WO2013179790A1

WO2013179790A1 - Train control device

Info

Publication number: WO2013179790A1
Application number: PCT/JP2013/061229
Authority: WO
Inventors: 山本　純子; 智射場; 康行宮島
Original assignee: 株式会社東芝
Priority date: 2012-05-30
Filing date: 2013-04-15
Publication date: 2013-12-05
Also published as: EP2857255A1; EP2857255A4; BR112014028228A2; JP2013251953A; JP5944229B2; CN104379396A; US20130325224A1; CN104379396B

Abstract

A train control device in an embodiment of the present invention is provided with the following: a detection unit for detecting the current position and speed of a train provided with the device; a timing unit for tracking the current time; a schedule input unit for inputting schedule data comprising an expected arrival time of the train at each station on a route; and a calculation unit for calculating a travel plan to the next station on the basis of a target travel time found by subtracting the tracked current time from the expected arrival time for the next station, which is included in the inputted schedule data, as well as on the basis of the detected current position, the detected speed, and the operating properties of the train and the route conditions.

Description

Train control device

Embodiments of the present invention relate to a train control device.

Conventionally, vehicles such as trains have been equipped with an automatic train operation (ATO) device in order to maintain uniform operation and reduce the risk of travel delay. This ATO creates a travel plan in a section from a certain station to the next stop station in advance, and performs various controls such as speed control and braking control according to this travel plan.

JP 2003-235116 A

By the way, the travel plan in ATO is calculated so that the travel time of the travel plan approaches the predetermined travel time determined for each station according to the route data or the vehicle model data, and the arrival time of the next station is taken into consideration. It was not created. Therefore, in the above-described prior art, when the departure is delayed from the diamond, the arrival at the next station may be delayed from the diamond.

The train control device of the embodiment includes a detection unit that detects the current position and speed of the own train, a time measuring unit that measures the current time, and a diagram that inputs diagram data including the scheduled arrival time of the own train at each station on the route. An input unit, a target travel time obtained by subtracting the current time measured from the estimated arrival time of the next station included in the input diagram data, the detected current position, the detected speed, and the own train A calculation unit that calculates a travel plan to the next station based on the driving characteristics and route conditions.

FIG. 1 is a block diagram illustrating a configuration of a train control device according to the first embodiment. FIG. 2 is a flowchart illustrating an example of the operation of the train control device according to the first embodiment. FIG. 3 is a conceptual diagram illustrating a travel plan. FIG. 4 is a conceptual diagram illustrating a travel plan when there is a passing station. FIG. 5 is a conceptual diagram illustrating a travel plan when there is a passing station. FIG. 6 is a conceptual diagram illustrating a travel plan when there is a passing station. FIG. 7 is a block diagram illustrating a configuration of the train control device according to the second embodiment. FIG. 8 is a conceptual diagram illustrating the relationship between the brake pattern estimated from the speed limit and the travel plan. FIG. 9 is a conceptual diagram illustrating the recalculation of the travel plan when there is an interval from the preceding train.

Hereinafter, the train control device of the embodiment will be described in detail with reference to the accompanying drawings.

[First Embodiment]
FIG. 1 is a block diagram illustrating a configuration of a train control device 1 according to the first embodiment. As shown in FIG. 1, the train T is provided with a train control device 1 and a drive / brake control device 3 that drives / brakes the train T based on a power running command and a brake command from the train control device 1. . The train T travels on the rail R by driving / braking the wheels 2 by the driving / braking control device 3. The drive / brake control device 3 includes an inverter for controlling the motor and a brake control device for cooperatively controlling the idling by the brake device and the electric control by the motor.

The train control device 1 includes a speed / position detection unit 10, an ATC on-board device 20 (Automatic Train Control), an ATO device 30, a diagram input unit 31, a database 32, a time measuring unit 33, and a display device 60. It is a configuration. The speed / position detection unit 10 detects the speed of the train T traveling on the rail R and the position on the route. Specifically, the speed / position detection unit 10 detects the speed of the train T from the output value of the TG 12 (tacho generator) interlocked with the rotation of the wheels 2. The TG 12 may be a PG (pulse generator) that works in conjunction with the rotation of the wheel 2. The speed / position detection unit 10 also determines the current position of the train T on the route based on the travel distance obtained by integrating the speed of the train T and the signal from the ground element 13 received by the vehicle upper element 11. Is detected. The speed of the train T detected by the speed / position detector 10 and the current position of the train T are output to the ATC on-board device 20 and the ATO device 30 as speed / position information.

The ATC on-board device 20 receives information notified from the ATC ground device 22 as an analog signal via the track circuit 23 of the rail R by the power receiver 21. The ATC on-board device 20 outputs a brake command to the drive / brake control device 3 based on the information notified from the ATC ground device 22 and the speed of the train T. The information notified from the ATC ground device 22 includes a signal display speed indicating a speed limit (display speed) in a closed section where the train T is present. The ATC on-board device 20 compares the signal display speed notified from the ATC ground device 22 with the speed of the train T. The ATC on-board device 20 outputs a brake command to the drive / brake control device 3 when the speed of the train T exceeds the signal display speed. Further, the ATC on-board device 20 outputs the signal display speed received by the power receiver 21 to the ATO device 30.

The ATO device 30 outputs a power running command and a brake command to the drive / brake control device 3 under the ATC on-board device 20. Specifically, the ATO device 30 exceeds the signal display speed output from the ATC on-board device 20 based on the speed of the train T detected by the speed / position detection unit 10 and the current position of the train T. A control command (notch command) such as a power running command and a brake command is output to the drive / brake control device 3 so that the train T travels in a range that does not exist and stops at a predetermined position of the station.

Further, the ATO device 30 calculates a travel plan until the train T having the current position and speed detected by the speed / position detection unit 10 reaches the next station according to the operation characteristics and route conditions of the own train (details will be described later). To do). This travel plan is data that defines power running, coasting and braking sections and curves for stopping the train T at a target position of the next stop station for a predetermined travel time. The ATO device 30 operates the train T based on the calculated travel plan.

In the case of automatic operation, the ATO device 30 outputs a power running command and a brake command to the drive / brake control device 3 based on the travel plan. Thereby, the train control device 1 automatically operates the train T according to the travel plan. In the case of manual operation, the ATO device 30 displays the target speed based on the travel plan on the display device 60 installed on the cab. Based on the target speed displayed on the display device 60, the driver operates a master controller (not shown) to manually operate the train T according to the travel plan.

The diamond input unit 31 receives input of diamond data including the scheduled arrival (passing) time of the train T at each station on the route. For example, the input of diamond data is accepted by wireless communication via the communication device 40, reading of data written in the memory unit 52 of the work card 51 which is an IC card connected via the I / F device 50, or the like. The diamond data input by the diamond input unit 31 is recorded as operation conditions on the database 32.

In this example, the schedule data of each train that operates on the route is managed by the operation management center 41. This diamond data is notified to the station management device 42 on the route of the train T via the communication line. In the station management device 42, the train T diagram data notified from the operation management center 41 is wirelessly communicated to the communication device 40 of the train T, or the work card 51 is inserted into the I / F device 50 by the driver at the start of operation. The train T is notified by writing to the memory unit 52.

The communication device 40 is a device that performs wireless communication with the station management device 42, reception of GPS signals, and the like. The communication device 40 receives the diagram data notified by radio from the station management device 42 and outputs it to the diagram input unit 31. The I / F device 50 is a card reader or the like, and reads the diamond data written in the memory unit 52 of the work card 51 and outputs it to the diamond input unit 31.

The database 32 includes route conditions (gradient, curvature, speed limit, etc.), operating conditions (stop target position of each station, schedule data including passage or arrival time at each station), vehicle performance (vehicle weight, acceleration / deceleration performance, etc.) Data necessary for the operation of the train T, such as train operating characteristics, is stored. Specifically, the database 32 may be a hard disk mounted in the train T, an IC card carried by the driver, or the like. In the case of an IC card, the database 32 can be used by being inserted into the I / F device 50 at the start of operation.

The timekeeping unit 33 has an RTC (Real Time Clock) function and measures the current time. The current time measured by the time measuring unit 33 is output to the ATO device 30. It is assumed that the current time measured by the time measuring unit 33 is synchronized with the current time referred to when creating the diagram data on the operation management center 41 side. Specifically, in the operation management center 41 and the train T, the current time is synchronized with the GPS time included in the GPS signal. Alternatively, the current time may be synchronized with the operation management center 41 side by wireless communication when the station stops.

Next, details of the calculation of the travel plan by the ATO device 30 and the travel of the train T by the calculated travel plan will be described. FIG. 2 is a flowchart illustrating an example of the operation of the train control device 1 according to the first embodiment.

As shown in FIG. 2, when the process is started, the ATO device 30 acquires the current position and current speed of the train T from the speed / position detector 10 and the current time from the timer 33 (S1). Next, the ATO device 30 determines whether or not there is a travel plan to the next station (S2). Here, when the vehicle is stopped before departure or when the next station is updated in S14, the travel plan to the next station has not been calculated, and thus there is no travel plan. In addition, a travel plan to the next station is calculated at the time of departure, and when the travel plan is being calculated, the travel plan is present.

When there is no travel plan in S2, the ATO device 30 refers to the diagram data included in the operation conditions input by the diagram input unit 31 and recorded in the database 32, and acquires the scheduled arrival (passing) time of the next station. (S3). Next, the ATO device 30 calculates a target travel time obtained by subtracting the current time from the scheduled arrival (passing) time of the next station (S4), and based on the route conditions and vehicle performance recorded in the database 32, the target travel is calculated. A travel plan with a travel time close to the time is calculated (S5). As a result, the ATO device 30 travels automatically or manually according to the calculated travel plan.

FIG. 3 is a conceptual diagram illustrating the travel plan P. As shown in FIG. 3, it is assumed that the train T is stopped at the station ST1 and heads to the station ST2 at the estimated arrival time 12:02:30. When the time when leaving the station ST1 is 12:00:18, the target travel time between the stations ST1 and ST2 is 0:02:12. The ATO device 30 is a known method for predicting the traveling behavior of the train T using a dynamic train model based on the vehicle performance within the range of the speed limit in the route condition recorded in the database 32, for example, Using the method described in Japanese Patent Application No. Hei 4-284684, traveling with the powering, coasting and braking sections and curves determined so that the traveling time of the traveling plan is close to the target traveling time between stations. The plan P is calculated.

Here, when the travel time of the travel plan P calculated as described above deviates from the target travel time, that is, even if the travel time of the calculated travel plan P is close to the target travel time, the ATO device 30 For example, if it does not reach a coincidence due to travel at a lower speed than the travel plan due to delays in departure from the station or driver operations between stations, there is a possibility that the next station may not arrive as scheduled. A warning screen is displayed on the display device 60 to notify the driver. Specifically, a delay time indicating a delay from the diagram in the travel time of the travel plan P and an estimated arrival time are displayed on the display device 60 to notify the driver. This notification may be performed by a warning sound from a speaker or the like, or may be notified to the station management device 42 and the operation management center 41 via the communication device 40 and notified to an operator other than the driver.

Returning to FIG. 2, if there is a travel plan in S2, that is, if the travel plan is being traveled, the ATO device 30 determines whether or not it is necessary to re-plan the travel plan (S6). . Specifically, when the speed of the train T detected by the speed / position detector 10 or the time by the timer 33 deviates from the travel plan by a threshold or more, the signal display speed (speed limit) is changed in the analog ATC. When it becomes, it determines with the re-planning of a travel plan being required when the space | interval with a preceding train is made after approaching a preceding train and decelerating. In addition, since the deceleration control (S10) which does not depend on a travel plan is performed while the space | interval with a preceding train is not made after approaching a preceding train and decelerating, replanning shall not be required. Specifically, the ATO device 30 increases the signal display speed notified from the ATC on-board device 20 due to an interval from the preceding train, and matches the speed limit on the route condition at the current position during traveling. Assume that a predetermined time has passed since the start of the operation, and it is determined that the distance from the preceding train is sufficiently large, and replanning is necessary.

If replanning is necessary in S6, the ATO device 30 calculates a target travel time obtained by subtracting the current time for replanning from the scheduled arrival (passing) time of the next station (S7), as in S4 and S5. Based on the route conditions and vehicle performance recorded in the database 32, a travel plan is calculated that has a travel time close to the target travel time (S8). As a result, the ATO device 30 travels in an automatic operation or a manual operation based on the travel plan calculated as requiring re-planning. Therefore, for example, even when approaching the preceding train between stations, if the distance from the preceding train is free again, a new travel plan is calculated, so that there is no deviation from the schedule. Can continue.

Next, when traveling according to the travel plan, the ATO device 30 determines whether there is an approaching preceding train (S9). Specifically, the ATO device 30 compares the speed limit on the route condition at the current position during traveling with the signal display speed notified from the ATC on-board device 20, and signals that the vehicle has approached the preceding train If there is a decrease in the displayed speed, there is an approaching preceding train. It is assumed that there is an interval from the preceding train when a predetermined time has elapsed since the signal display speed increased and the speed limit on the route condition was reached.

If there is an interval with the preceding train in S9 (including the case where there is no approaching preceding train), the ATO device 30 continues traveling according to the travel plan (S10). Moreover, when approaching a preceding train in S9, the ATO apparatus 30 performs the deceleration control which decelerated from the travel plan so that the ATO apparatus 30 may open the space | interval with a preceding train (S11).

Next to S10 and S11, the ATO device 30 determines whether the next station is a passing station (next station = passing station?) (S12). When the next station is a passing station in S12 (next station = passing station), the ATO device 30 determines that the train T is changed to the next station (passing station) based on the speed / position information from the speed / position detecting unit 10. It is determined whether or not the vehicle has approached sufficiently (S13). The approach to the next station (passing station) is determined based on whether or not the train T has entered within a predetermined distance from the next station (passing station). It is assumed that the vehicle has sufficiently approached when it reaches the entry start position. Here, if the next station is not sufficiently approached and there is an interval, the ATO device 30 returns the process to S1. If the next station is sufficiently approached, the ATO device 30 updates the next station with the next station as the next station (S14).

Further, when the next station is not a passing station but a stop station in S12 (next station = stop station), the ATO device 30 uses the speed / position information from the speed / position detection unit 10 as the next train T. It is determined whether or not the station (stop station) has arrived (S15). Specifically, it is determined that the train T has arrived at the stop station when the train T reaches the stop target position of the stop station. In S15, when it is arrival at the next station (stop station), the ATO device 30 ends the process for traveling from the departure station to the stop station. If the ATO device 30 has not arrived at the next station, the ATO device 30 returns the process to S1 and continues the process for traveling from the departure station to the stop station.

4 to 6 are conceptual diagrams illustrating travel plans P1 to P5 when there are passing stations STa to STd. As shown in FIG. 4, when there are passing stations STa to STd between the stations ST1 and ST2, traveling plans P1 to P5 are calculated for each passing station according to the above-described flowchart, and the train T is traveled. It will be. Here, the stop target position M1 is a leading position when the train T stops at each station, and is a position that serves as a reference for the scheduled arrival (passing) time of the train T at each station. Moreover, the approach start position M2 shows the position where the train T starts entering each station.

Specifically, when the time when departing from the station ST1 is 12:00:12 and the scheduled passage time of the passing station STa recorded in the database 32 is 12:02:15, the target travel time is set. A travel plan P1 that passes through the passing station STa at a predetermined speed limit is calculated as 0:02:03. For this reason, as shown in FIG. 5, the vehicle travels according to the travel plan P1 in the range from the stop target position M1 of the station ST1 to the stop target position M1 of the passing station STa. Next, the travel plan P2 of the target travel time is calculated based on the time when the vehicle has sufficiently approached the transit station STa (arrival at the entry start position M2) and the scheduled transit time 12:04:45 of the transit station STb. The Therefore, as shown in FIG. 6, traveling according to the traveling plan P2 is performed in the range from the entry start position M2 of the passing station STa to the stop target position M1 of the passing station STb. In the portion where the travel plan P1 and the travel plan P2 overlap, the travel plan P1 travels until the travel plan P2 is calculated until the travel start position M2 is reached so that the travel plan is not interrupted. After the travel plan P2 is calculated, the travel plan P2 is switched so that travel is performed. Similarly, travel plans P3 to P5 of travel times based on the time of arrival at the passing stations STb to STd and the scheduled passage (arrival) time of the next station are calculated, and the travel plans P3 to P5 are followed. Running.

As described above, when there are passing stations STa to STd between the stations ST1 to ST2, by calculating the travel plan in detail for each passing station, it is possible to reduce the hardware resources and load required for calculating the travel plan. Can do. In addition, when traveling on the train T by calculating a travel plan for each passing station, even if a delay occurs at the passing station on the way, it can be resolved at another passing station, and the passing by each passing station The on-time performance of the train T to the scheduled time can be improved.

[Second Embodiment]
In the first embodiment described above, the case where the analog ATC is used is illustrated, but in the second embodiment, a configuration using the digital ATC is illustrated.

FIG. 7 is a block diagram showing the configuration of the train control device 1a according to the second embodiment. As shown in FIG. 7, the ATC on-board device 20a receives information notified from the ATC ground device 22a as a digital signal via the track circuit 23 of the rail R by the power receiver 21a. The ATC on-board device 20a outputs a brake command to the drive / brake control device 3 based on the information notified from the ATC ground device 22a and the speed of the train T. In digital ATC, the amount of information that can be notified from the ATC ground device 22a can be larger than that of the analog ATC, and the information notified from the ATC ground device 22a includes the signal display speed in the block section where the train T is present, The number of open sections is included. The number of open sections is the number of closed sections between the closed section in which the preceding train is traveling and the closed section in which the train T is traveling. The ATC on-board device 20 outputs the signal display speed and the number of open sections received by the power receiver 21 a to the ATO device 30.

In the second embodiment, the travel plan P is calculated by the ATO device 30 in the same manner as described with reference to FIG. 2 in the first embodiment. When the travel time of the calculated travel plan P is longer than the target travel time (even when the travel plan is full, the ATO device 30 is on the ATC vehicle estimated based on the speed limit in the route condition). The travel plan P is adjusted so that the travel speed of the train T approaches the brake pattern (intensifies the deceleration at the time of deceleration) until it matches the brake pattern of the device 20a. During traveling, when the overhead line voltage is high and acceleration higher than expected in the travel plan P is obtained, the ATO device 30 is placed in the foreground when the travel according to the travel plan P gets too early. The travel plan P is adjusted so that the train T is decelerated at the position (the deceleration at the time of deceleration is weakened (returned back)).

FIG. 8 is a conceptual diagram illustrating the relationship between the brake pattern BP and the travel plan P estimated from the speed limit. As shown in FIG. 8, in the travel plan P, within the range estimated as the brake pattern BP of the ATC on-board device 20a from the speed limit, the deceleration start position is brought closer to the brake pattern BP, and the train T travels to the brake pattern BP. The travel time can be shortened by setting the travel plan Pb to approach the speed. Further, the travel plan P can be made longer by setting the travel plan Pa to the deceleration start position in front of the brake pattern BP. In this travel plan Pa, the ride comfort is improved by mitigating sudden deceleration compared to the travel plan Pb.

The ATO device 30 determines whether or not the distance from the preceding train when there is an approaching preceding train is greater than or equal to a predetermined interval (FIG. 2, S9). Do. Therefore, it is possible to travel according to the distance from the preceding train.

FIG. 9 is a conceptual diagram illustrating the recalculation of the travel plan when there is an interval from the preceding train T1. As shown in FIG. 9, when the train T traveling in the stations ST1 and ST2 according to the travel plan P10 approaches the preceding train T1, the train T decelerates due to the contact with the brake pattern BP1 by the preceding train T1. Become. As a result of this deceleration, the number of open sections between the train T and the preceding train T1 increases, and the brake pattern BP1 also advances as the preceding train T1 advances, so that no contact with the brake pattern BP1 occurs. A distance will occur. Therefore, the ATO device 30 calculates the new travel plan P20 and travels to the station ST2 when the number of open sections is such that deceleration by the brake pattern BP does not occur, so that the preceding train T1 While maintaining the distance, it is possible to continue operation with less deviation from the diamond.

Note that the present invention is not limited to the above-described embodiment as it is, and can be embodied by modifying the constituent elements without departing from the scope of the invention in the implementation stage. Moreover, various inventions can be formed by appropriately combining a plurality of constituent elements disclosed in the embodiment. For example, some components may be deleted from all the components shown in the embodiment. Furthermore, the constituent elements over different embodiments may be appropriately combined.

Although several embodiments of the present invention have been described, these embodiments are presented as examples and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the spirit of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

Claims

A detection unit for detecting the current position and speed of the own train;
A timekeeping section that measures the current time,
A diagram input unit for inputting diagram data including the estimated arrival time of the own train at each station on the route;
The target travel time obtained by subtracting the current time measured from the estimated arrival time of the next station included in the input diagram data, the detected current position, the detected speed, and the operation characteristics of the own train A calculation unit that calculates a travel plan to the next station based on route conditions;
A train control device comprising:
The calculation unit shortens the traveling time by bringing the traveling speed of the own train closer to the brake pattern within a range not in contact with an ATC (Automatic Train Control) brake pattern based on the route condition. Calculating a travel plan for the travel time approaching the travel time;
The train control device according to claim 1.
The calculation unit increases the travel time by decelerating the own train closer to the target travel time within a range that does not contact the brake pattern by the ATC based on the route condition, and approaches the target travel time. To calculate the travel plan for
The train control device according to claim 1.
The diamond data includes the scheduled time of passage of the own train at a passing station on the route,
For each passing station, the calculation unit calculates the travel plan for a travel time approaching a target travel time obtained by subtracting the current time counted from the estimated time of passage or arrival of the next station included in the input diagram data. calculate,
The train control device according to claim 1.
When a travel plan with a travel time deviating from the target travel time is calculated, the information processing device further includes a notification unit that notifies a warning.
The train control device according to claim 1.
The calculation unit recalculates the travel plan when an interval between the preceding train and the own train is more than a predetermined interval when deceleration due to the approach of the preceding train occurs during traveling according to the travel plan. ,
The train control device according to claim 1.
A receiver for receiving the number of open sections indicating the number of closed sections between the preceding train and the own train;
The calculation unit recalculates the travel plan when the number of open sections becomes a predetermined value or more.
The train control device according to claim 6.