JPS62141902A - Automatic train driving device - Google Patents

Abstract

PURPOSE:To accurately control the travel of a train by correcting a traveling pattern in response to a circumstance to become a traveling pattern which is a target of a real traveling pattern. CONSTITUTION:When a start command generator 1 outputs a start command, a clock 13 starts counting, and a traveling speed distance pattern unit 2 outputs a speed pattern and a distance pattern with a time as a base. A speed calculator 10 and a distance calculator 11 calculate speed data and distance data by the output of a tachometer generator 9, and supply the data to a data storage unit 15 and a memory 14. A speed/distance correcting calculator 3 compares the output of the unit 2 with the output of the unit 15, and selects an accelerating notch table 5 or a decelerating notch table 4. When a train finishes to travel, the data of the memory 21 and the data of the pattern memory are compared, and when an error falls within an allowable value, a real traveling pattern is stored in the pattern memory.

Description

[Detailed Description of the Invention] [Technical Field of the Invention] The present invention relates to an automatic train operation system for automatically operating railway vehicles, etc.
ATO; (Automatic Train Q
per-ator>device).

[Technical background of the invention and its problems] FIG. 6 shows a block diagram of an ATO device which is an example of the prior art. In the figure, reference numeral 1 denotes a start command generation section, and numeral 40 denotes a TASC pattern generation section which operates in response to a start command output from the start command generation section 1 and generates a TASC pattern. TASC here means Train
This is a method also known as fixed point fixed position control with the initials of AUTOMATIC S topCONTRO+.
The TASC pattern is a pattern for providing a speed reference for a vehicle from a certain fixed position.

18 is a speed correction calculation unit that calculates a speed correction value based on the difference between the vehicle speed and the TASC pattern; 4 is a selector that selects an acceleration/deceleration notch table according to the output of this speed correction performance unit 18; and 5 is an acceleration unit. A notch table 6 is a deceleration notch table, 7a is a vehicle drive control device, and in the embodiment, a chopper device is used. 7b is a brake device, 8 is a vehicle, and 9 is a speed generator R (hereinafter referred to as T and G) for detecting the speed of the vehicle 8.
, 10 is a speed calculation unit that calculates the speed based on the speed pulses from the T and G9, and 11 is a distance calculation unit that calculates the traveling distance using the speed pulses from the T and G9. Also,
Reference numeral 12 denotes a ground detection unit that informs the vehicle of a point provided at a fixed position on the ground.

Incidentally, most of the ATO devices having such a configuration are constructed in such a manner that emphasis is placed on the fixed position stopping function.

Figure 7 shows the TASC pattern generator for the TASC pattern generator.
This is an example of pattern C. 41 is a TASC pattern, and 42 is an actual driving curve of the vehicle. pt is a point installed on the ground, and TASC control will begin in earnest from this point.

In the figure, -ΔV represents the result of pattern speed minus actual speed, indicating that pattern speed>actual speed. After passing point a, this relationship is reversed and the pattern speed becomes <actual speed, and this difference is +Δ.

The operation of the ATO device will now be explained using FIGS. 6 and 7.

When the start command unit 1 outputs a start command and the point detection unit 12 detects the point P° C., the ATO device starts full-scale operation. That is, the result of the speed calculation section 10 and the 0 for the TASC pattern generation section
If the comparison result is -ΔV, the speed correction calculation section 18 operates the selector 4 to select either the acceleration notch table 5 or the deceleration notch table 6. The acceleration notch table 5 has the eighth
A power notch selection pattern as shown in FIG. 8(b) is stored, and a brake notch selection pattern as shown in FIG. 8(a) is stored in the deceleration notch table 6.

Therefore, if the value of -ΔV is small, the deceleration notch pattern table 6 is selected and the brake device 7b is loosened. If -ΔV is large, the acceleration notch table 5 is selected, and as a result, the vehicle 8 is accelerated through the drive control device 7 and operates in accordance with the TASC pattern 41 at all times.

At +ΔV after point a, the deceleration notch table is unconditionally selected, and the additional notch operation of the brake device W7b increases the braking force and operates in accordance with the TASC pattern 41. The TASC pattern generation unit 40 continues to output a speed pattern for the accumulation distance until the vehicle travels the scheduled distance of one color from when the point pt is detected by the signal from the point detection unit 12 to the stop. At the point where it becomes 1, the speed is zero.

As described above, in conventional AT○ devices, emphasis is placed on functions based on the premise of stopping at a fixed position.

Therefore, in such an ATO device, (1) emphasis is placed on the fixed position stopping function, and regular control is somewhat neglected. Therefore,
It cannot be adopted for high-density trains such as current commuter trains.

■ Although it is called a TASC pattern, it does not mean that it is sufficient to prepare one pattern between stations; various factors such as vehicle IM, train running resistance, ATS signals, etc. come into play, and a large number of patterns must be prepared. Furthermore, it is extremely difficult to verify whether the prepared pattern is suitable for actual driving.

It has such drawbacks that it is difficult to put it into practical use.

[Object of the Invention] The present invention has been made in view of the above circumstances, and its purpose is to make it applicable to commuter trains that perform high-density operation, and to make the actual running pattern a target running pattern. The purpose of the present invention is to provide an automatic train operation system that enables highly accurate travel control by making it possible to adjust and utilize travel patterns according to the situation.

, [Summary of the Invention] In order to achieve the above object, the present invention receives information on the actual position of a train, generates reference information on the speed of the train at that position as a traveling pattern, and also combines the actual speed information of the train with this traveling pattern. In an automatic train operation device that compares and controls acceleration/deceleration according to the difference, a timekeeping means that generates time information;
a pattern generating means having a reference speed and distance pattern corresponding to one hour that has elapsed, generating the reference speed and distance information as travel pattern information based on the time information generated by the timekeeping means, and making the pattern modifiable; The above actual position information and actual speed information are received and stored sequentially, and at the end of the drive, the saved above real position information and actual speed information are compared with the above basic driving pattern information to ensure that the error is within the allowable value. At this time, the vehicle is configured to include learning means for updating the pattern generating means by providing the stored actual position information and actual speed information as basic traveling pattern information.

In other words, the train automatic system receives the actual position information of the car and generates the standard speed information of the train at that position as a traveling pattern, compares the actual speed information of the train with this traveling pattern, and controls acceleration/deceleration according to the difference. In the driving device, the time information is generated by the clock means, and the pattern generator generates a reference speed and distance pattern corresponding to the elapsed time based on the time information generated by the time controller. The reference speed and distance information is generated as traveling pattern information, and the train is operated based on this information.The above-mentioned actual position information and actual speed information of the train are sequentially stored in a learning means, and the learning means At the end of driving, compare the saved actual position information and actual speed information with the basic driving pattern information, and if the error is within the allowable value, the saved actual position information and actual speed information are used as basic driving pattern information. This is given to the pattern generating means for updating.

This learning capability makes it possible to modify the planned travel pattern to a travel pattern that suits the actual situation, improves control accuracy, and makes it practical for use in commuter trains that operate at high density. It will be possible to obtain automatic train operation equipment that makes it possible.

More specifically, the present invention uses computer technology to perform speed and distance calculations using a clock from the start point and store the results in memory. This data can then be used to calculate the average speed during acceleration, the distance traveled during acceleration, the average speed and distance traveled during coasting, and the average speed during braking.
It is divided into elements such as mileage, and each is compared with the original pattern data. If it is within a certain specified range, the actual mileage data is replaced with the pattern data, and this is adopted as new pattern data. Then, in the next run, this new pattern data is compared with the actual run data. In this way, an attempt is made to obtain an ATOi system with a learning function that performs regular operation in a manner that allows the vehicle to find its own optimal travel pattern by traveling on one course many times.

Embodiment of the Invention] Hereinafter, an embodiment of the present invention will be described with reference to FIGS. 1 to 5. FIG. 1 is a functional block diagram of the present invention. Since the configuration is basically the same as that shown in FIG. 6, the same parts are given the same reference numerals and will not be described again. Here, we will mainly explain the different parts. In the figure, 2 is a running speed/distance pattern generating section that generates a running speed/distance pattern, and as a matter of course, T in FIG.
The content is different from the ASC pattern. 3 is a speed and distance correction calculating section. Further, 13 is a timer unit that outputs time information. The speed calculation section 10 and the distance calculation section 11 also differ from the conventional system in that they incorporate a time element from the clock section 13 (CLOCK). Reference numeral 15 is an actual speed/distance data section which converts the speed calculation section 10 and the distance 111 into a form that allows the respective calculation results of the calculation section 11 to be compared with the output of the traveling speed 7.'distance pattern generation section 2. be. 14
is the memory section, and this is a major feature of this proposal. That is, the memory section 14 includes the speed calculation section 10 and the distance calculation section 1.
1, it is configured to receive and receive data in synchronization with the clock output from the clock section 13. Furthermore, the memory section 14 is configured to be able to pass the actual mileage data to the mileage speed/distance pattern section 2 after the end of the trip.

FIG. 2 is a schematic hardware configuration diagram of the ATO device of the present invention. 19 is the AT○ body. This ATO body 19
consists of a CPU (central processing unit>20) which is the center of calculation and control, and a memory used to store programs, data, etc. This memory 21 corresponds to the memory 14 in FIG.

Reference numeral 22 denotes a digital input unit <Dr), into which signals of point points are input mainly from a point detection device @12 installed at a specific point on the ground through the train's overboard 12'. 24 is a digital output unit (D◯), from which a row command 31 and a brake command 32 are output. This Do section 24 supplies the output results of the selector 4, acceleration notch table 5, deceleration notch table 6, etc. in FIG. 1 to the brake device 7b and chopper device 7a in the form of physical outputs that match the actual hardware. This is where it plays the role of control.

25 is an interface (1/F) for connecting the printer 33. 26 is a digital input unit for receiving and receiving the start command signal from the start command unit 1 (
DI). Reference numeral 27 is a memory area containing vehicle travel and distance pattern information. This corresponds to the travel speed distance pattern section 2 in FIG. 1. 28 is also part of the memory area and stores a ranker notch table. That is, the contents of the acceleration notch table 5 and the deceleration notch table 6 in the functional block diagram of FIG. 1 are stored. Specifically, Figure 8 (a) (b
), the notch selection patterns corresponding to the performance of the vehicle are stored.

Two are clock sections that are the basis of regular operation, and correspond to the clock section 13 in FIG.

23 is the pulse input section (PI) and speed generation 11! (
This is an input section for speed pulses with T and G>9.

The ATO main body 19 is comprised of the above-mentioned elements in terms of hardware, and has each of the functional blocks shown in FIG.

Next, the operation of this device having the above configuration will be explained.

FIG. 3 is a flowchart summarizing the basic operation of the ATO device according to the present invention.

Figures 4 and 5 will be explained in relation to Figure 3, but this AT
This is the core part of O equipment's sushi making.

In FIG. 1, when a star 1-command is output from the start command generating section 1, the clock section 13 officially starts timing from this time, and at the same time, a speed pattern based on time is generated from the traveling speed distance pattern section 2. A distance pattern is output. The conventional ATO device explained using FIG. 7 generates a distance-based pattern and controls to follow it, but this device generates a time-based pattern and controls it to follow it. This is a fundamentally different point.

Now, the speed of the vehicle 8 that has started traveling due to the P notch output is calculated by the speed calculation section 10 based on the speed frequency f output from T and G9, and is converted into speed data and output. The data is input to the data storage section 15.

Similarly, this speed frequency f is also given to the distance calculation unit 11, where it is calculated to obtain the distance, converted into integrated distance data, and inputted to the actual speed and distance data storage unit 15 and stored. .

Next, when the P notch is selected, the output of the traveling speed/distance pattern section 2 and the output of the actual data section 15 are compared, and this result is input to the speed and distance M correction calculation section 3, and the calculation result here is used to calculate acceleration. It is determined whether notch table 5 or deceleration notch table 4 is to be selected.

This is different from the conventional ATO device's control based on the deviation of only the speed, and because this is control that determines the difference in both speed and distance, it is possible to improve accuracy.

Further, the results of the speed calculation unit 10 and the distance calculation unit 11 are stored in the memory unit 14 one after another.

This relationship will be explained using FIG. 4. 5A shows the running state of the vehicle from when it starts running until it stops, so pattern 51 is a pattern that was planned on paper.

52.53 is 11 songs when actually running! l! Shows J. 52 is a case with low acceleration and a long power running notch,
53 shows a case where the acceleration is large and the row notch time is short.

The figure (b) is obtained as distance data corresponding to travel curves 51 to 53. 51' is the planned distance pattern, 52' is the distance data for a case with little acceleration, and 53'
is the distance data for the case of large acceleration.

<C) in the same figure shows distance data when traveling in the planned speed pattern broken down into three types of data: when the vehicle is running, when it is coasting, and when it is braking. That is, the interval O-+t t is P notch (ka row notch) time 1. and travel distance i1. 1
1÷tl=V1 is the average speed when moving.

Similarly, the t1→12 section indicates a coasting section (corresponding to the N notch in the flowchart in Fig. 3), and the traveling distance is J! ,
2 The average speed is determined as J12/(t2/1t)-■2.

The t2→t3 section is a B-notch (brake notch) section, with a running distance of J13 and an average speed of J13/(t3-).
tt)=V:+.

In the same figure ((j) is the case of 52 travel ite curve, same as case (C), P notch section traveling distance J11' Average speed ft'/'tx'=V1' N notch section traveling distance, 02' Average speed 12'/(t2'-tl')=V2'B notch section Traveling route 1IIJla 'Average speed JL1'/lx'
=Vx'J13'/(t3'-t2')=
It can be found as V 3 '.

These various data are calculated at the end of each notch as shown in the flowchart "ip-t" in FIG. 3, and are stored in the memory.

Such 't4 calculation is performed by the CPtJ 20 shown in FIG. 2, and the result is stored in the memory 21.

When the running is finished, the CPU 20 compares the data stored in the memory 21 and the value in the pattern memory 27, for example, as follows.

■ Traveling time t3-t3'>Δ [Δt is the allowable time error) ■ Traveling distance 1Mt+-! z+j! , yo ) -1Mt'+12'+13' ) > Δ1 (Δt is the allowable mileage error) Then, if ■■ is basically satisfied, then ■ 1 is the allowable time error at P notch)Jll-J11
'> ΔJ11 (Δ-(lt is allowable distance error at P notch) ■ N-notch travel (t2-tt)-(t2't1') = Δt2(
6℃2 is the allowable time error at N notch) -t12-J12
'>Δ12 (Δ-12 is the allowable distance error at N notch) (W B notch traveling (tq-t2>-(tq'-t2')-Δ[3(
Δt3 is the allowable time error at B notch) Jla-J13'
>Δ-13 (Δ13 is the allowable distance error at the time of B notch) are compared.

(In addition, it is sufficient to compare ■ to ■ using the average speed.) If all items fall within the allowable range as a result of the comparison, the planned pattern in (a) can be changed to The driving pattern will be repainted. In other words, the actual driving data shown in (b) will be stored in the pattern memory 27 shown in FIG. If we look at the comparison items and find that the planned pattern run is superior, then the change in data by 1 (] is based on not doing it.

By providing a configuration with such a function, the driving pattern is repainted with the best pattern data each time the actual driving is repeated.

In other words, the ATO device has a learning function.

In this way, this device uses computer technology to calculate speed and distance using a clock from the start, store the results in memory, and then calculate the average speed during acceleration. speed, distance traveled during acceleration,
Divide into elements such as average speed and travel distance when coasting, and similarly average speed and travel distance when braking, compare each with the original pattern data, and if it is within a certain specified range, the actual travel data is used as pattern data. The new pattern data is then used as new pattern data, and the new pattern data is compared with the actual driving data in the next run. In this way, the ATO device has a learning function that allows it to perform regular driving so that it can find its own optimal driving pattern by driving on one course many times. Therefore, the following advantages can be obtained.

(Since a clock function has been incorporated into the 1+ATO device to enable regular operation control, it can also be used on commuter trains that perform high-density operation.

(Since the speed of the 21 vehicle is corrected based on two factors: speed/cumulative distance, the ability to follow the driving pattern is extremely excellent.

(3) Since the driving pattern given in the memory is compared with actual driving data each time and replaced with superior data, the driving accuracy of the ATO gradually improves.

(4) This ATO device uses a microcomputer, etc.
By using C memory or the like, there is an advantage that the function can be configured at a relatively low cost.

(5) Each ATo pattern can have an optimum value even for differences in driving characteristics of individual vehicles.

It should be noted that the present invention is not limited to the embodiments described above and shown in the drawings, but can be implemented with appropriate modifications within the scope without changing the gist.

[Effects of the Invention] As detailed above, according to the present invention, it can be used for high-density operation that incorporates constant speed stop control, and the traveling pattern set on paper can be changed to the optimum pattern that suits the actual situation. It is possible to provide an automatic train operation system that has features such as being able to automatically operate a train with high accuracy because it is automatically revised so that it is within the planned accuracy.

[Brief explanation of drawings]

FIG. 1 is a functional block diagram of the ATO device according to the present invention, FIG. 2 is a hardware configuration diagram of the ATO device according to the present invention, FIG. 3 is a functional flowchart diagram of the ATO device according to the present invention, and FIG. 4 is a planned pattern. and a data analysis diagram of actual driving data, Fig. 5 is a conversion diagram between a planned pattern diagram and actual driving data, Fig. 6 is a functional block diagram of a conventional ATO device, and Fig. 7 is an explanatory diagram of the fixed point fixed device stop function. , FIG. 8 is an acceleration/deceleration notch data diagram. 2... Traveling speed/distance putter 2 generation, 3... Correction calculation section, 4... Selector, 5... Acceleration notch pattern table, 6... Deceleration notch pattern table,
7a... Vehicle drive control device, 7b... Brake device, 8... Train, 9... Speed generator (T, G),
10... Speed calculation section, 11... Distance calculation section, 12.
... Point detection section, 13... Clock section, 14... Memory, 15... Actual speed 7/distance data section. Figure 1 Figure 4 Figure 5

Claims (1)

[Claims] An automatic train operation system that receives train actual position information, generates train speed standard information at that position as a running pattern, compares the train's actual speed information with this running pattern, and controls acceleration/deceleration according to the difference. has a timekeeping means for generating time information, and a reference speed and distance pattern corresponding to elapsed time, and generates reference speed and distance information as traveling pattern information based on the time information generated by the timekeeping means, and the pattern is A pattern generating means that can be modified, and receiving and sequentially storing the actual position information and actual speed information of the train, and after the train is finished, converting the stored actual position information and actual speed information into the basic traveling pattern information. A train characterized by comprising learning means for updating the pattern generating means by applying the stored actual position information and actual speed information as basic running pattern information to the pattern generation means when the error is within an allowable value compared to the above. Automatic driving device.