KR20070037352A - Automatic train operation device - Google Patents

Abstract

An object of the present invention is to improve the stop accuracy during the exact stop control while using a simple calculation algorithm.

As a solution of the above problem, the deceleration start determination means 7, the deceleration control means 8, and the final positioning control means 9 respectively predict the forward direction based on the travel plan calculated by the travel plan calculation means 4. Using the technique, determination of the deceleration start time point, deceleration control, and final positioning control are performed, and a notch command is output to the notch output determination means 10 in accordance with the mode determined by the control mode determination means 5.

Speed detector, ground detector, speed / position detection means, travel plan calculation means, control mode determination means, switching means

Description

Automatic Train Driving Device {AUTOMATIC TRAIN OPERATION DEVICE}

1 is a block diagram showing the configuration of an automatic train driving apparatus according to a first embodiment of the present invention.

2 is a block diagram showing a configuration of an automatic train driving apparatus according to a second embodiment of the present invention.

FIG. 3 is an explanatory diagram showing an example of the predictive control region calculated by the predictive control region calculating means 12 in FIG. 2. FIG.

4 is a block diagram showing a configuration of an automatic train driving apparatus according to a third embodiment of the present invention.

FIG. 5 is an explanatory diagram showing a correspondence relationship between a travel plan calculated by the travel plan calculation means 4 in FIG. 4 and a change state of brake torque; FIG.

Fig. 6 is an explanatory diagram of the movement of the target position on the control immediately before the stop in the first to third embodiments of the present invention.

7 is a block diagram showing the configuration of an automatic train driving apparatus according to a fourth embodiment of the present invention.

FIG. 8 is an explanatory diagram showing the speed true value estimated value calculated by the speed / position detecting means 3A in FIG. 7 compared with a value associated with it; FIG.

9 is a block diagram showing a configuration of an automatic train driving apparatus according to a fifth embodiment of the present invention.

FIG. 10 is an explanatory diagram showing a correspondence relationship between a period in which the travel plan calculation means 4 in FIG. 9 restrains the rerun of the travel plan and a period in which the brate torque is stable. FIG.

11 is a block diagram showing the configuration of an automatic train driving apparatus according to a sixth embodiment of the present invention.

12 is a block diagram showing a configuration of an automatic train driving apparatus according to a seventh embodiment of the present invention.

13 is an explanatory diagram of a "reverse difference method" in the exact position stop control;

14 is an explanatory diagram of a "forward prediction method" in the exact position stop control;

Explanation of symbols for the main parts of the drawings

One… Speed detector 2... Terrestrial detector

3... Speed and position detecting means 4... Travel plan calculation

5... Control mode determining means 6. Transition means

6a, 6b, 6c... Input terminal 6d... Switching contact

7... Deceleration start determination means 8... Deceleration control means

9... . Final positioning control means 10... Notch Output Determination Means

11... . Brake output creation means 12.. Prediction control region calculation means

13... Travel plan calculation interval changing means 14. Velocity true value estimating means

15... Deceleration estimation means 16. Brake model update means

17... Control condition updating means M1 to M4... Memory

The present invention relates to an automatic train driving device that automatically performs a stop control.

In recent years, the train schedule of the train tends to be denser, and if the vehicle exceeds the predetermined stop position, the stop position is adjusted, which causes a delay in train operation. In addition, installation of a homedoor is in progress for the safety of passengers, and the train needs to be stopped with high accuracy in accordance with the installation of the safety door. Meanwhile, veteran drivers tend to decline every year, fearing that uniform driving cannot be maintained in the future. In order to maintain uniform operation and to reduce the risk of train running delay, an automatic train driving device that automatically performs a fixed position stop control has been proposed.

Here, two methods are mentioned as the main method of determining the deceleration start time point in the fixed position stop control. In this specification, these two methods are called a "reverse difference method" and a "forward prediction method", respectively.

As shown in Fig. 13 (a), the reverse subtraction method first determines the stop target position Pe, and from this, the deceleration distance La and the freeway are reversed from the direction of travel toward the current position of the train. ) Is a method of obtaining the deceleration starting point Ps by subtracting the distance Lb (see Patent Document 1, for example).

Here, the princess distance Lb is a moving distance in the princess time Tb, as shown in FIG. 13B, and the princess time Tb is obtained by adding waste time Tb1 and delay time Tb2. will be. The waste time Tb1 is the time from the output time T1 of the deceleration start command to the output time t2 of the notch signal, and the brake device inputs the notch signal at the time t2 as the delay time Tb2. Up to a time point t3 for generating a brake torque of a predetermined level or more.

On the other hand, the forward prediction method is a method of trying to find the deceleration starting point that can stop at the stop target position Pe by predicting the "departure", that is, the deceleration characteristic of the train toward the train traveling direction as shown in FIG. For example, refer patent document 2).

That is, the stop target position when the deceleration control is first performed from the point Ps1 is calculated, and if the stop target position is ahead of the original correct stop target position Pe, then from the point Ps2, Calculate the stop target position when deceleration control is to be performed. If the stop target position is also ahead of the original correct stop target position Pe, the stop target position when the deceleration control is to be performed from the next point Ps3 is further calculated. If the stop target position at this time coincides with the original correct stop target position Pe, this point Ps3 is used as the deceleration start point.

In this way, a method of obtaining the deceleration start point by repeating the forward prediction operation a plurality of times in the advancing direction is called a forward prediction method. Although this forward prediction method must repeat a plurality of operations, it is possible to simplify the calculation algorithm for calculating waste time and the like, and it is possible to perform the calculation in a short time.

[Patent Document 1] Japanese Patent Application No. 2004-253281 (Publication Patent No. 2006-74876)

[Patent Document 2] Japanese Unexamined Patent Publication No. 2003-235116

The prior art according to Patent Literature 1 seeks to obtain a deceleration start point by a reverse deduction method. However, this reverse deduction method has a complicated calculation algorithm for obtaining waste time, which leads to a long calculation time, and thus an operation to obtain a deceleration start point. It may also occur after the train has already passed the deceleration start point at the end.

On the other hand, the prior art according to Patent Literature 2 obtains the deceleration starting point by the forward prediction method in which the calculation algorithm is simplified, but does not disclose the detailed control content after the deceleration starting point is obtained.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide an automatic train driving apparatus capable of improving the stopping accuracy during the exact stop control while using a simple algorithm.

The present invention is a means for solving the above problems, and based on the input of the speed detection signal and the position detection signal of the train, the traveling plan for stopping the vehicle of the train at a predetermined target position by using the forward prediction method. A predetermined control period during the train running at the time of starting the deceleration for stopping the vehicle of the train at the predetermined target position based on the travel plan calculation means calculated for each predetermined control period and the travel plan calculated by the travel plan calculation means. Calculating and outputting a deceleration control command for stopping the vehicle of the train at the predetermined target position at predetermined control periods during the train journey based on the deceleration start determination means determined every time and the travel plan calculated by the travel plan calculation means. The train based on the deceleration control means and the travel plan calculated by the travel plan calculation means. Final positioning control means for calculating and outputting a final positioning control command for stopping the vehicle at the predetermined target position at every predetermined control period during open traveling, the deceleration start determining means, the deceleration control means, or the final positioning And notch output determining means for determining a notch output based on a signal from the means.

According to the present invention, it is possible to provide an automatic train driving apparatus capable of improving the stopping accuracy during the exact stop control while using a simple calculation algorithm.

1 is a block diagram showing the configuration of an automatic train driving apparatus according to a first embodiment of the present invention. The speed detector 1 is comprised by the pulse generator PG or tacho generator TG attached to the rotating shaft of a wheel. The ground level detector 2 detects the vehicle position of a train by detecting the ground level (transponder) installed on track. The speed / position detection means 3 outputs a speed detection signal and a position detection signal based on the signal inputs from these speed detector 1 and the ground wave detector 2.

In this embodiment, storage units M1, M2, and M3 are provided. The storage unit M1 stores line condition data such as stop target positions, gradients, and curves in each station. The storage unit M2 stores vehicle model data such as brake characteristics, vehicle weight, and speed limit. The control condition data relating to the exact position stop control is stored in the storage unit M3.

The travel plan calculation means 4 determines the speed of the train based on the input of the speed detection signal and the position detection signal from the speed / position detection means 3 and the input of the respective data from the storage units M1, M2 and M3. The traveling plan for stopping the vehicle at a predetermined target position is calculated for each predetermined control period (for example, 50 to 100 ms) during train travel by using the above-described forward prediction method.

Here, the traveling plan indicates the traveling schedule of the train using a combination of a notch output, a train position, and a train speed. If the error of the predictive brake model is small, the notch output at the present time can be extracted in accordance with the travel plan, thereby accurately stopping to the stop target position by traveling according to the travel plan.

The control mode determination means 5 determines the current control mode on the basis of the input of the speed detection signal and the position detection signal from the speed / position detection means 3 and the input of the control condition data from the storage unit M3. The determination signal is outputted to any one of the deceleration start determination means 7, the deceleration control means 8, or the final positioning control means 9 via the switching means 6. The switching means 6 has input terminals 6a, 6b, 6c and switching contact 6d, and the position of the switching contact 6d is automatically switched in accordance with the determination signal of the control mode determining means 5 have.

When the deceleration start determining means 7 inputs the determination signal from the control mode determining means 5, the deceleration start direction is changed based on the current train state (speed, position, etc.) in order to determine what time the deceleration start time should be. The traveling plan calculation means 4 is required to calculate the temporary running plan for each predetermined control cycle using the prediction method.

If the stop prediction position in this temporary running plan is far from the stop target position, it is not adopted as the driving plan (not yet commanded to start deceleration and commands another row), and then goes back to the next control cycle. The driving plan is to be calculated. And if the run traveling plan where the stop prediction position is close enough to a stop target position is acquired, it will employ | adopt this as a travel plan, and the notch output determination means 10 sends the notch command signal at the deceleration start time determined based on this travel plan. Output (in this case, the next control cycle becomes the deceleration control mode).

Here, the "notch command" is also called "brake notch" and is a command for obtaining a deceleration (brake force) corresponding to the position (notch position) of the brake handle of the driver's seat. This notch command is divided into plural stages (for example, 7 notches of B1 to B7) in the order of the magnitude of the brake force, and when the notch command of "notch B1" is output, the brake force is smallest and "notch B7". Is generated when the notch command is output. In addition, depending on the type of vehicle, the number of notches may be larger or smaller than seven notches. In addition, in recent years, fine brake control by a computer is performed so that the number of notches is increased so that the brake force can be changed almost continuously.

When the deceleration control means 8 inputs the determination signal from the control mode determination means 5, the forward prediction method is based on the current state of the train (speed, position, etc.) to obtain deceleration control characteristics after the deceleration start time. The driving plan calculation means 4 is required to calculate one or a plurality of temporary running plans for each predetermined control cycle using the. Here, how much the notch away from the brake notch at the present time is a candidate is stored in the storage unit M3 as control condition data.

For example, in the case where a notch away from the brake notch (for example, B4 notch) at the present time is selected as a candidate, the range of B4 ± 1 becomes three of B3, B4, and B5. A run plan is calculated using the brake notch. Alternatively, in the case of using a notch separated by one notch and two notches from the brake notch at the present time, the range of B4 ± 2 becomes four of B2, B3, B4, B4, and B6. The running plan used is calculated.

Then, the deceleration control means 8 employs as the traveling plan the temporary running position whose stop prediction position is closest to the stop target position among the calculated temporary running plans, and the deceleration control command signal (notch command) determined based on the traveling plan. Signal) is output to the notch output determining means 10.

Similarly, when the final positioning control means 9 inputs the determination signal from the control mode determining means 5, in order to obtain the exact position stop control characteristic after deceleration control, the current train state (speed, position, etc.). Based on the forward prediction method, the traveling plan calculation means 4 is required to calculate one or a plurality of temporary running plans for each predetermined control period.

And the last positioning control means 9 employ | adopts as a traveling plan the temporary running position whose stop prediction position is closest to a stop target position among the calculated traveling running plans, and the deceleration control command signal (determined based on this traveling plan) The notch command signal) is output to the notch output determining means 10.

The notch output determination means 10 inputs the notch command signal from the deceleration start determination means 7, the deceleration control means 8, or the final positioning control means 9 at predetermined control cycles, and based on these input signals. The notch output signal determined as described above is output to the brake output generating means 11. Moreover, the notch output determination means 10 has a change rate limiter, and abrupt change of a notch output is suppressed.

The brake output creation means 11 produces a brake output based on the input of the notch output from the notch output determination means 10, and outputs a brake signal to a brake device (not shown). In addition, in addition to the notch output signal from the notch output determination means 10, the notch output signal based on the operation of a driver may be input to the brake output creation means 11 based on the driver not shown. In this case, the brake output creating means 11 generates a brake output based on logic such as "manual priority" or "high priority" and outputs a brake signal.

Next, the operation of FIG. 1 will be described. During the train run, the speed / position combiner means 3 outputs a speed detection signal and a position detection signal based on the signal inputs from the speed detector 1 and the ground detector 2.

The travel plan calculation means 4, if there is a request for the temporary running plan calculation from any of the deceleration start determination means 7, the deceleration control means 8, or the final positioning control means 9, the speed detection signal and At the same time as inputting the position detection signal, the respective data of the storage units M1 to M3 are inputted, and a feedback signal is further inputted from the notch output determining unit 10 to calculate the temporary running plan, which is then decelerated to start. (7) or outputs to deceleration control means 8 or final positioning control means 9.

The deceleration start determination means 7, the deceleration control means 8, or the final positioning control means 9 calculate the temporary running plan in the traveling plan calculation means 4 at predetermined intervals, and among these calculated temporary running plans. We adopt the most suitable thing as travel plan.

In this case, in the present embodiment, the deceleration control means 8 adopts the driving plan having the weakest brake force among the temporary running plans in which the stop predicted position is sufficiently close to the front of the stop target position. Thereby, deterioration of a ride comfort can be suppressed, and the fall of subsequent control precision can also be suppressed.

On the other hand, the control mode determination means 5 selects the control mode at the present time based on the input of the speed detection signal and the position detection signal from the speed / position detection means 3 and the control condition data from the storage unit M3. Judging. And if it is determined that the control mode at the present time is the deceleration start determination mode, the control mode determination means 5 locates the switching contact 6d in the input terminal 6a, and puts the determination signal of that effect into deceleration start determination means. Output to (7).

The deceleration start determination means 7 calculates the temporary running plan to the traveling plan calculation means 4 every predetermined control period while the determination signal is input from the control mode determination means 5, and the stop prediction position is the stop target. If it is close enough to a position, it adopts as a traveling plan, and outputs the last notch to the notch output determination means 10 as a notch command. The notch output determination means 10 outputs a notch output signal to the brake output creation means 11 based on the input of this notch command, and the brake output creation means 11 receives the brake signal based on the input of this notch output signal. Is output to the brake device, not shown.

Next, the control mode determining means 5 determines the control mode at the present time as the reduced control mode, positions the switching contact 6d at the input terminal 6b, and sends the determination signal to the deceleration control means 8. )

While the deceleration control means 8 inputs the determination signal from the control mode determination means 5, the traveling plan calculation means 4 calculates the temporary running plan by a plurality of brake notches every predetermined control period, and stops prediction. The temporary running plan whose position is closest to the stop target position is adopted as the traveling plan, and the notch is output to the notch output determination means 10 as a notch command. The notch output determination means 10 outputs a notch output signal to the brake output creation means 11 based on the input of this notch command, and the brake output creation means 11 receives the brake signal based on the input of this notch output signal. Is output to the brake device, not shown.

Here, as described above, the deceleration control means 8 newly calculates a travel plan for each predetermined control period, and outputs a notch command according to the newly calculated travel plan to the notch output determining means 10, but the brake If the brake signal output from the output creation means 11 is just after switching, the notch command is held for a predetermined time. This is to prevent frequent switching (hunthing) of the brake notch.

Next, the control mode determining means 5 determines the control mode at the present time as the final positioning control mode, positions the switching contact 6d at the input terminal 6c, and determines the determination signal for that purpose. Output to control means 9.

While the final positioning control means 9 inputs the determination signal from the control mode determining means 5, the running plan calculation means 4 calculates the temporary running plan by the plurality of brake notches every predetermined control period. The temporary running position where the stop prediction position is closest to the stop target position is adopted as the travel plan, and the notch is output to the notch output determination means 10 as a notch command. The notch output determination means 10 outputs a notch output signal to the brake output creation means 11 based on the input of this notch command, and the brake output creation means 11 receives the brake signal based on the input of this notch output signal. Is output to the brake device, not shown.

Here, similarly to the deceleration control means 8, the last positioning control means 9 also maintains the notch command for a predetermined time when the brake signal output from the brake output generating means 11 is switched immediately, and the brake notch. To prevent hunting. However, in the final positioning control, it is also important to prevent the hunting and to accurately stop the target position. Therefore, the stop accuracy is secured by making the time required to hold the notch command minimum.

According to the configuration of FIG. 1 described above, the deceleration start determination means 7, the deceleration control means 8, and the final position based on the travel plan calculated by the travel plan calculation means 4 using the forward prediction method. Since the determination control means 9 performs determination, deceleration control, and final positioning control at the start of deceleration, respectively, it is possible to improve the stop accuracy during the exact stop control while using a simple algorithm.

2 is a block diagram showing the configuration of an automatic train driving apparatus according to a second embodiment of the present invention. 2 is different from FIG. 1 in that the predictive control region calculating means 12 and the storage unit M4 are added, and the deceleration start determination unit 7 and the deceleration control unit 8 are stored in the storage unit M4. Is inputted to the predictive control region, and the output of the notch output determination means 10 is fed back to the deceleration start determination means 7 and the deceleration control means 8.

In this figure, the predictive control region calculating means 12 is adapted to the input of the speed detection signal and the position detection signal from the speed / position detection means 3 and the input of the respective data from the storage units M1, M2, M3. Based on this, a predictive control region is calculated, and the calculated predictive control region is stored in the storage unit M4.

3 is an explanatory diagram showing an example of this predictive control region, in which a predictive control region upper limit and a predictive control region lower limit are set above and below the travel plan, respectively. If the driving plan in this figure is a reference deceleration curve calculated using the reference brake notch, the deceleration curve calculated using the strong brake notch is calculated and the lower limit of the predicted control area is calculated using the weak brake notch. It can be called a deceleration curve. The predictive control region is an area surrounded by the upper limit of the predictive control region and the lower limit of the predictive control region.

The deceleration start determination means 7 and the deceleration control means 8 perform the control while referring to this predictive control area, and immediately predict the result by performing feedback control when the speed and position of the train deviate from the predictive control area. Return to the control area.

That is, if the error of the predictive brake model used by the travel plan calculation means 4 at the time of calculation or a large disturbance enters, the accuracy of the travel plan is deteriorated and the stop accuracy is also deteriorated. Therefore, even when the maximum brake notch is used, there is a possibility that a situation may occur in which the vehicle stops past the stop target position or otherwise does not reach the stop target position by another drive. In the present embodiment, when the error or disturbance of the predictive brake model is increased and the deviation is caused from the predictive control region, the present invention switches to the feedback control from the driving plan calculated based on the forward prediction, and at the expense of riding comfort to some extent. It is trying to secure the castle.

However, if it is just before the stop, control by the driving plan calculated based on the forward prediction is performed even if it is out of the predictive control region (so that data from the storage unit M4 is input to the final positioning control means 9. Is not configured). This is because the waste time and the response delay can be taken into account by the control based on the traveling plan calculated based on the forward prediction, so that the stop position error can be made smaller than the feedback control.

In addition, in performing feedback control, the following three methods can be considered, for example.

Follow-up control is performed for the deceleration curve of the boundary of the prediction control region.

Follow-up control is performed with reference to a reference deceleration curve ("travel plan" curve in FIG. 3).

Follow-up control is performed on the reference deceleration curve, and when it returns to the prediction control area, it returns to the control by the traveling plan calculated based on the forward prediction.

4 is a block diagram showing the configuration of the automatic train driving apparatus according to the third embodiment of the present invention. 1 differs from FIG. 1 in that the travel plan calculation interval changing means 13 changes the interval when the travel plan calculation means 4 calculates the travel plan according to the change state of the brake torque (deceleration). To do that. Here, "interval" refers to the plot interval at the time of creating the curve of the traveling plan shown in FIG. 3, for example.

FIG. 5: is explanatory drawing which showed the correspondence relationship of the travel plan which the travel plan calculation means 4 calculates, and the change state of a brake torque and a brake notch. As shown in this figure, in the transient area until the brake torque changes greatly after switching the brake notch, the travel plan calculation means 4 performs forward prediction at minute intervals (i.e., short plot intervals). In the normal area where the torque hardly changes, the travel plan calculation area 4 makes forward prediction at sparse intervals (that is, long plot intervals).

As a result, the travel plan calculation means 4 can calculate the travel plan with high accuracy even in the transient area with a great change, and also reduce the number of calculations in the normal area with little change, thereby increasing the calculation processing time. It can be suppressed.

By the way, in the traveling plan calculated by the deceleration start determination means 7 and the deceleration control means 8 in each of the above-described embodiments, the control target position is set to the front of the original stop target position and the final position determination is made. In the travel plan calculated by the control means 9, the control target position and the original stop target position are set to coincide.

That is, as shown in Fig. 6, when the control moves from the deceleration control means 8 to the final positioning means 9 just before the stop, the target position on the control moves to a farther place. Therefore, the final positioning control means 9 can stop the vehicle with a brake notch weaker than the brake notch in the travel plan calculated by the deceleration control means 8 until then, and can reduce the shock at the time of stopping. have.

7 is a block diagram showing the configuration of an automatic train driving apparatus according to a fourth embodiment of the present invention. 7 differs from FIG. 1 in that the speed / position detecting means 3A has a speed true value estimating means 14. This embodiment attempts to prevent the deterioration of the accuracy of the speed detection and to secure a certain level of accuracy for the travel plan calculation.

That is, the speed pulse signal from the speed detector 1 constituted by PG or TG repeats the vibration greatly in the width of the speed resolution, and thus cannot be used as a control signal as it is. In order to use it as a control signal, it is necessary to take the moving average of the pulse signal of several periods (for example, 10 control periods), and to make it smooth. However, taking the moving average of the pulse signals for a plurality of cycles means that the speed detection is being performed based on the data of the past that are so old. Therefore, when the speed detection signal based on such old data becomes large, the deviation from the real speed at the present time becomes large, and when the travel plan calculation means 4 calculates a travel plan, the accuracy of the travel plan falls by that much.

In this fourth embodiment, the speed and position detection means 3A having the speed true value estimating means 14 is provided, and when the pulse signals from the speed detector 1 are smoothed, the temporal deviation between these pulse signals is obtained. Is calculated by, for example, the following equation, and the speed and position detection means 3A is output to the travel plan calculation means 4 using the speed true value estimate as a speed detection signal. have.

[Equation 1]

FIG. 8 is an explanatory diagram showing simulations of the speed detection raw values (speed pulse signals) from the speed detector 1, the moving averages thereof, the estimated speed true values, and the state of change of the speed true values by simulation, and contrasted them. to be. "True velocity value" can be obtained because it is a simulation, but cannot be obtained under actual control.

As shown in this figure, the velocity detection raw value is in a change state in which a large vibration is repeated. Since the moving average is a smoothing of the vibration, the large vibration is suppressed. However, since the moving average is taken using old data, the deviation from the true speed value increases. However, in the present embodiment, the speed true value estimation means 14 calculates the speed true value estimated value having a value close to the speed true value, and the speed / position detecting means 3A outputs this speed true value estimated value as the speed detection signal. . Therefore, the speed detection signal output by the speed / position detection means 3A is extremely high in accuracy.

9 is a block diagram showing the configuration of an automatic train driving apparatus according to a fifth embodiment of the present invention. 9 differs from FIG. 1 in that the deceleration estimating means 15 and the brake model updating means 16 are added so that the brake model data among the vehicle model data stored in the storage unit M2 is the brake model updating means. The point is to be updated by (16).

If there is an error in the predictive brake model, the deceleration estimation can be performed to correct the brake model, thereby improving the accuracy of the traveling plan and improving the stopping accuracy.

However, in order to perform this deceleration estimation, the brake torque must be in a stable state after switching the brake notch. If the switching of the brake notch is repeated before the brake torque is stabilized, the deceleration cannot be estimated. As a result, the accuracy of the driving plan is deteriorated.

In the present embodiment, when the deceleration estimating means 15 estimates the deceleration of the train and determines that the error of the predictive brake model is greater than a certain level based on the deceleration estimation, the brake model updating means 16 Update the predictive brake model.

As shown in Fig. 10, the deceleration control means 8 maintains the notch command between the brake notches in the coasting operation state and for a predetermined time. However, when the speed at the start of deceleration estimation is low, the time until reaching the stop target position is short, and deceleration start judgment and deceleration control may miss time due to the retention of the notch command. It is preferable to shorten the holding time of a notch command to some extent.

In this manner, according to the present embodiment, since the deceleration can be reliably estimated and the prediction brake model can be updated, the accuracy of the traveling plan can be improved, and thus the stopping accuracy for the stop target position can be improved.

11 is a block diagram showing the configuration of an automatic train driving apparatus according to a sixth embodiment of the present invention. FIG. 11 differs from FIG. 1 in that control condition updating means 17 for updating control condition data of the storage unit M3 is added. The control condition updating means 17 stores past control results, and updates the control condition data of the storage unit M3 based on the stored data.

According to the present embodiment, when there is a characteristic tendency between certain inverses, one or a plurality of data among control condition data such as control parameters, deceleration estimation parameters, control gains, etc. are selected as inverse parameters, and By adjusting between stations, the stopping accuracy can be improved.

For example, when control is shifted from the deceleration control means 8 to the final positioning means 9 just before stopping in FIG. 6, the brake notch just before stopping is weakened by moving the target position on the control further. Although the technique has been described, the control condition updating means 17 controls the deceleration control means 8 so that a brake notch that is too weak is not selected at this time, for example, if it tends to pass immediately before stopping between certain specific stations. The target position of the image is made closer to the stop target position than between the other stations, or the brake notch lower limit of the final positioning control means 9 is made stronger by one step. As a result, the inherent tendency between the inverses can be compensated and the stopping accuracy can be improved.

12 is a block diagram showing the configuration of an automatic train driving apparatus according to a seventh embodiment of the present invention. This embodiment is configured to include all the functions of each embodiment described so far. The operation or operation of this embodiment will be omitted since it can be easily inferred from the description in each embodiment described.

According to the present invention, it is possible to provide an automatic train driving apparatus capable of improving the stopping accuracy during the exact stop control while using a simple calculation algorithm.

Claims (7)

Travel plan calculation means for calculating a travel plan for stopping a vehicle of the train at a predetermined target position based on input of a speed detection signal and a position detection signal of the train at a predetermined control period during the train travel by using a forward prediction method; , Deceleration start determination means for determining a deceleration start time point for stopping the vehicle of the train at the predetermined target position for each predetermined control period based on the travel plan calculated by the travel plan calculation means; Deceleration control means for calculating and outputting a deceleration control instruction for stopping the vehicle of the train at the predetermined target position for each predetermined control period based on the travel plan calculated by the travel plan calculation means; A final positioning control means for calculating and outputting a final positioning control command for stopping the vehicle of the train at the predetermined target position based on the traveling plan calculated by the traveling plan calculating means at predetermined control periods during the driving; Notch output determination means for determining a notch output based on a signal from the deceleration start determining means, the deceleration control means, or the final positioning control means. Automatic train driving device comprising a. The method of claim 1, And a prediction control region calculating means for calculating a prediction control region with respect to the forward prediction method used by the deceleration start determining means and the deceleration control means, And the deceleration start determination means and the deceleration control means perform the determination and the output in the prediction control region calculated by the prediction control region calculation means. The method according to claim 1 or 2, And the travel plan calculation means shortens the predicted interval of the calculated travel plan in the transient area of the deceleration change and lengthens it in the normal area thereafter. The method according to claim 1 or 2, And the deceleration start determining means and the deceleration control means set the target position on the control ahead of the predetermined target position, and the final positioning control means matches the target position on the control with the predetermined target position. Automatic train driving device. The method according to claim 1 or 2, And a speed and position detection means for outputting the speed detection signal and the position signal of the train to the travel plan calculation means. The speed / position detecting means generates the speed detection signal based on smoothing of a plurality of pulse signals from the speed detector, and when the plurality of pulse signals are smoothed, the time between these pulse signals The speed train value estimation value which correct | deviated the shift | offset | difference is computed by a predetermined calculation formula, and this speed true value estimation value is output as the said speed detection signal to the said traveling plan calculation means, It is characterized by the above-mentioned. The method according to claim 1 or 2, Deceleration estimating means for estimating the deceleration of the train; Brake model updating means for updating the predictive brake model used by the traveling plan calculation means when calculating the traveling plan based on the estimation result of the deceleration estimation means, And the deceleration control means holds the deceleration control command after the change for a predetermined time when the deceleration control command is switched. The method according to claim 1 or 2, The travel plan calculation means calculates the travel plan based on input of a predetermined travel control condition, The predetermined travel control condition is updated by the travel control condition updating means based on past control results.

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