JPWO2011055470A1 - Fixed position stop support system - Google Patents

Abstract

In order to obtain a fixed position stop support system that improves stopping accuracy according to the status of the moving body, a deceleration pattern storage unit that stores a deceleration pattern for stopping the moving body, design deceleration information for each brake notch, and on the moving path A parameter storage unit 20 that stores a deceleration parameter including geometric information of a route at each position, a position detection unit 30 that detects a current position and a current speed of the moving body, and a geometric value at the position corresponding to the actual deceleration. Based on the characteristic estimation unit 40 for obtaining the correction value of the brake notch deceleration by reducing the design deceleration of the brake notch during operation, and the current position, the current speed, and the correction value for each brake notch, And a notch selector 50 for selecting a brake notch having an estimated deceleration that brings the relationship between the position and the speed closer to the deceleration pattern.

Description

  The present invention relates to a fixed position stop support system that supports stopping a moving body on a track in a railway or the like at a predetermined position.

  In the conventional fixed position stop support system, the ground side device having a transmission function for transmitting distance information to a preset stop position, the distance information received from the distance information, and the measured travel amount on the traveling road Computation means for obtaining the distance to the stop position is provided, and the obtained distance is displayed. As a result, since the distance to the stop position target is accurately displayed at any time on the mobile body side, it is easy to understand for the driver of the mobile body, and it is shown that the stop position is guided quickly and accurately (for example, patents). Reference 1).

Japanese Patent Laid-Open No. 11-78883

  In the conventional fixed position stop support system, the distance to the stop position target is simply displayed, so it is not known how much the brake notch should be output only by the distance information. Therefore, it is difficult for an inexperienced driver to stop at a fixed position with high accuracy. In addition, when the deceleration is different from the design value due to the weight of the moving body being larger than usual or the effectiveness of the braking device being different from normal, it is difficult to stop at a fixed position with high accuracy. .

  The present invention has been made to solve the above-described problems. Even when the deceleration of the brake notch is different from the design value, the difference is stored as a correction value, and a recommended brake notch taking the correction value into consideration is provided. By displaying on the driver, a fixed position stop support system capable of improving stop accuracy is obtained.

  In the fixed position stop support system of the present invention, the moving body is placed at a predetermined stop position, which is a relationship curve representing the relationship between the position of the moving body on the moving path and the speed of the moving body at this position. A deceleration pattern storage unit for storing a deceleration pattern to be stopped, and a parameter storage for storing a deceleration parameter including design deceleration information for each brake notch of the moving body and geometric information of a route at each position on the moving route A position detection unit that detects a current position and a current speed of the moving body, deceleration obtained from a temporal change in the current speed, brake notch information currently operated on the moving body, and the deceleration parameter A current estimation deceleration, a characteristic estimation unit that calculates a difference from the deceleration at the time of designing the brake notch as a correction value, the current position, the current A notch that selects the brake notch having the sum of the deceleration and the correction value at the time of design to bring the relationship between the position and the speed closer to the deceleration pattern based on the degree and the current estimated deceleration And a selection unit.

  In the present invention, even when the deceleration of the brake notch is different from the design value, the difference is stored as a correction value, and the recommended brake notch taking the correction value into consideration is presented to the driver, so that the stopping accuracy can be improved. .

It is a block diagram of the fixed position stop assistance system which shows Embodiment 1 of this invention. It is explanatory drawing of the effect of the fixed position stop assistance system which shows Embodiment 1 of this invention. It is a figure explaining the display of the notch display part of the fixed position stop assistance system which shows Embodiment 1 of this invention. It is explanatory drawing of the selection condition of the normal brake notch of the conventional driver | operator. It is explanatory drawing of the selection condition of the brake notch of the conventional driver | operator when brake performance deteriorates. It is a block diagram of the fixed position stop assistance system which shows Embodiment 2 of this invention. It is explanatory drawing of the recommendation brake notch selection of the notch selection part which shows Embodiment 1 of this invention. It is explanatory drawing of operation | movement of a notch selection part.

Embodiment 1 FIG.
FIG. 1 is a configuration diagram of a fixed position stop support system according to Embodiment 1 for carrying out the present invention. In the figure, the fixed position stop support system includes a deceleration pattern creation unit 10, a parameter storage unit 20, a moving body (on-vehicle) position detection unit 30, a characteristic estimation unit 40, a notch selection unit 50, and a notch display unit 60. Is done. Here, the moving body moves on a route such as a train, and the position detection unit 30 is provided on the moving body such as a train vehicle.

  In the figure, the deceleration pattern creation unit 10 reads out the parameters for each deceleration pattern stored in the parameter storage unit 20 to create a deceleration pattern, and outputs speed pattern information to the notch selection unit 50. The (on-vehicle) position detection unit 30 detects the current position of the moving body and outputs the current position to the notch selection unit 50. The characteristic estimation unit 40 estimates the deceleration from the current brake notch information and the temporal change in the train position and the train speed, outputs the estimated deceleration to the notch selection unit 50, and estimates the decrease in the parameter storage unit 20. The difference between the speed and the design deceleration is output as a correction value. The notch selection unit 50 selects a recommended brake notch that approximates the deceleration pattern from the deceleration estimated as the current position. The notch display unit 60 displays the recommended brake notch selected by the notch selection unit 50.

  Note that the deceleration pattern creation unit 10 is not essential, and any deceleration pattern storage unit that creates a deceleration pattern by manual input or the like and stores and retrieves the deceleration pattern may be used. In this case, the deceleration pattern read from the deceleration pattern storage unit is output to the notch selection unit 50.

  Here, the deceleration pattern is a relationship curve representing the relationship between the position of the moving body on the moving path and the speed of the moving body at this position, and stops the moving body at a predetermined stop position such as a station. It is a relationship curve between the position to be made and speed. A brake notch (also referred to as a notch) indicates the number of stages of a controller that is provided on a moving body such as a train and changes the brake output in a constant increment. Deceleration indicates the rate of time change of the speed decelerated by the brake, and takes a positive value during deceleration contrary to acceleration. The recommended brake notch is a brake notch that the system recommends to the driver in order to stop at a predetermined position such as a preset station.

  The parameter storage unit 20 has a design deceleration (or standard deceleration) for each brake notch, a wheel diameter, a reduction rate for giving a control margin, according to the type (model) of a moving body such as a train and individual differences. And parameters for calculating the deceleration pattern or the braking performance described later, such as the gradient information of the track at each position on the route on which the train operates. Here, the gradient information at each position on the route can be said to be geometric information at a specific position on the moving route. Further, the deceleration parameter can include gradient information, geometric information of a route such as a curve, weight information of a moving body such as a train, and weather information indicating the presence or absence of rain or snow.

  Note that these deceleration parameters may be stored in advance in a format such as a ROM. Further, every time the train travels, the deceleration parameter may be transmitted from the ground to the train by a separately prepared communication means. Further, the weight information of the moving body may store information obtained by a measuring instrument provided on the moving body, and in this case, the increase / decrease due to loading / unloading of a load or a person along the route is accurately reflected. be able to. Further, the weight information of the moving body may be input by a simple user interface such as a large, normal, or small button. In this case, the approximate weight of the moving body can be dynamically changed with a simple operation, and a relatively accurate deceleration pattern or estimated deceleration can be obtained.

  Further, since the geometric information of the path of the moving body varies depending on the position on the path, it is preferable to provide means for obtaining geometric information at the position based on the deceleration parameter and the position of the moving body. For example, as a deceleration parameter, it is possible to previously have a table in which the travel route is divided into sections and the geometric information of gradient and curvature is recorded for each section. In this case, the section can be obtained from the position of the moving body, and the geometric information of the gradient and curvature in the obtained section can be obtained from the table. As another example, a table that records gradient and curvature information at discrete positions is provided, and the gradient and curvature information at the discrete positions on both sides of the position to be obtained are interpolated and obtained. The slope and curvature information can be used.

  The deceleration pattern creation unit 10 creates a deceleration pattern for stopping the train at a fixed position using the parameters read from the parameter storage unit 20. For example, in the section from the stop position notification ground element 3 to the target stop position 101, the gradient X [‰] is constant and the deceleration β [km / (hs)] is constant regardless of the train speed. Yes, the effects of air resistance and curve resistance can be ignored. At this time, the relationship between the remaining running distance d [m] and the corresponding speed V (d) [km / h] is expressed by, for example, the following formula (1).

  The gradient X can be converted to a value (unit [km / h]) corresponding to the deceleration exerted on the train by dividing the gradient X by the value 31, as shown in the equation (1).

  In the above description, the deceleration pattern is obtained from the parameters. However, a plurality of deceleration patterns themselves may be stored in advance, and the corresponding deceleration pattern may be selected from the stored deceleration patterns to obtain the deceleration pattern.

  The position detection unit 30 calculates the speed and position of the train on the track. The position detection unit 30 is mostly a combination of a speed generator and a vehicle upper element, but may be realized by a GPS or a radar. The speed is obtained by adding the wheel diameter to the pulse of the speed generator. In addition, the position is obtained from the information from the vehicle upper element obtained by the train passing over the ground element installed at a predetermined position, and further the ground element position is used as a base point. The position on the track is calculated by integrating the speed information.

  The brake performance may have different characteristics from the design due to individual differences of brakes, aging deterioration, coefficient of friction with the rail that changes due to weather, and the like. The characteristic estimation unit 40 estimates the actual brake performance for each brake notch from the position / speed information obtained by the position detection unit 30 and the brake notch output by the operation of the driver. The brake performance is obtained by adding the gradient information at the position held in the parameter storage unit 20 to the actual deceleration obtained by differentiating the speed information from the on-vehicle position detection unit 30. This gradient information can be taken into account, for example, by setting a ratio to be corrected for each gradient in advance and applying a ratio corresponding to the gradient at the position. If there is a large difference between the estimated brake performance and the design deceleration for each brake notch stored in the parameter storage unit 20, the difference is output to the parameter storage unit 20 as a correction value and stored in the parameter storage unit 20. Keep it.

  In the case where the position detection unit 30 is based on a combination of a speed generator and a vehicle upper part, an error in position / speed information increases when the wheel slides due to a brake operation or the like. In order to deal with such an error, an acceleration sensor may be connected to the characteristic estimation unit 40 and the deceleration may be directly measured therefrom.

  The brake performance can be obtained by adding the curvature information at the position from the curvature information held in the parameter storage unit. This curvature information can be taken into account, for example, by setting a ratio to be corrected for each curvature in advance and changing the ratio corresponding to the curvature at the position.

  The characteristic estimation unit 40 obtains and corrects the gradient at the current position from the gradient information stored in the parameter storage unit 20 based on the standard deceleration for each brake notch stored in the parameter storage unit 20. Thus, the deceleration can be estimated. This is effective immediately after changing the brake notch.

  Based on the deceleration pattern created by the deceleration pattern creation unit 10 and the estimated deceleration obtained by adding a correction value to the design deceleration for each brake notch stored in the parameter storage unit 20, the notch selection unit 50 receives from the position detection unit 30. Select the recommended brake notch at the current position obtained. That is, the notch selection unit 50 selects, as a recommended brake notch, a brake notch having an estimated deceleration that brings the position-speed relationship closer to the deceleration pattern among the brake notches based on the current position and the current speed.

  The notch display unit 60 displays information on the optimal notch (recommended brake notch) and the actual notch, which are the calculation results of the notch selection unit 50.

  Next, the operation will be described. FIG. 2 shows the relationship between the train stop position 11 and the deceleration pattern 12 and the train position-speed curve 13 of the train that actually stops in the fixed position stop support system in a state where the brake performance is poor.

  The deceleration pattern creation unit 10 determines that the vehicle has approached the stop station from the position information obtained from the position detection unit 30 based on the ground element installed at or before the deceleration start point 14 or the stop position of the previous station. The deceleration pattern 13 for stopping at the train stop position 11 corresponding to the stop station is stored in the parameter storage unit 20.

  The parameter storage unit 20 also stores deceleration parameters such as deceleration for each notch, wheel diameter, and gradient information at each position in the vicinity of the station, which are necessary for creating the deceleration pattern 13. Furthermore, in order to increase the accuracy, the deceleration pattern 13 may be obtained in consideration of the curve information of the moving body track at each position near the station, which is also stored in the parameter storage unit 20. Here, the curve information is one piece of geometric information of the moving body path, for example, the curvature of the curved shape of the moving body path.

  Here, the slope information or curve information is the slope or curve information at the position on the track, and if you specify the relative distance (called kilometer) on the track (route of the moving body) from the reference point, the position This is information for obtaining a slope or a curve (curvature). In order to obtain a gradient and a curve (curvature) at an arbitrary position, information on the gradient and curvature at a discrete position (representative position) is stored in the parameter storage unit 20, and interpolation between discrete positions ( An arbitrary gradient and curvature between them may be obtained by interpolation). Further, the slope and curvature information of the section between the distance A and the distance B from the station and the switching point (switching machine) are stored in the parameter storage unit 20 to determine which section is the current position, and the slope and curvature of the section are calculated. May be requested.

  The train decelerates according to the control result of the brake notch operated by the driver. The characteristic estimation unit 40 calculates the actual deceleration βBn by the brake notch Bn from the output (current position and current speed) of the position detection unit 30 and the geometric information (gradient information, etc.) of the route at the current position. The estimated value is compared with the deceleration for each brake notch (referred to as β0Bn) stored in the parameter storage unit 20, and the difference is stored in the parameter storage unit 20 as a correction value ΔβBn. The correction value ΔβBn for each brake notch may be overwritten and updated each time it is estimated, or an average value for the past several times may be taken and stored.

  The notch selection unit 50 periodically acquires the train position Dt and the speed Vt from the position detection unit 30, and compares them with the speed Vpt of the deceleration pattern 12 at the train position. According to the deceleration β0Bn for each brake notch stored in the parameter storage unit 20, the deceleration γpt at the current position of the deceleration pattern 12 and the deceleration for each brake notch stored in the parameter storage unit 20 for the brake notch Bn Comparing the addition value of β0Bn and the correction value ΔβBn (the addition result is estimated deceleration), the difference between the deceleration γpt and the estimated deceleration is sufficiently small, and the speed difference Vt−Vpt approaches 0, Select the optimal brake notch Bpt. If the speed difference between the current speed and the speed at the current position of the deceleration pattern is greater than or equal to the threshold value, the brake notch can be stopped at the stop position by reducing the speed difference and with the smallest notch difference from the current brake notch. As the recommended brake notch. For example, when the current speed is higher than the deceleration pattern 12, the stop position PBn is calculated when it is assumed that the brake stops with the respective brake performance βBn with the notches being fixed for all the notches with higher brake performance than γpt, and PBn The brake notch closest to the train stop position 11 is the recommended brake notch.

  Next, the operation of the notch selection unit 50 will be described with reference to FIG. In step 101, the notch selection unit 50 sets the minimum position deviation value ΔP0 storing the minimum values of the actual stop position P0 and the assumed stop position PB to infinity, and sets the assumed notch storage variable B to the current value Bt.

  Next, in step 102, the train position Dt and the speed Vt are acquired from the position detection unit 30. Step 103 calculates the deceleration pattern 12 at the assumed notch B from the train position Dt and the speed Vt according to the estimated deceleration for each brake notch stored in the parameter storage unit 20, and further assumes the assumed stop position PB and the deceleration pattern. The difference ΔP of the train stop position P0 at 12 is calculated.

  Step 104 compares the absolute value of ΔP with the absolute value of the minimum positional deviation value ΔP0, and ends if the absolute value of ΔP is greater than the absolute value of ΔP0. Otherwise, go to step 105.

  Step 105 stores the assumed notch B in the device notch storage variable B and ΔP in ΔP0. Next, in pattern 106, it is checked whether the assumed stop position is before the train stop position. If it is before, the assumed notch is assumed to be slightly lower in step 107, and if the assumed stop position is behind the train stop position, step 108 is performed. Assuming that the notch is more strongly assumed.

  Finally, in step 109, it is checked whether the assumed notch is within the actual number of notch steps. If it is out of the range, the process is terminated, and if it is within the range, the process returns to step 103. This method of finding can be applied to the deceleration pattern 12.

  Next, a specific calculation method will be described with reference to FIG. FIG. 7 shows the deceleration pattern 12 and the train state 13 (train position Dt, speed Vt) at the current time. Although the deceleration of the deceleration pattern 12 at the current time is calculated as 4 notches, the train state 13 at the current time is lower than the deceleration pattern 12, so if the vehicle stops at 4 notches, it is closer to the train stop position. (Stop pattern 15 with 4 notches). Therefore, the stop pattern 16 with the brake notched with one notch being lowered and fixed with 3 notches is also calculated, and the stop pattern 15 with 4 notches is compared with which is closer to the train stop position 11, and the notch stops at a closer position. (3 notches in Fig. 7) is the recommended brake notch. In the figure, B1 and B3 are decelerations in the case of 4 notches, and B2 is a deceleration in the case of 3 notches.

  The notch display unit 60 presents the brake notch Bt currently output and the optimal brake notch Bpt selected by the notch selection unit 50 to the driver.

  Next, a display example of the notch display unit 60 will be described. 3A, 3B, and 3C are graphic examples of the notch display portion 60 of the fixed position stop support system according to the first embodiment of the present invention.

  In the figure, the recommended number of brake notch steps is displayed numerically in the central circular part. In addition to the circular shape of the central circular portion, triangles are shown above and below. A large triangle is shown at a position close to the center circle, and a small triangle is shown following this large triangle. These indicate that the recommended brake notch is higher or lower than the brake notch in operation by lighting each figure (in the figure, the shaded area is lit) .) Furthermore, a shape in which two triangles are connected (double triangle) is shown above the upper large triangle and below the lower large triangle. When the indication of these double triangles is lit, it indicates that the recommended brake notch is higher and lower than the brake notch being operated.

  Next, from the display deceleration pattern and the estimated deceleration, 4 notches are optimal, and a display example in the case where the driver operates the brake with 4 notches is shown. In FIG. 3A, “4”, which is the number of notches selected by the notch selector 50, is displayed in the center. Further, since the central circular portion is lit, the actually output 4-notch deceleration is in agreement with the calculated deceleration pattern.

  FIG. 3B shows a state of the notch display unit 60 when the deceleration is slightly lower than the estimated deceleration. Since the notch selection unit 50 has selected 5 notches as the recommended brake notch based on the brake performance obtained by the characteristic estimation unit 40, the center number also displays “5”. Also, the lower triangular portion is lit, not the central circle. This display indicates that the recommended notch should be raised because the recommended brake notch is one step higher than the brake notch being operated.

  FIG. 3C shows the state of the notch display unit 60 when the deceleration is significantly lower than the estimated deceleration. Since the notch selection unit 50 has selected 6 notches as the recommended brake notch based on the brake performance obtained by the characteristic estimation unit 40, the number in the center also displays “6”. Also, not the center circle but the bottom double triangle is lit. This indication indicates that the recommended brake notch is two or more steps higher than the brake notch being operated, so the notch should be raised significantly.

  Here, the operation of the conventional train will be described for comparison. In the operation of a conventional train, it is required to operate the train according to a predetermined schedule. In particular, if the train stops at a position that deviates from the fixed position at the station, it will not only hinder passengers getting on and off waiting in line, but if the deviation is large, the train must be moved again to a fixed position. Because it takes extra time, stopping the train at a fixed position is a major issue.

  In recent years, a function to automatically stop at a fixed position without operation by a driver is realized by a fixed position stop function TASC (Train Automatic Stop Control) installed as a train speed control device. However, since it is expensive, the mounting rate is not high. For this reason, on most routes, the technique for stopping at a fixed position still depends on the skill of the driver. Normally, the driver stops at a fixed position by accumulating experience by setting a point to start deceleration at each station or by learning the actual deceleration with respect to the brake notch to be output. The brake notch operation technology is maintained. However, if the brake performance of the train is significantly different from the designed value due to wheel slippage due to environmental factors such as rain or fog, brake maintenance, or fluctuations in the boarding rate, the deceleration for each brake notch is also empirical. Since it differs from the value, it may occur that it stops from a fixed position.

  In FIG. 4, the relationship between the deceleration pattern 12 assumed when stopping at the conventional train stop position 11 and the train speed 13 is shown. The deceleration pattern 12 is imaged in the driver's head, and the point where the deceleration pattern 12 and the train speed 13 traveling in front of the station intersect is also stored as the deceleration start point 14.

  When the train reaches the deceleration start point 14, the driver operates the brake notch so that the train speed 13 matches the imaged deceleration pattern 12. When the difference between the deceleration pattern 12 and the train speed 13 increases, the notch is raised or lowered to reduce the difference, the deceleration is adjusted, and the train is finally stopped at the train stop position 11. In this case, because of the deceleration pattern 12 and the deceleration start point 14 that the driver has as an image, the train is stopped at a fixed position by the skill of the driver.

  In Patent Document 1, an assist device that displays the distance to the stop position target as an operator is shown in order to improve the accuracy of stopping at the position. However, determining how much the brake notch should be output based on the distance to the stop position target depends on the experience of the driver. For this reason, it is difficult to stop at a fixed position with high accuracy when the driver is inexperienced or when the deceleration is different from the design value.

  FIG. 5 is a diagram for specifically explaining the above. FIG. 5 is an operation example when the deceleration of the brake notch is lower than the design value. The driver operates the brake notch when reaching the deceleration start point 14 in the same manner as in FIG. 4. However, since the driver only has a deceleration less than expected with respect to the output of the operated 4 notch, the train speed is determined from the deceleration pattern 12. 13 has gone away. The driver outputs 7 notches when he notices that the deceleration is insufficient. However, the driver cannot approach the deceleration pattern 12 and stops beyond the train stop position 11.

  On the other hand, in the fixed position stop support system according to Embodiment 1 of the present invention, the notch selection unit 50 generates the deceleration pattern for stopping the train at the fixed position, the position detection, which is created by the deceleration pattern creation unit 10. The recommended brake notch is calculated from the current position of the train by the unit 30 and the correction value for each brake notch estimated by the characteristic estimation unit 40, and the notch display unit 60 instructs the driver about the recommended brake notch. The stopping accuracy for stopping at the position can be improved. Previously, the notch that was considered to be appropriate was determined based on the experience of the driver, but since the fixed position stop support system according to the present embodiment indicates an appropriate notch, the train can be accurately operated regardless of the experience of the driver. It can be stopped at a fixed position.

  Further, in the fixed position stop support system according to Embodiment 1 of the present invention, the notch selection unit 50 uses the deceleration pattern created by the deceleration pattern creation unit 10 and the position detection unit 30 for stopping the train at a fixed position. The recommended brake notch is calculated from the current position of the train and the correction value for each brake notch estimated by the characteristic estimation unit 40, and the notch display unit 60 instructs the recommended brake notch to the driver. Even if they are different, or even when the brake can only produce a deceleration lower than the design value, an appropriate notch operation is instructed, so that the train can be stopped at a fixed position with high accuracy.

Embodiment 2. FIG.
In the above embodiment, the position detection unit 30 measures the current position of the moving body. However, the remaining distance measurement unit may accurately measure the distance to the stop position. Hereinafter, this embodiment will be described. Those given the same reference numerals as those in the above embodiment indicate that they correspond to or are equivalent to the configuration of the above embodiment.

  FIG. 6 is a block diagram showing a fixed position stop support system according to Embodiment 2 of the present invention. In the figure, the fixed position stop support system includes a remaining distance measuring unit 70 in addition to the configuration according to the first embodiment. Other configurations than the remaining distance measuring unit 70 are the same as those in the first embodiment.

  Since the position detector 30 detects the position of the train by integrating the travel distance from the position correction point with a speed generator or the like, the distance error increases as the distance from the position correction point increases.

  In addition, distance accumulation by a normal speed generator has a feature that distance accumulation information at an extremely low speed is inaccurate, and therefore distance accuracy immediately before stoppage is further deteriorated.

  The remaining distance measuring unit 70 accurately measures the distance to the stop position using a radar, a radio surveying method, GPS, or the like. Therefore, the accuracy of the remaining total distance immediately before the stop is better in the information from the remaining distance measuring unit 70 than in the information from the position detecting unit 30.

  In the present invention, based on the threshold value stored in the parameter storage unit 20, the information from the position detection unit 30 is switched to the information from the remaining distance measurement unit 70, or the position and speed information of the train is determined by considering both information. To do. Thereby, even if it is just before a stop, the notch selection part 50 has an effect which calculates an appropriate brake notch, without deteriorating accuracy.

Embodiment 3 FIG.
In the above embodiment, the correction values stored in the parameter storage unit 20 are classified and stored for each brake notch, but may be further classified according to the travel section. This is because the rail state differs depending on the travel section, and there are sections that are slippery and sections that are not slippery. Therefore, even if the correction value varies depending on the position even under the same weather conditions, there is an effect that can be dealt with. Further, the driver may input weather conditions and further classify according to the weather conditions. Furthermore, in order to eliminate long-term fluctuations due to deterioration over time, an upper limit of the number of stored correction values may be set.

  As described above, the fixed position stop support system according to the present invention is suitable for a fixed position stop support system that supports stopping a moving body on a track in a railway or the like at a predetermined position.

10 Deceleration pattern creation section,
20 parameter storage unit,
30 position detector,
40 characteristic estimation unit,
50 notch selector,
60 notch display,
70 Remaining distance measurement unit.

In the fixed position stop support system of the present invention, the moving body is placed at a predetermined stop position, which is a relationship curve representing the relationship between the position of the moving body on the moving path and the speed of the moving body at this position. A deceleration pattern storage unit for storing a deceleration pattern to be stopped, and a parameter storage for storing a deceleration parameter including design deceleration information for each brake notch of the moving body and geometric information of a route at each position on the moving route determined the parts, and a position detection unit for detecting a current position and current speed of the moving body, the current actual reduced speed from the deceleration parameter deceleration Contact and obtained from the temporal change of the current speed, the moving a characteristic estimating unit for calculating a difference between the deceleration at the time of designing the brake notches that are currently operated by the body as a correction value, the current position, the current speed and the current operation Based on the deceleration at the time of design of which brake notches are, as a recommended brake notch the brake notch with the sum of the speed relationship between the position and the deceleration at the time of the design closer to the deceleration pattern wherein the correction value A notch selection unit for selection and a display unit for presenting the recommended brake notch to the driver are provided.

The train decelerates according to the control result of the brake notch operated by the driver. The characteristic estimation unit 40 calculates the actual deceleration βBn by the brake notch Bn from the output (current position and current speed) of the position detection unit 30 and the geometric information (gradient information, etc.) of the route at the current position. The calculated value is compared with the design deceleration for each brake notch (assumed as β0Bn) stored in the parameter storage unit 20, and the difference is stored in the parameter storage unit 20 as a correction value ΔβBn. The correction value ΔβBn for each brake notch may be overwritten and updated each time it is estimated, or an average value for the past several times may be taken and stored.

The notch selection unit 50 periodically acquires the train position Dt and the speed Vt from the position detection unit 30, and compares them with the speed Vpt of the deceleration pattern 12 at the train position. According to the design deceleration β0Bn for each brake notch stored in the parameter storage unit 20, the deceleration γpt at the current position of the deceleration pattern 12 and the design for each brake notch stored in the parameter storage unit 20 for the brake notch Bn Comparison is made between the deceleration β0Bn and the addition value of the correction value ΔβBn (the addition result is assumed to be an estimated deceleration) so that the difference between the deceleration γpt and the estimated deceleration is sufficiently small and the speed difference Vt−Vpt approaches 0 The optimum brake notch Bpt is selected. If the speed difference between the current speed and the speed at the current position of the deceleration pattern is greater than or equal to the threshold value, the brake notch can be stopped at the stop position by reducing the speed difference and with the smallest notch difference from the current brake notch. As the recommended brake notch. For example, when the current speed is higher than the deceleration pattern 12, the stop position PBn is calculated when it is assumed that the brake stops with the respective brake performance βBn with the notches being fixed for all the notches with higher brake performance than γpt, and PBn The brake notch closest to the train stop position 11 is the recommended brake notch.

Claims (8)

A deceleration pattern storage unit for storing a deceleration pattern for stopping the moving body at a predetermined stop position, which is a relational curve representing a relationship between a position on the moving path of the moving body and the speed of the moving body at this position. A parameter storage unit for storing deceleration information including design deceleration information for each brake notch of the moving body and geometric information of a path at each position on the moving path; and a current position and a current position of the moving body A position detection unit for detecting a speed, a deceleration obtained from a temporal change in the current speed, brake notch information currently operated on the moving body, and a current estimated deceleration from the deceleration parameter; Based on the current position, the current speed, and the current estimated deceleration, a characteristic estimation unit that calculates a difference from the deceleration at the time of notch design as a correction value, Fixed-position stop support system and a notch selector for selecting the brake notch as recommended brake notch position and the design time of deceleration close to the speed relationship with the deceleration pattern with the sum of the correction value. When the speed difference between the speed at the current position of the deceleration pattern and the current speed is greater than or equal to a threshold value, the notch selector can reduce the speed difference to stop at the stop position and the notch difference from the current brake notch. The fixed position stop support system according to claim 1, wherein the brake notch having the smallest value is selected as a recommended brake notch. The estimated deceleration of a brake notch that is a candidate for selecting a recommended brake notch is corrected by a gradient obtained from gradient information at a current position on a moving path. Fixed position stop support system. The fixed position stop support according to any one of claims 1 to 3, further comprising a deceleration pattern creation unit that creates a deceleration pattern from a deceleration parameter and stores the deceleration pattern in a deceleration pattern storage unit. system. 5. The fixed position stop support system according to claim 1, further comprising a notch display unit that displays a difference between a brake notch being output and a recommended brake notch. The fixed position stop support system according to any one of claims 1 to 5, further comprising an audio output unit that acoustically transmits a difference between the brake notch being output and the recommended brake notch. When the remaining distance measurement unit that measures the remaining distance from the position of the moving body to the stop position is provided, and the notch selection unit detects the position detected by the on-vehicle position detection unit is equal to or less than a predetermined distance from the stop position The fixed position stop support system according to any one of claims 1 to 6, wherein a recommended brake notch is selected based on the remaining distance. The parameter storage unit classifies and accumulates the correction values calculated by the characteristic estimation unit for each travel section, and extracts and responds to the reference request from the notch selection unit by extracting the correction value of the same section. The fixed position stop support system according to any one of claims 1 to 7.

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