same as the current absolute axis speed "SVCn" of each axis calculated in step SP53, and the correction coefficient "(VMAINC / SVCn_" based on this value is used.
M) ”is stored and continuously used thereafter, it is referred to as“ SVCn_M ”for convenience.

Thereafter, until the power of the device is cut off,
Corrections of steps SP62 to 65 of FIG. 7 are sequentially performed through steps SP51 to 54 of FIG. That is, the absolute shaft velocities SVC1 to SV based on the wheel diameter data, which are calculated in step SP53 in each sampling cycle.
The correction coefficient "(VMAINC / S
VCn_M) "is multiplied to correct the axial speed, and the traveling speed and the traveling distance in each sampling period are calculated based on the corrected axial speed. Here, the correction of the shaft speeds of the four shafts is carried out even if the set shaft wheel has a slipping or sliding phenomenon, and the state is determined from the shaft speeds of other wheels and the acceleration / deceleration obtained from the shaft speeds. This is because it is determined and the traveling speed and the traveling distance are calculated based on the axial speed of the wheels in which idling or gliding has not occurred. If all four axes are idling or gliding,
It is necessary to calculate the traveling speed by another correction means,
It is omitted here.

[0018]

According to the above method, an accurate traveling speed can be obtained on the assumption that the wheel diameter data set in the wheel diameter setter is correct. Therefore, if the wheel diameter data is set incorrectly, or if there is an error in the measured value of the set axis wheel diameter, there will be an error in the traveling speed and the traveling distance, and the point at which the original acceleration / deceleration or stop operation should be performed. There is a risk that these operations will be performed at a different point from. The present invention has been made in view of the above-mentioned circumstances, and when the traveling speed is calculated based on the wheel diameter data of the specific wheel among the plurality of wheels, when the wheel diameter data is incorrect, Another object of the present invention is to provide a traveling speed correction method capable of accurately calculating traveling speed and traveling distance.

[0019]

In order to solve the above-mentioned problems, according to the present invention, each axle speed of a plurality of wheels included in a train equipped with a device having a point detection function, and the plurality of wheels. When the traveling speed is calculated based on the wheel diameter data of the specific wheels, the traveling speed for correcting the traveling speed error caused by the diameter error of each wheel by correcting each axial speed. A correction method, wherein the train prestores point data of a point where command data should be received from each ground element of the device having the point detection function, and the train becomes a coasting state from a powering state after departure,
When the shaft speed of each of the shafts or the specific wheel is a predetermined value or more, and the difference between the shaft speed of each shaft and the shaft speed of the specific wheel is within a predetermined range, respectively, the shaft speed of the specific wheel. And a first axis-based correction coefficient is calculated based on the above-mentioned respective axis speeds, and thereafter, each axis speed is multiplied by the first axis-based correction coefficient to obtain the respective axis speeds. Corrected, the train receives the command data from the ground element of the device having the point detection function, and all the shaft idle or gliding state has not occurred in the point section, and the shaft speed and the wheel diameter. When the difference between the measured distance of the point calculated based on the data and the distance indicated by the stored point data is within a predetermined range, the measured distance, the point data, and the first axis-specific correction Calculate the second axis-based correction coefficient based on the coefficient And thereafter, at every predetermined sampling period, said multiplying said second axis-specific correction factor for each axis velocity is characterized by correcting the respective shaft speed.

[0020]

According to the above method, the difference between the shaft speed of the specific wheel for which the wheel diameter data has been set and each shaft speed is within a predetermined range at the stage where each wheel has coasted almost stably after the train has started. When it is within the range, a first axis-specific correction coefficient is calculated based on the axis speed of the specific wheel and each axis speed, and each axis speed is multiplied by the first axis-specific correction coefficient every predetermined sampling period. Then, each axis speed is corrected. Accordingly, if the wheel diameter data is accurate, an accurate traveling speed can be obtained based on each shaft speed and the wheel diameter data. Next, the train receives the command data from the ground terminal of the device having the point detection function, and all the axes slipping or gliding state has not occurred in the point section, and the current measured distance and the stored point data indicate When the difference with the distance is within a predetermined range, for example, within a distance error that can be considered when there is an error in the set value of the wheel diameter data, the actually measured distance, the point data, and the first axis-specific correction The second correction coefficient for each axis is calculated based on the coefficient.
Then, for each predetermined sampling period, each axis speed is multiplied by the second axis-specific correction coefficient to correct each axis speed.

Further, when the train receives the command data from the ground wire of the device having the spot detecting function and the above conditions are not satisfied, the train is the next spot or the next spot ... It is possible to receive the command data from the ground element of the device having the detection function and perform the same correction coefficient calculation process when the above conditions are satisfied. That is, when the second correction coefficient for each axis is calculated, it becomes possible to correct the deviation of the shaft speed due to the measurement error of the diameter of the set shaft wheel, and thereafter, the second correction for each axis is performed. An accurate traveling speed can be obtained based on each shaft speed corrected by the coefficient and the wheel diameter data.

[0022]

Embodiments of the present invention will be described below with reference to the drawings. The structure of the apparatus according to this embodiment is the same as that shown in FIG. 1 to 4 are flowcharts of axis velocity correction processing according to an embodiment of the present invention.
Hereinafter, an example in which this processing method is applied to the automatic driving system shown in FIG. 5 will be described. Further, it is assumed that the wheel diameter of the wheel 1 is set in the wheel diameter setting device, as in the above-described conventional example. A program for performing this processing is stored in the ROM 10b in the microcomputer 10 of FIG.
CPU 1 in the microcomputer 10 at predetermined sampling intervals
It is called by 0a and executed. Also, microcomputer 1
In the RAM 10c within 0, the signal receiving point information (km) corresponding to each installation point of the above-mentioned ATS ground element is stored as point data LATS.

Now, when this train leaves the station and the axis speed correction routine of FIG. 1 is called, first, step SP1.
Is executed. In this step, the same processing as in steps SP51 to 53 in FIG. 6 is performed, and the shaft speed SVA
1 to SVA4 and variable A (wheel diameter data) are set, and based on these, absolute shaft speeds SVC1 to SVC
4 (km / h) is set. Then, the process proceeds to step SP2, and it is determined whether or not the correction condition completion flag F1 which is turned on under the same condition as the above-mentioned correction condition completion flag is on. The flag F1 also
Similarly, when the power of the device is turned on, it is set to the off state, and here, it is determined to be "NO" and the process proceeds to step SP3.

The following steps SP3 to SP8 have the same processing contents as steps SP55 to SP60 in FIG. That is, in step SP3, it is determined whether or not the minimum shaft speed is equal to or higher than a predetermined value (here, 80 km / h or higher). However, since it is just after the departure here, it is determined to be "NO", and the processing is ended. To do. Thereafter, similar processing is performed for each sampling cycle, and when each condition of steps SP3 to 8 (similar to steps SP55 to 60 and description thereof is omitted) is satisfied, at step SP9, the correction condition completion flag is set. F1 is turned on.

Then, in step SP10, as shown in FIG.
The first inter-wheel correction subroutine (DIACAL shown in FIG.
1) is called. Each processing (steps SP31 to 34) in this subroutine is performed in step SP62 of FIG.
~ 65, the calculation of the correction coefficient and the correction of the shaft speed are performed for each wheel based on the above equation (2).
Then, the process ends. Then, when the routine of FIG. 1 is called in the next sampling cycle, step S
The process proceeds to step SP2 via P1, but since the correction condition completion flag F1 is in the on state here, it is determined to be “YES”, and the process is performed at step SP11 in FIG.
Proceed to. In step SP11, the second state is turned on when the second correction condition described below is satisfied.
It is determined whether or not the correction condition completion flag F2 is ON. Similarly, this flag is also set to the off state in the initial state, and it is determined to be "NO" here, and the process proceeds to step SP12.

In step SP12, it is determined whether or not the spot detection flag, which is turned on for a predetermined time when the ATS train child of this train receives data from the ATS ground train, is on. Here the train is still ATS
If no data is received from the ground child, it is determined to be "NO", and the process proceeds to step SP13. Step S
In P13, the above-mentioned first inter-wheel correction subroutine (DIACAL1) is called and executed in the same manner. Then, the process ends. After that, the subroutine (DIACAL1) is similarly executed until the train receives data from the ATS ground element, and the shaft speed is corrected based on the correction coefficient set above.

When the train receives the data from the ATS ground station (this point is called the first reception point) and the routine of FIG. 1 is called immediately after that, the point detection flag is in the on state. It is determined as "YES" in step SP12 of FIG. 2, and the process proceeds to step SP14. Then, in step SP14, the previous AT
S After the data is received from the ground element, that is, whether or not the idling detection flag that is turned on when the all-axis idle state occurs in the section from the previous reception point to the current reception point is on. To be judged. Here, if it is assumed that the all-axis idle state has not occurred, it is determined to be "NO", and the processing proceeds to step SP15. Similarly, when the all-axis gliding state occurs in the section from the previous reception point to the current reception point. It is determined whether the sliding detection flag that is turned on is on. Here, if the all-axis gliding state has not occurred, it is determined to be "NO", and the process proceeds to step SP16.

In step SP16, the above-mentioned spot data LATS relating to the first receiving point is read from the RAM 10c, and the measured distance LAA converted from the current running distance of this vehicle is subtracted from the read value. . Then, it is determined whether or not the absolute value of the difference is less than or equal to a predetermined value (here, 5 m). Here, if the difference is 5 m or more, it is determined to be "NO", and the processing is step SP17.
Move to.

Next, at step SP17, it is judged whether or not the value of the variable n1 which is initially set to "0" is "1" or more. Here, the variable n1 remains "0" in the initial setting state, so "NO".
Is determined, and the process proceeds to step SP18. In step SP18, "1" is stored in the variable n1. Then, in step SP19, the value of the spot data LATS is stored in the RAM 10c as the previous spot data LATS_M, and the measured distance LAA is stored in the RAM 10c as the previously measured distance data LAA_M. Then, the process proceeds to step SP13, and the first inter-wheel correction subroutine (DIACAL1) is called again and executed. Then, the process ends.

Then, in the next sampling period,
When this axis velocity correction processing routine is called, the processing similarly proceeds to step SP12 through steps SP1, SP2 and SP11, but at this stage the point detection flag is in the OFF state, and it is determined to be "NO". Then, the process proceeds to step SP13. Then, in step SP13,
Similarly, the above subroutine (DIACAL1) is called and executed.

Thereafter, the first inter-wheel correction subroutine (DIACAL1) is similarly executed until the train receives data from the ATS ground element again, and the shaft speed is corrected based on the correction coefficient set above. Is done. Then, when this train next receives data from the ATS ground station (this point is called the second reception point), and immediately after that, the routine of FIG. 1 is called, as in the case of the first reception point described above. , The processing proceeds to step SP14 through the steps SP1, SP2, SP11, SP12.

Here, if the above-mentioned all-axis idle state occurs in the section from the first reception point to the local point, it is determined as "YES" in step SP14,
The process proceeds to step SP13. Then, the first inter-wheel correction subroutine (DIACAL1) is executed.
That is, for this second point, the measured distance converted from the ATS point data and the traveling distance of the vehicle is the RAM1.
0c is not stored, and similarly until the next point, the above-mentioned first inter-wheel correction subroutine (DIACA) is performed.
The correction of the shaft speed by L1) is continued. The same is true when all axes are slipping instead of slipping.

Then, when this train next receives data from the ATS ground terminal (this point is called the third receiving point) and this routine is called immediately thereafter, as in the case of each receiving point described above. , The processing is step SP1, 2, 11,
Through 12 in sequence, the process proceeds to step SP14. here,
Assuming that no all-axes idling or gliding condition has occurred in the section from the second reception point to the local point, it is determined to be “NO” in steps SP14 and 15, and the process proceeds to step SP16.

Then, in step SP16, the third
The spot data LATS regarding the receiving point is read out, and the measured distance LAA regarding the third receiving point is subtracted from the read value. Here, if the absolute value of the subtraction result is 5 m or less, it is determined to be "YES", and the processing is performed in step S
Move to P20. Then, the second correction condition completion flag F2 is turned on. Then, the process is step SP
The routine proceeds to 21, and the second inter-wheel correction subroutine (DIACAL2) shown in FIG. 4 is called.

In this subroutine, step S
In P41 to 44, the absolute shaft speed S calculated in step SP1 is calculated for each wheel based on the following formula (3).
VC1 to SVC4 are corrected, and the corrected shaft speed S
VAC11 to SVAC14 are calculated. SVAC1n = SVCn. (VMAINC / SVCn_M) × LATS / LAA (n = 1 to 4) (3) The correction coefficient "SVCn. (VMAINC / SVC
n_M) × LATS / LAA ”is the correction coefficient“ SVCn in the first inter-wheel correction subroutine (DIACAL1).
・ (VMAINC / SVCn_M) ”, with a correction coefficient“ LATS / LAA ”based on the distance error,
It is stored as a value used fixedly thereafter. Then, the process ends.

In step SP16, the absolute value of the difference between the spot data LATS and the measured distance LAA is 5
If it exceeds m, it is determined to be "NO", and the process proceeds to step SP17. In step SP17, it is determined whether or not the value of the variable n1 is "1" or more, but since the same value is "1", it is determined to be "YES", and the process proceeds to step SP22. Step SP
In No. 22, from the point data LATS of the third point,
The measured distance LAA 'corrected by the following equation (4) is subtracted, and it is determined whether the absolute value of the subtraction result is 5 m or less. LAA ′ = LAA × LATS_M / LAA_M (4) The reason for correcting the actually measured distance LAA by the above formula (4) is to judge by excluding the accumulated distance error due to another factor other than the wheel diameter data error. This is because.

Then, even when the absolute value of the difference between the point data LATS and the corrected actual measurement distance LAA 'is 5 m or less and "YES" is determined in step SP22, the process proceeds to step SP20. And the second
The correction condition completion flag is turned on, and the second inter-wheel correction subroutine (DIACAL
2) is called and executed. In this case, the above equation (3) is calculated using the corrected actual measurement distance LAA ′ as the actual measurement distance LAA. Thus, a correction coefficient for correcting the deviation of the shaft speed due to the error of the wheel diameter data is calculated, and each shaft speed is corrected. Then, the process ends.

On the other hand, "NO" in step SP22.
If it is determined that the value of the spot data LATS is the previous spot data LATS_, the process proceeds to step SP19.
The value of the actually measured distance LAA is newly stored as M and as the previously measured distance data LAA_M. Then, the process proceeds to step SP13, where the first inter-wheel correction subroutine (DIACAL1) is called and executed,
The process ends. As described above, until the condition in step SP16 or step SP22 is satisfied, the values of the point data LATS and the measured distance LAA of the point are stored in the RAM 10c and used for the determination at the next reception point.

Here, it is assumed that "YES" is determined in step SP22 and the above-described correction processing is performed. Then, when this axis velocity correction processing routine is called in the next sampling cycle, the processing similarly proceeds to step SP11 via steps SP1 and SP2,
Since the second correction condition completion flag is in the on state, it is determined to be "YES", and the process proceeds to step SP23. Then, the above-described second inter-wheel correction subroutine (DIACAL2) is executed, and each axial speed is similarly corrected based on the correction coefficient stored above.

After that, the second inter-wheel correction subroutine (DIACAL2) is executed through step SP23 every sampling cycle until the power supply to the apparatus is cut off.
Is called, and the axial velocity is corrected by the stored correction coefficient through steps SP41 to 44. Then, the traveling speed and the traveling distance in each sampling period are calculated based on the corrected shaft speed. Here, the reason for correcting the axis speed for each of the four axes is
Similar to the first inter-wheel correction subroutine (DIACAL1), the wheel state is determined from the shaft speed of each wheel, the acceleration / deceleration obtained from the shaft speed, etc., and based on the shaft speed of the wheel that is operating normally. This is for calculating the traveling speed and traveling distance.

As described above, according to this embodiment, when the first correction condition completion flag is turned on, the first correction condition completion flag is set to the first value with reference to the shaft speed of the set shaft wheel for which the wheel diameter data is set in the wheel diameter setting device. Coefficients for axis speed correction are calculated and stored. Then, when the second correction condition completion flag is turned on, the second coefficient for axial velocity correction is calculated and stored with reference to the accurate point data of the ATS ground element. Therefore, even if there is an error in the wheel diameter data set in the wheel diameter setter, the error is removed at any of the receiving points without the error of the traveling speed and the traveling distance remaining accumulated. After that, the traveling speed and the traveling distance based on the correct wheel diameter can be calculated. Then, based on the traveling distance calculated in this way, it becomes possible to perform acceleration / deceleration / stop operations at accurate positions.
Further, the accurate traveling speed can be displayed on the panel surface or the like that the crew members refer to. Incidentally, the above-mentioned step SP1
In the above process, it is judged whether or not the minimum value of the shaft speeds SVC1 to SVC4 is equal to or more than a predetermined value.
Instead of this, it may be determined whether or not the shaft speed of the set shaft wheel is equal to or higher than a predetermined value.

[0042]

As described above, according to the present invention,
When the traveling speed is calculated based on the wheel diameter data of a specific wheel among the plurality of wheels, the axial speed is corrected with reference to the point data of the device having the point detection function stored in advance as a reference. Even when there is an error in the diameter data, it becomes possible to accurately calculate the traveling speed and the traveling distance based on the corrected shaft speed.

[Brief description of drawings]

FIG. 1 is a flowchart of a shaft speed correction routine to which a traveling speed correction method according to an embodiment of the present invention is applied.

FIG. 2 is likewise a flowchart of a shaft speed correction routine to which a traveling speed correction method according to an embodiment of the present invention is applied.

FIG. 3 is a flow chart of a routine for correcting the axis speed by the first correction coefficient for each axis in the embodiment.

FIG. 4 is a flow chart of a routine for correcting the axis velocity by a second correction coefficient for each axis in the embodiment.

FIG. 5 is a block diagram showing a configuration of an automatic train operation system according to an embodiment of the present invention and a conventional example.

FIG. 6 is a flowchart of a shaft speed correction routine according to a conventional example.

FIG. 7 is likewise a flowchart of a shaft velocity correction routine according to a conventional example.

Front Page Continuation (72) Inventor Ichiro Haga 2-8, Hikarimachi, Kokubunji, Tokyo 38 Inside the Railway Technical Research Institute

Claims (1)

[Claims] 1. A case where a traveling speed is calculated based on each axle speed of a plurality of wheels of a train having a device having a point detection function and wheel diameter data of a specific wheel among the plurality of wheels. In the traveling speed correction method for correcting an error in the traveling speed due to an error in the diameter of each wheel by correcting each axial speed, the train is provided on each ground of the device having the point detection function. Pre-store the point data of the point to receive the command data from the child, the train becomes a coasting state from the power running state after leaving, the shaft speed of each shaft or the specific wheel is a predetermined value or more,
Further, when the difference value between each shaft speed and the shaft speed of the specific wheel is within a predetermined range, a first axis-specific correction coefficient is calculated based on the shaft speed of the specific wheel and each shaft speed. Then, after each predetermined sampling period, each axis speed is multiplied by the first correction coefficient for each axis to correct each axis speed, and the train is operated from the ground terminal of the device having the point detection function. When the command data is received, all the axes do not slip or slide in the point section, and the measured distance at the point calculated based on the shaft speed and the wheel diameter data is stored. When the difference between the distance indicated by the point data is within a predetermined range, a second axis-based correction coefficient is calculated based on the measured distance, the point data, and the first axis-based correction coefficient. , Every predetermined sampling period, before each axis speed Travel speed correction method characterized by by multiplying the second axis-specific correction coefficient for correcting the respective shaft speed.