JPS6151483B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an automatic train operation control device, and in particular, the present invention relates to an automatic train operation control device, and in particular, by increasing as much as possible the effectiveness of regenerative braking of a train having a regenerative braking function using chopper control etc. The present invention relates to a device for controlling operation.

As for subway trains and suburban commuter trains, it is well known that the number of trains running during rush hours in the morning and evening differs significantly from during quiet periods in the daytime. There are always other trains consuming the power returned to the overhead wires by regenerative braking, and power regeneration is performed effectively.However, during off-peak hours, there are few other trains serving as regenerative loads, so regenerated power cannot be received effectively. There is a problem that regeneration efficiency decreases.

Considering this point further technically, Fig. 1 shows the train speed-to-regenerated power characteristic curve in chopper type regenerative brake control. The instantaneous value (KW) of the regenerative power generated by the train being applied changes from moment to moment as the train speed changes, even if the regenerative braking at a constant deceleration is applied, and it decreases with the speed. It shows.
Furthermore, for the same train, the instantaneous value of regenerative power will be higher if the deceleration β is larger. In addition, in the figure, the point -
The upper right area, whose boundary line is the line connecting the lines, forms a constraint area on the regenerated power characteristics based on the operating principle of the chopper control device, and is not directly related to the present invention. (Incidentally, in such a speed range, even if the amount of regenerative braking is limited, the mechanical brake will automatically act supplementarily and the train will be able to brake at the commanded deceleration. (There is no operational problem.) Next, Figure 2 shows that when the overhead line voltage increases during regenerative braking, the main motor current is suppressed to suppress the regenerative current and the generation of overhead line voltage. An example of the characteristic curve is shown below. In the example shown in FIG. 2, motor current begins to be limited when the overhead line voltage exceeds 1650V, causing the main motor current to decrease as the overhead line voltage increases. That is, the equivalent deceleration β borne by the regenerative braking force is reduced. When a train is under regenerative braking and there is no load on the overhead wire side that absorbs regenerative power, the overhead wire voltage increases, but by reducing the amount of regenerated power on the regenerative vehicle side using the method described above, the overhead wire voltage will not become excessive. The stability of the entire power supply system is maintained.

On the other hand, FIG. 3 shows a regenerative power-time characteristic curve when the regenerative brake is activated from a certain speed _V0 of the train. In the figure,,,,′
The points indicated by 2 correspond to the points with the same reference numerals in FIG. Deceleration β=4.0Km/h/s
The amount of regenerated electricity (KWh) when regenerative braking is applied at
The amount of regenerated electricity (KWh) when regenerative braking is applied at Km/h/s is the area (shaded area) surrounded by the line connecting the points ---'-'. According to the law of conservation of energy, the amount of kinetic energy converted when bringing a train from the same speed to a stop is the same regardless of whether the deceleration is high or low, so the regenerative power limit of the chopper control itself as shown in Figure 1 If we consider that the difference caused by the curve is sufficiently small, the regenerated electric energy when β = 4.0 Km/h/s corresponds to the regenerated electric energy when β = 2.0 Km/h/s, respectively. The above areas are considered to be approximately equal. However, in a case where the regenerative power absorption load on the overhead line side is small and can only absorb load power W ₀ (KW), when the regenerative brake is operated at β = 4.0 Km/h/s, W In the power range exceeding ₀ , the overhead line voltage increases, and as a result of the regenerative power narrowing control shown in Figure 2, the regenerative power is suppressed, and the regenerative power amount is:
It corresponds to the area surrounded by the line connecting the points. In other words, the point-
- The amount of power is reduced by the amount of electricity equivalent to the area surrounded by the line connecting the lines. On the other hand, under the same conditions, β=2.0Km/
When regenerative braking is applied at h/s, the amount of regenerated electric power does not decrease because it does not exceed W ₀ . This means that during off-season operation with less regenerative load, the effectiveness of regeneration can be improved by reducing the deceleration of the train and applying regenerative braking.

However, the conventional driving method used by train drivers has been based on point markers installed along the route where commands for switching between power running, coasting, and braking should be given. That is, Fig. 4a shows an example of a train operation curve and deceleration curve according to such a conventional operation method, and the point P ₀ (powering-coasting switching point) which is a fixed point signal (sign) , and point B ₀ (coasting-brake switching point), so when the overhead line voltage increases, the point A - S ₂ - _{S 4} - as shown by the dot-dashed line curve when the overhead line voltage is E ₂ The running curve passes through point B, and when compared with the running curve passing through point A- _S1 - _S2 -B on _the solid curve when the overhead wire voltage is E1 lower than _E2 , the vehicle accelerates and coasts at a higher speed, Apply the brakes from the higher speed point S ₄ , and at the predetermined B
In order to stop at a point, a larger deceleration _β1 is required, as shown in FIG. 4b. This means that when the overhead wire voltage is high during quiet operation, the regeneration efficiency becomes worse (see FIG. 3).
Also, driving at higher speeds than necessary and arriving at the next station too early can consume too much energy during power running.

The present invention has been made in view of the shortcomings of the conventional operation method, and provides a method for automatically performing operation in response to the overhead wire voltage to reduce power consumption during power running and to increase the regeneration efficiency. It is.

First, the present invention has focused on the fact that it is more accurate to detect the overhead wire voltage value than to determine whether or not it is a quiet operation timetable. This is because when the regenerative load is low, the overhead line voltage is on average high and close to the no-load sending voltage of the substation. However, the overhead line voltage varies from point to point based on load fluctuations and overhead line impedance, so it constantly fluctuates up and down, so in order to stably control trains, it is necessary to calculate the average voltage within a certain period (time width). It is preferable that when the overhead line voltage value is detected, the integrated average overhead line voltage is detected, and the brake deceleration command applied to the train is changed depending on the magnitude of this detected voltage. In addition, as the average voltage value for the above-mentioned predetermined period, for example, the average overhead line voltage during the period when the train is running, or the running time (1 (including power running, coasting, and regenerative braking) may be taken as the average overhead line voltage.

Additionally, trains must run according to a predetermined operating schedule, but if only the deceleration during braking was adjusted appropriately as described above, the travel time between stations would fluctuate and the operating schedule would be disrupted. It turns out.
Therefore, in the present invention, the operating mode switching points when moving from power running to coasting and from coasting to braking operation are made variable, so that even when the brake deceleration is increased or decreased as described above, the predetermined operating schedule remains constant. They are trying to force trains to run on the street.

However, in general, the distance between stations and the conditions such as gradients and curves of the line between them are different for each station, so the power running not-off point (power running - coasting changeover) point and the braking action point (coasting - brake changeover) point are different between each station. It is almost impossible to find a universal formula that logically determines the optimal point in response to the overhead line voltage value.

Figure 5 is a characteristic curve obtained through simulation calculations of the deceleration corresponding to the integrated average overhead wire voltage, in order to run on a predetermined schedule that takes into account substation intervals, route gradients, etc. between specific stations. . That is, in order to travel according to a predetermined schedule, if the accumulated average value of the overhead wire voltage is, for example, E ₂ , the deceleration β ₂
This indicates that you should apply the brakes. In this case, the deceleration β ₂ is the regenerative power in Figure 3.
This is the optimal command value that does not exceed W ₀ .

Based on the characteristic curves shown in FIG. 5, FIG. 6a shows a power running notch-off point characteristic curve (solid line) and a braking start point characteristic curve ( dashed line)
FIG. 3 is a characteristic curve diagram of a driving mode switching point plotted by simulation calculation. That is,
When the integrated average overhead wire voltage is E ₂ , the desired deceleration β ₂ can be found from Fig. 5. On the other hand, in order to arrive at station B at this deceleration β ₂ (Fig. 6 c), the desired deceleration β 2 is determined from Fig. 6. If the power running is turned off at point _P2 and the brake operation is started at point _B2 , as shown by the dashed line in b, the vehicle can run according to the prescribed operating schedule between stations A and B. Similarly, the integrated average overhead line voltage is
In the case of _E1 , it is sufficient to cause the train to run as shown in the solid line in Figure 6b.

FIG. 7 is a block diagram showing a device of the present invention for automatically controlling train operation using the characteristic curves shown in FIG. 5 and FIGS. 6 a to 6 c. The output of the running station distance discriminator 2 is input to the running station distance discriminator 2 and the driving mode switching command generating device 3, and the output of the running station distance discriminating device 2 is input to the deceleration characteristic curve reading device 4 and the driving mode switching point characteristic curve reading device 5. It has been entered. Reading devices 4 and 5
An integrated average overhead line voltage detector 6 is connected to the , and an overhead line voltage detector 7 is connected to this detector 6 . The output of the driving mode switching point characteristic curve reading device 5 is input to the driving mode switching command generating device 3, and the output of the deceleration characteristic curve reading device 4 is input to the deceleration command value generating device 8. The deceleration command value generating device 8 also receives the output from the driving mode switching command generating device 3, and each output of the generating devices 3 and 8 is input to the vehicle control device 9. Note that the reading devices 4 and 5 are respectively
The characteristic curves shown in Fig. 6 and Fig. 6a are stored in advance.

Next, the operation of a preferred embodiment of the automatic train operation control device according to the present invention shown in FIG. 7 will be described.

First, the train running point detector 1 is a well-known device that detects the point where the train is currently running, and the output from this detector 1 is sent to the running station discriminator 2.
The reading devices 4 and 5 are informed of the distance between the stations where the vehicle is traveling. On the other hand, since the readout devices 4 and 5 also input the integrated average overhead line voltage signal output from the detector 6, if the integrated average overhead line voltage is E ₁ in FIGS. 5 and 6 a, first The driving mode switching point characteristic curve reading device 5 reads out the desired power running notch-off point P ₁ and the desired braking start point B ₁ between stations A and B from the characteristic curve for the station interval (FIG. 6a), and switches the driving mode. On the other hand, the deceleration characteristic curve reading device 4
The deceleration β ₁ corresponding to the voltage E ₁ is read out from the characteristic curve (FIG. 5) for the A-B station interval and sent to the deceleration command value generator 8. The operation mode switching command generating device 3 first compares the power running notch-off point _P1 signal read out from the reading device 5 and the running point signal from the train running point detector 1, and when they match, controls the vehicle by transmitting the power running notch-off command signal. The signal is sent to device 9 to switch the train from power running mode to coasting mode. When the train travels further and it is determined that the travel point has reached _B1 , the operation mode switching command generation device 3
A brake start command signal is sent to the vehicle control device 9 to start the braking operation, and a brake start command signal is also sent to the deceleration command value generator 8 to calculate the deceleration β ₁ that has been read out previously. A command is given to the vehicle control device 9 to control the train along the solid curve shown in FIG. 6b. Similar control is carried out in the case of the integrated average overhead wire voltage _E2 according to the dashed-dot line curve in FIG. 6b.

As described above, according to the automatic train operation control device according to the present invention, it is possible to detect the overhead wire voltage and the running point to appropriately switch the operation mode, and also to command an appropriate brake deceleration when braking. The best regeneration efficiency can be obtained by
In addition, train operation with the most power-saving effect is achieved by suppressing unnecessarily high-speed power running.

[Brief explanation of the drawing]

Figure 1 is a diagram showing an example of the speed-regenerative power characteristic curve in regenerative braking control, Figure 2 is a diagram showing an example of the overhead line voltage suppression control characteristic curve during regenerative braking, and Figure 3 is the regenerative power-time characteristic curve. Figures 4a and 4b are diagrams showing an example of the operating curve and brake deceleration curve in the conventional fixed point control system, respectively, and Figure 5 is a diagram showing an example of the deceleration between specific stations used in the present invention. Figures 6a, b, and c showing an example of the characteristic curve of the calculated average overhead wire voltage
7 is a diagram showing an example of an operation mode switching point characteristic curve, an operation curve, and a brake deceleration curve between specific stations used in the present invention, and FIG. 7 is a block diagram showing an automatic train operation control device according to the present invention. Figure. 1...Train running point detector, 2...Travel station distance discriminator, 3...Driving mode switching command generator, 4...
...Deceleration characteristic curve reading device, 5... Operation mode switching point characteristic curve reading device, 6... Accumulated average overhead line voltage detector, 7... Overhead line voltage detector, 8... Deceleration command value generating device, 9... ...Vehicle control device. In addition, in the figures, the same reference numerals indicate the same or corresponding parts.

Claims (1)

[Scope of Claims] 1. An automatic train operation control device that is mounted on a train made up of electric cars equipped with a regenerative braking function, and that maintains the travel time between predetermined stations at a value according to a predetermined service schedule. an overhead line voltage detector; an integrated average overhead line voltage detector that calculates an average overhead line voltage by integrating voltages detected by the overhead line voltage detector over a predetermined period; a train running point detector; A driving mode switching command generating device which inputs the output of the train running point detector and issues either a power running notch off command or a brake start command, and a driving mode switching command generating device which inputs the output of the driving mode switching generating device and commands deceleration in the brake mode. a deceleration command generator for generating a deceleration command; a running station discriminator connected to an output terminal of the train running point detector to determine between which stations the train is currently running; The output of the integrated average overhead line voltage detector is input, and the optimum power running notch-off point characteristic curve data is stored in advance in order to realize the train running according to the operation schedule in the relationship between the distance between each running station and the integrated average overhead line voltage. and a first reading device for outputting an operation mode switching point signal obtained from the brake start point characteristic curve data according to the distance between the train running stations and the integrated average overhead line voltage to the mode switching command generation device; The outputs of the discriminator and the integrated average overhead wire voltage detector are input, and the calculation is performed from the optimum brake mode deceleration characteristic curve data stored in advance in order to realize the train running according to the operation schedule with respect to the integrated average overhead wire voltage. a second readout device that outputs a deceleration command value obtained according to the inter-station distance and cumulative average overhead line voltage to the deceleration command value generation device; the operation mode switching command generation device and the deceleration command value; a vehicle control device that receives each output of the generator, and the driving mode switching command generating device transmits the power running notch-off command or the brake start command to the vehicle control device when the train traveling point reaches the driving mode switching point. and the deceleration command value generating device waits for the deceleration command signal until it receives the brake start command, and sends the deceleration command signal to the vehicle control device when the brake start command is received. An automatic train operation control device with certain characteristics.