WO2011055470A1 - Système d'assistance à l'arrêt en position prédéfinie - Google Patents

Système d'assistance à l'arrêt en position prédéfinie Download PDF

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Publication number
WO2011055470A1
WO2011055470A1 PCT/JP2010/004398 JP2010004398W WO2011055470A1 WO 2011055470 A1 WO2011055470 A1 WO 2011055470A1 JP 2010004398 W JP2010004398 W JP 2010004398W WO 2011055470 A1 WO2011055470 A1 WO 2011055470A1
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WO
WIPO (PCT)
Prior art keywords
deceleration
notch
brake
brake notch
speed
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PCT/JP2010/004398
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English (en)
Japanese (ja)
Inventor
片岡健司
吉本剛生
葛城孝哉
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三菱電機株式会社
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Priority to JP2011539250A priority Critical patent/JPWO2011055470A1/ja
Publication of WO2011055470A1 publication Critical patent/WO2011055470A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/40—Adaptation of control equipment on vehicle for remote actuation from a stationary place
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0062—On-board target speed calculation or supervision
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles

Definitions

  • the present invention relates to a fixed position stop support system that supports stopping a moving body on a track in a railway or the like at a predetermined position.
  • the ground side device having a transmission function for transmitting distance information to a preset stop position, the distance information received from the distance information, and the measured travel amount on the traveling road Computation means for obtaining the distance to the stop position is provided, and the obtained distance is displayed.
  • the distance to the stop position target is accurately displayed at any time on the mobile body side, it is easy to understand for the driver of the mobile body, and it is shown that the stop position is guided quickly and accurately (for example, patents). Reference 1).
  • the conventional fixed position stop support system simply displays the distance to the stop position target, it is not known how much the brake notch should be output only from the distance information. Therefore, it is difficult for an inexperienced driver to stop at a fixed position with high accuracy.
  • the deceleration is different from the design value due to the weight of the moving body being larger than usual or the effectiveness of the braking device being different from normal, it is difficult to stop at a fixed position with high accuracy. .
  • the present invention has been made to solve the above-described problems. Even when the deceleration of the brake notch is different from the design value, the difference is stored as a correction value, and a recommended brake notch taking the correction value into consideration is provided. By displaying on the driver, a fixed position stop support system capable of improving stop accuracy is obtained.
  • the moving body is placed at a predetermined stop position, which is a relationship curve representing the relationship between the position of the moving body on the moving path and the speed of the moving body at this position.
  • a deceleration pattern storage unit for storing a deceleration pattern to be stopped, and a parameter storage for storing a deceleration parameter including design deceleration information for each brake notch of the moving body and geometric information of a route at each position on the moving route
  • a position detection unit that detects a current position and a current speed of the moving body, deceleration obtained from a temporal change in the current speed, brake notch information currently operated on the moving body, and the deceleration parameter
  • a characteristic estimation unit that obtains a current estimated deceleration from the brake and calculates a difference from the deceleration at the time of the design of the brake notch as a correction value; the current position;
  • the difference is stored as a correction value, and the recommended brake notch taking the correction value into consideration is presented to the driver, so that the stopping accuracy can be improved.
  • FIG. 1 is a configuration diagram of a fixed position stop support system according to Embodiment 1 for carrying out the present invention.
  • the fixed position stop support system includes a deceleration pattern creation unit 10, a parameter storage unit 20, a moving body (on-vehicle) position detection unit 30, a characteristic estimation unit 40, a notch selection unit 50, and a notch display unit 60. Is done.
  • the moving body moves on a route such as a train
  • the position detection unit 30 is provided on the moving body such as a train vehicle.
  • the deceleration pattern creation unit 10 reads the parameters for each deceleration pattern stored in the parameter storage unit 20, creates a deceleration pattern, and outputs the speed pattern information to the notch selection unit 50.
  • the (on-vehicle) position detection unit 30 detects the current position of the moving body and outputs the current position to the notch selection unit 50.
  • the characteristic estimation unit 40 estimates the deceleration from the current brake notch information and the temporal change in the train position and the train speed, outputs the estimated deceleration to the notch selection unit 50, and estimates the decrease in the parameter storage unit 20.
  • the difference between the speed and the design deceleration is output as a correction value.
  • the notch selection unit 50 selects a recommended brake notch that approximates the deceleration pattern from the deceleration estimated as the current position.
  • the notch display unit 60 displays the recommended brake notch selected by the notch selection unit 50.
  • the deceleration pattern creation unit 10 is not essential, and any deceleration pattern storage unit that creates a deceleration pattern by manual input and can store and retrieve the deceleration pattern may be used.
  • the deceleration pattern read from the deceleration pattern storage unit is output to the notch selection unit 50.
  • the deceleration pattern is a relationship curve representing the relationship between the position of the moving body on the moving path and the speed of the moving body at this position, and stops the moving body at a predetermined stop position such as a station. It is a relationship curve between the position to be made and speed.
  • a brake notch (also referred to as a notch) indicates the number of stages of a controller that is provided on a moving body such as a train and changes the brake output in a constant increment. Deceleration indicates the rate of time change of the speed decelerated by the brake, and takes a positive value during deceleration contrary to acceleration.
  • the recommended brake notch is a brake notch that the system recommends to the driver in order to stop at a predetermined position such as a preset station.
  • the parameter storage unit 20 has a design deceleration (or standard deceleration) for each brake notch, a wheel diameter, a reduction rate for giving a control margin, according to the type (model) of a moving body such as a train and individual differences. And parameters for calculating the deceleration pattern or the braking performance described later, such as the gradient information of the track at each position on the route on which the train operates.
  • the gradient information at each position on the route can be said to be geometric information at a specific position on the moving route.
  • the deceleration parameter can include gradient information, geometric information of a route such as a curve, weight information of a moving body such as a train, and weather information indicating the presence or absence of rain or snow.
  • these deceleration parameters may be stored in advance in the form of a ROM or the like. Further, every time the train travels, the deceleration parameter may be transmitted from the ground to the train by a separately prepared communication means. Further, the weight information of the moving body may store information obtained by a measuring instrument provided on the moving body, and in this case, the increase / decrease due to loading / unloading of a load or a person along the route is accurately reflected. be able to. Further, the weight information of the moving body may be input by a simple user interface such as a large, normal, or small button. In this case, the approximate weight of the moving body can be dynamically changed with a simple operation, and a relatively accurate deceleration pattern or estimated deceleration can be obtained.
  • the geometric information of the path of the moving body varies depending on the position on the path, it is preferable to provide means for obtaining geometric information at the position based on the deceleration parameter and the position of the moving body.
  • a deceleration parameter it is possible to previously have a table in which the travel route is divided into sections and the geometric information of gradient and curvature is recorded for each section.
  • the section can be obtained from the position of the moving body, and the geometric information of the gradient and curvature in the obtained section can be obtained from the table.
  • a table that records gradient and curvature information at discrete positions is provided, and the gradient and curvature information at the discrete positions on both sides of the position to be obtained are interpolated and obtained. The slope and curvature information can be used.
  • the deceleration pattern creation unit 10 creates a deceleration pattern for stopping the train at a fixed position using the parameters read from the parameter storage unit 20.
  • the gradient X [ ⁇ ] is constant and the deceleration ⁇ [km / (hs)] is constant regardless of the train speed. Yes, the effects of air resistance and curve resistance can be ignored.
  • the relationship between the remaining running distance d [m] and the corresponding speed V (d) [km / h] is expressed by, for example, the following formula (1).
  • the gradient X can be converted to a value (unit [km / h]) corresponding to the deceleration exerted on the train by dividing the gradient by the value 31.
  • the deceleration pattern is obtained from the parameters.
  • a plurality of deceleration patterns themselves may be stored in advance, and the corresponding deceleration pattern may be selected from the stored deceleration patterns to form a deceleration pattern.
  • the position detection unit 30 calculates the speed and position of the train on the track.
  • the position detection unit 30 is mostly a combination of a speed generator and a vehicle upper element, but may be realized by a GPS or a radar.
  • the speed is obtained by adding the wheel diameter to the pulse of the speed generator.
  • the position is obtained from the information from the vehicle upper element obtained by the train passing over the ground element installed at a predetermined position, and further the ground element position is used as a base point.
  • the position on the track is calculated by integrating the speed information.
  • Brake performance may have different characteristics from the design due to individual differences in brakes, aging deterioration, friction coefficient with the rail that changes due to weather, etc.
  • the characteristic estimation unit 40 estimates the actual brake performance for each brake notch from the position / speed information obtained by the position detection unit 30 and the brake notch output by the operation of the driver.
  • the brake performance is obtained by adding the gradient information at the position held in the parameter storage unit 20 to the actual deceleration obtained by differentiating the speed information from the on-vehicle position detection unit 30. This gradient information can be taken into account, for example, by setting a ratio to be corrected for each gradient in advance and applying a ratio corresponding to the gradient at the position. If there is a large difference between the estimated brake performance and the design deceleration for each brake notch stored in the parameter storage unit 20, the difference is output to the parameter storage unit 20 as a correction value and stored in the parameter storage unit 20. Keep it.
  • an acceleration sensor may be connected to the characteristic estimation unit 40 and the deceleration may be directly measured therefrom.
  • the brake performance can be obtained by adding the curvature information at the position from the curvature information held in the parameter storage unit.
  • This curvature information can be taken into account, for example, by setting a ratio to be corrected for each curvature in advance and changing the ratio corresponding to the curvature at the position.
  • the characteristic estimation unit 40 obtains and corrects the gradient at the current position from the gradient information stored in the parameter storage unit 20 based on the standard deceleration for each brake notch stored in the parameter storage unit 20. Thus, the deceleration can be estimated. This is effective immediately after changing the brake notch.
  • the notch selection unit 50 receives from the position detection unit 30. Select the recommended brake notch at the current position obtained. That is, the notch selection unit 50 selects, as a recommended brake notch, a brake notch having an estimated deceleration that brings the position-speed relationship closer to the deceleration pattern among the brake notches based on the current position and the current speed.
  • the notch display unit 60 displays information on the optimal notch (recommended brake notch) and the actual notch, which are the calculation results of the notch selection unit 50.
  • FIG. 2 shows the relationship between the train stop position 11 and the deceleration pattern 12 and the train position-speed curve 13 of the train that actually stops in the fixed position stop support system in a state where the brake performance is poor.
  • the deceleration pattern creation unit 10 determines that the vehicle has approached the stop station from the position information obtained from the position detection unit 30 based on the ground element installed at or before the deceleration start point 14 or the stop position of the previous station.
  • the deceleration pattern 13 for stopping at the train stop position 11 corresponding to the stop station is stored in the parameter storage unit 20.
  • the parameter storage unit 20 also stores deceleration parameters such as deceleration for each notch, wheel diameter, and gradient information at each position in the vicinity of the station, which are necessary for creating the deceleration pattern 13. Furthermore, in order to increase the accuracy, the deceleration pattern 13 may be obtained in consideration of the curve information of the moving body track at each position near the station, which is also stored in the parameter storage unit 20.
  • the curve information is one piece of geometric information of the moving body path, for example, the curvature of the curved shape of the moving body path.
  • the slope information or curve information is the slope or curve information at the position on the track, and if you specify the relative distance (called kilometer) on the track (route of the moving body) from the reference point, the position This is information for obtaining a slope or a curve (curvature).
  • information on the gradient and curvature at a discrete position (representative position) is stored in the parameter storage unit 20, and interpolation between discrete positions ( An arbitrary gradient and curvature between them may be obtained by interpolation).
  • the slope and curvature information of the section between the distance A and the distance B from the station and the switching point (switching machine) are stored in the parameter storage unit 20 to determine which section is the current position, and the slope and curvature of the section are calculated. May be requested.
  • the train decelerates due to the control result of the brake notch operated by the driver.
  • the characteristic estimation unit 40 calculates the actual deceleration ⁇ Bn by the brake notch Bn from the output (current position and current speed) of the position detection unit 30 and the geometric information (gradient information, etc.) of the route at the current position.
  • the estimated value is compared with the deceleration for each brake notch (referred to as ⁇ 0Bn) stored in the parameter storage unit 20, and the difference is stored in the parameter storage unit 20 as a correction value ⁇ Bn.
  • the correction value ⁇ Bn for each brake notch may be overwritten and updated each time it is estimated, or an average value for the past several times may be taken and stored.
  • the notch selection unit 50 periodically acquires the train position Dt and the speed Vt from the position detection unit 30, and compares them with the speed Vpt of the deceleration pattern 12 at the train position. According to the deceleration ⁇ 0Bn for each brake notch stored in the parameter storage unit 20, the deceleration ⁇ pt at the current position of the deceleration pattern 12 and the deceleration for each brake notch stored in the parameter storage unit 20 for the brake notch Bn Comparing the addition value of ⁇ 0Bn and the correction value ⁇ Bn (the addition result is estimated deceleration), the difference between the deceleration ⁇ pt and the estimated deceleration is sufficiently small, and the speed difference Vt ⁇ Vpt approaches 0, Select the optimal brake notch Bpt.
  • the brake notch can be stopped at the stop position by reducing the speed difference and with the smallest notch difference from the current brake notch.
  • the recommended brake notch For example, when the current speed is higher than the deceleration pattern 12, the stop position PBn is calculated when it is assumed that the brake stops with the respective brake performance ⁇ Bn with the notches being fixed for all the notches with higher brake performance than ⁇ pt, and PBn The brake notch closest to the train stop position 11 is the recommended brake notch.
  • the notch selection unit 50 sets the minimum position deviation value ⁇ P0 storing the minimum values of the actual stop position P0 and the assumed stop position PB to infinity, and sets the assumed notch storage variable B to the current value Bt.
  • step 102 the train position Dt and the speed Vt are acquired from the position detection unit 30.
  • Step 103 calculates the deceleration pattern 12 at the assumed notch B from the train position Dt and the speed Vt according to the estimated deceleration for each brake notch stored in the parameter storage unit 20, and further assumes the assumed stop position PB and the deceleration pattern.
  • the difference ⁇ P of the train stop position P0 at 12 is calculated.
  • Step 104 compares the absolute value of ⁇ P with the absolute value of the minimum positional deviation value ⁇ P0, and ends if the absolute value of ⁇ P is larger than the absolute value of ⁇ P0. Otherwise, go to step 105.
  • Step 105 stores the assumed notch B in the device notch storage variable B and ⁇ P in ⁇ P0.
  • pattern 106 it is checked whether the assumed stop position is before the train stop position. If it is before, the assumed notch is assumed to be slightly lower in step 107, and if the assumed stop position is behind the train stop position, step 108 is performed. Assuming that the notch is more strongly assumed.
  • step 109 it is checked whether the assumed notch is within the actual number of notch steps. If the notch is out of the range, the process is terminated, and if it is within the range, the process returns to step 103. This method of finding can be applied to the deceleration pattern 12.
  • FIG. 7 shows the deceleration pattern 12 and the train state 13 (train position Dt, speed Vt) at the current time.
  • the deceleration of the deceleration pattern 12 at the current time is calculated as 4 notches
  • the train state 13 at the current time is lower than the deceleration pattern 12, so if the vehicle stops at 4 notches, it is closer to the train stop position.
  • Side pattern 15 with 4 notches Therefore, the stop pattern 16 with the brake notched with one notch being lowered and fixed with 3 notches is also calculated, and the stop pattern 15 with 4 notches is compared with which is closer to the train stop position 11, and the notch stops at a closer position.
  • (3 notches in Fig. 7) is the recommended brake notch.
  • B1 and B3 are decelerations in the case of 4 notches
  • B2 is a deceleration in the case of 3 notches.
  • the notch display unit 60 presents the brake notch Bt currently output and the optimal brake notch Bpt selected by the notch selection unit 50 to the driver.
  • 3A, 3B, and 3C are graphic examples of the notch display portion 60 of the fixed position stop support system according to the first embodiment of the present invention.
  • the recommended number of brake notch steps is displayed numerically in the center circle.
  • triangles are shown above and below.
  • a large triangle is shown at a position close to the center circle, and a small triangle is shown following this large triangle.
  • FIG. 3B shows the state of the notch display portion 60 when the deceleration is slightly lower than the estimated deceleration. Since the notch selection unit 50 has selected 5 notches as the recommended brake notch based on the brake performance obtained by the characteristic estimation unit 40, the center number also displays “5”. Also, the lower triangular portion is lit, not the central circle. This display indicates that the recommended notch should be raised because the recommended brake notch is one step higher than the brake notch being operated.
  • FIG. 3C shows the state of the notch display portion 60 when the deceleration is significantly lower than the estimated deceleration. Since the notch selection unit 50 has selected 6 notches as the recommended brake notch based on the brake performance obtained by the characteristic estimation unit 40, the number in the center also displays “6”. Also, not the center circle but the bottom double triangle is lit. This indication indicates that the recommended brake notch is two or more steps higher than the brake notch being operated, so the notch should be raised significantly.
  • TASC Train Automatic Stop Control
  • the mounting rate is not high. For this reason, on most routes, the technique for stopping at a fixed position still depends on the skill of the driver. Normally, the driver stops at a fixed position by accumulating experience by setting a point to start deceleration at each station or by learning the actual deceleration with respect to the brake notch to be output. The brake notch operation technology is maintained.
  • the deceleration for each brake notch is also empirical. Since it differs from the value, it may occur that it stops from a fixed position.
  • FIG. 4 shows the relationship between the deceleration pattern 12 and the train speed 13 that are assumed when the vehicle stops at the conventional train stop position 11.
  • the deceleration pattern 12 is imaged in the driver's head, and the point where the deceleration pattern 12 and the train speed 13 traveling in front of the station intersect is also stored as the deceleration start point 14.
  • the driver When the train reaches the deceleration start point 14, the driver operates the brake notch so that the train speed 13 matches the imaged deceleration pattern 12.
  • the notch is raised or lowered to reduce the difference, the deceleration is adjusted, and the train is finally stopped at the train stop position 11.
  • the train is stopped at a fixed position by the skill of the driver.
  • Patent Document 1 discloses an assist device that displays an operator and a distance to a stop position target in order to improve the accuracy of stopping at a position.
  • determining how much the brake notch should be output based on the distance to the stop position target depends on the experience of the driver. For this reason, it is difficult to stop at a fixed position with high accuracy when the driver is inexperienced or when the deceleration is different from the design value.
  • FIG. 5 is a diagram for specifically explaining the above.
  • FIG. 5 is an operation example when the deceleration of the brake notch is lower than the design value.
  • the driver operates the brake notch when reaching the deceleration start point 14 in the same manner as in FIG. 4.
  • the train speed is determined from the deceleration pattern 12. 13 has gone away.
  • the driver outputs 7 notches when he notices that the deceleration is insufficient.
  • the driver cannot approach the deceleration pattern 12 and stops beyond the train stop position 11.
  • the notch selection unit 50 generates the deceleration pattern for stopping the train at the fixed position, the position detection, which is created by the deceleration pattern creation unit 10.
  • the recommended brake notch is calculated from the current position of the train by the unit 30 and the correction value for each brake notch estimated by the characteristic estimation unit 40, and the notch display unit 60 instructs the driver about the recommended brake notch.
  • the stopping accuracy for stopping at the position can be improved.
  • the notch that was considered to be appropriate was determined based on the experience of the driver, but since the fixed position stop support system according to the present embodiment indicates an appropriate notch, the train can be accurately operated regardless of the experience of the driver. It can be stopped at a fixed position.
  • the notch selection unit 50 uses the deceleration pattern created by the deceleration pattern creation unit 10 and the position detection unit 30 for stopping the train at a fixed position.
  • the recommended brake notch is calculated from the current position of the train and the correction value for each brake notch estimated by the characteristic estimation unit 40, and the notch display unit 60 instructs the recommended brake notch to the driver. Even if they are different, or even when the brake can only produce a deceleration lower than the design value, an appropriate notch operation is instructed, so that the train can be stopped at a fixed position with high accuracy.
  • Embodiment 2 the position detection unit 30 measures the current position of the moving body. However, the remaining distance measurement unit may accurately measure the distance to the stop position.
  • this embodiment will be described. Those given the same reference numerals as those in the above embodiment indicate that they correspond to or are equivalent to the configuration of the above embodiment.
  • FIG. 6 is a block diagram showing a fixed position stop support system according to Embodiment 2 of the present invention.
  • the fixed position stop support system includes a remaining distance measuring unit 70 in addition to the configuration according to the first embodiment.
  • Other configurations than the remaining distance measuring unit 70 are the same as those in the first embodiment.
  • the position detection unit 30 Since the position detection unit 30 detects the position of the train by integrating the travel distance from the position correction point with a speed generator or the like, the distance error increases as the distance from the position correction point increases.
  • distance accumulation by a normal speed generator has a feature that distance accumulation information at extremely low speed is inaccurate, so that the distance accuracy immediately before stopping is further deteriorated.
  • the remaining distance measuring unit 70 accurately measures the distance to the stop position using a radar, a radio surveying method, GPS, or the like. Therefore, the accuracy of the remaining total distance immediately before the stop is better in the information from the remaining distance measuring unit 70 than in the information from the position detecting unit 30.
  • the information from the position detection unit 30 is switched to the information from the remaining distance measurement unit 70, or the position and speed information of the train is determined by considering both information. To do. Thereby, even if it is just before a stop, the notch selection part 50 has an effect which calculates an appropriate brake notch, without deteriorating accuracy.
  • Embodiment 3 the correction values stored in the parameter storage unit 20 are classified and stored for each brake notch, but may be further classified according to the travel section. This has the effect of being able to cope with the case where the correction value fluctuates depending on the position even under the same weather conditions because the rail state differs depending on the travel section and there are sections that are slippery and sections that are not slippery. Further, the driver may input weather conditions and further classify according to the weather conditions. Furthermore, in order to eliminate long-term fluctuations due to deterioration over time, an upper limit of the number of stored correction values may be set.
  • the fixed position stop support system is suitable for a fixed position stop support system that supports stopping a moving body on a track in a railway or the like at a predetermined position.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

Selon l'invention, afin d'obtenir un système d'assistance à l'arrêt en position prédéfinie dont la précision d'arrêt, correspondant à la situation d'un corps mobile, est accrue, ledit système est équipé : d'une partie stockage de schémas de décélération dans laquelle sont stockés des schémas de décélération de mise à l'arrêt du corps mobile; d'une partie stockage de paramètres (20) dans laquelle sont stockés des paramètres de vitesse de décélération qui comprennent des informations de vitesse de décélération descriptives relatives à chaque encoche de frein et des informations géométriques relatives à une voie pour chaque position sur une voie de déplacement; d'une partie de détection de position (30) qui détecte une position et une vitesse actuelles du corps mobile; d'une partie d'estimation de caractéristiques (40) qui associe les informations géométriques concernant cette position avec une vitesse de décélération réelle et qui diminue la vitesse de décélération descriptive au niveau des encoches de frein en cours d'opération et acquiert une valeur de correction de vitesse de décélération au niveau des encoches de frein; et d'une partie choix d'encoche (50) qui choisit une encoche de frein possédant une vitesse de décélération estimée dont le rapport position et vitesse est proche du schéma de décélération, d'après des valeurs de correction de la position actuelle, de la vitesse actuelle et de chaque encoche de frein.
PCT/JP2010/004398 2009-11-09 2010-07-06 Système d'assistance à l'arrêt en position prédéfinie WO2011055470A1 (fr)

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JP2013203216A (ja) * 2012-03-28 2013-10-07 Japan Transport Engineering Co 定位置停車支援装置と定位置停車支援方法
JP2013212760A (ja) * 2012-04-02 2013-10-17 Kyosan Electric Mfg Co Ltd 運転支援装置及び運転支援方法
JP2014193098A (ja) * 2013-03-28 2014-10-06 Railway Technical Research Institute 鉄道列車の最適停止判定方法及びその運転士支援システム
JP2014200144A (ja) * 2013-03-29 2014-10-23 株式会社東芝 列車制御装置
JPWO2013183095A1 (ja) * 2012-06-05 2016-01-21 パナソニックＩｐマネジメント株式会社 情報システムおよび車載端末装置
CN105270445A (zh) * 2014-07-10 2016-01-27 株式会社日立制作所 自动列车运行装置以及自动列车运行方法
WO2016035597A1 (fr) * 2014-09-05 2016-03-10 三菱電機株式会社 Système de commande de train automatique
WO2018008560A1 (fr) * 2016-07-05 2018-01-11 株式会社東芝 Dispositif, procédé et programme de commande de train
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JP2019030188A (ja) * 2017-08-02 2019-02-21 株式会社東芝 車両速度位置検知装置、車両運転支援装置、車両運転制御装置、方法及びプログラム
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JPWO2020144930A1 (ja) * 2019-01-11 2021-11-25 株式会社日立製作所 列車制御システムおよび列車制御方法
JP7078756B2 (ja) 2019-01-11 2022-05-31 株式会社日立製作所 列車制御システムおよび列車制御方法
US11318920B2 (en) 2020-02-28 2022-05-03 Bendix Commercial Vehicle Systems Llc Brake controller storing deceleration profiles and method using deceleration profiles stored in a brake controller

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