KR20010049849A - Train control system - Google Patents

Abstract

PURPOSE: To optimize the driving of a train by installing a train controller deciding a train control command for collectively controlling the whole travel of the train and an organization general control part which individually travel- controls the car organizations in the train in accordance with the constitution state of the train organizations of the train. CONSTITUTION: A train control system 1-101 is constituted of a train controller 1-02 deciding a train control command and a train organization general control system 1-102 mediating mutual information exchange of the train controller 1-02 and an individual control system 1-03. The train controller 1-02 transfers information on the collective travel control of a train 1-100. The train organization general control system 1-102 is constituted of a train organization general connection device 1-04 and an inter-organization connection device 1-05, and it mutually exchanges information. An individual organization driving device 1-08 controls the travel of a ear organization 1-01 Thus, travel control which precisely corresponds to the constitution state of the ear organization of the train can be executed.

Description

Train Control System {TRAIN CONTROL SYSTEM}

The present invention relates to a train control system, and more particularly to an automatic train control system, or an automatic train driving system.

A railroad is a traffic mode in which a plurality of trains travel while maintaining a safe interval on a track having a limited degree of freedom of movement. However, in recent years, in order to meet the social demands of increasing transportation capacity and diversifying traffic flows, there has been a demand for the complexity of the driving system in that the operation of a plurality of trains is set according to various stop patterns at high frequencies. In order to realize this efficiently, in the trunk section where a plurality of trains of various destinations and starting stations are gathered, the different trains are merged and reported as a single-line car, corresponding to the limited line capacity, and separately according to the destination at the branch station in the middle. The so-called method of dividing and merging, which has been said to satisfy various operating systems by dividing into trains, has been reviewed conventionally and commercialized.

On the other hand, railways have introduced automatic control systems (train control systems) for safe and efficient operation of trains. That is, in order to prevent a crash, an automatic train control system (ATC) that limits the speed of subsequent trains according to the current position of the preceding train or the opening of a course, or a series of driving operations from the start of the train to the stop at the arrival station. An automatic train driving system (ATO) is being used.

First, the division / merge operation in the existing train control system will be described.

In the existing train control system, an on-vehicle control device that outputs a control command for running control of a train equipped on a train is provided for each vehicle group that is a division unit of a merger or merger. Each vehicle combination includes a drive device for outputting a driving force for driving the vehicle, and operates according to a control command issued by the on-vehicle control device.

In such a train control system, at the time of divided driving, each vehicle group is driven separately as a train. For this reason, the on-vehicle control apparatus of each train operates independently in each vehicle formation, and controls the running of each train comprised of each single vehicle formation.

On the other hand, at the time of merge driving, the merge state of a plurality of vehicle formations is reported to be a single train. In other words, the driving of the train is performed by collectively controlling the running of the entire train for the train consisting of a plurality of vehicle combinations. In this case, there are a plurality of onboard control devices provided for each vehicle formation, but in practice, it is one vehicle higher control device provided for any one vehicle formation in the train that controls the running of the train. No on-vehicle vehicle control device is used.

As described above, it is widely used in the existing merge operation that any one vehicle control device carries out traveling control with respect to the other vehicle combinations which have been merged with respect to a train having a merged state of a plurality of vehicle combinations. This method is also generally referred to as overall control.

Such conventional general control is based on the premise that a train composed of a plurality of vehicle combinations is handled with respect to a vehicle model of the same vehicle combination of its components or a combination of a specific vehicle model assumed in advance. In addition, the control command (designation by notch) output by the on-vehicle control device in charge of traveling control of the train is instructed to uniformly indicate the same value (notch) for all the trains in the train. .

Further, in the general control according to the prior art, with respect to the combination of the vehicle combinations of a specific vehicle model assumed in advance, the original driving performances different for each vehicle formation are equalized to the same level during the combined driving so that each vehicle combination is divided during the driving operation. In addition to the driving force characteristics (original characteristics), a method of controlling driving by changing the driving force characteristics of each vehicle in accordance with the division and merging in addition to the driving force characteristics at the time of merge operation which is set in advance is also devised. Such a method is also called cooperative control among general control.

As a related art related to the above-mentioned division / merge, general control, or cooperative control, for example, published by the Japan Railway Cybernetics Council ("The Korean Symposium on the Use of Cybernetics on the 34th Railway: 512 EC" Development of a DC overall control driving system ", and Japanese Patent Application Laid-Open No. 7-115711.

However, the general control of the train control system according to the prior art has the following problems.

First, since the object of general control was limited to the same vehicle model or the combination of a specific vehicle model which constitutes a train, the adoption of division / merge driving is common to the driving system. There was a problem that it was restricted depending on the circumstances of the model of the train.

In addition, regarding the case where the vehicle model of the vehicle formation in a train is various, ie, when it is comprised as a series vehicle formation from the vehicle formation of a different running performance, it was not considered the recognition of the whole running performance of a train. However, this point is a representative example of the next generation ATC in train operation assuming division and merging of various vehicle combinations, and is used to realize single-stage security deceleration control based on accurate recognition of the overall brake performance of the train. This is a problem. In addition, even after realizing the high performance of the ATO, which is in charge of the driving control of each hour, throughout the entire train, the recognition of the driving performance as the whole train corresponding to various configuration states of the vehicle formation in the train is essential.

In addition, in general control by the prior art, the control command (designation by a notch) output by the on-vehicle control device in charge of traveling control of a train is uniformly indicated by the same value (notch) with respect to all vehicle combinations in the train. It is. However, in a train composed of a plurality of vehicle combinations having different running performances, acceleration and deceleration with respect to the same backing / brake command (notch) are generally different for each vehicle combination. For this reason, in general control by the prior art, it is also considered that the unnatural stress is generated between each vehicle knitting, and in particular, the strength deterioration may be caused by fatigue and consumption of the connecting device that merges the vehicle knitting.

Therefore, in order to appropriately control the running of the train as a whole, it is necessary to respond to various configuration states of the vehicle formation in the train, that is, whether the train is in divided operation or in which a combination of vehicle types and quantity of vehicle combinations are being combined. It is considered that a function not existing in the past that the driving performance as the entire train is recognized as a temporary response is necessary.

In addition, in order to optimize the individual driving state in each vehicle formation in a train for the whole train, the control instruction for individual driving control by each vehicle formation unit according to the various configuration state of the vehicle formation in a train. There is a request for a function that does not exist in the prior art to indicate.

SUMMARY OF THE INVENTION An object of the present invention is to recognize a driving performance as an entire train or an individual driving state of each vehicle combination in a train, even when the train is composed of any combination of vehicle combinations in driving of a train assuming division and merge. The present invention provides a train control system capable of realizing a travel control corresponding to various configuration states of a vehicle in a train, and consequently optimizing train operation.

1 is a view showing the configuration of a train control system according to a first embodiment of the present invention,

2 is a view showing the shape of the information flow during the split operation in the train organization general control system according to a first embodiment of the present invention,

3 is a view showing the shape of the information flow during the merge operation of the train combination control system according to a first embodiment of the present invention,

4 is a view showing the configuration of a train organization general connection device according to a second embodiment of the present invention,

5 is a view showing the entire flow of processing of the train combination general connecting apparatus according to the second embodiment of the present invention,

6 is a view showing the appearance of the information flow during the split operation in the train combination control system according to a second embodiment of the present invention,

7 is a view showing the appearance of the flow of information during the merge operation in the train combination control system according to a second embodiment of the present invention,

8 is a view showing the configuration of the interior and the flow of information of the train combination overall performance generating means according to the second embodiment of the present invention;

9 is a view showing the flow of processing of the train combination overall performance generating means according to a second embodiment of the present invention;

10 is a view conceptually showing the shape of the influence on the entire running of the train when the vehicle combinations with different driving performances are combined driving;

FIG. 11 is a view showing a flow of a process for generating train brake performance βtrain (V) at a certain home running speed V with respect to the train brake performance generating means according to the second embodiment of the present invention; FIG.

FIG. 12 is a table showing input information and output information in the process of FIG. 11 in a table in which a train is composed of vehicle formation A and vehicle formation B having different running performances; FIG.

FIG. 13 is a diagram conceptually showing train brake performance versus travel speed characteristics generated by the process of FIG. 12 in the case where a train is composed of vehicle formation A and vehicle formation B having different running performances; FIG.

Fig. 14 is a view showing the flow of the process of generating train reverse performance αtrain (V) at a certain home traveling speed V with respect to the train reverse performance generating means according to the second embodiment of the present invention.

FIG. 15 is a table showing input information and output information of the process of FIG. 14 in a table in which the train is composed of vehicle formation A and vehicle formation B having different running performances; FIG.

FIG. 16 is a diagram conceptually showing train reverse performance versus traveling speed characteristics generated by the process of FIG. 14 in the case where a train is composed of vehicle formation A and vehicle formation B having different running performances; FIG.

FIG. 17 is a diagram conceptually showing train reverse performance versus traveling speed characteristics generated by the process of FIG. 14 in the case where the train is composed of vehicle formation A and vehicle formation B having different running performances in Embodiment 3 of the present invention; FIG. ,

18 is a view showing the configuration of a train organization general connection device according to a fourth embodiment of the present invention;

19 is a view showing the entire flow of processing of the train organization general connecting device according to the fourth embodiment of the present invention,

20 is a view showing the shape of the information flow during the split operation in the train combination control system according to a fourth embodiment of the present invention;

21 is a view showing the appearance of the information flow during the merge operation of the train combination control system according to a fourth embodiment of the present invention;

22 is a view showing the configuration of the internal configuration of the individual control command generation means and the flow of information according to the fourth embodiment of the present invention;

FIG. 23 is a view showing an example of a force shape acting on each vehicle combination constituting a train when another vehicle combination is driving;

24 is a view showing an example of a force shape acting on each vehicle combination constituting a train when another vehicle combination is driving combined;

25 is a view showing an example of a force shape acting on each vehicle combination constituting a train when another vehicle combination is driving combined;

Fig. 26 is a view showing the flow of processing relating to the retrograde control of the train / individual combination control command converting means according to the fourth embodiment of the present invention;

27 is a diagram showing an example of a train / individual combination control command correspondence information table used in the processing in FIG. 26;

FIG. 28 is a view showing a flow of content information generation processing of the train / individual combination control command corresponding information table used in the process shown in FIG. 26;

29 is a view conceptually showing the relationship between the individual knitting control command obtained from the processing of the individual knitting control command generating means according to the fourth embodiment of the present invention and the original train control command;

30 is a view showing the flow of processing relating to the retrograde control of the train / individual combination control command converting means according to the fifth embodiment of the present invention;

31 is a diagram showing an example of a train / individual combination control command correspondence information table used in the processing in FIG. 30;

32 is a view showing a flow of content information generation processing of the train / individual combination control command corresponding information table used in the process shown in FIG. 30;

33 is a view conceptually showing the relationship between the individual knitting control command obtained from the processing of the individual knitting control command generating means according to the fifth embodiment of the present invention and the original train control command;

34 is a view showing the configuration of the internal configuration of the individual control command generation means and the flow of information according to the sixth embodiment of the present invention;

35 is a view showing the configuration of the internal configuration of the individual control command generation means and the flow of information according to a seventh embodiment of the present invention;

36 is a view showing the configuration of the interior of the individual knitting control command generation means and the flow of information according to the eighth embodiment of the present invention;

37 is a view showing an example of the configuration of a train control system according to a ninth embodiment of the present invention;

38 is a view showing another example of the configuration of the train control system according to a ninth embodiment of the present invention;

39 is a view showing another example of the configuration of the train control system according to the ninth embodiment of the present invention;

40 is a view showing still another example of the configuration of a train control system according to a ninth embodiment of the present invention;

41 is a view showing an example of the configuration of a train control system according to a tenth embodiment of the present invention;

42 is a view showing another example of a configuration of a train control system according to an eleventh embodiment of the present invention;

43 is a view showing another example of the configuration of a train control system according to an eleventh embodiment of the present invention;

44 is a view showing an example of the configuration of a train control system according to a twelfth embodiment of the present invention;

45 is a view showing another example of a configuration of a train control system according to a twelfth embodiment of the present invention.

In order to solve the said subject, the train control system of this invention has the following function.

That is, using the information which shows the individual running performance of each vehicle formation in a train, the information which shows the running performance of the whole train is produced | generated.

Further, from the control instructions for collectively controlling the running of the entire train, a control command for individually controlling the running of each vehicle in the train is generated.

For this reason, the train control system of this invention is equipped with the following structures.

The first train control system,

A train control device for determining a train control command for collectively controlling the running of the train;

According to the configuration of the vehicle formation of the train, it has a knitting overall control part which controls each vehicle formation in a train separately.

In addition, this knitting control unit,

An individual formation control unit equipped with each vehicle formation in the train, for individually controlling the vehicle formation traveling;

It is comprised by the train formation control part interposed between the train control apparatus and the individual formation control part, and mediating the exchange of information between a train control apparatus and the individual formation control part.

In addition, the second train control system,

In the running control of a train, a train for determining an individual knitting control command for individually driving control of each vehicle train in the train according to the configuration of the vehicle train of the train, and outputting an individual train control command to the vehicle train. General control unit,

It is equipped with each vehicle formation in a train, and has an individual formation control part which controls a vehicle formation individually.

In addition, the train control unit,

A train control device for determining a train control command for collectively controlling the running of the train;

It is comprised between the train control unit and the individual formation control part, and it consists of the train formation control part which mediates the exchange of information between a train control apparatus and the individual formation control part.

Further, the third train control system includes a train control device for determining a train control command for collectively controlling the running of the entire train;

An individual formation control unit equipped with each vehicle formation in the train, for individually controlling the vehicle formation traveling;

It is interposed between a train control apparatus and an individual formation control part, and has a train formation general control part which mediates the exchange of information between a train control apparatus and an individual formation control part.

In addition, the train organization general control unit,

Send and receive information on train control system and collective driving control of trains,

A train organization general connection device for sending and receiving information about the individual driving control of the individual organization control unit and the vehicle formation,

It has an inter-organizational connection system in charge of the transmission of information between different vehicle groups in a train.

In addition, the train organization general control unit,

Receives individual knitting performance information showing the individual driving performance of the vehicle formation from the individual knitting control unit,

The train control system has a train organization general connection device that outputs train organization general performance information indicating the running performance of the entire train.

In addition, the train organization general connection device provided in the train organization general control unit,

Train organization overall performance generating means for generating train organization overall performance information showing the driving performance of the train as a whole from the individual organization performance information showing the individual driving performance of each vehicle formation in the train according to the configuration of the vehicle organization of the train Have

In addition, the train organization general control unit,

Receive train control command to collectively control the running of the entire train from the train control system,

It has a train organization general connection device which outputs an individual formation control command for individual vehicle control to drive a vehicle formation individually to an individual formation control part.

In addition, the train organization general connection device provided in the train organization general control unit,

From the train control command to collectively control the running of the entire train,

An individual formation control command generation section for generating each individual formation control command for individually driving control of each vehicle formation in the train according to the configuration of the vehicle formation of the train.

In addition, the individual knitting control command generation unit,

The driving state of each vehicle formation caused by each individual formation control command is

Each individual formation control command is generated from the train control command so as to consider the reduction in the stress burden acting on each of the vehicle formations.

(Example 1)

EMBODIMENT OF THE INVENTION Hereinafter, this invention is demonstrated based on drawing.

1 shows a configuration of a train control system according to an embodiment of the present invention.

The whole structure of this embodiment is comprised by the singular or multiple vehicle formation which comprises a train. The vehicle combination is composed of a single vehicle or a plurality of vehicles.

First, the train 1-100 shows the train comprised by the single vehicle formation 1-101.

The train control system 1-101 according to the train 1-10O is provided for each train group, and the train control apparatus 1-02 for determining a train control command for controlling the running of the entire train 1-100. And an individual knitting control system (1-03) which is equipped for each vehicle formation and controls each vehicle combination separately, and is fitted between the train control device (1-02) and the individual knitting control system (1-03). It consists of the train formation general control system 1-102 which mediates the mutual exchange of information of the control apparatus 1-02 and the individual formation control system 1-03.

The train control apparatus 1-02 is connected to the train formation generalization control system 1-102, and is used for the collective driving control of the train 1-100 between the train formation generalization control system 1-102. Send and receive information about Connection of the train control device 1-02 and the train organization general control system 1-102 is undertaken by the train organization generalization connection device 1-04 included in the train organization general control system 1-102.

The train formation generalization control system 11-1O2 is comprised by the train formation generalization connection apparatus 1-04 and the interfacing connection apparatus 1-05. The train organization general connection device 1-04 and the train connection device 1-O5 are connected to each other and exchange information with each other.

The train formation general connection device (1-04) is an individual knitting device connection line (1-09), a train control device (1-02), and a connection device (1-05) in the individual formation control system (1-03). ).

In addition, the train organization general connection device 1-O4 exchanges information regarding the collective driving control of the train 1-100 with the train control device 1-02. Information on the collective driving control of the train 1-100 includes a train control command indicating a travel control command for the train 1-100 received from the train control device 1-02, or a train control device 1-O2. ), There is train organization general performance information indicating the driving performance of the train 1-100 outputted.

In addition, the train formation general connection device 1-04 exchanges the information regarding the individual driving control of the vehicle formation 1-01 with each device in the individual formation control system 1103. The information regarding the individual driving control of the vehicle formation 1-01 includes individual formation performance information indicating the running performance of the vehicle formation 1-01 received from the individual formation control system 1-03, and the vehicle formation (1-1-1). There is the individual knitting running information showing the traveling speed of 01) and the individual knitting control command showing the running control command for the vehicle knitting 1-01 outputted to the individual knitting control system 1-03.

In addition, when the train organization general connection device (1-04) is comprised of a vehicle organization with several trains, the train organization general connection device in another vehicle formation and the inside of a train via the inter-connection connection device (1-05) Send and receive information about individual driving control of each vehicle group.

In addition, the train formation general connection device 1-04 mediates the information exchange which the train control device 1-02 and the individual formation control system 1-03 perform with each other, and the train control device 1-02 On the information exchanged by the individual train control system 1-03, an information conversion operation reflecting the configuration state of the vehicle train in the train 1-100 is performed.

The knitting device 1-05 is connected to the train knitting general connection device 1-O4. The inter-organization linkage device 1-05, when several trains are composed of different vehicle formations, dynamically couples with the inter-connection connection arrangements of other adjacent vehicle formations, and simultaneously takes charge of information transmission between the vehicle formations.

The individual knitting control system 1-03 connects the individual knitting performance holding device 1-06, the individual knitting running detection device 1-07, the individual knitting drive device 1-08, and the individual knitting device connection. It consists of a line 1-09. Each device in the individual knitting control system 1-03 is connected to each other by the individual knitting device connecting line 1-09, and exchanges information with each other via the individual knitting device connecting line 1-09.

The individual knitting apparatus connection line 1-09 includes the train knitting general connecting device 1-04 in the train knitting general control system 1-102 and the individual knitting performance holding device in the individual knitting control system 1-03. (1-06), the individual knitting running detection device 1-07, and the individual knitting drive device 1-08 are connected to take charge of information transfer between the devices.

The individual knitting performance holding device 1-06 holds information (individual knitting performance information) indicating the running performance of the vehicle knitting 1-01 equipped with the individual knitting control system 1-03. The individual knitting performance information consists of information indicating the length, weight, backing performance, brake performance, and environmental resistance (running resistance, inclination resistance, and curve resistance acting on the vehicle) of the corresponding vehicle knitting. The individual knitting performance holding device 1-06 outputs individual knitting performance information via the individual knitting device connection line 1-09.

The individual knitting running detection device 1-07 detects the traveling speed of the vehicle knitting 1-01 equipped with the individual knitting control system 1-03. The individual knitting running detection device 1-07 outputs the information (individual knitting running information) indicating the traveling speed through the individual knitting device connection line 1-09.

The individual knitting drive device 1-08 controls the running of the vehicle knitting 1-01 equipped with the individual knitting control system 1-03 by acceleration or deceleration by the output of tensile force or brake force. . The individual knitting drive device 1-08 receives the information (individual knitting control command) indicating the travel control command for the vehicle knitting 1-01 through the individual knitting device connection line 1-09, and the individual knitting control command Output tension or brake force according to the

Next, the train 1-300 shows the train comprised by merging two vehicle formations, vehicle formation A (1-01A) and vehicle formation B (1-01B).

The train control system 1-301 according to the train 1-300 is provided for each train group, and the train control device A (1-02A) for determining a train control command for controlling the running of the entire train 1-300. ) And train control device B (1-02B), individual formation control system A (1-03A) and individual formation control system B (1-O3B), which are equipped for each vehicle formation and individually control the driving of each vehicle formation, It is comprised between the said train control apparatus and each said individual formation control system, Comprising: The train formation general control system (1-302) which mediates the mutual information exchange of each said train control apparatus and each said individual formation control system. do.

Regarding each train control device, the train control device A (1-02A) is connected to the train organization generalization connection device A (1-04A) included in the train organization generalization control system 1-302, and the train organization generalization connection The device A (1-04A) communicates with and receives information regarding the collective driving control of the train 1-300. In addition, the train control device B (1-02B) is connected to the train organization generalization connection device B (1-O4B) included in the train organization generalization control system 1-302, and the train organization generalization connection device B (1-1-1). 04B), information regarding the collective driving control of the train 1-300 is exchanged.

Regarding each individual knitting control system, the individual knitting control system A (1-03A) includes an individual knitting performance holding device A (1-06A), an individual knitting running detection device A (1-07A), and an individual knitting drive device. A (1-08A) and individual knitting equipment connection line A (1-09A). The devices in the individual knitting control system A (1-03A) are connected to each other by the individual knitting device connecting line A (1-09A), and exchange information with each other via the individual knitting device connecting line A (1-09A). .

In addition, the individual knitting control system B (1-03B) is the individual knitting performance holding device B (1-06B), the individual knitting running detection device B (1-07B), and the individual knitting drive device B (1-08B). And individual knitting apparatus connection line B (1-09B). The devices in the individual knitting control system B (1-03B) are connected to each other by the individual knitting device connecting line B (1-09B), and exchange information with each other via the individual knitting device connecting line B (1-09B). . At this time, the function of each device in each individual formation control system is the same as the content which was described in the case of the above-mentioned train 1-100 (composed by a single vehicle formation).

The train formation generalization control system 1-302 is a train formation generalization connection apparatus A (1-04A) in the vehicle formation A (1-01A), the connection system A (1-05A) between formations, and the vehicle formation B (1). -01B) and train organization general connection device B (1-04B) and inter-connection connection device B (1-05B). The inter-organization coupling device A (1-05A) and the inter-organization connecting device B (1-05 B) are mechanically coupled to each other, thereby merging vehicle formation A (1-O1A) and vehicle formation B (1-01B), It also takes charge of information transfer between the vehicle groups. Accordingly, the train organization general connection device A (1-04A) and the train organization general connection device B (1-04B) connect the inter-connection connection device A (1-O5A) and the inter-connection connection device B (1-05B). Exchange information with each other.

Regarding each train organization general connection device, the train organization general connection device A (1-04A) exchanges information regarding the collective driving control of the train control device A (1-02A) and the train 1-300, and individually. Send and receive information on the individual driving control of each vehicle control system A (1-O1A) and each device in the individual vehicle control system A (1-03A) with the connecting device connection line A (1-09A) interposed therebetween. In the train formation general connection device B (1-04B), the vehicle formation A (1-01A), and the vehicle formation B (1-01B) in the vehicle formation B (1-01B) with the device A (1-05A) sandwiched therebetween. Send and receive information about individual driving controls. In addition, train formation general connection device A (1-04A) mediates the exchange of information which train control apparatus A (1-02A) and individual formation control system A (1-03A) perform mutually, and train control apparatus A (1) Information conversion operation according to the configuration of the vehicle formation in the train 1-300 is performed for the information exchanged between -02A) and the individual formation control system A (1-03A).

Similarly, the train formation general connecting device B (1-04B) exchanges information regarding the collective driving control of the train control device B (1-02B) with the train 1-300, and the individual formation device connection line B (1). -09B) Send and receive information on the individual driving control of each vehicle control system B (1-03B) and the individual vehicle control system B (1--01B) through the individual knitting control system B (1-03B), and Information on the individual driving control of the train organization general connection device A (1-04A) in the vehicle formation A (1-01A), the vehicle formation A (1-01A), and the vehicle formation B (1-01B) is exchanged. In addition, train formation general connection device B (1-04B) mediates the information exchange which train control unit B (1-02B) and individual formation control system B (1-03B) perform mutually, and train control unit B (1). -02B) and the information exchanged between the individual train control system B (1-03B), the information conversion operation according to the configuration state of the vehicle train in the train 1-300 is performed.

Fig. 2 shows the shape of the flow of information relating to the train organization general control system in the case of divided driving as a train separately from each other.

The vehicle formation A (2-01A) and the vehicle formation B (2-01B) are independently driven as the train 1 (2-100) and the train 2 (2-200) at the time of divided driving, respectively. In this case, each train train control system 1 (2-101) and train train control system 2 (2-201) are independently present. That is, in the train organization generalization connection device A (2-04A) and the train organization generalization connection device B (2-04B) in each vehicle formation, the flow of information related to each is independent of each other. Therefore, below, description is limited to train 1 (2-100) or vehicle formation A (2-01A).

First, the train formation general control system 1 (2-101) is a train running of the train control apparatus A (2-02A) and the train 1 (2-100) in the train formation generalization connection apparatus A (2-O4A). Send and receive information about the control (2-21A). Information (2-21A) regarding collective driving control of train 1 (2-100) includes a train control command 1 indicating a travel control command for train 1 (2-1O0) received from train control device A (2-02A). , There is train organization overall performance information 1 indicating the running performance of train 1 (2-100) output to train control device A (2-02A).

In addition, the train formation generalization control system 1 (2-101) is a train formation generalization connection apparatus A (2-04A), and is comprised of the individual formation control system A (2-03A) and the vehicle formation A (2-01A). Send and receive information (2-22A) about individual driving control. Information (2-22A) regarding individual driving control of vehicle formation A (2-01A) includes vehicle formation A received from individual formation performance holding device A (2-06A) in individual formation control system A (2-01A). Individual knitting performance information A indicating the running performance of (2-01A), or individual knitting running information A indicating the traveling speed of the vehicle formation A (2-01A) received from the individual knitting running detection device A (2-07A), or There is an individual knitting control command A which shows a traveling control command for the vehicle knitting A (2-01A) output to the individual knitting drive device A (2-O8A).

At this time, since the train 1 (2-100) is made of only a single vehicle formation in the train organization general control system 1 (2-1O1), the train organization general connection device A (2-04A) is an inter-connection connection device. Information is not exchanged between vehicle groups through A (2-05A).

In FIG. 2, train formation generalization control system 1 (2-101) is train control system A (2-02A) vs. individual formation control system A (2-03A) in train formation generalization connection apparatus A (2-O4A). The information conversion operation reflects the construction state of the vehicle in the train 1 (2-100) is interposed between the mutual information exchanges. In this case, information (2-21A) (train control command 1) relating to the collective driving control of train 1 (2-1O0) output by train control device A (2-02A) is train organization general connection device A (2). When passing through -04A), the information regarding the individual driving control of the vehicle formation A (2-01A) is converted into information (2-22A) (individual formation control command A), and is transferred to the individual formation control system A (2-03A). Is entered. In addition, as the flow in the reverse direction, information (2-22A) (individual knitting performance information A) relating to individual driving control of the vehicle knitting A (2-01A) output by the individual knitting control system A (2-03A) is The train control system A is converted into information (2-21A) (train formation general performance information 1) regarding the collective driving control of the train 1 (2-100) via the train organization general connection device A (2-04A). (2-02A).

Fig. 3 shows the shape of the flow of information relating to the train formation general control system in the case of combined driving of different vehicle formations together as a single train.

At this time, in the present embodiment, in general, when the train is composed of several different vehicle combinations, the train control provided for each vehicle combination in the train serves to instruct a control command for collectively controlling the running of the train. It should be given to only one of the devices. Here, the vehicle formation in which the train control apparatus given the role of collective driving control exists is considered as the main train formation, and all of the other vehicle trains in the train other than that are considered as the longitudinal train formation. The main train schedule of a train exists only in the said train. At this time, there is a method of determining the main train formation, as an example, a method of making the main train formation of the head of the train as the main train formation, but the train control system according to the present invention is not limited to this method.

The vehicle formation A (3-01A) and the vehicle formation B (3-01B) are collectively driven together as the train 3 (3-300) at the time of merge operation. In this case, in train 3 (3-300), a single train grouping general control system 3 (3-301) is composed of vehicle group A (3-01A) and vehicle group B (3-01B) collectively. In the train organization general connection device A (3-04A) and the train organization general connection device B (3-04B) in each vehicle formation, the flow of information related to each depends on each other.

In the train 3 (3-30O), the train control device A (3) equipped with the vehicle formation A (3-01A) serves to issue a control command for collectively controlling the running of the train 3 (3-300). -02A) only. Therefore, vehicle formation A (3-01A) in which train control apparatus A (3-O2A) exists is main train formation, and vehicle formation B (3-02A) in other trains 3 (3-300) is longitudinal formation. .

First, regarding the vehicle formation A (3-01A), the train formation generalization control system 3-301 is a train control system A (3-02A) and a train in the train formation generalization connection device A (3-04A). Send and receive information (3-21A) regarding the collective driving control of 3 (3-300). The information regarding the collective driving control of the train 3 (3-300) is the same kind of information as described in the case of the train 1 (2-100) (composed of a single vehicle combination).

In addition, the train formation generalization control system 3 (3-301) is separate from the individual formation control system A (3-03A) and the vehicle formation A (3-01A) in the train formation generalization connection apparatus A (3-04A). Send and receive information (3-22A) relating to travel control. The information (3-22A) relating to the individual driving control of the vehicle formation A (3-01A) is the same kind of information as described in the case of the train 1 (2-100) constituted of the single vehicle formation described above.

At this time, in the train formation generalization control system 3 (3-301), the train formation generalization connection device A (3-04A) is the vehicle formation B (3-01B) via the interconnection connection device A (3-05A). The train organization general connection device B (3-04B) and the information (3-22B) relating to individual driving control of the vehicle formation B (3-01B) are exchanged. In this case, the information (3-22B) relating to the individual driving control of the vehicle formation B (3-01B) is provided as an input to the train organization generalization connection device A (3-04A). As an attribute, there is the individual knitting performance information B which shows the running performance of the vehicle formation B (3-01B), and as an output from the train formation general connecting device A (3-04A), as an instruction | indication to the vehicle formation B (3-01B). There is an individual train control command B which shows a travel control command for the vehicle train B (3-01B).

In addition, train organization general connection device A (3-O4A) is the train organization general connection device B (3-O4B) in vehicle formation B (3-01B) via inter-connection connection device A (3-05A), Information (3-22A) relating to individual driving control of the vehicle formation A (3-01A) is output. In this case, the information (3-22A) regarding the individual driving control of the vehicle formation A (3-01A) includes the individual showing the running performance of the vehicle formation A (3-01A) as an attribute of the vehicle formation A (3-01A). There is knitting performance information A.

On the other hand, regarding the vehicle formation B (3-01B), the train formation generalization control system 3 (3-301) is similar to the train control device B (3-02B) in the train formation generalization connection device B (3-04B). Send and receive information (3-21B) regarding collective driving control of train 3 (3-300). The information 3-21B relating to the collective driving control of the train 3 (3-300) is the same kind of information as described in the case of the train 1 (2-100) (composed of a single vehicle combination).

In addition, the train formation generalization control system 3 (3-301) is separate from the individual formation control system B (3-03B) and the vehicle formation B (3-01B) in the train formation generalization connection device B (3-O4B). Send and receive information (3-22B) about travel control. The information (3-22B) relating to the individual driving control of the vehicle formation B (3-01B) is the same kind of information as described in the case of the train 1 (2-100) constituted of the single vehicle formation described above.

At this time, as for the inside of the train organization general control system 3 (3-301), the train organization general connection device B (3-O4B) is the vehicle organization A (3- through the inter-connection connection device B (3-05B)). Receive information (3-22A) relating to the individual driving control of vehicle formation A (3-01A) from train formation general connection device A (3-04A) in 01A). In this case, the information (3-22A) regarding the individual driving control of the vehicle formation A (3-01A) includes the individual showing the running performance of the vehicle formation A (3-01A) as an attribute of the vehicle formation A (3-01A). There is knitting performance information A. In addition, train organization general connection device B (3-04B) is train organization general connection device A (3-04A) in vehicle formation A (3-O1A) via inter-connection connection device B (3-05B), and a vehicle. Send and receive information (3-22B) regarding the individual driving control of the knitting B (3-01B). In this case, the information (3-22B) regarding the individual driving control of the vehicle formation B (3-01B) is input to the vehicle formation B (3-01B) as an input to the train organization generalization connection device B (3-04B). As an instruction, there is an individual configuration control command B which shows a travel control command for vehicle formation B (3-01B), and the attribute of vehicle formation B (3-01B) as an output from the train organization general connection device B (3-04B). As an example, there is the individual knitting performance information B which shows the running performance of the vehicle knitting B (3-01B).

In FIG. 3, train formation generalization control system 3 (3-301) is train control system A (3-02A) vs. individual formation control system A (3-03A) in train formation generalization connection device A (3-04A). ), Interposed between the train control device A (3-02A) and the individual system control system B (3-03B) to exchange information, and perform an information conversion operation that reflects the configuration of the vehicle configuration in train 3 (3-300). do. In this case, information (3-21A) (train control command 3) relating to the collective driving control of train 3 (3-300) output by train control device A (3-02A) is determined by vehicle configuration A (3-01A). Since information is the main train schedule of train 3, the information regarding the individual driving control of the train schedule A (3-01A) (3-22 A) when passing through the train schedule control device A (3-04A) The control command A is converted into information (3-22B) (individual configuration control command B) relating to individual driving control of the vehicle configuration B (3-03B), and the individual configuration control system A (3-03A) and the individual, respectively. It is input to the knitting control system B (3-O3B). Further, as the flow in the reverse direction, information (3) regarding the individual driving control of the vehicle formation A (3-01A) output by the individual formation control system A (3-03A) and the individual formation control system B (3-03B), respectively. -22A) (Individual formation performance information A) and the information (3-22B) (Individual formation performance information B) regarding the individual driving control of the vehicle formation B (3-01B) are train formation general connection device A (3- When passing via 04A), the information is converted into information (3-21A) (train formation general performance information 3) relating to the collective driving control of train 3 (3-300) and input to train control device A (3-02A). .

In addition, train organization general control system 3 (3-301) is train organization generalization connection device B (3-04B), and train control system B (3-02B) vs. individual organization control system A (3-03A), An information conversion operation is inserted between the train control device B (3-02B) and the individual train control system B (3-03B) to be exchanged with each other to reflect the configuration of the vehicle configuration in the train 3 (3-300). In this case, information (3-21B) (train control command 3) relating to collective driving control of train 3 (3-300) output by train control device B (3-02B) is determined by vehicle configuration B (3-01B). Since the train is the final train of train 3, it is blocked in train organization general connection device B (3-04B), and thus, the train controller B (3-02B) The action is a bit crazy. On the other hand, information (3-22A) regarding the individual driving control of the vehicle formation A (3-01A) output by the individual formation control system A (3-03A) and the individual formation control system B (3-03B), respectively (individually The knitting performance information A) and the information (3-22B) (individual knitting performance information B) relating to the individual driving control of the vehicle formation B (3-01B) pass through the train formation general connecting device B (3-04B). At that time, the information 33-21B (train formation general performance information 3) relating to the collective driving control of the train 3 (3-300) is converted into the train control device B (3-02B).

The train control system having the train combination control system of the present embodiment described above has the following features.

That is, in a train, regardless of whether it is a divided operation consisting of a single vehicle combination or a merged operation consisting of a plurality of different vehicle combinations, the type of information exchanged with the outside by the train organization general control system is It is always immutable. This indicates that, in the train control system, the train formation general control system intensively measures the influence on the train running control in the configuration state of the vehicle formation.

In addition, the train generalization control system has a structure in which the input / output information with the outside is a general content regarding the traveling control of the vehicle in general, and the input / output of special information unique to each of the division / merge operation is largely excluded. . This indicates that the influence of the configuration state of the vehicle formation in the train on the train running control is only countermeasured by the content conversion operation of the input / output information on the train organization general control system.

In view of the above, in the present embodiment, the train control system that performs traveling control of the train is equipped with a train control device that determines control commands for collectively controlling the running of the entire train, and a train control system for each vehicle constituting the train. Information which each individual knitting control system which controls individual driving of each said vehicle formation, is inserted between the said train control apparatus and each said individual formation control system, and the said train control apparatus and each said individual formation control system perform mutually. It consists of a train organization general control system that mediates exchanges.

Further, in the present embodiment, the train organization general control system is a combination between the train system and the train control device that is in charge of the information transmission between the vehicle combinations by dynamically combining the other vehicle formations adjacent to each other in the vehicle configuration. Generalization of train organization that exchanges information on collective driving control of the train, and exchanges information on individual driving control of each vehicle configuration directly or through the connection device between each individual organization control system. It consists of a connection device.

In the present embodiment, the train organization general connection device performs an information conversion operation between the information exchanged with the train control device and the information exchanged with the respective individual formation control systems. In the converting operation, the information exchanged with the train control device and the information exchanged with the individual train control system are converted while considering the configuration of the vehicle configuration of the train. That is, when the train organization general connection device converts the input information from the train control device into the respective output information for the respective individual organization control systems, the input information that is meaningful in the collective position as a whole. Is divided into the respective pieces of output information individually adapted to each vehicle combination while taking into account the configuration state of the vehicle formation in the train. In addition, when converting each input information from each said individual formation control system into the output information for the said train control apparatus, each said input information related to each said vehicle formation separately is made into the configuration state of the vehicle formation of the said train. In consideration, the whole of the train is unified with meaningful output information in a collective position.

In this embodiment described above, the above train control system has the following effects on the running control of the train.

In the present embodiment, as described above, the train control system is classified into a train control device, an individual train control system, and a train train control system. As a result, even if the train changes only as a single vehicle pair or a plurality of different vehicle pairs, the information directly handled by the train control unit can always be unified as a whole with respect to the train. Can be. Therefore, the train control apparatus does not need to directly respond to changes in the configuration state of the train formation of the train, and ends without implementing the specific unique processing in each case of the possible configuration of the vehicle formation of the train. That is, the traveling control process of the train control apparatus ends only with the general process regarding the train general. This remarkably reduces the processing load of the train control apparatus in the train control system corresponding to the division / merge operation. Further, in the above train control system, it is possible to adopt a general-purpose device which does not take into consideration the division / merge operation in particular as the train control device itself, making it easier to realize the division / merge operation.

Further, by using the train control system as described above, with respect to each individual train control system in the train, even if the configuration of the vehicle train of the train is changed, the information directly handled by the individual train control system is always the train. It can be limited only to being related individually to each vehicle combination of. Therefore, each individual formation control system does not need to respond directly to a change in the configuration state of the train formation of the train, and ends without implementing the specific unique processing in each case of the configuration state of the vehicle formation where the train is possible. That is, the travel control process of each individual knitting control system ends only with the general process regarding the vehicle formation to which each corresponds. This significantly reduces the processing load of each individual train control system in the train control system that must cope with division and merge operation. In addition, in the train control system, it is possible to adopt a general-purpose device which does not take into consideration the division / merge operation in particular as each individual formation control system, thereby making it easier to realize the division / merge operation.

In addition, by using the train control system as described above, an appropriate conversion operation in consideration of the configuration of the train formation of each train is performed for each individual train control system from the train apparatus or for the train device information from the individual train control systems. It becomes possible to enforce. A train formation general management system collectively collects the whole of the said train about the information for the said train control apparatus from each said individual formation control system individually about the formation of the vehicle in the said train received from the said each individual formation control system. Converts the information to the correct position. At that time, in consideration of the respective attributes (driving performance) of each of the vehicle combinations, a method is provided in which there is an optimal information to recognize the whole of the train in a collective position. Thereby, it becomes possible to generate | occur | produce the information which becomes appropriate content when the said train is collectively, and to provide it to the said train control apparatus. In addition, with respect to the information for each individual train control system from the train control device, information in the position of collectively the whole train output by the train control device is individually assigned to each vehicle train in the train. Convert to At that time, in consideration of the respective attributes (driving performance) of each vehicle combination, a method is provided in which there is an optimal information to be recognized from the standpoint of the individual vehicle combinations. As a result, it becomes possible to generate information that is appropriate for the respective vehicle formations, and provide the information to the individual formation control system. From this, optimization of the traveling control of the train is possible depending on the configuration of the vehicle formation in the train, or the position where the entire train of the train or the individual vehicle combination in the train are individually conceived. Let's do it.

(Example 2)

In the first embodiment, in the train control system, a train control device for collectively controlling the running of a train, each individual formation control system for individually running control of the formation of each vehicle constituting the train, and the train control device It is supposed to install a train formation general control system interposed between and each said individual formation control system and which mediates mutual information exchange. Accordingly, even if the configuration of the vehicle configuration in the train is changed by the division / merge, the train organization general control system absorbs the influence on the running control of the train, so that the train control device or each individual formation control system is The change ends without special consideration. In addition, the train organization general control system appropriately manipulates mutual information exchange between the train control unit and each individual organization control system, so that the entire train or the individual train organization constituting the train can be viewed. In addition, it described that it is possible to optimize driving control.

In the present embodiment, in the above-described train control system, the train organization generalization control system is embodied between the train control device and each individual organization control system to specify the contents of the information exchange operation performed, and the configuration of the vehicle organization in the train. The information conversion means paying attention to the fact that the driving performance of the entire train changes due to the change of state is mounted in the train organization general control system. That is, the train formation general control system receives individual formation performance information indicating the driving performance of the corresponding vehicle formation from each individual formation control system, and the whole train according to the configuration state of the vehicle formation in the train with respect to the train control apparatus. Outputs the train schedule overall performance information indicating the driving performance of.

The train knitting general control system which concerns on a present Example is comprised by the train knitting general connecting apparatus and the connection between knitting. The inter-organization coupling device dynamically couples adjacent vehicle formations with respect to each vehicle formation in the train, and also takes charge of information transmission between the vehicle formations. The train organization general connection device exchanges the information related to the train control apparatus connected to the train organization general control system with the collective driving control of the train, and also the direct connection between the individual organization control systems of the respective vehicle formations or the interfacing system. Through the exchange of information on the individual driving control of each vehicle configuration.

The train organization general connection device according to the present embodiment manages information (train formation general performance information) showing the running performance of the entire train in accordance with the configuration of the vehicle formation in the train, and connects to the train organization general connection device. Provide train organization overall performance information for train control system.

4 shows the configuration of the train organization collective connection apparatus according to the present embodiment.

The train organization general connecting device 4-01 of FIG. 4 has the following processing means.

First, the individual knitting information input / output means 4-11 are provided. This is the individual knitting performance information which shows the driving performance of the individual knitting performance holding device 4-03 and the inter-knit connecting device 4-04 in the individual knitting control system 4-02, and the driving performance of each vehicle constituting the train. (Individual knitting performance information (4-21A) regarding the own vehicle formation, individual knitting performance information (iii) (4-21B) regarding other vehicle formations) are exchanged. Further, the individual knitting performance information is integrated with respect to the entire vehicle programming in the train to generate the overall knitting performance information 4-22, and output to the next overall knitting performance registration means 4-12.

Next, it has the whole knitting performance registration means 4-12. This is to receive the overall knitting performance information 4-22 from the individual knitting information input / output means 4-11, and to contribute to the information processing in the train knitting general connection device 4-01, the overall knitting performance information (4-4-). 22). Further, the overall knitting performance information 4-22 is outputted to the next train knitting general performance generating means 4-13.

Next, it has the train formation general performance generation means 4-13. This receives the overall knitting performance information 4-22 from the overall knitting performance registration means 4-12, and generates train knitting general performance information 4-23 showing the running performance of the entire train. In addition, the train schedule generalization performance information 4-23 is output to the next train schedule overall performance registration means 4-14.

Next, it has the train formation general performance registration means 4-14. This is to receive the train schedule total performance information 4-23 from the train schedule total performance generating means 4-13, and to contribute to the information processing in the train control device 4-05, the train schedule total performance information (4). -23). In addition, the train control overall performance information 4-23 is provided to the train control device 4-05.

5 shows the overall flow of the process of the train formation general connecting device.

In 5-01, individual knitting performance information indicating the running performance of each vehicle is received from each vehicle formation in the train. The processing of (5-O1) is carried out by the individual knitting information input / output means 4-11.

In step 5-02, it is determined whether or not a vehicle organization other than the own vehicle organization (other vehicle organization) exists in the train regarding the vehicle organization (child vehicle organization) equipped with the train organization general connection apparatus. This determination is performed by the train organization general connection device detecting the train organization general connection device of another vehicle formation by transmitting information through the inter-connection connection device. Here, if another vehicle combination exists, it progresses to step 5-03, otherwise, it progresses to step 5-04. The processing of step 5-02 is performed by the individual knitting information input / output means.

In step 5-03, the individual knitting performance information indicating the running performance of the own vehicle formation is output to the train formation control device of the other vehicle formation. The process of step 5-03 is performed by the individual knitting information input / output means.

In step 5-04, train formation general performance information showing the running performance of the entire train is generated from the individual formation performance information received from each of the vehicle formations. The process of step 5-04 is performed by the train organization general performance generation means 4-23.

In step 5-05, the train scheduling overall performance information is output to the train controller. The process of step 5-05 is performed by the train organization general performance registration means.

The train formation general connection apparatus performs information conversion processing reflecting the configuration state of the vehicle formation in the train by performing the information processing shown in FIG. 4 and FIG.

Fig. 6 shows a state of flow of information about a train formation general control system in the case of separately driving different trains as trains separately.

The vehicle formation A (6-00A) and the vehicle formation B (6-00B) are driven independently as the train 1 (6-10) and the train 2 (6-200) at the time of divided driving, respectively. In this case, each train train control system 1 (6-1O1) and train train control system 2 (6-201) are independently present. In other words, in the train organization general connection device A 6-01A and the train organization general connection device B 6-01B of each vehicle formation, the flow of information related to each is independent of each other. Therefore, below, only train 1 (6-101) or vehicle formation A (6-00A) will be described.

First, train organization general connection device A (6-01A) in train organization general control system 1 (6-101) is individual organization control system A (6-02A) in individual organization information input / output means 6-11A. The individual knitting performance information A (6-21A) indicating the running performance of the vehicle knitting A (6-00A) is received from the individual knitting performance holding device A (6-03A). The individual knitting information input / output means 6-11A generates the overall knitting performance information 6-22A based on the individual knitting performance information A (6-21A). In this case, since the vehicle formation in the train 1 (6-100) has only the vehicle formation A (6-00A), the contents of the individual formation performance information A (6-21A) remain intact in the overall formation performance information (6-22A). Appropriate

Next, the whole knitting information registration means 6-12 holds the whole knitting performance information 6-22A received from the individual knitting information input / output means 6-11A.

Subsequently, the train knitting general performance generating means 6-13A is based on the whole knitting performance information 6-22A received from the whole knitting information registering means 6-12A, and thus the entire train 1 (6-100) is used. Train organization overall performance information 1 (6-23A) showing the running performance is generated. In this case, since the vehicle formation constituting the train 1 (6-1O0) has only the vehicle formation A (6-00A), the train formation overall performance information 1 (6-23A) is used to determine the overall formation performance information (6-22A). The content, that is, the content of the individual knitting performance information A (6-21A), is covered as it is.

Next, the train schedule generalization performance registration means 6-14A holds train schedule overall performance information 1 (6-23A) received from the train schedule overall performance generation means 6-13A, and the train controller A (6). -51A) provides the train schedule generalization performance information 1 (6-23A) as the output of the train schedule management interface A (6-01A).

Fig. 7 shows the shape of the information flow regarding the train formation general control system in the case of combined driving of different vehicle formations together as a single train.

Vehicle formation A (7-00A) and vehicle formation B (7-00B) are collectively operated as train 3 (7-300) at the time of merged driving. In this case, in train 3 (7-300), a single train organization general control system 3 (7-301) is configured in such a manner that vehicle formation A (7-00A) and vehicle formation B (7-00B) are collectively provided. In the train organization general connection device A (7-01A) and the train organization general connection device B (7-01B) of each vehicle formation, the flow of information related to each depends on each other.

First, regarding the vehicle formation A (7-00A), the train organization generalization connection device A (7-01A) in the train organization general control system 3 (7-301) is provided in the individual organization information input / output means 7-11A. From the individual knitting performance holding device A (7-03A) in the individual knitting control system A (7-O2A), the individual knitting performance information A (7-21A) indicating the driving performance of the vehicle knitting A (7-00A) is received. . Furthermore, individual knitting performance information B (7-21B) showing the running performance of vehicle knitting B (7-00B) is received from inter-knit connecting device A (7-O4A). Further, the individual knitting performance information A (7-21A) showing the running performance of the vehicle knitting A (7-00A) is output to the inter-knit connecting device A (7-04A), and the vehicle knitting B (7-00B) To train organization general connection device B (7-01B). Further, the overall knitting performance information 7-22A is generated by integrating the individual knitting performance information A 7-21A and the individual knitting performance information B 7-21B.

Next, in the whole knitting information registration means 7-12A, the whole knitting performance information 7-22A received from the individual knitting information input / output means 7-11A is registered.

In addition, in the train formation general performance generation means 7-13A, the running performance of the entire train 3 (7-300) is calculated from the total formation performance information 7-22A received from the overall formation information registration means 7-12A. Generate the train schedule overall performance information (7-23A) shown.

Next, in the train schedule generalization performance registration means 7-14A, the train schedule overall performance information 3 (7-23A) received from the train schedule overall performance generation means 7-13A is held, and the train controller A ( The train schedule generalization performance information 3 (7-23A) is provided as the output information of the train schedule management interface A (7-01A) for 7-05A).

On the other hand, with regard to the vehicle formation B (7-00), the train organization generalization connection device B (7-01B) in the train organization general control system 3 (7-301) is provided in the individual organization information input / output means 7-11B. From the individual knitting performance holding device B (7-03B) in the individual knitting control system B (7-O2B), individual knitting performance information B (7-21B) indicating the running performance of the vehicle knitting B (7-00B) is received. . Furthermore, the individual knitting performance information A (7-21A) showing the running performance of the vehicle knitting A (7-00A) is received from the inter-knit connecting device B (7-04B). Further, the individual knitting performance information B (7-21B) showing the running performance of the vehicle knitting B (7-00B) is output to the inter-knit connecting device B (7-04B), and the vehicle knitting A (7-00A) To train organization general connection device A (7-O1A). Further, the overall knitting performance information 7-22B is generated by integrating the individual knitting performance information A (7-21A) and the individual knitting performance information B (7-21B).

Subsequently, in the whole knitting information registration means 7-12B, the whole knitting performance information 7-22B received from the individual knitting information input / output means 7-11B is registered.

Next, in the train formation general performance generation means 7-13B, the running performance of the entire train 3 (7-300) is obtained from the overall formation performance information 7-22B received from the overall formation information registration means 7-12B. Generate the train schedule overall performance information 3 (7-23B) shown.

Next, in the train schedule generalization performance registration means 7-14B, the train schedule overall performance information 3 (7-23B) received from the train schedule overall performance generation means 7-13B is held, and the train controller B (7). As the output of train organization general connection device B (7-01B) for -05B), the train organization general performance information 3 (7-23B) is provided.

8 shows the configuration of the interior of the train organization overall performance generating means according to the present embodiment and the appearance of information flow.

First, in the present embodiment, the train knitting general performance generating means 8-101 collects all the knitting performance information (8-101) in which all the information indicating the driving performance of each vehicle in the train is integrated from all the knitting performance registering means. 11) The overall knitting performance information (8-11) includes the individual knitting lengths representing the respective lengths, the individual knitting weights representing the weights, the individual knitting brake performances representing the braking performance in terms of brake force per weight, and retrograde. Individual knitting retrograde performance, expressed as tensile force per weight, and environmental resistance (driving resistance, inclination resistance, and curve resistance acting on a vehicle).

Further, in the present embodiment, the train schedule generalization performance generating means 8-01 outputs train schedule overall performance information 8-21 indicating the running performance of the entire train toward the train overall performance registration means. The train formation general performance information (8-21) is used to express the train length indicating the length of the train, the train weight indicating the weight, the train brake performance indicating the brake performance as the brake force per weight, and the retrograde performance as the tensile force per weight. The train retrograde performance and the environmental resistance are shown as resistance per weight.

The train formation general performance generating means 8-01 includes a train length generating means 8-02, a train weight generating means 8-03, a train brake performance generating means 8-04, and a train backing performance. Generating means 8-O5 and train environmental resistance generating means 8-06.

The train length generating means 8-02 generates a train length 8-22 in accordance with the overall knitting performance information 8-11.

The train weight generating means 8-03 generates the train weight 8-23 according to the overall knitting performance information 8-11.

The train brake performance generating means 8-04 generates the train brake performance 8-24 in accordance with the overall knitting performance information 8-11.

The train backing performance generating means 8-05 generates the train backing performance 8-25 according to the overall knitting performance information 8-11.

The train environmental resistance generating means 8-06 generates the train environmental resistance 8-26 in accordance with the overall knitting performance information 8-11.

Train formation general performance information (8-21) includes train length (8-22), train weight (8-23), train brake performance (8-24), train backing performance (8-25), train environmental resistance ( 8-26).

9 shows the flow of processing of the train organization general performance generating means.

In step 9-01, the overall knitting performance registration means receives the overall knitting performance information including the individual knitting length, the individual knitting weight, the individual knitting brake performance, the individual knitting retrograde performance, and the individual knitting environmental resistance from each vehicle knitting train in the train. .

In step 9-02, each generation process (steps 9-03 to 9-07 below) is executed with respect to the contents of the train organization general performance information to be generated.

In step 9-03, the train length is generated from the individual knitting length of each vehicle knitting included in the overall knitting performance information. This is done by the train length generating means.

In step 9-04, the train weight is generated from the individual knitting weights of each vehicle knitting included in the overall knitting performance information. This is done by train weight generating means.

In step 9-05, train brake performance is generated from the individual knitting brake performance and the individual knitting weight of each vehicle knitting included in the overall knitting performance information. This is performed by the train brake performance generating means.

In step 9-06, the train backing performance is generated from the individual knitting backing performance and the individual knitting weight of each vehicle knitting included in the overall knitting performance information. This is done by the train retrograde performance generating means.

In step 9-07, the train environmental resistance is generated from the individual knitting environmental resistance and the individual knitting weight of each vehicle knitting included in the overall knitting performance information. This is done by the train environmental resistance generating means.

In step 9-08, the train length, train weight, train brake performance, train backing performance, and train environmental resistance integration are obtained as the train formation overall performance information by receiving the results of steps 9-O3 to (9-07). And outputs the train organization general performance registration means.

Next, the processing of each processing means included in the train formation general performance generating means will be described.

First, processing of the train length generating means will be described.

The train length generating means generates the train length Ltrain by the following formula according to the individual knitting length Li of the vehicle pair i (i = A, B, ... (to cover the entire vehicle pair in the train)).

Ltrain = ∑ (Li). (One)

The ∑ () on the right side indicates that the numerical values or mathematical expressions in the parentheses are summed in the case where i is possible. Therefore, (Li) represents the total with respect to i of Li.

At this time, when the train consists of a single vehicle combination, the train length generating means follows the above process as it is, and sets the individual knitting length of the single vehicle combination as it is to the train length.

As described above, the train length generating means according to the present embodiment is a process for universally referring to the individual knitting performance obtained from each vehicle train in the train, so that even if the train is composed of any type or number of train trains in the train, It is possible to generate a train length that properly reflects the configuration of the vehicle formation.

Next, the processing of the train weight generating means will be described.

The train weight generating means generates the train weight Mtrain by the following formula based on the individual train weight Mi of the vehicle train i (i = A, B, ... (total vehicle train in the train)).

Mtrain = ∑ (Mi)... (2)

The Σ () on the right side indicates that the numerical values or mathematical expressions in the parentheses are summed in the case where i is possible. Therefore, Σ (Mi) represents the sum of Mi of i.

At this time, when the train consists of a single vehicle combination, the train weight generating means follows the above process as it is, and sets the individual knitting weight of the single vehicle combination as it is to the train weight.

As described above, the train weight generating means of the present embodiment uses the processing to refer to the individual knitting performance obtained from each vehicle formation in the train, so that even if the train is composed of any kind or quantity of vehicle formation, It is possible to generate train weights that properly reflect the configuration of the vehicle formation.

Next, the processing of the train brake performance generating means will be described.

In this embodiment, the train brake performance is expressed as a weight average (brake force per weight) of the brake force acting on the entire train with respect to the train.

Fig. 10 conceptually shows the shape of the influence on driving of the entire train when the vehicle combinations having different driving performances are combined and driven.

The graph 10-01 shows the driving trajectory when the maximum brake is operated in the train 1 when the vehicle formation A is driven as the single train 1 on the train head position and the traveling speed plane. Here, the train brake performance of train 1 is expressed by β1 as a value obtained by dividing weight by brake force, that is, the total brake force acting on train 1 by train weight M1 of train 1. β1 is shown as a deceleration in the motion of train 1, and is related to the inclination of the running trajectory of graph 10-01. At this time, β1 is the same value as βA indicating the weight-to-brake force at the maximum brake output, that is, the individual knitted brake performance of the vehicle knitted A, because the train 1 is composed of only the vehicle knitted A.

Similarly, the graph 10-02 shows the driving trajectory when the maximum brake is operated by the train 2 when the vehicle formation B is driven as the single train 2 on the train head position and the traveling speed plane. Here, the train brake performance of train 2 is expressed by β2 as a value obtained by dividing the total brake force acting on train 2 by the train weight M2 of train 2. β2 is shown as a deceleration in the motion of train 2, and is related to the inclination of the running trajectory of the graph 10-02. At this time, β2 is the same value as βB indicating the weight-to-brake force at the maximum brake output, that is, the individual knitted brake performance of the vehicle knitted B, because the train 2 is composed of the vehicle knitted B only.

On the other hand, the graph (10-03) shows the driving trajectory when the maximum brake is operated by the train 3 when the combined state of the vehicle formation A and the vehicle formation B is driven as one train 3, and the train head position and driving speed. It is shown in the plane. Here, the train brake performance of train 3 is expressed by β3 as a value obtained by dividing the total brake force acting on train 3 by the train weight of train 3. β3 is shown as a deceleration in the motion of train 3, and is related to the inclination of the travel trajectory of the graph 10-03. This beta 3 is different from the cases of the graphs 10-01 and 10-02, and is not the same as both beta A and beta B. Considering that the brake force acting on the entire train 3 is the sum of the brake forces output by each of the vehicle formation A and the vehicle formation B in the train 3, β3 is represented by the following equation.

… (3)

From the above, it can be said that the train brake performance generally depends on the individual train brake performance of all vehicle trains in the train. In other words, it can be seen that the extent to which the configuration of the vehicle configuration in the train changes and the train brake performance can be recreated as the new collective information.

In view of the above, this embodiment defines the processing performed by the train brake performance generating means as follows.

First, the processing concept of the train brake performance generating means is expressed by a formula.

Set the home speed of the train to V. In this embodiment, with respect to the train, the train brake performance is expressed as βtrain (V) as the weight versus brake force as a function of V. Further, regarding the vehicle train i (i = A, B, ... (total vehicle train in the train)) in the train, the individual train braking performance is expressed as βi (V) as the weight versus brake force as a function of V. Indicates. In addition, the individual knitting weight of vehicle formation i is represented by Mi.

The relationship between the train brake performance beta train (V) and the individual knitting brake performance beta i (V) of the vehicle formation i is represented by the following equation.

… (4)

The above-mentioned Σ () on the right side indicates that the formula or numerical value in the parentheses is summed in the case where i is possible.

The train brake performance generating means generates the train brake performance from the individual knitted brake performance of each vehicle formation in the train by performing the calculation operation shown in the above formula.

Fig. 11 shows the generation process flow of the train brake performance βtrain (V) at a certain home traveling speed V in the train brake performance generating means.

In step 11-01, the individual knitting brake performance beta i (V) and the individual knitting weight Mi of each vehicle knitting i at the home traveling speed V are received.

In step 11-02, buffer 1 and buffer 2 for intermediate processing are initialized to zero.

In step 11-03, the following steps 11-04 to 11-05 are repeated for each vehicle formation i.

In step 11-O4, β i (V) x Mi is added to the buffer 1.

In steps 11-05, Mi is added to the buffer 2.

In steps 11-06, the value of the buffer 1 / buffer 2 is output as the train brake performance βtrain (V).

FIG. 12 shows in a table the input information and the output information in the process of FIG. 11 in the case where the train is composed of vehicle formation A and vehicle formation B having different running performances.

Table 12-01 shows, as input information, the individual knitting brake performance beta A (V) versus the traveling speed V characteristics of the vehicle knitting A. FIG. For example, βA (V0) represents the value of the individual knitting brake performance when the traveling speed is V0.

Table 12-02 shows, as input information, the individual knitting brake performance βB (V) versus the traveling speed V characteristics of the vehicle knitting B. FIG. For example, βB (V0) represents the value of the individual knitting brake performance when the traveling speed is V0.

Table 12-03 shows, as output information, the train brake performance βtrain (V) versus the traveling speed V characteristics of the train when the merged state of vehicle formation A and vehicle formation B is collectively as a single train. For example, βtrain (V0) represents a value of train brake performance when the traveling speed is V0. The equation in the parenthesis on the right of βtrain (V0) is based on the train braking performance according to the individual braking performance βA (V0) of the vehicle formation A and the individual braking braking performance βB (V0) of the vehicle B when the traveling speed is V0. It indicates that βtrain (V0) is made.

FIG. 13 conceptually shows train brake performance versus travel speed characteristics generated by the process of FIG. 12 in the case where the train is composed of vehicle formation A and vehicle formation B having different running performances.

The graph 13-01 shows the individual knitting brake performance βA (V) versus the traveling speed characteristics of the vehicle knitting A on the weight versus the brake force and the traveling speed plane.

The graph 13-02 shows the individual knitting brake performance βB (V) versus the traveling speed characteristic of the vehicle knitting B on the weight versus the brake force and the traveling speed plane.

The graph 13-03 shows the train brake performance βtrain (V) vs. traveling speed characteristics of the train when the combined state of vehicle formation A and vehicle formation B are collectively as a single train. It is shown in.

The train brake performance generating means of the present embodiment described above uses the train brake performance (weight vs. brake force) of the train consisting of a plurality of vehicle combinations from the individual knitting brake performance (weight vs. brake force) of each vehicle combination in the train. And calculating the weighted average value by the individual knitting weights of the respective vehicle knittings.

At this time, when the train consists of a single vehicle combination, the train brake performance generating means of the present embodiment follows the above-described processing as it is, and sets the individual knitted brake performance of the single vehicle combination as it is to the train brake performance.

As described above, the train brake performance generating means of the present embodiment uses the processing to refer to the individual knitting performances obtained from the respective car formations in the train, so that the train may be configured in any kind or quantity of car formations. It is possible to generate train brake performance that properly reflects the configuration of the vehicle configuration.

Next, the processing of the train retrograde performance generating means will be described.

In this embodiment, train reverse performance is shown as a weight average (weight vs. tensile force) of the tensile force acting on the entire train with respect to the train. Therefore, it can be said that the train retrograde performance generally depends on the individual train retrograde performance of all the vehicle formations in the train as in the case of the train brake performance described based on FIG. 10. In other words, it can be seen that the extent to which the configuration of the vehicle formation in the train changes, and the train retrograde performance can be recreated as the new collective information as a whole.

In view of the above, in the present embodiment, the processing performed by the train retrograde performance generating means is defined as follows.

First, the concept of the process of the train retrograde performance generating means is shown by the following formula.

Set the home speed of the train to V. In the present embodiment, train reverse performance is expressed as αtrain (V) as a weight versus tensile force as a function of V for a train. Further, regarding the vehicle train i (i = A, B, ... (total vehicle trains in the train)) in the train, the individual train backing performance is expressed as α i (V) as a weight versus tensile force as a function of V. . In addition, the individual knitting weight of vehicle formation i is represented by Mi.

The relationship between the train driving performance α train (V) and the individual knitting performance α i (V) of the vehicle train i is represented by the following equation.

… (5)

The above-mentioned Σ () on the right side indicates that the formula or numerical value in the parentheses is summed in the case where i is possible.

The train retrograde performance generating means generates the train retrograde performance from the individual trained retrograde performance of each vehicle formation in the train by performing the calculation operation shown in the above formula.

Fig. 14 shows the flow of the process of generating train driving performance αtrain (V) at a certain home traveling speed V in the train driving performance generating means.

In step 14-01, the individual knitting reverse performance? I (V) and the individual knitting weight Mi of each vehicle knitting i at the home traveling speed V are received.

In step 14-02, buffer 1 and buffer 2 for intermediate processing are initialized to zero.

In step 14-03, the following steps 14-04 to 14-06 are repeated for each vehicle formation i.

In step 14-04, α i (V) × Mi is added to the buffer 1.

In step 14-05, Mi is added to the buffer 2.

In steps 14-06, the value of the buffer 1 / buffer 2 is output as the train powering performance [alpha] train (V).

FIG. 15 shows in a table the input information and the output information of the processing in FIG. 14 in the case where the train is composed of vehicle formation A and vehicle formation B having different running performances.

Table 15-01 shows, as input information, the individual knitting reverse performance? A (V) versus the traveling speed V characteristics of the vehicle formation A. FIG. For example, αA (V0) represents the value of individual knitting retrograde performance when the traveling speed is V0.

Table 15-02 shows, as input information, the individual knitting reverse performance? B (V) versus the traveling speed V characteristics of the vehicle knitting B. As shown in FIG. For example, αB (V0) represents the value of the individual knitting retrograde performance when the traveling speed is V0.

In the table 15-O3, as the output information, when the merged state of vehicle formation A and vehicle formation B is collectively as a single train, the train reverse performance αtrain (V) vs. traveling speed V characteristics of the train are shown. For example, αtrain (V0) represents a value of train powering performance when the traveling speed is V0. In addition, the formula in the parenthesis on the right side of αtrain (V0) is based on the train retrograde according to the individual knitting reverse performance αA (V0) of vehicle formation A and the individual knitting reverse performance αB (VO) of vehicle formation B when the traveling speed is V 0. It shows that the performance αtrain (V0) was made.

FIG. 16 conceptually shows train reverse performance versus running speed characteristics generated by the process of FIG. 14 in the case where the train is composed of vehicle formation A and vehicle formation B having different running performances.

The graph 16-O1 shows the individual knitting retrograde performance αA (V) vs. traveling speed characteristics of the vehicle knitting A on the weight vs. tensile force and traveling speed plane.

The graph 16-02 shows the individual knitting retrograde performance αB (V) versus the traveling speed characteristics of the vehicle knitting B on the weight versus the tensile force and the traveling speed plane.

The graph (16-03) shows the train reverse performance versus running speed characteristic αtrain (V) of the train train A and vehicle train B as a single train in the mass versus tensile force and driving speed plane. It is shown.

The train backing performance generating means of the present embodiment described above is based on the train backing performance (weight vs. tensile force) of a train composed of a plurality of vehicle pairs from the individual knitting backing performance (weight vs. tensile force) of each vehicle pair in the train. It generates by calculating the weighted average value by the individual knitting weight of each said vehicle knitting.

At this time, when the train consists of a single vehicle combination, the train retrograde performance generating means of the present embodiment follows the above-described processing as it is, and sets the individual knitting retrograde performance of the single vehicle combination as it is to the train retrograde performance.

As described above, the train reverse performance generating means according to the present embodiment is a process which refers to the individual programming performance obtained from each vehicle training in the train, so that the train may be composed of any type or quantity of vehicle training in the train. Train backing performance can be created that adequately reflects the configuration of the vehicle.

Next, processing of the train environmental resistance generating means will be described.

In this embodiment, the train environmental resistance is expressed as the weight average (weight vs. resistance) of the environmental resistance acting on the entire train with respect to the train. Therefore, it can be said that, as in the case of the train brake performance described on the basis of FIG. 10, the train environmental resistance generally depends on the individual resistance of the individual trains of all the trains in the train. In other words, it can be seen that the extent to which the configuration of the vehicle formation in the train changes, and the train environmental resistance can be made into the entire collectively newly information.

In view of the above, this embodiment prescribes the processing performed by the train environmental resistance generating means as follows.

Set the home speed of the train to V. In this embodiment, with respect to the train, the train environmental resistance is expressed as Rtrain (V) as a weight versus resistance force as a function of V. In addition, with regard to the vehicle formation i (i = A, B, ... (total vehicle formation)) in the train, the individual formation environmental resistance is represented by Ri (V) as a weight versus resistance force as a function of V. In addition, the individual knitting weight of vehicle formation i is represented by Mi.

The relationship between the train environmental resistance Rtrain (V) and the individual train environmental resistance Ri (V) of the vehicle train i is represented by the following equation.

… (6)

The above-mentioned Σ () on the right side indicates that the formula or numerical value in parentheses is summed up when i is possible.

The train environmental resistance generating means generates the train environmental resistance from the individual train environment resistance of each vehicle train in the train by performing the calculation shown in the above formula.

At this time, it can be seen from the form of the above equation that the processing of the train environmental resistance generating means has the same form as the processing of the train brake performance generating means and the train backing performance generating means described above. Therefore, the same explanation as in the case of the train brake performance generating means and the train backing performance generating means is given.

The train environmental resistance generating means of the present embodiment described above is configured to calculate the train environmental resistance (weight vs. resistance) of a train consisting of a plurality of vehicle pairs from the individual combined environmental resistance (weight vs. resistance) of each vehicle pair in the train. It is produced by calculating the weighted average value by the individual knitting weight of each vehicle knitting.

At this time, when the train consists of a single vehicle combination, the train environmental resistance generating means of this embodiment follows the above process as it is, thereby setting the individual combined environmental resistance of the single vehicle combination as it is to the train environmental resistance.

As described above, the train environmental resistance generating means according to the present embodiment uses the processing as a process for universally referring to individual knitting performances obtained from each vehicle train in the train, so that the train may be configured in any type or quantity of train trains. It is possible to generate a train environmental resistance that properly reflects the configuration of vehicle formation in the train.

As described above, in the present embodiment, the brake performance, the retrograde performance, and the environmental resistance are regarded as the values of the weight-to-brake force, the weight-to-tensile force, and the weight-to-resistance, respectively, to be treated by the processing of the train formation overall performance generating means. However, as a separate mounting, it is conceivable that the values of brake force, tensile force, and resistance force are treated as they are (but not with respect to weight) with respect to brake performance, retrograde performance and environmental resistance. In this case, the processing of the train brake performance generating means (shown in equation (4)) in the train formation general performance generating means, the processing of the train backing performance generating means (shown in equation (5)), The processing (shown in formula (6)) is for each individual train braking performance (brake force), individual trainning retrograde performance (tension force), and individual train environmental resistance (resistance force) of each vehicle train in the train. By carrying out the process of calculating the simple sum over, the handling by the brake force, the tensile force and the resistive force can be coped with, respectively.

The above explanation is summarized.

In the present embodiment, a train control system for controlling the running of a train includes a train control device for determining a control command for controlling the running of the entire train, and a train control system for configuring each vehicle that constitutes the train. A train formation system interposed between each individual formation control system for controlling an individual run, and between the train control device and each individual formation control system, and intermediating information exchange performed by the train control device and each individual formation control system; It consists of an overall control system.

Further, in the present embodiment, the train organization general control system is a system for connecting trains, which is configured to dynamically couple other vehicle organizations adjacent to each other in the vehicle formation, and to transmit information between the vehicle formations, and the train control. A train that exchanges information about the collective driving control of the train with a device, and also transmits and receives information about individual driving control of each vehicle configuration directly or through the connection device between the individual organization control systems. It consists of a generalized collective connection device.

Further, in the present embodiment, the train organization general connection device mediates the information exchange performed by the train control device and the individual organization control system, and performs mutual conversion operation on the information exchanged.

Further, in the present embodiment, the train organization general connection device receives the individual formation performance information indicating the individual running performance of each vehicle formation, and appropriately corresponds to the configuration state of the vehicle formation in the train to travel the entire train. Train organization overall performance generating means for generating the train organization overall performance information showing the performance is provided.

Further, in the present embodiment, the train knitting general performance generating means shows, as the contents of the individual knitting performance information, an individual knitting length indicating each length of each vehicle knitting, an individual knitting weight indicating a weight, and brake performance. With reference to the individual train braking performance, the individual train retrograde performance showing the retrograde performance, and the individual train environmental resistance showing the environmental resistance, the train train total and the train information showing the length of the entire train as the contents of the train schedule and performance information are shown. Train weights, train brakes showing brake performance, train backing performance showing backing performance, and train environmental resistance showing environmental resistance are generated in consideration of the configuration state of the vehicle formation in the train.

Further, in the present embodiment, the train performance generating means includes train length generating means for generating the train length, train weight generating means for generating the train weight, and the train brake based on the individual knitting performance information. Train brake performance generating means for generating performance, train backing performance generating means for generating the train backing performance, and train environmental resistance generating means for generating the train environmental resistance.

In the present embodiment described above, in addition to the effects described in the first embodiment of the train control system including the train combination control system, the following effects are obtained.

As in the present embodiment, in the train organization general control system, the train organization general connection device provided with the train organization general performance generation means enables the vehicle in the train in any type or number of vehicles to be trained. By appropriately coping with the configuration state of the knitting, it is possible to always control the running considering the running performance of the entire train. In other words, the train control device for determining a control command for controlling the running of the entire train, the train organization overall performance information showing the appropriate driving performance of the train in the position of the entire train from the train organization overall connection device By being provided, it becomes possible to optimize the running control of the corresponding train. As an example of the optimization of the traveling control, one-step security deceleration control (for example, Japanese Patent Application Laid-open No. Hei 3-29576O, etc.) or an exact position stop control (for example, Japanese Patent Application Laid-Open No. 7) can be realized by appropriate recognition of train weight and train brake performance. To improve the performance of real-time control, such as Japanese Patent Publication No. -99708, etc., or to include information on train reverse performance and train environmental resistance, and then specify a target driving pattern showing the operation sequence from the departure station to the arrival station. Process written with the utmost consideration in driving (Notice example: (Company) published by the Electric Society, "Pace in 8th Annual Electric Rotors, Information, and Systems": Energy Saving Driving Curve by Optimizing Running Resistance and Brake Distance) And optimum setting of an inter-station operation plan. In addition to the above-described optimization, in general, the train schedule generalization performance information is particularly important in order to ensure the validity of the train running control when the train controller implements a process based on the future prediction of the train driving. do. In this way, the train organization general connecting device can appropriately handle the control process for the train performed by the train control apparatus in accordance with the configuration state of the train.

(Example 3)

In the second embodiment described above, in the train organization general control system included in the train control system according to the present invention, according to the train organization general connection device having the train organization overall performance generating means described in the second embodiment, Regardless of the configuration state of the vehicle formation constituting the train, the entire vehicle travels while taking into account the difference in the driving performance of each vehicle formation from the individual formation performance information indicating the individual driving performance of each vehicle formation in the train. It was made possible to generate train scheduling general performance information showing the performance. Accordingly, it has been described that even if the configuration state of the vehicle formation in the train is changed by the division and merging, it is possible to optimize the travel control that is precisely adapted to the configuration state of the vehicle formation in relation to the travel control of the train.

Although this embodiment is a train formation general control system similar to the case of Embodiment 2, with respect to the individual formation performance information and the train formation overall performance information, a plurality of large driving speed characteristics are provided for each of the retrograde performance and the brake performance by the notch. The case exists.

In the present embodiment, the configuration of the apparatus and the processing means for the train combination control system included in the train control system according to the present invention is the same as that described in the second embodiment.

In the present embodiment, the process of the train driving performance generating means and the train brake performance generating means, which are processing means therein, will be described again in the train knitting general performance generating means provided in the train knitting general connecting device in the train knitting general control system. do.

First, the process of the train retrograde performance generating means of this embodiment will be described.

In this embodiment, with respect to the train, the train powering performance is expressed as the weight average (weight vs. tensile force) of the tensile force acting on the entire train. Therefore, the train backing performance, as described in the second embodiment, generally depends on the individual knitting backing performance of all the vehicle formations in the train. In view of this, in the present embodiment, the processing performed by the train retrograde performance generating means is defined as follows.

Set the home speed of the train to V.

In the present embodiment, with respect to the train, the train reverse performance on the reverse notch n train is represented by α _train and n _train (V) as weight versus tensile force. For the retrograde notch n train on the train retrograde performance of the train, the highest retrograde notch is denoted by N train.

Further, in the present embodiment, with respect to the vehicle formation i (i = A, B, ... (total vehicle combination in the train)) in the train, the individual knitting reverse performance at the reverse notch ni is α as the weight versus tensile force. _i , n _i (V). For the backing notch ni for the individual knitting backing performance of the vehicle formation i, the highest backing notch is denoted by N i.

In addition, the individual knitting weight of vehicle formation i is represented by Mi.

The relationship between the train backing performance α _train , n _train (V) and the individual train backing performance αi, ni (V) of the vehicle formation i is represented by the following equation.

… (7)

The above-mentioned Σ () on the right side indicates that the formula or numerical value in parentheses is summed up when i is possible. In addition, the relationship between n train and n i is represented by the following equation.

For ni on the right hand side, when n train≤N i: n i = n train

n train> At N i: n i = N i (applies to the maximum value of n i)

For n train on the left side, n train = max (n i), N train = max (N i). (8)

Here, max (N i) represents the maximum value with respect to i of N i.

The train retrograde performance generating means generates the train retrograde performance from the individual trained retrograde performance of each vehicle formation in the train by performing the calculation operation shown in the above formula.

The contents shown by the above formula are similar to those in the case of the train driving performance generating means of the second embodiment, but the relationship between n train and ni is added. In the arithmetic operation of the above formula, with respect to n train of the train and ni of each vehicle combination i, n train and each ni are set to be the same notch as much as possible, and α _train , n _train (V) are each α i, Generated based on ni (V). However, if the highest backing notch N j of one particular vehicle pair j is lower than the highest backing notch of another vehicle pair, then n train and nj may not be the same notch. In that case, nj stops until N j and continues to generate α _train , n _train (V) according to the above formula, as long as other ni and n train can be set to the same notch. Finally, when all ni reaches Ni, the generation process of (alpha) _train and n _train (V) is complete | finished at that time. In that case, as for the α _train and n _train (V), the maximum backward notch N train of the train is the result of which the maximum value of each N i is covered.

If a combination of n train and each ni is set in the above formula, the process of generating α _train and n _train (V) according to each α _i and n _i (V) thereafter generates the train powering performance described in the second embodiment. Same as the processing of the means. That is, Example 2 describes a reference to Fig. 14, the processing is, when an α _train (V) α _train, n _train (V), changing each of α _i (V) by α _i, n _i (V), The processing of the train retrograde performance generating means of this embodiment is described as it is.

FIG. 17 conceptually shows a large running speed characteristic of train reverse performance generated by the process of FIG. 14 in the case where the train is composed of vehicle formation A and vehicle formation B having different running performances.

The graph 17-01 shows the individual knitting reverse performance α _A , n _A (V) vs. running speed characteristics of the vehicle knitting A on the weight versus tensile force and the running speed plane. The number of cases of the large speed characteristic (the total number of retrograde notches) is NA.

The graph 17-02 shows the large running speed characteristics of the individual knitting reverse performances α _B and n _B (V) of the vehicle knitting B on the weight versus the tensile force and the running speed plane. The number of cases of the large speed characteristic (the total number of retrograde notches) is NB.

Graph 17-03 shows the large running speed characteristics α _train , n _train (V) of the train reverse performance of the train when the combined state of vehicle formation A and vehicle formation B are collectively as a single train. It is shown in the tension and running speed plane.

In this case, in FIG. 17, the vehicle formation A and the vehicle formation B each have the highest stationary notch N A and N B equal to N. In this case, the highest stationary notch N train for the generated train stationary performance is likewise equal to N. In addition, the relationship between train powering performance and the individual formation powering performance of each vehicle formation is shown by the following formula.

… (9)

That is, the train retrograde performance α _train , n (V) is always generated in this case according to the individual knitting retrograde performances α _A , n (V) and α _B , n (V) of the same notch n.

The train backing performance generating means of the present embodiment described above is configured to convert the train backing performance (weight vs. tensile force) of a train consisting of a plurality of vehicle pairs from the individual knitting backing performance (weight vs. tensile force) of each vehicle pair in the train. It is produced by calculating the weighted average value by the individual knitting weight of each vehicle knitting.

In addition, in the present embodiment, a plurality of backing notches as trains and large running speed characteristics corresponding thereto are set in relation to the generated train backing performance (as many as the total number of backing notches). This point is extended with respect to the second embodiment of the present embodiment.

At this time, when the train is composed of a single vehicle combination, the train retrograde performance generating means of the present embodiment follows the above-described processing as it is, thereby setting the individual knitting retrograde performance of the single vehicle pair as it is to the train retrograde performance.

As described above, the train retrograde performance generating means according to the present invention processes the processing by referring to the individual programming performance obtained from each vehicle programming in the train, even if the train is composed of any type or quantity of vehicle training. It is possible to generate a train driving performance that properly reflects the configuration of the vehicle configuration in the vehicle.

Next, the process of the train brake performance generating means of this embodiment will be described.

The processing of the train brake performance generating means of this embodiment is exactly the same as the processing of the train backing performance generating means of this embodiment described above. Therefore, if all the information about the retrograde performance in the case of the said train retrograde performance generating means is replaced by brake performance, it demonstrates the process of the train brake performance generating means of this embodiment as it is.

In the present embodiment, the weight-to-tensile force and the weight-to-brake force are regarded as values handled in the processing of the train knitting general performance generating means, respectively, regarding the retrograde performance and the brake performance. However, as a separate mounting, a case may be considered in which the values of the tensile force and the brake force are handled as they are (as opposed to weight) with respect to the retrograde performance and the brake performance. In this case, the processing of the train backing performance generating means (shown in equation (7)) and the processing of the train brake performance generating means in the train knitting general performance generating means are respectively the individual knitting backing performance (tensile force) of each vehicle formation in the train. The individual knitting brake performance (brake force) can be handled by calculating the simple sum over the vehicle knitting for each, so that handling by the brake force, the tensile force, and the resistance force can be coped with, respectively. At this time, with regard to the individual knitting backing performance and the individual knitting brake performance of each vehicle pair to be summed up, a method similar to that described in equation (8) of the present embodiment is described with respect to a method of matching the backing notch and the brake notch, respectively. Applicable

In the present embodiment described above, in addition to the effects described in the second embodiment of the train control system including the train combination control system has the following effects.

In other words, the effects of the second embodiment can be similarly obtained for the traveling control of the train constituted by the vehicle formation in which the notches are mounted.

(Example 4)

In the first embodiment described above, the train control system includes a train control device for collectively controlling the running of a train, each individual formation control system for individually running control of the formation of each vehicle constituting the train, and the train control device. And a train-organization general control system interposed between and each said individual-organization control system and which mediates mutual information exchange. Accordingly, even if the configuration of the vehicle configuration in the train is changed by the division / merge, the train organization general control system absorbs the influence on the running control of the train, so that the train control device or each individual formation control system is The change ends without special consideration. In addition, the train organization general control system appropriately manipulates mutual information exchange between the train control unit and each individual organization control system, whereby the entire train is entered at once, or the position focused on each of the vehicle formations constituting the train. In the above, it is described that the optimization of the running control can be achieved.

In the present embodiment, in the above-described train control system, the train organization generalization control system embodies the contents of the information exchange operation performed by being interposed between the train control apparatus and each individual organization control system, and forms the trains of each vehicle constituting the train. The information converting means taking into account the different driving performances of the trains is mounted in the train organization general control system. That is, the train organization general control system receives a train control command for collectively controlling the running of the train from the train control apparatus, and each individual organization control for individual travel control of the vehicle formation handled by each individual organization control system, respectively. After converting to the command, the individual knitting control commands are outputted to each of the individual knitting control systems assigned to each. Each individual control control command for the train control command is configured such that each vehicle combination realizes an optimum driving state according to the configuration of the vehicle combinations in the train, in the running state of the entire train indicated by the train control command. It is determined taking into account the difference in running performance between the knitting.

The train knitting general control system which concerns on a present Example is comprised by the train knitting general connecting apparatus and the connection between knitting. At this time, the inter-connection connecting device dynamically couples adjacent vehicle formations with respect to each vehicle formation in the train, and takes charge of information transmission between the vehicle formations. The train organization general connection device exchanges information regarding the collective driving control of the train with the train control device connected to the train organization general control system, and also connects the individual organization control system of each vehicle organization directly or between the organization. Through the exchange of information on the individual driving control of each vehicle configuration.

The train organization general connection device according to the present embodiment receives a train control command from a train control device connected to the train organization general connection device, and connects the train organization general connection device directly or via a connection device between trains. For each individual knitting control system, each allocated individual knitting control command is output.

18 shows the configuration of the train organization collective connection apparatus according to the present embodiment.

The train knitting general connecting device 18-01 of FIG. 18 has the following processing means.

First, the train control command registration means 18-11 is provided. It receives the train control command (18-21) for collective driving control of the train from the train control device (18-02), and the train control command in order to help the information processing of the train organization general connection device (18-01). Holds (18-21). Further, the train control command 18-21 is outputted to the individual train control command generation means 18-15 in the train organization general connection device 18-01 described later.

And it has the individual knitting information input / output means 18-12. This is the individual driving which shows the traveling speed of the vehicle formation (own vehicle formation) equipped with the individual formation control system 18-03 from the individual formation running detection apparatus 18-04 in the individual formation control system 18-03. Receive information 18-22.

In addition, the individual knitting information input / output means 18-12 is the individual knitting allocated to the individual knitting control system 18-03 with respect to the individual knitting drive device 18-O5 in the individual knitting control system 18-03. Outputs a control command (18-26A). In addition, when the train consists of a plurality of vehicle formations, the individual formation control command 18-26B to be directed to a vehicle formation (other vehicle formations) other than the own vehicle formation in the corresponding train is connected between the formations. 18-O6) Output for the formation of other vehicles. Similarly, when the train is composed of a plurality of vehicle formations, and also when the own vehicle formation is the train formation of the train, the individual vehicle organization is output from the other vehicle formation through the inter-connection connecting device 18-06. Receive the knitting control command (18-26A).

In addition, the individual formation information input / output means 18-12 performs individual driving control in each vehicle formation in the train from the formation control command registration means 18-16 in the train formation general connection device 18-01 which will be described later. Receive the whole knitting control instruction 18-25 which accumulated each individual knitting control instruction | indication which it instructs. Further, to the driving state registration means 18-13 in the train knitting general connecting device 18-01, the individual driving information 18-22 indicating the running speed of the own vehicle knitting is output.

Next, the driving state registration means 18-13 is provided. This receives the individual knitting running information 18-22 from the individual knitting information input / output means 18-12. The driving state registration means 18-13 reports the traveling speed of the own vehicle formation indicated by the individualized traveling information 18-22 as the traveling speed of the corresponding train, and the traveling speed information (18-13) indicating the traveling speed of the corresponding train. 23). In addition, the driving speed information 18-23 is retained in order to assist the information processing in the train formation general connecting device 18-01. Further, the traveling speed information 18-23 is outputted to the individual knitting control command generating means 18-15 in the train knitting general connecting device 18-01 which will be described later.

Next, the main train knitting registration means 18-14 is provided. This holds main train schedule information 18-24 showing the main train schedule of the train. Further, the main knitting information 18-24 is outputted to the individual knitting control command generating means 18-15 described later. The main train schedule information indicates the contents according to the configuration state of the vehicle setup in the train, and is set in advance before the start of driving of the train. The content of the main train schedule information is that the main train schedule is always the own vehicle train when the train consists of a single vehicle train, but the main train schedule is any vehicle train in the train when the train train consists of a plurality of vehicle trains. At this time, the determination method of the main system has already been described in the first embodiment, but the train control system according to the present invention does not define the method of determining the main system or the mounting means thereof.

Next, the individual knitting control instruction generating means 18-15 is provided. This results in train control command 18-21 from train control command registration means 18-11, travel speed information 18-23 from travel state registration means 18-13, and main train registration registration means 18-14. ) Receives main organization information (18-24). Based on the input information, each individual formation control instruction for individual driving control of each vehicle formation constituting the train is generated. In addition, an overall knitting control command 18-25 is generated in which each of the individual knitting control commands is integrated with respect to the overall vehicle programming in the train, and is output to the next knitting control command registration means 18-16.

And a knitting control command registration means 18-16. It receives the entire knitting control command 18-25 from the individual knitting control command generating means 18-15, and in order to assist in the information processing in the train scheduling general connecting device 18-01, the whole individual knitting control command ( 18-25). Further, the whole individual knitting control command 18-25 is output to the individual knitting information input / output means 18-12.

19 shows the overall flow of the processing in one control cycle of the train formation general connection.

In step 19-01, respective input processes (steps 19-02 to 19-04 below) are selected for each input information that the train organization general connection device should receive.

In step 19-02, the train control command is received from the train controller. The process of step 19-02 is performed by the train control command registration means.

In step 19-03, the individual train control instruction outputted by the other vehicle train is received from the train train generalization connection device of the other vehicle train through the inter-knit connecting device. The processing of steps 19-03 is performed by individual organization information input / output means.

In step 19-04, the individual knitting running information of the own vehicle knitting is received from the individual knitting running detection apparatus of the own vehicle knitting. The processing of steps 19-04 is performed by the individual information input / output means.

In step 19-05, the traveling speed information indicating the traveling speed of the train is generated from the individual knitting running information obtained in step 19-04. At this time, in the present embodiment, the traveling speed of the own vehicle knitting indicated by the individual driving information is appropriately applied to the contents of the traveling speed information. The process of step 19-05 is performed by the driving state registration means.

In steps 19-06, it is determined whether or not the contents indicate self train sequence formation with respect to the main schedule formation information managed by the train organization general connection device. Here, in the case where the main system knitting information indicates the train sequence, the process proceeds to step 19-07, otherwise, the process proceeds to step 19-08. The process of steps 19-06 is performed by the individual knitting control command generating means.

In steps 19-07, in accordance with the train control command and the traveling speed information, each individual formation control command for individual driving control of each vehicle formation in the train is generated. The process of step 19-O7 is performed by the individual knitting control command generation means. After the end, the process proceeds to steps 19-09.

In step 19-08, the other vehicle knitting is output, and it is judged whether or not the individual knitting control instruction for own vehicle knitting is received from the inter-knit connecting device. At this time, if it is received, the process goes to step 19-09, otherwise, the process goes to step 19-10. The processing of steps 19-08 is performed by individual organization information input / output means.

In step 19-O9, the individual knitting control instruction for the host vehicle knitting is output to the individual knitting drive of the host vehicle knitting. The processing of steps 19-09 is performed by individual programming information input / output means.

In step 19-10, it is determined whether the other vehicle pairing exists. This determination is made by the train organization general connection device detecting the train organization general connection device of the other vehicle formation by transmitting information through the inter-connection connection device. Here, if another vehicle formation exists, it progresses to step 19-11, otherwise, the flow of a process is complete | finished. The process of step 19-10 is performed by the individual knitting information input / output means.

In step 19-11, the individual train control command for other vehicle trains is output to the train train total connection device of the other vehicle trains via the inter-knit connecting device. The process of step 19-11 is performed by the individual knitting information input / output means.

The train organization general connection apparatus performs information conversion processing reflecting the configuration state of the vehicle formation in the train by performing the information processing shown in FIG. 18 and FIG.

Fig. 20 shows the flow of information relating to the train organization control system in the order of processing steps in one control cycle in the case of dividing and driving each other as a separate train.

Vehicle formation A (20-00A) and vehicle formation B (20-00B) are independently driven as train 1 (20-100) and train 2 (20-2O0) at the time of divided operation. In this case, each train train control system 1 (20-101) and train train control system 2 (20-201) are independently present. That is, in the train organization general connection device A (20'01A) and the train organization general connection device B (20-O2A) of each vehicle formation, the flow of information related to each is independent of each other. Therefore, below, only train 1 (20-100) or vehicle formation A (20-00A) will be described.

First, train organization general connection device A (20-01A) in train organization general control system 1 (20-101) is individual organization of vehicle formation A (20-00A) in individual organization information input / output means 20-12A. From the individual train running detection device A 20-04A in the control system A 20-03A, the individual train running information A 20-22A indicating the traveling speed of the vehicle train A 20-00A is received. The individual knitting information input / output means 20-12A outputs this to the traveling state registration means 20-13A.

Next, the driving state registration means 20-13A receives the individualized driving information A 20-22A from the individualized knitting information input / output means 20-12A, and indicates the individualized driving information 20-22A. The traveling speed of the vehicle formation is set as it is with the contents of the traveling speed information 20-23A as the traveling speed of the corresponding train. Further, the traveling speed information 20-23A is held in the traveling speed information table managed by the traveling state registration means 20-13A.

Next, prior to the start of the operation of the train 1 (20-100), the main train organization registration means 20-14A stores the main train organization information 20-24A indicating the main train organization of the train 1 (20-100). It is held in the weekly schedule information table managed by the registration means 20-14A.

Next, the train control command registration means 20-11A receives the train control command 20-21A from the train control device 20-02A, which is managed by the train control command registration means 20-11A. It is held in the control command information table.

Next, the individual formation control command generation means 20-15A transfers the train control command 20-21A from the train control command registration means 20-11A to the travel speed information (20-13A) from the travel state registration means 20-13A. 2O-23A receives the host organization information 20-24A from the main organization registration registration means 20-14A.

Individual formation control command generation means 20-15A is based on train control command 20-21A, travel speed information 20-23A, and main train formation information 20-24A. Each individual knitting control instruction for individual driving control of each vehicle formation in the vehicle is generated, and the overall knitting control instructions 20-25A in which these are integrated are outputted to the knitting control instruction registration means 20-16A. In this case, since the vehicle formation in the train is only vehicle formation A (20-00A), the contents of the train control command 20-21A are intact and the individual formation control command A (20-26A) for vehicle formation A (20-00A). ), And the content of the whole knitting control command 20-25A is only the individual knitting control command A (20-26A).

Next, the knitting control command registration means 20-16A receives the whole knitting control command 20-25A from the individual knitting control command generation means 20-15A, and this is the knitting control command registration means 20-16A. It holds in the whole organization control command information table which it manages.

Next, the individual knitting information input / output means 20-12A receives the whole knitting control command 20-25A from the knitting control command registration means 20-16A. The individual knitting information input / output means 20-11A outputs to each individual knitting control system assigned to each vehicle knitting individual control command for each vehicle knitting indicated by the overall knitting control instructions 20-25A. That is, the individual knitting control command A 20-26A for vehicle formation A is output to individual knitting drive A 20-05A in individual knitting control system A 20-03A.

Fig. 21 shows the flow of information relating to the train grouping total control system in the order of processing steps in one control cycle in the case of the combined driving of different vehicle groups together as a single train.

The vehicle formation A (21-00A) and the vehicle formation B (21-00B) are collectively driven as the train 3 (21-300) at the time of merged driving. In addition, in FIG. 21, vehicle formation A21-00A is made into the main train formation of train 3 (21-30O), and the remaining vehicle formation B (21-0OB) is made into longitudinal formation. In this case, train 3 (21-300) has a single train grouping general control system 3 (21-301) in which vehicle formation A (21-00A) and vehicle formation B (21-00B) are collectively formed. In the train organization general connection device A 21-01A and the train organization general connection device B 21-01B of each vehicle formation, the flow of information related to each depends on each other.

First, regarding the vehicle formation A (21-00A), the train formation generalization connection device A (21-01A) in the train formation generalization control system 3 (21-301) is a train control command registration means 21-11A. The train control command 3 (21-21A) is received from the train control device A (21-O2A) and held in the train control command information table managed by the train control command registration means 21-11A.

Next, in the individual formation information input / output means 21-12A, the traveling speed of the vehicle formation A (21-00A) from the individual formation traveling detection device A (21-04A) in the individual formation control system A (21-03A). Receives individualized driving information A (21-22A). The individual knitting information input / output means 21-12A output this to the traveling state registration means 21-13A.

Next, in the driving state registration means 21-13A, the individual-organization driving information A 21-22A is received from the individual-organization information input / output means 21-12A, and the individual-organization driving information A 21-22A is shown. The traveling speed of the vehicle formation A (21-0OA) is set as it is in the contents of the traveling speed information 21-23A as the traveling speed of the train 3 (21-300). Further, the traveling speed information 21-23A is held in the traveling speed information table managed by the traveling state registration means 21-13A.

Next, in the track record registration means 21-14A, the track record schedule information 21-24A indicating the track record of the train 3 (21-300) is displayed before the start of the operation of the train 3 (21-300). It is held by the organization registration information table managed by the organization registration means 21-14A.

Next, the train control command registration means 21-11A receives train control command 3 (21-21A) from the train control command registration means 21-11A, and the travel speed from the drive state registration means 21-13A. The information 21-23A is received from the schedule organization registration means 21-14A, and the schedule organization information 21-24A is received.

In the example of FIG. 21, the main train formation of train 3 (21-300) is vehicle formation A (21-00A), and therefore, main train formation information 21-24A shows vehicle formation A. FIG. From this, the individual formation control command generation means 21-15A functioning as the vehicle formation A 21-O0A includes the train control command 3 (21-21A), the traveling speed information 21-23A and the main train formation information ( According to 21-24A), each individual formation control instruction for individual driving control of each vehicle formation in train 3 (21-300) is generated, and the total formation control instruction 21 in which each individual formation control instruction is integrated. -25A) is outputted to the knitting control command registration means 21-16A. In this case, since the vehicle formation in train 3 (21-300) is two of vehicle formation A (21-00A) and vehicle formation B (21-00B), the contents of the overall formation control command 21-25A are the vehicle formation. The individual control command A (21-26A) for A and the individual control command B (21-26B) for vehicle formation B are set.

Next, in the knitting control command registration means 21-16A, the entire knitting control command 21-25A is received from the individual knitting control command generation means 21-15A, and this is received by the knitting control command registration means 21-16A. It holds in the whole organization control command information table which it manages.

Next, in the individual knitting information input / output means 21-12A, the whole knitting control command 21-25A is received from the knitting control command registration means 21-16A. The individual knitting information input / output means 21-12A outputs to each individual knitting control system to which each individual knitting control command for each vehicle knitting indicated by the overall knitting control instructions 21-25A is assigned. That is, the individual formation control command A (21-26A) for vehicle formation A is outputted to the individual formation drive device A (21-05A) in the individual formation control system A (21-03A), and the vehicle formation B for the final formation The individual train control command B (21-26B) is connected to the vehicle train B (21-06B) through the inter-connection linkage device A (21-06A) and the vehicle link B (21-00B). And outputs to train organization general connection device B (21-01B) of 00B).

On the other hand, regarding the vehicle formation B 21-00B, the train organization generalization connection device B 21-01B in the train organization general control system 3 (21-301) is a train control command registration means 21-11B. Receives the train control command 3 (21-21B) from the train control device B (21-02B), and holds it in the train control command information table managed by the train control command registration means 21-11B.

Next, in the individual knitting information input / output means 21-12B, the traveling speed of the vehicle knitting B (21-00B) from the individual knitting running detecting device B (21-04B) in the individual knitting control system B (21-03B). Receives individualized driving information B (21-22B) indicated by. The individual knitting information input / output means 21-12B output this to the traveling state registration means 21-13B.

Next, in the driving state registering means 21-13B, the individual knitting running information B 21-21B is received from the individual knitting information input / output means 21-12B, and the individual knitting running information B 21-22B is received. The traveling speed of the displayed vehicle formation B 21-00B is set as it is to the contents of the traveling speed information 21-23B as the traveling speed of the train 3 (21-300). Further, the traveling speed information 21-23B is held in the traveling speed information table managed by the traveling state registration means 21-13B.

Next, prior to the start of the operation of the train 3 (21-3O0) in the main train formation registration means 21-11B, the main train formation information 21-24B showing the main train organization of the train 3 (21-300), It is held in the host organization information table managed by the host organization registration registration means 21-14B.

Next, in the individual formation control command generation means 21-15B, the train control command registration means 21-15B runs the train control command 3 (21-21B) from the travel state registration means 21-13B. The speed information 21-23B is received from the track record registration means 21-14B and the track record information 21-24B.

In the example of FIG. 21, the main train formation of train 3 (21-300) is vehicle formation A (21-00A), and therefore, the main train formation information 21-24B shows vehicle formation A. FIG. From this, the individual formation control command generation means 21-15B functioning as the vehicle formation B 21-00B is organized in each vehicle in the train 3 21-300 in response to the train control command 3 (21-21B). There is no case in which each individual control command is generated for the individual driving control. That is, no information is output to the knitting control command registration means 21-16B.

Next, the knitting control command registration means 21-16B does not receive any information from the individual knitting control command generation means 21-15B. In this case, no information is retained at all in the knitting control command information table managed by the knitting control command registration means 21-16B.

Next, the individual knitting information input / output means 21-12B do not receive any information from the knitting control command registration means 21-16B.

On the other hand, the individual knitting information input / output means 21-12B is connected to the vehicle knitting A (21-06A) and between the knitting device A (21-06A) of the vehicle knitting A (21-00A). The individual train control command B 21-26B is received from the train train generalization connecting device A 21-O1A of 21-OA for the vehicle train B which is the train train. The individual knitting information input / output means 21-12B outputs to each individual knitting control system to which each individual knitting control command received for each vehicle knitting is received. That is, the individual knitting control command B 21-26B for vehicle formation B is output to the individual knitting drive B 21-05B in the individual knitting control system B 21-03B.

Fig. 22 shows the structure of the individual knitting control command generation means 22-01 and the flow of information in the present embodiment.

The individual formation control command generation means 22-01 includes main station formation determination means 22-02, train and individual formation control command corresponding information registration means 22-03, and train and individual formation control command conversion means ( 22-04).

The main train formation determining means 22-02 includes a train control command 22-11 indicating a control command for collective driving control of the train from outside the individual train control command generation means 22-01, and Receiving the main train schedule information 22-12 showing the vehicle schedule which is the main train schedule. Here, the vehicle formation (own vehicle formation) equipped with the train formation general connecting device with the individual formation control command generation means 22-01 is the same as the vehicle formation indicated by the main train formation information 22-12, that is, the main train Determine whether it is a combination or not. The main train combination determining means 22-02 outputs the train control command 22-11 to the train / individual train control command converting means 22-04 only when the host vehicle combination is the main train combination. Otherwise, no information is output.

The train / individual train control instruction corresponding information registration means 22-03 shows a train / individual showing the relationship between various train control commands for the train and the singular or plural individual control commands corresponding to the train. It holds the formation control command correspondence information table 22-14, and corresponds to the information reference of the train, individual formation control command correspondence information table 22-14 from the train and individual formation control command conversion means 22-04. .

The train / individual organization control command converting means 22-04 are external to the train control command 22-11 outputted by the main train formation determining means 22-O2 and the individual organization control command generating means 22-01. The train / individual combination control command correspondence information table 22-14 is received from the traveling speed information 22-13 inputted from the train and the individual / dividend control command corresponding information registration means 22-03. Here, it is determined whether or not the train control command 22-11 outputted by the main train formation determining means 22-02 has been received, and only when receiving the train control command 22-11, each vehicle in the train corresponding to the train control command 22-11 is trained. The individual knitting control command from the train / individual knitting control command correspondence information table 22-14, and the entire knitting control command 22-21 which stores all of the obtained individual knitting control commands. Output for When the train control command 22-11 is not received, no information is output to the outside at all.

Next, the processing of each processing means included in the individual knitting control command generation means 22-01 will be described.

First, the processing performed by the main train knitting determination means 22-02 corresponds to the condition determination in steps 19-06 in the entire flow of the processing of the train knitting general connecting apparatus shown in FIG. 19.

Next, processing performed by the train / individual combination control command converting means will be described.

FIG. 23, FIG. 24, and FIG. 25 show the shape of the force which acts on each vehicle formation which comprises a train in the combined operation of other vehicle formations. In addition, in FIG. 23, FIG. 24, and FIG. 25, the train in each figure is carrying out backward, and the acceleration shown to the running of the whole train through each figure is made into the same value.

In FIG. 23, the vehicle formation A 23-01 and the vehicle formation B 23-02 constituting the train each have a knitting weight (unit: t) of MA and MB, and each individual knitting drive device is used. The tensile force (unit: kN) TA 23-11 is applied to the vehicle formation A 23-01, and the tensile force TB 23-21 is acting on the vehicle formation B 23-01. The vehicle formation A 23-01 and the vehicle formation B 23-02 are connected by an inter-connection connecting device 23-03, whereby the vehicle formation A 23-01 and the vehicle formation B 23- The stress between knitting (unit: kN) is applied between 02). TAB 23-12 is applied to vehicle formation A 23-01, and TBA 23-22 is acting on vehicle formation B 23-02, and the magnitude | size is the same, and the direction is reversed between trains. . In this case, the acceleration (unit: m / s) shown in the running of the entire train is (TA + TB) / (MA + MB).

Also in Fig. 24, similarly to Fig. 23, regarding the vehicle formation A 24-01 and the vehicle formation B 24-02 constituting the train, the knitting weights are MA and MB, respectively, the tensile force by each individual knitting drive device. Is the TAB 24-12 and the TBA 24-22 between the TAs 24-11 and TB 24-21 and the inter-connection coupling device 24-03. The MA and MB in FIG. 24 are the same as the corresponding values in FIG. 23, respectively. On the other hand, TA 24-11, TB 24-21, TAB 24-12, and TBA 24-22 are different from the corresponding values in FIG. That is, the TA 24-11 of FIG. 24 is smaller than the TA 23-11 of FIG. 23, and the TB 24-21 of FIG. 24 is larger than the TB 23-21 of FIG. 23. In addition, TAB 24-12 and TBA 24-22 of FIG. 24 are reverse from TAB 23-12 and TBA 23-22 of FIG. However, acceleration (TA + TB) / (MA + MB) of the whole train is the same value as FIG.

Also in Fig. 25, similarly to Figs. 23 and 24, regarding the vehicle formation A 25-01 and the vehicle formation B 25-02 constituting the train, the knitting weights are MA and MB, respectively, the individual knitting drive devices. The tensile force by the TA 25-11 and TB 25-21, the inter-strain stresses in the knitting device 25-03 is TAB (25-12), TBA (25-22). The MA and MB in FIG. 25 are the same as the corresponding values in FIGS. 23 and 24, respectively. On the other hand, TA 25-11, TB 25-21, TAB 25-12, and TBA 25-22 are different from the corresponding values in FIG. 23 or 24, respectively. That is, the TA 25-11 of FIG. 25 is the middle of the TA 23-11 of FIG. 23 and the TA 24-11 of FIG. 24, and the TB 25-21 of FIG. 25 shows the TB (28) of FIG. -21) and TB 24-21 of FIG. 24, and TAB 25-12 and TBA 25-22 of FIG. 25 are each O. FIG. In addition, acceleration (TA + TB) / (MA + MB) of the whole train is the same value as FIG. 23 and FIG.

In Fig. 23, the weight versus tensile force TA / MA obtained by dividing the tensile force TA acting on the vehicle knitting A 23-01 by the knitting weight MA of the vehicle knitting A 23-01 is the same as the vehicle knitting B (23). The tension force TB acting on -02) is made larger than the weight versus tensile force TB / MB divided by the knitting weight MB of the vehicle knitting B (23-02). TA / MA and TB / MB are vehicle formation A 23-01 and vehicle formation B 2323 if vehicle formation A 23-01 and vehicle formation B 23-02 are traveling alone. ) Is the value of acceleration. This is because, in the merge operation of FIG. 23, the inter-organization stress acts so that the train runs at the same acceleration as a whole, so that the vehicle formation A 23-01 leads the vehicle formation B 23-02, while the other vehicle formation is performed. B23-02 indicates that the vehicle travels while being tensioned with the vehicle formation A 23-01. In addition, the stress between the knitting becomes a stress load in the inter-knit connecting device 23-03 as it is, and causes the strength deterioration by fatigue and consumption of the inter-knit connecting device 23-03.

In addition, in FIG. 24, the weight-to-tensile force TA / MA regarding vehicle formation A 24-01 is similarly smaller than the weight-to-tensile force TB / MB regarding vehicle formation B 24-O2. This is because, in the combined operation as shown in Fig. 24, the vehicle formation A 24-01 is pushed by the vehicle formation B 24-02, while the vehicle formation B 24-02 is moved from the vehicle formation A 24-01. Indicates that you are driving with resistance. Incidentally, the inter-connection connecting devices 24-03 have the same adverse effect as in the case of FIG.

On the other hand, in FIG. 25, the weight-to-tensile force TA / MA regarding vehicle formation A 25-01 is similar to the weight-to-tensile force TB / MB regarding vehicle formation B 25-O2. In the merge operation as shown in Fig. 25, this is different from the case of Figs. 8 and 24 above, and the vehicle formation A 25-01 and the vehicle formation B 25-02 are driven with the same acceleration as the entire train. It shows that the between-knit stress was realized without interacting between them. That is, adverse effects on the inter-knit connecting device 25-03 can be eliminated.

23, 24, and 25 and the above description have dealt with the case of the tension force in the retrograde control as the driving force output by the individual driving apparatus of each vehicle formation, but it is also complete with regard to the brake force in the brake control. It is the same tendency. That is, even by traveling with the same deceleration as the entire train, by adjusting the distribution of the brake force outputted by each vehicle combination in the train, the stress burden acting on each other and the influence of each vehicle combination can be changed.

As described above, by adjusting the distribution of the respective driving forces generated by the individual formation driving apparatuses of the respective vehicle formations in the train, each vehicle can realize the same acceleration (at the time of driving control) and deceleration (at the time of brake control) as a whole train. It can be said that it is possible to optimize the driving state, which reduces the stress burden on the inter-knit coupling device between the knits.

In view of the above, in the present embodiment, the processing performed by the train / individual combination control command converting means is defined as follows.

First, the concept of the process of the train / individual combination control command converting means is shown by the following formula.

In the present embodiment, the train control command is expressed in terms of weight versus tensile force with respect to the whole train in terms of power control, and is expressed by Cαtrain. Regarding the brake control, it is expressed by the weight versus brake force of the whole train and is expressed by C? Train. In addition, the individual formation control command for vehicle formation i for the vehicle formation i (i = A, B, ... (all vehicle formations in a train) which constitutes a train) and the weight regarding the vehicle formation i for the reverse control are given. It is represented by Cαi as being represented by a large tensile force. Regarding the brake control, it is represented by the weight versus the brake force for the vehicle formation i, and is represented by Cβi.

In addition, the weight (individual knitting weight) of the vehicle formation i is represented by Mi.

The relationship between the train control commands Cαtrain and Cβtrain and the individual train control commands Cαi and Cβi for the vehicle train i is represented by the following equation.

(About power control)... 10

(About brake control) (11)

∑ () on the right side indicates that the formula or numerical value in parentheses is added up in the case where i is possible.

The expression, individual programming control commands C _αi, with respect to C _βi, respectively, it is only one of the constraints defining the average relationship between the weight attached on the individual knitting weight Mi between a train control command C _αtrain, C _βtrain that seek . Thus, with respect to the vehicle formation i, the individual retrograde capability (individual knitted retrograde capability) and the braking capability (individual knitted brake capability) are introduced. In the present embodiment, the individual knitting retrograde ability and the individual knitting brake ability are respectively expressed by the maximum value of the weight-to-tensile force and the maximum value of the weight-to-brake force as a function of the running speed v, respectively [α _i ] _max (V), It is represented by [β _i ] _max (V). If the current running speed of the train indicated by the traveling speed information received by the train / individual combination control command converting means is V, separate constraints on C _{α i} and C _{β i} are represented by the following equation.

_{C αi ≤ [α i] max} (V) ( as to the control backing)

_{C βi ≤ [β i] max} (V) ( with respect to the brake control) ... (12)

In accordance with the above constraints, the processing of the train / individual combination control command converting means is shown by the following proposition.

Minimize: max (C _αi ) -min (C _αi ) (for retrograde control)

Minimize: max (C _βi ) -min (C _βi ) (about brake control). (13)

The above min () and max () represent the minimum and maximum values for the case where the i is possible with respect to the formula or numerical value in parentheses. In other words, the above-described contents indicate that with respect to the retrograde control, the combination of the respective C _αi should be set so that the difference between the maximum value and the minimum value among all i is minimum for each of the C _α i for each vehicle combination i in the train. . Similarly, with regard to the brake control, it is indicated that the combination of the respective C _{β i} must be set so that the difference between the maximum value and the minimum value among all of the 9 i is minimized with respect to the C _β i for each vehicle combination i in the train.

In FIG. 26, the flow of the process regarding the power line control of the train individual control command conversion means is shown.

In step 26-01, the train control command C _alpha train is received.

In step 26-02, the current traveling speed V is received.

In step 26-03, a train / individual combination control command correspondence information table is received.

Total in the step (26-04), the train-information table with respect to the corresponding individual knitted control command, C queries the _αtrain and V, corresponding individual control commands to organize _{C αi (i = A, B} , ... ( train Extract the vehicle).

In steps 26-05, the entire knitting control command in which the individual knitting control commands C _alpha i for all the vehicle knitting i are integrated is output.

In this case, Figure 26 but when it comes to handling only the backing control, a is in the figure C _αtrain As for the brake control by simply changing the _βtrain C, C to C _{βi αi,} is established completely the same description.

FIG. 27 shows an example of the train / individual combination control command correspondence information table used for the process shown in FIG. 26. Train, the individual knitting control command corresponding to the information table of Fig. 27 relates to the powering control, the train control command C _αtrain and to a current running speed V by the factor, a separate programming control commands for each value of C _αi corresponding to each combination of the argument, Is housed. At this time, the train / individual combination control command correspondence information table concerning brake control is also the same structure as FIG.

The processing in Fig. 26 is performed in real time when the running of the train is in full swing. According to the same drawing, the basis of realizing the function of the train / individual combined control command converting means is the information shown in the train / individual combined control command correspondence information table. In this embodiment, this information is generated before the start of driving, and the processing while driving is merely a reference of information, thereby reducing the processing load in real time control.

FIG. 28 shows the content information generation processing flow of the train / individual combination control command correspondence information table used in the process of FIG. The concept of the process of the train / individual combination control command converting means described above is utilized for this generation process in the present embodiment. At this time, in the present embodiment, the material of the processing means for performing this processing is not particularly mentioned.

In step 28-01, the train control command C _αtrain is set.

In step 28-02, the current traveling speed V is set.

In steps 28-03, the individual knitting retrograde performance [α _i ] _max (V) representing the maximum value of the weight versus tensile force for that V for each vehicle knitting i in the train, and the individual knitting weight M _i Acquire.

In step (28-04), with respect to all i, sets the value of [α _{i] max} (V), the variables C _αi.

In steps 28-05, the total of [α _i ] _max (V) × M _i for all i in the intermediate buffer 1 is added to the other intermediate buffer 2, and the total of M _{i for} all i. Keep it.

Step (28-06), the buffer 1 / the buffer 2> C during _αtrain is established, and repeats the steps (28-07) - (28-09) below.

In steps 28-07, C _alpha i for each i is compared to select the maximum value of C _alpha i and i at that time.

In step (28-08), and subtracting from the buffer 1 △ α × M _{i. Δα} is a small change amount (regulatory value) related to C αi.

In step (28-09), it subtracts the △ α in C _αi.

In step 28-10, by combining the above processes, C _{alpha i} is set as the individual train control command for each car train i corresponding to the train control command C _alpha train and the current traveling speed V. FIG.

At this time, 28 is a can of the figure C _αtrain comes to handling, but the braking control with respect to only powering control C _βtrain, C _αi for _{C βi, [α i] max} (V) an [β _{i] max} (V The same explanation holds true only by changing Δα to Δβ.

29A and 29B conceptually show the relationship between the individual knitting control command obtained from the processing of the individual knitting control command generating means of the present embodiment described above and the original train control command. At this time, in the same figure, a train is established by merging vehicle formation A and vehicle formation B. FIG.

In FIG. 29A, the bar graph 29-01 shows that the train control command C _αtrain is given the value α1 of weight versus tensile force.

The bar graph 29-02 indicates that C _αA is generated as the individual knitting control command for the vehicle formation A corresponding to the above C _α train. C _αA has a value _α 1 of weight versus tensile force, which is equivalent to C _αtrain .

The bar graphs 29-03 show that C _αB is generated as the individual knitting control command for the vehicle formation B corresponding to C _α train described above. C _αB has a value _α 1 of weight versus tensile force, which is equivalent to C _αtrain .

Bar, such as from a graph (29-O1) (29-03) , C is the _αtrain C _{αA, αB} C with respect to the input of the set to be the same as the C _αtrain respectively, C on each of the vehicle alone and the vehicle combination A combination B _It shows that the acceleration which appears when commanding ( _{alpha) A} and C ( _alpha) B becomes the acceleration / deceleration at the time of combined driving of vehicle formation A and vehicle formation B as it is. This indicates that there is no stress between the vehicle formation A and the vehicle formation B at the time of merge driving, and the realization of an optimal driving state is achieved.

On the other hand, the bar graph 29-O4 in Fig. 29B _shows that the weight? Tensile value? 2 is given as the train control command C _? Train.

Bar graph (29-05) is, as a vehicle control command for organizing individual knitting A corresponding to the C _αtrain of the bar graph (29-04) shows that the C _αA is generated. In this case, C _αA can not reach the α2, the value of the individual maximum value of the tensile force of the weight for the current running speed of the vehicle V A knitted backing performance [α _{A] max} (V) is covered. This is because the retrograde performance of the vehicle formation A was relatively low in the train, and the value α2 of the C _αtrain exceeded α _{A, max} (V). In other words, in the train / individual combination control command corresponding information table generating process of Fig. 28, C _αA is output without being subtracted from the value of [α _A ] _max (V) set in the processing of steps 28-04.

Bar graph (29-04) is, as a vehicle control command for organizing individual knitting B corresponding to the C _αtrain of the bar graph (29-04) shows that the C _αB is created. In this case, C _αB is a value in excess of the α2. This, since C _αA in the bar graph (29-05) that they can not affect α2, in order to ensure the full _αtrain as C = α2 action of the train, is because the high jjokin C _αB as required minimum set . In short, in the process of generating the train / individual control command corresponding information table shown in Fig. 28, C _αB is outputted as a value that optimally compensates for the low C _αA in the processes of (28-07) to (28-09). do. At this time, the difference between C _{αA αB} and C, taking into account the individual knitting weight Mi of each vehicle formation within the train so as to establish the equation (10) shown by the following formula:

… (14)

As shown in the graphs (29-04), (29-05) and (29-06), C _αA and C _αB are set to values different from C _{αtrain for} the input of C _αtrain , respectively. It shows that a stress exists between and vehicle formation B. However, the value represents the minimum, which is intended to realize the optimum operation under the given conditions.

At this time, although the treatment with reference to Figure 29a, and only Fig. 29b is a back control, a is a a C _αtrain of the figure C _βtrain, C _αA C _βA, [α _{A] max} (V) with respect to the brake control [β _A] Just change to _max (V), and the exact same explanation holds.

As described above, in this embodiment the individual knitting control command by generating means of train control command C _αtrain, or individual knitting control command for C _βtrain C _αA, C _αB, or C _βA, C _βB the vehicle knitting A with vehicle It can be seen that the optimum setting is made while considering the difference between the individual running performances of the knitting B. That is, even if the driving control of the entire train is the same, the individual formation control command generation means of the present embodiment makes it possible to optimize the dynamic burden of each vehicle formation by the individual driving control considering the individuality of each vehicle formation in the train. .

At this time, in the case where the train consists of a single vehicle combination, the individual formation control command generation means of this embodiment follows the processing described above as it is, thereby setting the contents of the train control command in the individual formation control command as it is.

As described above, the individual knitting control command generating means of the present embodiment can generate the individual knitting control command adapted to the configuration state of the vehicle knitting in the train.

As described above, in the present embodiment, the control command for the retrograde control and the brake control, the retrograde performance and the brake performance, respectively, are regarded as values to be handled in the processing of the individual knitting control command generation means. Doing. However, as a separate implementation, a case may be considered in which control values related to backing control and brake control, or the values of the tensile force and the brake force are handled as they are (does not correspond to the weight), respectively, regarding the backing performance and the brake performance. . In this case, the processing of the individual knitting control command generating means uses, in this embodiment, control commands related to power control and brake control, and weight / tension force and weight / brake force, respectively, with respect to powering performance and brake performance. The way of expression is changed so that a certain part which is existing by tension force and brake force, respectively. That is, the train / individual control control command corresponding information table generation processing is exemplified. The train control command (tension force) T _train , step instead of the train control command (weight versus tensile force) C _αtrain in step 28-01 of FIG. 28 is illustrated. Individual knitting retrograde performance (weight versus tensile force) α _i of (28-03), instead of _max (V) Individual knitting retrograde performance (tensile force) [T _i ] _max (V), [α _i of step (28-04) ] _max (V) in place of _{T i, max (V) /} M i, [α i] max (V) × Mi instead of the _{[T i] max (V)} , the step (step 28 in (28-05) by a C in place of 06 _{αtrain) train} T / buffer 2, C _αi × M _i, instead of C _αi of the step (28-10), can be the processing corresponding to the handle by a tensile force.

The above explanation is summarized.

In the present embodiment, the train control system for controlling the running of a train includes a train control device for determining a control command for controlling the running of the entire train, and a train control system for configuring the trains. It is interposed between each individual knitting control system which controls an individual run, and between the said train control apparatus and each said individual knitting control system, and mediates the information exchange which the said train control apparatus and each said individual knitting control system perform mutually. It consists of a train organization general control system.

Further, in the present embodiment, the train grouping general control system is a system for connecting trains between the trains in which information is transmitted between the trains by dynamically combining other vehicle groups adjacent to each other in the vehicle grouping, and the train control. A train that exchanges information about the collective driving control of the train with a device, and also transmits and receives information about individual driving control of each vehicle configuration directly or through the connection device between the individual organization control systems. It consists of a generalized collective connection device.

Further, in the present embodiment, the train organization general connection device mediates the information exchange performed by the train control device and each of the individual formation control systems, and performs mutual conversion operation on the information exchanged.

Further, in the present embodiment, the train organization general connection device receives a train control command for collectively controlling the running of the train, and for individually controlling the running of each vehicle formation in response to the train control command. Individual knitting control command generating means for outputting each individual knitting control command.

Further, in the present embodiment, the individual knitting control instruction generating means includes a driving state of each of the vehicle formations brought by each individual knitting control instruction with respect to each individual knitting control instruction corresponding to the train control command, The control command determined in consideration of the difference in the running performance of each vehicle combination is outputted so as to realize the driving with less stress burden which interacts with each vehicle combination.

In the present Example described above, in addition to the effect little to Example 1, it has the following effects.

In the train grouping general control system as in the present embodiment, the train running control system which is trained by the train control command which focuses on the running of the whole train by having the train grouping general connecting device provided with the individual grouping control command generation means is carried out. It is possible to adapt to the difference in the running performance of each vehicle combination in the vehicle, and to implement as the integration of the individual driving control set for each of the vehicle combinations. As a result, with regard to the driving state of the entire train instructed by the train control command, it is possible to realize an optimum driving state reflecting the configuration state of the vehicle formation in the train for each vehicle formation.

In addition, as the contents of the optimization, the individual knitting control commands for organizing the vehicle in the train with respect to the train control command can be set so that the stress burdens interacting with each of the vehicle pieces are minimized. This can alleviate the stress burden on the inter-knit connecting device that dynamically couples adjacent vehicle trains in the train, and contribute to prolonging the life of the inter-knit connecting device and the power of maintenance work.

(Example 5)

In Example 4 described above, in the train grouping general control system included in the train control system according to the present invention, the train grouping general connecting device having the individual grouping control command generation means described in Example 4 has a train Regarding the train control command for collectively controlling the running of the vehicle, the respective individual knitting control commands for individually controlling the running of each vehicle combination are controlled such that the stress burden between each vehicle combination in the train is minimized. It was possible to set while considering the difference in the running performance of the vehicle formation. Accordingly, it has been described that even if the configuration state of the vehicle formation in the train is changed by the division and merging, it is possible to optimize the travel control reflecting the configuration state of the vehicle formation in relation to the travel control of the train.

In the present embodiment, a train organization general control system similar to the case of the fourth embodiment is described, but a method of designating the train control command and the individual formation control command by the notch will be described.

In the present embodiment, with respect to the train combination control system included in the train control system according to the present invention, the configuration of the apparatus and the processing means is the same as that described in the fourth embodiment.

In the present embodiment, the process of the train / individual organization control command converting means, which is an internal processing means, will be described again with respect to the individual organization control command generation means included in the train organization general connection device in the train organization general control system.

First, the processing of the train / individual combination control command converting means of the present embodiment will be described.

As in the description of the fourth embodiment, with respect to the train control command for controlling the running of the entire train, the vehicle configuration constituting the entire train realizes the same acceleration (at the time of power control) and reduction (at the time of brake control). In addition, by adjusting the relationship between the driving forces generated by the individual formation driving devices of each vehicle formation in the train, it can be said that it is possible to optimize the driving state, which reduces the stress burden on the connection device between the vehicle formations. Can be.

In view of the above, in the present embodiment, the processing performed by the train / individual combination control command converting means is defined as follows.

First, the concept of a process relating to the retrograde control of the train / individual combined control command converting means is expressed by a formula. Incidentally, in the processing related to the brake control, the same explanation holds true only by changing the variable related to the retrograde control to the variable related to the brake control as it is. Therefore, in the following, individual description regarding the case of brake control is devoted.

The train control command is denoted by n train indicating a notch on the reverse side as the train with respect to the reverse control. Further, regarding the vehicle formation i constituting the train (i = A, B, ... (covers all the vehicle formations in the train)), the individual formation control command for the vehicle formation i is returned in the vehicle formation i with respect to the retrograde control. It is represented by ni which represents the notch.

Further, in the present embodiment, α _train , n is assumed as the running performance (train driving performance) of the train related to the power control is expressed by the weight of the whole _{train relative} to the home driving speed V and the train control command n _train . _Expressed by _train (V). In addition, with respect to the vehicle formation i (i = A, B, ... (total vehicle combination in the train)) in the train, the driving performance (individual formation retrograde performance) of each individual vehicle formation regarding the power control is performed. The weight V and the tensile force related to the vehicle knitting i with respect to the speed V and the individual knitting control command ni are expressed by α _i and n _i (V). In addition, the weight (individual knitting weight) of the vehicle knitting _i is represented by M _i .

The relationship between the train control command n _train and the individual train control command n _i for the vehicle train i is represented by the following equation.

(About retrograde control) (15)

The above-mentioned Σ () on the right side indicates that the formula or numerical value in the parentheses is summed in the case where i is possible.

The above equation is for each of the individual knitting control commands ni to be obtained, and the weighted average of the individual knitting weights M _i between the individual knitting retrograde performances α _i , n _i (V) and the train control command n _train . It is just one constraint that defines a relationship. Therefore, the relationship between the individual knitting control command ni and its maximum value (corresponding to the highest notch) Ni is shown in the following equation as another constraint.

n i ≤ Ni (about power control)... (16)

In accordance with the above constraints, the processing of the train / individual combination control command converting means is shown by the following proposition.

Minimize: max (α _i , n _i (V))-min (α _i , n _i (V)) (with respect to retrograde control). (17)

The above min () and max () represent the minimum and maximum values for the case where the i is possible with respect to the formula or numerical value in parentheses. That is, in the above, with respect to the retrograde control, the combination of each ni is set so that the difference between the maximum value and the minimum value of α _i , n _i (V) is the minimum among all of i for ni for each vehicle combination i in the train. Indicates what to do

30 shows the flow of processing relating to the retrograde control of the train / individual combination control command converting means.

In step 30-01, a train control command n train is received.

In step 30-02, the current traveling speed V is received.

In step 30-03, a train / individual combination control command correspondence information table is received.

In step 30-04, n train and V are queried for the train / individual combination control command correspondence information table, and the corresponding individual formation control commands ni (i = A, B, ... (combines the entire vehicle in the train). Cover)).

In steps 30-05, the entire knitting control command in which the individual knitting control commands n i for all the vehicle knitting i are integrated is output.

FIG. 31 shows an example of the train / individual combination control command correspondence information table used in the processing in FIG. The train / individual combination control command correspondence information table shown in FIG. 31 relates to the reverse control. The train control command n train and the current traveling speed V are used as arguments, and each value of the individual formation control command ni corresponding to each combination of the arguments is determined. I receive it. At this time, the train / individual combination control command correspondence information table concerning brake control is also the same structure as FIG.

The processing in FIG. 30 is assumed to be performed in real time when the running of the train is in full swing. According to this figure, the basis of the realization of the function of the train / individual combined control command converting means is the information shown in the train / individual combined control command correspondence information table. In the present embodiment, this information is generated before the start of driving, and the processing during running is merely a reference of information, thereby reducing the processing load in real time control.

FIG. 32 shows the flow of content information generation processing of the train / individual combination control command correspondence information table used in the process of FIG. The concept of the process of the train / individual combination control command converting means described above is utilized for this generation process in the present embodiment. In addition, in this Example, the raw material of the processing means which performs this process is not specifically mentioned.

In step 32-01, the train control command n train is set.

In step 32-02, the current traveling speed V is set.

In step 32-03, train reverse performance (weight vs. tensile force) α _train and n _train (V) for n _train and V are obtained.

In steps 32-04, for every i, the individual knitting retrograde performance (weight versus tensile force) α _i , n _i (V) and the individual knitting weight Mi for all possible ni and V of the individual knitting control commands Acquire.

In steps 32-05, the individual formation control command maximum value Ni is acquired with respect to all the vehicle formations i in a train.

In step 32-O6, the value of Ni is set to the variable n i with respect to all i.

In steps 32-07, the sum of α _i and N _i (V) × M _i for all i in the intermediate processing buffer 1 is added, and the sum of M _i for all i in the other intermediate processing buffer 2 is added. To be stored.

In steps 32-08, the following steps 32-09 to 32-11 are repeated while the buffer 1 / buffer 2 > alpha _train and n _train (V) are established.

In steps 32-09, alpha _i and n _i (V) for each i are compared, and the maximum value of alpha _i and n _i (V) and i at that time are selected.

In step 32-10, alpha _i , n _i (V) x M _i is subtracted from the buffer 1, and alpha _i , n _i-1 (V) x M _i is added.

In step 32-11, 1 is subtracted from n i.

In step 32-12, the above process is integrated and n i is set as the individual knitting control command for each vehicle formation i corresponding to the train control command n train and the current traveling speed V. FIG.

33A and 33B conceptually show the relationship between the individual knitting control command obtained from the processing of the individual knitting control command generating means of the present embodiment described above and the original train control command. In the figure at this time, the train is in a merged state of vehicle formation A and vehicle formation B. FIG.

In Fig. 33, 9 is set as the train control command n train. In addition, the current running speed is represented by V. FIG.

Curve 33-11 shows the individual knitting backing performance when the individual knitting control command n A for vehicle formation A is 8, and curve 33-12 shows the individual knitting backing performance and the curve (when n A is 9). 33-13) show the individual knitting retrograde performances when n A is 10, respectively, in the weight versus tensile force versus traveling speed plane.

The curves 33-21 are the individual knitting configuration performance when the individual knitting control command n B for vehicle formation B is 8, and the curves 33-22 are the individual knitting backward performance and curve when n B is 9. (33-23) shows the individual knitting retrograde performance when nB is 10 in the weight versus tensile force versus traveling speed plane, respectively.

In the curves 33-11 to 33-13 and the curves 33-21 to 33-23, when the value of n train = 9 is set as n A and n B as it is, the vehicle formation A and The characteristics of the weight versus tensile force output from the vehicle formation B are shown by the solid line of the curve 33-12 and the curve 33-22, respectively. When the traveling speed is V, the values αA and 9 (V) related to the curve 33-12 and the values αB and 9 (V) related to the curve 33-22 are compared to each other. (33-31) exists. This difference indicates that the inter-knit stress is generated between the vehicle knitting A and the vehicle knitting B, resulting in a breakage of the coupling device between the knitting.

On the other hand, the curve 33-14 shows the individual knitting backing performance when the individual knitting control command n A for vehicle formation A is 8, and the curve 33-15 shows the individual knitting backing performance when the n A is 9, Curves 33-16 show the individual knitting retrograde performances when n A is 10, respectively, in weight versus tensile force versus traveling speed plane.

Similarly, the curves 33-24 show the individual knitting backing performance when the individual knitting control command n B for vehicle formation B is 8, and the curves 33-25 show the individual knitting backing performance when n B is 9, Curves 33-26 show the individual knitting retrograde performance when n B is 10, respectively, in the weight versus tensile force versus traveling speed plane.

In the curves 33-14 to 33-16 and the curves 33-24 to 33-26, the processing of the individual knitting control command generation means of this embodiment is applied to the value of n train = 9. As a result, n A = 10 and n B = 9 are set. In this case, the characteristics of the weight versus tension output from the vehicle formation A and vehicle formation B are shown by the solid lines of the curves 33-16 and 33-24, respectively. When the traveling speed is V, the values α _{A and 10} (V) relating to the curve 33-16 and the values α _{B and 8} (V) relating to the curve 33-24 are compared, and the difference between the two ( 33-32) is zero. That is, in this case, there is no stress between the knitting between the vehicle knitting A and the vehicle knitting B, that is, the stress burden on the connecting device between the knitting.

In the above, when the train control command n train = 9 is set to the individual coordinate control commands n A and n B as it is, the general control for the combined operation according to the prior art is a common example. On the other hand, in the case where the information conversion of ntrain = 9 to n A = 10 and n B = 8 by the individual knitting control command generating means of this embodiment, focusing on traveling of the entire train, the conventional train control command is the case of the prior art. It gives the same information, and also the acceleration that appears in the train's driving is the same.

However, when focusing on individual vehicle formation in a train, the individual formation control command of a notch separately considering the difference of the driving performance and the case where the individual formation control command of the same notch is always given regarding the vehicle formation with a different driving performance. In this case, the distribution of the force acting on each vehicle pair is different. In other words, even if the driving control of the entire train is the same, the dynamic burden on each vehicle combination is greatly changed depending on whether or not individual driving control considering individuality of each vehicle combination in the train is performed.

The individual formation control command generation means of the present embodiment allows the notch of a single value given as a train control command to be individually set again as an individual formation control command for each vehicle formation in the train, and further notches for individual vehicle formations. By making the determination method as shown in FIG. 32, it is possible to optimize the mechanical burden of each vehicle formation according to the configuration state of the vehicle formation in the said train.

At this time, in the case where the train consists of a single vehicle combination, the individual formation control command generation means of this embodiment follows the processing described above as it is, thereby setting the contents of the train control command in the individual formation control command as it is.

As described above, the individual knitting control command generating means of the present embodiment can generate the individual knitting control command appropriately corresponding to the configuration state of the vehicle knitting in the train.

In the present embodiment, the weight-to-tensile force and the weight-to-brake force are regarded as values handled in the processing of the individual knitting control command generating means, respectively, regarding the retrograde performance and the brake performance. However, as another implementation, the case where the value of the tensile force and the brake force are handled as they are (as opposed to the weight) is applied to the retrograde performance and the brake performance, respectively. In this case, the processing of the individual knitting control command generation means is such that in this embodiment, a predetermined portion using weight vs. tension force and weight vs. brake force, respectively, for the retrograde performance and the brake performance is established by the tensile force and the brake force, respectively. It is a change of the way of expression. That is, the train backing performance (weight vs. tensile force) α _train , n _train (V) instead of the train backing performance (step vs. 32-03) of FIG. tension) T _{train, train} n (V), the individual knitting backing performance of step (32-04) (by weight versus tensile force) α _i, n _i (V) in place of the individual knitting backing performance _{T i, n i (V)} , T _i , N _i (V) instead of α _i , N _i (V) × M _i in steps 32-07, T _train , n instead of α _train , n _train (V) in steps 32-08 _train (V) / buffer 2, instead of α _i , n _i (V) in steps 32-09, T _i , n _i (V) / M _i , α _i , n _{i in} steps 32-1O ( V) × M _i and α _i , n _i-1 (V) × M _i, instead of T _i , n _i (V) and T _i , n _i-1 (V), respectively, for handling by tension It can be done with one treatment.

In the present embodiment described above, in addition to the effects less than those in the fourth embodiment of the train control system having the train organization general control system, the following effects are obtained.

That is, the effect of Example 4 can be similarly brought about with respect to the traveling control of the train comprised by the vehicle formation which mounted the notch.

(Example 6)

In Embodiment 4 or Embodiment 5 described above, in the train-organization general control system provided in the train control system according to the present invention, the train formation comprising the individual formation control command generation means described in Embodiment 4 or Embodiment 5 In accordance with the general connection device, the train control command for collectively controlling the running of the train is performed so as to individually control the running of each vehicle combination so that the stress burden between each vehicle combination in the train is minimized. It is possible to set each individual knitting control instruction while taking into account the difference in running performance of each of the above-described vehicle combinations. Accordingly, it has been described that even if the configuration state of the vehicle formation in the train is changed by the division and merging, it is possible to optimize the travel control reflecting the configuration state of the vehicle formation in relation to the travel control of the train.

In this embodiment, although the train organization general control system similar to the case of Example 4 or Example 5 is carried out, in relation to the individual formation control command generation means described in Embodiment 4 or Embodiment 5, the inside of the individual formation control command generation means is made. The case where the generation means of the train / individual organization control command correspondence information table which received the individual organization control command corresponding to the train control command is provided in the following.

Further, in accordance with the addition of the above processing means, the individual formation control command generation means provided in the train organization general connection device of this embodiment receives train control command from the train control command registration means, travel speed information from the travel state registration means, Receives main train schedule information from the main train schedule registration means, train schedule general performance information from the train schedule general performance registration means, and full train schedule performance information from the overall schedule performance registration means. According to the above input information, each individual formation control instruction for individual driving control of each vehicle formation constituting the train is generated. Further, the individual knitting control command is integrated with respect to the entire vehicle programming in the train to generate an overall knitting control command and output to the knitting control command registration means.

In this embodiment, the configuration and processing of the processing means therein will be described again with respect to the individual formation control command generation means provided in the train formation generalization connection device in the train formation generalization control system.

Fig. 34 shows the configuration of the interior of the individual knitting control command generation means and the flow of information in the present embodiment.

The individual formation control command generation means 34-01 registers the main train formation determination means 34-02, the train / individual organization control command corresponding information generation means 34-03, and the train / individual organization control command corresponding information. Means 34-04 and train / individual combination control command converting means 34-05.

The function and processing of the main track knitting determining unit 34-02 are the same as those described in the fourth or fifth embodiments.

The train / individual organization control command corresponding information generating means 34-03 is train organization general performance information 34-14 showing the running performance of the entire train from the outside of the individual organization control command generation means 34-01. And the overall knitting performance information 34-15 in which each individual knitting performance information representing the running performance of each vehicle in the train is accumulated. The train / individual train control command corresponding information generating means 34-03 generates various train control commands for the train based on the train train generalization performance information 34-14 and the overall train performance information 34-15. And train / individual organization control command correspondence information 34-16 showing the relationship between the singular or plural individual organization control commands corresponding to each one, and registers the train / individual organization control command corresponding information registration means 34 -05).

The train / individual organization control command correspondence information registration means 34-04 receives the train / individual organization control command correspondence information corresponding information 34-16 from the train / individual organization control command correspondence information generation means 34-03, It holds in the train / individual organization control command correspondence information table 34-17 managed by the train / individual organization control command correspondence information registration means 34-04. The train / individual combination control command correspondence information registration means 34-04 is referred to the information reference of the train / individual organization control command correspondence information table 34-17 from the train / individual organization control command conversion means 34-05. Corresponds.

The functions and processes of the train / individual combination control command converting means 34-05 are the same as those described in the fourth embodiment or the fifth embodiment.

Next, processing performed by the train / individual organization control command corresponding information generating means 34-03 provided in the individual formation control command generation means 34-01 of the present embodiment will be described.

The processing of the train / individual combination control command correspondence information generation means 34-03 of this embodiment is the same as the content information generation process of the train / individual organization control command correspondence information table described in the fourth or fifth embodiments. That is, FIG. 28 of Example 4 and its description, or FIG. 32 of Example 5 and its description is suitable for description of the train / individual combination control command corresponding information generating means of the present embodiment. At this time, the individual knitting control command maximum value Ni acquired by each process of step 28-03 of FIG. 28 of Example 4, or step 32-04 and step 32-05 of FIG. , Individual knitting retrograde performance α i, ni (V), and individual knitting weight Mi refer to the overall knitting performance information received from the whole knitting performance registration means, and in the processing of step 32-O3 of FIG. 32 of Example 5 For reference train reverse performance α _train , n _train (V), refer to the train schedule general performance information received from the train schedule general performance registration means.

Incidentally, the processing related to the brake control merely changes the variable related to the retrograde control to the variable related to the brake control, and the same explanation holds true.

At this time, in the case where the train is composed of a single vehicle, the individual knitting control command generating means of this embodiment follows the processing described above as it is, thereby setting the contents of the train control command in the individual knitting control command as it is.

As described above, the individual knitting control command generating means of the present embodiment can generate the individual knitting control command appropriately corresponding to the configuration state of the vehicle formation in the train from the train control command given to the train.

In addition, the individual formation control command generation means of the present embodiment generally uses the information processing for individual formation performance information indicating the individual driving performance of each vehicle formation in the train or train formation overall performance information indicating the driving performance of the entire train. This is referred to as processing. Accordingly, the individual train control command generation means according to the present embodiment is such that, if the train can acquire the train train general performance information or the car train individual performance information, the train is composed of any type or quantity of car trains. Even if it exists, the individual formation control instruction corresponding to the structure state of the vehicle formation in the said train can be produced | generated suitably. At this time, this feature can be realized more effectively by mounting the train control system of the present embodiment together with the train control system described in the first or second embodiment.

In the present embodiment described above, in addition to the effects described in the fourth embodiment or the fifth embodiment, the train control system provided with the train formation general control system has the following effects.

In this embodiment, the effects of the fourth embodiment and the fifth embodiment can be similarly applied to the traveling control of a train composed of a wide variety of vehicle combinations. In other words, in the merged operation, cooperative control, which has been previously assumed in the prior art and is possible with respect to limited types of vehicle formations, can be realized even in the present embodiment even if the train is configured with any type or quantity of vehicle formations. In the present embodiment, this is performed by the information processing which generally refers to individual formation performance information showing the individual running performance of each vehicle formation in the train and train formation general performance information showing the running performance of the entire train. It is possible to generate the personalized control command response information as temporary response in the train control system. Thus, for example, in the driving plan, even when the vehicle groups other than the home are merged and operated, the driving relationship that recognizes the correspondence between the new train control command and the individual train control command immediately at the time of merging work and properly reflects the merged state It is possible to realize a feature of quickly shifting control.

(Example 7)

In this embodiment, although the train formation general control system similar to the case of Example 4, Example 5, or Example 6 is related to the individual formation control command generation means demonstrated in Example 4 or Example 5, The case where the generation means of the train / individual organization control command correspondence information table similar to that described above is provided outside the individual organization control command generation means.

Further, in accordance with the addition of the above processing means, the individual formation control command generation means provided in the train organization general connection device of this embodiment receives train control command from the train control command registration means, travel speed information from the travel state registration means, The main train schedule information is received from the main train schedule registration means, and the train / individual setup control command correspondence information is received from the train / individual train control command correspondence information generating means. According to the above input information, each individual formation control instruction for individual driving control of each vehicle formation constituting the train is generated. Further, the individual knitting control command is integrated with respect to the entire vehicle programming in the train to generate an overall knitting control command and output to the knitting control command registration means.

In the present embodiment, first, the configuration and processing of the associated processing means will be described again with respect to the individual formation control command generation means included in the train organization general connection device in the train organization general control system.

35 shows the internal configuration of the individual knitting control command generation means and the flow of information according to the present embodiment.

The individual formation control command generation means 35-01 includes main station formation determination means 35-02, train and individual formation control command corresponding information registration means 35-04, and train and individual formation control command conversion means ( 35-05).

The function and processing of the main track knitting determining unit 35-02 are the same as those described in the fourth embodiment or the fifth embodiment.

The train / individual organization control command correspondence information registration means 35-04 is train / individual from the train / individual organization control command correspondence information generation means 35-03 external to the individual organization control command generation means 35-01. The knitting control command correspondence information 35-16 is received and held in the train / individual organization control command correspondence information table 35-17 managed by the train / individual organization control command correspondence information registration means 35-04. The train / individual organization control command correspondence information registration means 35-04 is referred to the information reference in the train / individual organization control command correspondence information table 35-17 from the train / individual organization control command conversion means 35-05. Corresponds.

The functions and processes of the train / individual combination control command converting means 35-05 are the same as those described in the fourth embodiment or the fifth embodiment.

Next, the processing performed by the train / individual combination control command corresponding information generating means of this embodiment will be described.

The processing of the train / individual combination control command corresponding information generating means of the present embodiment is the same as the processing of the train / individual combination control command corresponding information generating means described in the sixth embodiment.

Incidentally, the processing related to the brake control merely changes the variable related to the retrograde control to the variable related to the brake control, and the same explanation holds true.

At this time, when the train consists of a single vehicle combination, the train / individual organization control command corresponding information generating means of the present embodiment and the individual formation control command generation means referring to the output train / individual organization control command corresponding information of the present embodiment are as described above. By following the processing described above, the contents of the train control command are set as it is to the individual control command.

As described above, the individual knitting control command generating means of the present embodiment can generate the individual knitting control command appropriately corresponding to the configuration state of the vehicle formation in the train from the train control command given to the train.

In addition, the individual formation control command generation means of this embodiment uses the information processing as individual formation performance information indicating the individual driving performance of each vehicle formation in the train or train formation overall performance information indicating the driving performance of the entire train. It is supposed to be referred to as. Accordingly, the individual train control command generation means of the present embodiment is that if the train can acquire the train train general performance information or the car train individual performance information, the train is composed of any type or quantity of car trains. In any case, it is possible to generate an individual formation control command corresponding to the configuration state of the vehicle formation in the train. This feature can be realized more effectively by mounting the train control system of the present embodiment together with the train control system described in the first or second embodiment.

In the present embodiment described above, in addition to the effects described in the fourth embodiment or the fifth embodiment, an effect equivalent to that described in the sixth embodiment of the train control system provided with the train organization general control system is separately provided. It can have by the structure of the processing means of.

(Example 8)

In this embodiment, although the train formation general control system similar to the case of Example 4, Example 5, Example 6, or Example 7, is carried out about the individual formation control command generation means demonstrated in Example 4 or Example 5, The case where the internal train / individual control control command converting means directly generates individual organization control commands corresponding to the train control command for each control cycle without resorting to the train / individual organization control command corresponding information table will be described.

Further, in accordance with the addition of the above processing means, the individual formation control command generation means provided with the train organization general connection device of this embodiment receives the train control command from the train control command registration means, the travel speed information from the travel state registration means, Receives main train schedule information from the main train schedule registration means, train schedule general performance information from the train schedule general performance registration means, and full train schedule performance information from the overall schedule performance registration means. According to the above input information, each individual formation control instruction for individual driving control of each vehicle formation constituting the train is generated. Further, the individual knitting control command is integrated with respect to the entire vehicle programming in the train, and the whole knitting control command is generated and outputted to the knitting control command registration means.

In the present embodiment, first, the configuration and processing of the processing means therein will be described again with respect to the individual formation control command generation means provided with the train formation generalization connection device in the train formation generalization control system.

36 shows the configuration of the interior of the individual knitting control command generation means and the flow of information in the present embodiment.

The individual formation control command generation means 36-01 has main train formation determination means 36-02 and train / individual formation control command conversion means 36-O5.

The function and processing of the main train knitting determining unit 36-02 are the same as those described in the fourth or fifth embodiments.

The train / individual combination control command converting means 36-04 converts the train control instruction 36-11 outputted by the main train formation determining means 36-02 from the outside of the individual formation control command generating means 36-01. The travel speed information 36-13, the train schedule generalization performance information 1 36-14, and the overall schedule performance information 36-15. Here, it is determined whether or not the train control command 36-11 output by the main train formation determining means 36-02 has been received, and only when receiving the train control command 36-11, each vehicle in the train corresponding to the train control command 36-11 is trained. Each individual knitting control command is generated, and the whole knitting control command 36-21 which has received all the obtained individual knitting control commands is outputted to the external knitting control command registration means. When the train control command 36-11 is not received, no information is output to the outside at all.

Next, a description will be given of processing performed by the train / individual organization control command converting means provided in the individual organization control command generation means of this embodiment.

The processing of the train / individual organization control command converting means of the present embodiment is the content information generation process itself of the train / individual organization control command correspondence information table described in the fourth or fifth embodiments. That is, FIG. 28 and its description of Embodiment 4, or FIG. 32 and its description of Embodiment 5 correspond to the description of the train / individual combination control command converting means of this embodiment. In addition, the individual knitting control command maximum value Ni acquired by each process of step 28-03 of FIG. 28 of Example 4, or step 32-04 of step 32 of Example 5, and step 32-05, The individual knitting retrograde performance α _i , n _i (V) and the individual knitting weight M _i refer to the overall knitting performance information received from the whole knitting performance registration means, and the processing of steps 32-03 of FIG. 32 of Example 5 is performed. For train reverse performance α _train , n _train (V) referred to in the above, reference is made to train schedule overall performance information received from the train schedule overall performance registration means.

Incidentally, the processing related to the brake control merely changes the variable related to the retrograde control to the variable related to the brake control, and the same explanation holds true.

At this time, when the train consists of a single vehicle train, the individual train control command generation means of the present embodiment follows the processing described above as it is, thereby setting the content of the train control command to the individual train control command as it is.

As described above, the individual knitting control command generating means of the present embodiment can generate the individual knitting control command appropriately corresponding to the configuration state of the vehicle formation in the train from the train control command given to the train.

In addition, the individual formation control command generation means of this embodiment uses the information processing as individual formation performance information indicating the individual driving performance of each vehicle formation in the train or train formation overall performance information indicating the driving performance of the entire train. This is referred to as processing. Accordingly, the individual train control command generation means of the present embodiment is that if the train can acquire the train train general performance information or the car train individual performance information, the train is composed of any type or quantity of car trains. In any case, it is possible to generate an individual formation control command corresponding to the configuration state of the vehicle formation in the train. This feature can be realized more effectively by mounting the train control system of the present embodiment together with the train control system described in the first or second embodiment.

In the present embodiment described above, in addition to the effects described in the fourth embodiment or the fifth embodiment, the same effects as those described in the sixth embodiment of the train control system provided with the train grouping general control system are separately provided. It can have by the structure of the processing means of.

In addition, in addition to the above it can have the following effects.

That is, with regard to the generation processing of the individualized control control command corresponding to the train control command, even if the train control command is designated steplessly and continuously, it is possible to set the individualized control control command with detailed determination. In the conventional train control system, a stepwise designation method using a notch or the like for a travel control command has been common. Therefore, the correspondence relationship between the train control command and the individual control command is described in the train / individual combination control command correspondence information table with the discrete value of the train control command as an item as in the case of the fourth embodiment or the fifth embodiment. The method was effective. On the other hand, in the train control system adopted later, in order to aim at improving the accuracy of the running control, in addition to the specification by the torque value and the acceleration / deceleration speed, it is expected that the refinement and the continuous value of the driving control command proceed. In this embodiment, which has to cope with such a prospect, the process of directly generating the individualized control command from the train control command is incorporated in the control cycle while driving, so that it is possible to cope with division and merging, and also to support the continuation of the train control command. One train control system is possible.

(Example 9)

In the present embodiment, the train control system includes a train control device 37-01 for determining train control commands for collectively controlling the running of the entire train, and the train control commands to receive the train control commands to form a vehicle for the train. According to the configuration state, it is comprised by the formation control system 37-02 which controls each vehicle formation in the said train separately.

In this embodiment, the organization general control system 37-02 receives a train control command from the train control device 37-01, and is responsible for individual driving control of each vehicle formation in the train based on this. . In the individual driving control of each vehicle formation, a method of generating an individual formation control command mounted in any one of the train organization general control systems from Embodiments 4 to 8 is used, and the vehicle travels according to the configuration of the vehicle formation of the train. Take control

In addition, in this embodiment, the organization generalization control system 37-02 generates the train organization general performance information which shows the driving performance of the whole train from the individual organization performance information which showed the individual driving performance of each vehicle formation in a train. This outputs to the train control apparatus. In the generation of the train schedule generalization performance information, by using the generation method of train schedule overall performance information mounted in the train schedule control system of any one of the second or third embodiment, the driving according to the configuration state of the vehicle configuration of the train Take control

The above-mentioned formation generalization control system is equipped with the train formation generalization control system described in any one of Embodiment 1 thru | or 8, and the individual formation control system which is equipped with each vehicle formation in a train, and runs the vehicle formation separately. It can be implemented as an integrated form. That is, the knitting general control system is comprised from the train knitting general connecting apparatus as described in any one of Embodiment 1 thru | or 8, the connection between knitting, and the apparatus contained in the said individual knitting control system. The driving control according to the configuration of the vehicle configuration of the train under the organization general control system is the individual organization control command described in any one of Embodiments 4 to 8, which is mounted on the train organization general connection device 37-03. Generation process or the generation process of train formation general performance information described in any one of Embodiments 2 or 3.

37 shows one configuration of the train control system according to the present embodiment. The train control apparatus 37-01 directly connects to the train organization general connection device 37-03 in the inside of the organization general control system 37-02. The train knitting general connecting device 37-03 is also directly connected to the inter-knit connecting device 37-04, and is connected to other devices in the vehicle knitting through the individual knitting device connecting line 37-05. In Fig. 37, the combination of the train knitting control connecting device 37-03 and the knitting connecting device 37-O4, which is inside the knitting general control system 37-02, is in any of the first to eighth embodiments. It constitutes the system equivalent to the train organization general control system described in one.

38 shows another configuration of the train control system according to the present embodiment. The train control apparatus 38-01 directly connects to the train organization general connection device 38-03 in the inside of the organization general control system 38-02. The train knitting general connecting device 37-03 is also connected to the inter-knit connecting device 38-04 through the individual knitting device connecting line 38-05, and the individual knitting device connecting line 38-05 is connected. It connects to other equipment in the vehicle organization through the. In FIG. 38, inside the knitting general control system 38-02, the train knitting general connecting device 38-03 and the knitting device connecting line 38-04 are connected via the individual knitting device connecting lines 38-05. The combination constitutes a system equivalent to the train formation general control system described in any one of the first to eighth embodiments.

39 shows another configuration of the train control system according to the present embodiment. The train control device 39-01 is connected to the train knitting general connecting device 39-03 inside the knitting general control system 39-02 through the individual knitting device connecting line 39-05. The train knitting general connecting device 39-03 is also directly connected to the inter-knit connecting device 39-04, and is connected to other devices in the vehicle knitting through the individual knitting device connecting line 39-O5. In Fig. 39, the combination of the train knitting control connecting device 39-03 and the knitting connecting device 39-04 in the inside of the knitting general control system 39-02 is not limited to any one of the first to eighth embodiments. It constitutes the system equivalent to the train organization general control system described in one.

40 shows another configuration of another train control system according to the present embodiment. The train control apparatus 40-01 is connected to the train knitting general connecting device 40-03 inside the knitting general control system 40-02 via the individual knitting device connection line 40-O5. The train knitting general connecting device 40-03 is also connected to the inter-knit connecting device 40-04 via the individual knitting device connecting line 40-05, and the individual knitting device connecting line 40-05 is connected. It connects to other equipment in the vehicle organization through the. In FIG. 40, inside the knitting general control system 40-02, the individual knitting device connection lines 40-05 of the train knitting general connecting device 40-03 and the knitting device 40-04 are shown. The combination through the above constitutes a system equivalent to the train formation general control system described in any one of the first to eighth embodiments.

The train control system of this embodiment described above can have the effect equivalent to the effect as described in any one of Example 1-Example 8 by another structure.

(Example 10)

In the present embodiment, the train control system controls the driving of the entire train, and determines an individual formation control command for individually driving control of each vehicle combination in the train according to the configuration of the vehicle formation of the train. A train control device 41-01 that outputs an individual formation control command to the vehicle formation, and an individual formation control system 41-02 equipped with each vehicle organization in the corresponding train to individually drive control of the vehicle formation. It is composed of

In the present embodiment, the train generalization control unit 41-01 is a method for generating the individual organization control command mounted in any one of the train organization general control systems in the fourth to eightth embodiments in determining the individual travel control command. By using, the driving control in accordance with the configuration state of the vehicle configuration of the train concerned.

In addition, in this embodiment, the train generalization control apparatus 41-01 receives individual knitting performance information indicating the individual driving performance of each vehicle formation in the train from each individual formation control system in the corresponding train, and accordingly the corresponding train Train formation general performance information showing the overall driving performance is generated and used for driving control of the entire train. In the generation of the train schedule generalization performance information, by using the method of generating the train schedule overall performance information mounted in the train schedule control system of any one of the second or third embodiment, the driving according to the configuration state of the vehicle configuration of the train Take control

The above train generalization control device 45-01 includes a train organization general control system described in any one of Embodiments 1 to 8, and a train control device for determining train control commands for collectively controlling the running of the entire train. It can be implemented as an integrated form. That is, the train generalization control apparatus 41-01 is comprised by the combination of the train organization general connection apparatus as described in any one of Embodiment 1 thru | or 8, the inter-connection coupling apparatus, and the said train control apparatus. The running control according to the configuration of the vehicle formation of the train undertaken by the train generalization control system is the generation process of the individualized organization control command described in any one of Embodiments 4 to 8, which is mounted on the train organization generalized connection device, or This is realized by the generation process of train formation general performance information described in any one of the second or third embodiments.

41 shows one configuration of the train control system according to the present embodiment. The train general control unit 41-01 includes a function of a train control unit that determines control commands for collectively controlling the running of the entire train, and a train organization general connection unit 41-03 therein. . The train formation general connection device 41-03 is also directly connected to the inter-organization connection device 41-04 which the train generalization control device 41-01 contained inside, and also the individual formation control system 41-O2. It connects to the other apparatus in a vehicle formation via the individual knitting apparatus connection line 41-05 in the inside of the vehicle. In Fig. 41, the train generalization control unit 41-01 constitutes a train generalization control system, and therein, a combination of the train organization generalization connection device 41-03 and the inter-organization connection device 41-04. This system constitutes a system equivalent to the train organization general control system described in any one of the first to eighth embodiments.

The train control system of the present embodiment described above can have an effect equivalent to the effect described in any one of the first to eighth embodiments by a separate configuration.

(Example 11)

In the present embodiment, the train control system controls the driving of the entire train, and determines the train control command for determining the individual formation control command for individually driving control of each vehicle combination in the train according to the configuration of the vehicle formation of the train. Dynamically coupled with the control device 42-01, the individual train control system 42-02 equipped with each vehicle train in the corresponding train, and the individual train control system 42-02 for individually driving control of the vehicle train, It consists of an inter-connection connecting device 42-04 in charge of information transmission between the vehicle formations.

The train generalization control apparatus of the present embodiment differs only in that the coupling device between the trains is independent from the train generalization control apparatus described in the tenth embodiment, and others are the same as those in the tenth embodiment. That is, the train control system has the same function as the train control system described in the tenth embodiment.

42 shows one configuration of the train control system according to the present embodiment. The train generalization control device 42-01 includes a function of the train control device for determining control commands for collectively controlling the running of the entire train, and a train organization general connection device 42-03 therein. . The train knitting general connecting device 42-03 is also directly connected to the inter knitting connecting device 42-04, and the individual knitting device connecting line 42-05 inside the individual knitting control system 42-02. It connects to other equipment in the vehicle organization through. In Fig. 42, the combination of the train generalization control device 42-01 and the inter-connection coupling device 42-04 constitutes a system equivalent to the train generalization control system described in Example 10. In addition, the combination of the train formation generalization connection device 42-03 and the connection between connection formation 42-O4 constitutes the system equivalent to the train formation generalization control system in any one of Example 1-8.

43 shows another configuration of the train control system according to the present embodiment. The train generalization control unit 43-01 includes a function of a train control unit that determines control commands for collectively controlling the running as the entire train, and a train organization general connection unit 43-03 therein. . The train knitting general connecting device 43-03 is also connected to the inter knitting connecting device 43-04 via the individual knitting device connecting line 43-05 inside the individual knitting control system 43-02. Furthermore, it connects to the other equipment in a vehicle formation via the individual knitting device connection line 43-05. In FIG. 43, the combination of the train generalization control unit 43-01 and the interbody coupling device 43-04 constitutes a system equivalent to the train generalization control system described in the tenth embodiment. In addition, the combination of the train organization generalization connection device 43-03 and the inter-connection connection device 43-04 constitutes a system equivalent to the train organization general control system described in any one of the first to eighth embodiments.

The train control system of this embodiment described above can have the effect equivalent to the effect as described in any one of Example 1-Example 8 by another structure.

(Example 12)

In the present embodiment, the train control system is equipped with a train control device for determining train control commands for collectively controlling the running of the entire train, and for each vehicle combination in the train, and the vehicle combination is individually run-controlled. Receiving the individual train control system, the train control command, and determining an individual train control command for individually driving control of each vehicle train in the train according to the configuration of the train train of the corresponding train; It is composed of a general control connection device 44-04, which is in combination with the organization and mechanically in charge of the information transmission between the vehicle organization.

In this embodiment, the general control connecting device 44-04 receives the train control command from the train control device 44-01, and in the determination of the individual driving control command based on this, from the fourth embodiment to the eighth embodiment. By using the generation method of the individual formation control instruction mounted in any one train formation control system up to now, it is in charge of the driving control according to the configuration state of the vehicle formation of the corresponding train.

In addition, in the present embodiment, the overall control connecting device 44-04 generates train formation overall performance information showing the running performance of the entire train from the individual formation performance information indicating the individual driving performance of each vehicle formation in the train. This is output to the train control device 44-01. In the generation of the train schedule generalization performance information, by using the generation method of the train schedule overall performance information mounted in the train schedule management system of any one of the second or third, the driving according to the configuration state of the vehicle configuration of the train Take control

The above general control connection device 44-04 can be mounted as a form in which the train organization general control system described in any one of Embodiments 1 to 8 is integrated into one device. That is, the overall control connecting device 44-04 is constituted by the combination of the train knitting general connecting device described in any one of Embodiments 1 to 8 and the connecting device between the knitting. The traveling control according to the configuration of the vehicle configuration of the train undertaken by the overall control connecting device 44-04 is described in any one of Embodiments 4 to 8 mounted on the train knitting general connecting device 44-03. This is realized by the generation process of the individual formation control command or the generation process of the train formation general performance information described in any one of the second or third embodiments.

44 shows one configuration of the train control system according to the present embodiment. The train control device 44-01 directly connects to the train formation general connection device 44-03 inside the overall control connection device 44-04. The train organization general connection device 44-03 also connects to other devices in the vehicle formation via the individual knitting device connection line 44-05 inside the individual knitting control system 44-02. In Fig. 44, in the overall control connecting device 44-04, the train knitting general connecting device 44-03 is connected between the train knitting general connecting device 44-03 and the knitting system which is in charge of transmitting information between the vehicle knitting while being mechanically coupled with another adjacent vehicle forming. The combination of functions constitutes a system equivalent to the train formation general control system described in any one of the first to eighth embodiments.

45 shows another configuration of the train control system according to the present embodiment. The train control device 45-01 connects the individual knitting devices inside the individual knitting control system 45-02 to the train knitting general connecting device 45-03 inside the overall control connecting device 45-04. We connect through line 45-05. The train formation general connecting device 45-03 also connects to other devices in the vehicle formation via the individual knitting device connection line 45-05. In FIG. 45, in the overall control connecting device 45-04, the train knitting general connecting device 45-03 is connected between the train knitting general connecting device 45-03 and the knitting system which is in charge of transmitting information between the vehicle knitting while being mechanically coupled with another adjacent vehicle forming. The combination of functions constitutes a system equivalent to the train combination control system described in any one of the first to eighth embodiments.

The train control system of this embodiment described above can have the effect equivalent to the effect as described in any one of Example 1-Example 8 by another structure.

As described above, according to the present invention, in a train control system that controls the running of a train, even if the train is changed in the configuration state of various vehicle formations by division / merge driving, It is possible to perform traveling control that is precisely adapted to the configuration state.

That is, the train control system which performs a travel control process by the train control system by the whole position of the whole train, the individual formation control system which performs a travel control process in the position which paid attention to each vehicle formation in the said train, and the said By distinguishing between train control devices and the individual train control system and separating them into train train control systems for mediating their mutual exchange of information, it is easy to realize driving control corresponding to various vehicle train configurations in the train. It also makes it possible to optimize the running control for the configuration state.

In addition, by generating information indicating the exact driving performance of the entire train from the individual driving performance information of each vehicle formation in the train, the driving control that accurately considers the driving performance of the entire train can be performed in any configuration state of the vehicle formation in the train. It becomes possible. That is, it contributes to the optimization regarding driving control of the entire train.

In addition, by appropriately generating an individual formation control command for individually controlling the travel of each vehicle in the train from the train control command for collectively controlling the entire train, taking into account the difference in the driving performance of each vehicle in the train, With regard to the driving state of the entire train indicated by the train control command, it is possible to realize the optimum driving state according to the configuration state of the vehicle formation in the train for each vehicle formation.

As described above, according to the train control system of the present invention, both the driving control which grasps the traveling of the entire train collectively and the driving control which focuses on the vehicle configuration constituting the train individually are higher than the prior art. It can be realized.

Claims (8)

In a train control system for controlling the running of a train consisting of a single or a plurality of vehicles, A train control device for determining a train control command for collectively controlling the running of the train; A train control system, comprising: a generalizing control unit for individually controlling driving of each vehicle group in a train according to a configuration of a vehicle train of a train; The method of claim 1, The organization overall control unit, Each vehicle in the train, and also has a separate configuration control unit for controlling the driving of the vehicle separately, A train control system comprising a train formation control unit that mediates the exchange of information between the train control unit and the individual formation control unit between the train control unit and the individual formation control unit. The method of claim 2, The train organization general control unit, A train organization general connection device for exchanging information regarding the collective driving control of the train control device and the train, and exchanging information about the individual driving control of the vehicle configuration with the individual organization control system; And a train-to-train connection device in charge of information transmission between different vehicle trains in the train. The method of claim 3, wherein The train organization general control unit, Receiving individual knitting performance information indicating the individual driving performance of the vehicle formation in the individual formation control unit, and has a train organization general connection device for outputting the train organization overall performance information showing the running performance of the entire train to the train control device Train control system, characterized in that. The method of claim 3, wherein The train organization general connection device of the train organization general control unit, From the respective individual formation performance information showing the individual running performance of each vehicle formation in the train, train formation overall performance information showing the running performance of the entire train is generated according to the configuration of the vehicle formation of the train, Train control system, characterized in that it has a train formation overall performance generating means. The method of claim 3, wherein The train organization general control unit, Receiving a train control command for collectively controlling the running of the entire train from the train control device, and outputs the individual train control command for individually driving control of the vehicle train to the individual train control system; Train control system having a connecting device. The method of claim 3, wherein The train organization general connection device of the train organization general control unit, Generating, according to the configuration of the vehicle formation of the train, each individual formation control command for individually controlling the vehicle combination in the train from the train control instruction for collectively controlling the running of the entire train; Train control system, characterized in that it has a separate configuration control command generation means. The method of claim 7, wherein The individual knitting control command generation means, Each of the individual knitting control commands is controlled from the train control command so that the driving state of each vehicle knitting caused by each of the individual knitting control commands is taken into consideration to reduce the stress burden interacting between the respective vehicle knitting. A train control system comprising: an individual formation control command generation means for generating.