WO2020044757A1 - Système de commande de train et procédé de commande de train - Google Patents

Système de commande de train et procédé de commande de train Download PDF

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Publication number
WO2020044757A1
WO2020044757A1 PCT/JP2019/025335 JP2019025335W WO2020044757A1 WO 2020044757 A1 WO2020044757 A1 WO 2020044757A1 JP 2019025335 W JP2019025335 W JP 2019025335W WO 2020044757 A1 WO2020044757 A1 WO 2020044757A1
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WIPO (PCT)
Prior art keywords
train
time
speed
railroad crossing
crossing
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PCT/JP2019/025335
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English (en)
Japanese (ja)
Inventor
景示 前川
勝田　敬一
佑介 中西
浩志 田岡
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株式会社日立製作所
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Publication of WO2020044757A1 publication Critical patent/WO2020044757A1/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
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains

Definitions

  • the present invention relates to a train control system and a train control method.
  • a train control system and a train control method in the field of train control of railways, in particular, for the time from the start of the level crossing alarm or the completion of level crossing interruption to the time when the train reaches the level crossing, pass the level crossing while securing the warning time required for safety level crossing TECHNICAL FIELD
  • the present invention relates to a train control system and a train control method capable of improving a running speed.
  • Rail crossings are generally controlled based on the location of trains. That is, regardless of the speed of the train, when the train passes a predetermined position, a warning of a railroad crossing is started.
  • Patent Literature 1 discloses a “railroad crossing control system including a vehicle driving control device and a wireless device and a ground level crossing control device and a wireless device, wherein the driving control device receives a shutoff or alarm completion signal.
  • the railroad crossing control pattern is immediately determined.
  • a timing element corresponding to the shortage time is secured, and then the railroad crossing control pattern is deleted.
  • the train speed is accelerated from the current position and speed of the train, the time required to reach the railroad crossing is calculated, and if the calculated time is less than the required warning time, the train is stopped before the railroad crossing.
  • Patent Document 2 a means for determining the time T 2 which indicates the running time until crossing the entrance when "the train has traveled on the basis of the travel control algorithm, necessary for the train stops short of the crossing inlet such distance and means for determining the time T p which indicates the running time in the case of traveling on the basis of the travel control algorithm, the "transmission time from the operation control portion to the crossing controller", "train approaching warning of the crossing and time ", a" cut-off cans drop time ", the value of the air-run time + the time T p from out transmission time + brake command from” the railroad crossing control unit to the operation control unit until the brake begins effectiveness , a larger "of value out of the standard value of the alarm time, means for determining the time T 1 that indicates the sum of, by subtracting the time T 1 from the time T
  • the travel time until the railroad crossing when the train travels according to the travel control algorithm is calculated, the time until the train reaches the railroad crossing position from the railroad crossing brake pattern is calculated, and the warning start timing of the railroad crossing is determined using them. It is a method.
  • the vehicle will decelerate near the railroad crossing, and the speed at which the railroad crosses the railroad crossing will be lower (slower) than expected, and the time required for the train to complete the railroad crossing will be longer. There's a problem.
  • one of typical train control systems and train control methods of the present invention is to control a train crossing warning time while appropriately increasing a speed at which a train crosses a train crossing. If the time required to reach the vehicle is less than the required warning time, a train control system that can control the train at an early timing and pass a railroad crossing at a high (fast) speed is constructed. .
  • an acceleration pattern that reaches a railroad crossing at a planned speed Vm which is assumed to be a speed that passes through a railroad crossing, is created, and a time Ta (Vi) from the speeds Vi on the acceleration pattern until the vehicle reaches the railroad crossing. And the distance L1 (Vi) to the railroad crossing are calculated for each speed. Then, the train speed is controlled so as to reach the acceleration pattern at the speed V while satisfying the condition of T4 ⁇ Ta (v) for the remaining warning time T4 required for the current speed V of the train, and After reaching, it accelerates according to the acceleration pattern. This makes it possible to pass through a railroad crossing at the planned speed Vm.
  • the speed at which the train crosses the railroad crossing can be improved, and the time required for the train to cross the railroad crossing can be reduced, and the required level of the railroad crossing can be reduced.
  • An alarm time can be secured.
  • FIG. 1 is a block diagram illustrating a configuration of an on-board control device according to a first embodiment of the present invention.
  • 5 is a flowchart illustrating a processing procedure of a railroad crossing information acquisition unit and a train control unit according to the first embodiment of the present invention.
  • 5 is a table illustrating a data structure of a train speed, an acceleration time, and an acceleration distance according to the first embodiment of the present invention.
  • 9 is a table showing a data structure of a train deceleration time and an acceleration time in Embodiment 2 of the present invention.
  • 9 is a flowchart illustrating a processing procedure of a railroad crossing information acquisition unit and a train control unit according to the second embodiment of the present invention.
  • FIG. 1 is a diagram for explaining the outline of the train control system according to the first embodiment of the present invention, in which the distance L2 to the acceleration pattern P in the remaining distance L3 between the current position S1 of the train 101 and the position S5 of the railroad crossing 102, It is a schematic diagram which shows the movement of the train 101 including an acceleration distance L1, the train speed V of the train 101, and the control state (deceleration, acceleration) of the train speed V, etc.
  • the horizontal axis indicates the position of the train 101, and the vertical axis indicates the change (control state) of the train speed V (current speed V, average speed Va) of the train 101.
  • the average speed Va is a railroad crossing instruction speed.
  • the distance L2 indicates the distance between the current position S1 of the train 101 and the position S4 at which the train reaches the acceleration pattern P at the train speed V
  • the distance L1 is the distance between the position S4 and the position S5 of the railroad crossing 102.
  • the acceleration time Ta (vi) indicates the time required to travel while accelerating the distance L1.
  • a dotted line (curve) from the current position S1 of the train 101 to a position S2 reaching the average speed Va controls the train 101 to run at a reduced speed, and from the position S2 to a position S3 reaching the acceleration pattern P.
  • the solid line (straight line) indicates that the vehicle is controlled to travel at the average speed Va, and the solid line (curve) from the position S3 to the position S5 of the railroad crossing 102 controls the vehicle to accelerate and travel according to the acceleration pattern P. Is shown.
  • the train 101 decelerates from the current position S1 of the train to the position S2 in the relationship between the train 101 and the remaining distance L3, the distance L2 to the acceleration pattern P, and the acceleration distance L1.
  • the vehicle travels at the average speed Va from S2 to the position S3, accelerates and travels from the position S3 to the position S5, and controls the train 101 to pass at the planned speed Vm at the railroad crossing 102 at the position S5.
  • the control procedure is as follows. (1) Generate an acceleration pattern P in which the train 101 reaches the railroad crossing 102 at the planned speed Vm. (2) The time until the train 101 is accelerated from a plurality of positions on the acceleration pattern P to reach the railroad crossing 102 (acceleration time Ta) and the distance from the train speed to the railroad crossing 102 (acceleration distance L1) Is calculated in advance and stored in a recording medium (such as a database). (3) With reference to the acceleration time Ta of the train 101 with respect to the current speed v, the average speed Va of the train 101 is obtained in order to secure the necessary warning time T3. The method of calculating the average speed Va will be described later. (4) Then, speed control is performed so that the train speed v of the train 101 does not exceed the average speed Va and does not become higher (faster) than the average speed Va.
  • the train 101 reaches the railroad crossing 102 by accelerating according to the acceleration pattern P reaching the railroad crossing 102 at the planned speed Vm assumed as the speed passing through the railroad crossing 102.
  • the train 101 can pass the railroad crossing 102 just at the planned speed Vm, and the time required for the train 101 to pass the railroad crossing 102 can be reduced.
  • the time until the train 101 reaches the acceleration pattern P may be adjusted. Therefore, the acceleration time Ta (vi) from when the train 101 accelerates from each speed Vi on the acceleration pattern P to reach the railroad crossing 102, and the acceleration distance to the railroad crossing 102 when the train 101 accelerates from the speed Vi on the acceleration pattern P L1 (vi) is calculated in advance for each speed, and the train 101 reaches the acceleration pattern P at the speed V while the remaining alarm time T4 satisfies T4 ⁇ Ta (v) with respect to the current speed V of the train 101. Is controlled. After the train 101 has reached the acceleration pattern P, the train 101 may be accelerated according to the acceleration pattern P.
  • the remaining alarm time T4 is an elapsed time, that is, a time obtained by subtracting the elapsed time T1 from the required alarm time T3 from the time when the alarm is started or the elapsed time T2 from the completion of the railroad crossing interruption (T3-T1, Or T3-T2).
  • the required warning time T3 is slightly different depending on the level crossing 102, but is set to, for example, 35 seconds.
  • the average speed Va is calculated, and the train speed V of the train 101 is controlled to be equal to or less than the average speed Va.
  • FIG. 2 is a block diagram showing the configuration of the on-board controller 201 of the present invention for controlling the train speed of the train 101 described above.
  • the configuration of the on-board control device 201 and the above-described control operation will be described.
  • the on-board control device 201 is mounted on the train control system of the present invention, and includes a railroad crossing information storage unit 202, a railroad crossing information acquisition unit 203, a train control unit 204, a wireless communication unit 205, a timer 207, and the like.
  • the railroad crossing information storage unit 202 holds information (see FIG. 4) indicating the position of the railroad crossing 102, the necessary warning time T3, the acceleration time Ta (v) and the acceleration distance L1 (v) for each speed, and the like. Includes database.
  • the railroad crossing information obtaining unit 203 obtains the train position (position information) indicating the current position of the train 101 from the train control unit 204, and refers to the railroad crossing information storage unit 202 to cross the train 101 forward (in the traveling direction). It has a function of judging whether or not there is 102.
  • the level crossing information acquiring unit 203 determines the state of the level crossing 102 via the wireless communication unit 205, that is, the alarm (see FIG. (Not shown) has started an alarm.
  • the wireless communication unit 205 communicates with the alarm on the railroad crossing 102 side via the wireless device 206 to acquire the state of the railroad crossing 102.
  • the level crossing information obtaining unit 203 that has obtained the state of the level crossing 102 obtains the elapsed time T1 from the start of the warning of the level crossing 102 measured using the timer 207 or the elapsed time T2 from the completion of the level crossing cutoff.
  • the railroad crossing information obtaining unit 203 obtains the warning time T3 required for the railroad crossing 102 from the railroad crossing information storage unit 202, and calculates the remaining warning time T4 obtained by subtracting the elapsed time T1 or T2 from the required warning time T3. Whether to use the elapsed time T1 or T2 may be selected in consideration of the type of level crossing or the like.
  • the timer 207 receives the activation command from the level crossing information acquisition unit 203 that has acquired the state of the level crossing 102, and measures the elapsed time T1 from the start of the warning of the level crossing 102 or the elapsed time T2 from the completion of the level crossing cutoff.
  • the railroad crossing information obtaining unit 203 obtains the train position (position information) of the train 101 from the train control unit 204, calculates the remaining distance L3 from the position of the train 101 to the railroad crossing 102, and calculates the current train speed V .
  • the average speed Va is calculated by the following formula 1 using the time Ta (v) from when the vehicle is accelerated on the acceleration pattern P from the current train speed V to when the train reaches the railroad crossing 102.
  • Va L2 / (T4-Ta (v)) The average speed Va is calculated and updated periodically.
  • the railroad crossing information acquisition unit 203 passes the average speed Va calculated by the equation 1 to the train control unit 204.
  • the train control unit 204 having received the average speed Va compares the train speed V of the train 101 with the average speed Va, and outputs a brake signal if the train speed V is higher, that is, if the train speed V is faster, to decelerate the train 101. Control.
  • the vehicle When the difference between the train speed V and the average speed Va is small, the vehicle may be decelerated by coasting to reduce energy consumption without applying a brake.
  • the control for passing through the railroad crossing 102 at the planned speed Vm while securing the warning time T3 required for the railroad crossing 102 without performing complicated calculations. Becomes possible. That is, the train 101 can pass at a high speed without decelerating near the railroad crossing 102, and can pass through the railroad crossing 102 at a high (fast) speed.
  • FIG. 3 is a flowchart showing a processing procedure for the railroad crossing information acquisition unit 203 and the train control unit 204 to calculate the average speed Va and control the train speed V.
  • the railroad crossing information acquisition unit 203 and the train control unit 204 periodically perform the flow illustrated in FIG. Note that, in this example, the case where the elapsed time T1 from the time when the level crossing 102 starts the alarm is measured is shown. However, when the elapsed time T2 from the completion of the level crossing cutoff is used, the alarm start in FIG. Upon completion, T1 may be replaced with T2.
  • Step 301 The railroad crossing information obtaining unit 203 obtains the position (S5) of the railroad crossing 102 in front of the train 101 with reference to the railroad crossing position stored in the railroad crossing information storage unit 202.
  • Step 302 The railroad crossing information obtaining unit 203 communicates with a railroad crossing control device (not shown) on the railroad crossing 102 side in front of the train 101 via the wireless communication unit 205 to obtain information indicating the state of the railroad crossing 102.
  • a railroad crossing control device not shown
  • Step 303 The railroad crossing information acquisition unit 203 refers to the information indicating the state of the railroad crossing 102 obtained in step 302, and if the railroad crossing 102 has started an alarm (Yes), proceeds to step 304, and if it has not started (No) ) Proceeds to step 305.
  • Step 304 When the level crossing 102 has started the warning, the level crossing information acquisition unit 203 updates the elapsed time T1 from the start of the level crossing warning using the timer 207.
  • the initial value of the elapsed time T1 is 0.
  • Step 305 The railroad crossing information obtaining unit 203 obtains, from the railroad crossing information storage unit 202, the acceleration time Ta (v) and the acceleration distance L1 (v) of the current train speed V in the acceleration pattern P of the railroad crossing 102.
  • Step 306 The railroad crossing information obtaining unit 203 obtains information indicating the position of the train 101 from the train control unit 204, and uses the position of the railroad crossing 102 obtained in step 301 to calculate the remaining distance from the position S1 of the train 101 to the position S5 of the railroad crossing 102.
  • the average speed Va is calculated by dividing the calculated remaining distance L2 to the acceleration pattern P by the time T4-T1 (v) until the acceleration pattern P is reached. Then, the calculated average speed Va is passed to the train control unit 204.
  • Step 308 The train control unit 204 compares the average speed Va acquired from the railroad crossing information acquisition unit 204 in step 306 with the current train speed V of the train 101. Here, if the current train speed V exceeds the average speed Va (Yes), the process proceeds to step 309, and if not (No), the process ends.
  • Step 309 Since the train speed V exceeds the average speed Va, the train control unit 204 outputs a brake signal, controls the train 101 to reduce the current train speed V, and ends the processing.
  • FIG. 4 is a data table showing an acceleration time / acceleration distance data structure.
  • the data table includes an acceleration time Ta (vi) and an acceleration distance L1 (vi) corresponding to the train speed V. For example, when the train speed V is “0 km / h”, the acceleration time is “32 seconds” and the acceleration distance is “422 m”.
  • the acceleration time Ta (v) and the acceleration distance L1 (v) are calculated in advance at predetermined speeds, in this example, 0, 5, and 10 km / h, and are associated with the speed of the train 101, and the railroad crossing information storage unit. 202.
  • the speed between the calculated train speeds V may be interpolated by a known linear interpolation or the like within a range where an error is allowed.
  • the speed at which the calculation is performed in advance may be determined based on the accuracy required by the line section and the operating conditions.
  • the average speed Va at which the train 101 reaches the acceleration pattern P at which the train 101 can pass through the railroad crossing 102 at the planned speed Vm is calculated while securing the necessary warning time T3, and the train speed V is controlled to be equal to or lower than the average speed Va. By doing so, it is possible to pass through the railroad crossing 102 as planned at the planned speed Vm while securing the necessary warning time T3.
  • the present invention is a technique for passing the railroad crossing 102 at a high speed while securing a warning time necessary for the train 101 to reach the railroad crossing 102 after the railroad crossing 102 starts warning. It does not depend on the timing at which the warning of the railroad crossing 102 is started.
  • the required warning time T3 cannot be secured.
  • the speed Va does not increase.
  • the start of the warning of the railroad crossing 102 may be performed by a system different from the present invention, and for example, may be performed using the position of the train 101 as in the related art.
  • the deceleration time Tb (v, L3) and the acceleration time Ta2 (v, L3) are calculated, and the necessary remaining alarm time T4 is determined as the deceleration time Tb (v). , L3) and the acceleration time Ta2 (v, L3) are determined, and if so, the train 101 is braked to perform deceleration control, and the speed of the train 101 is highest at the level at the level crossing. Speed.
  • the present embodiment is as follows. (1) As in the first embodiment, the required remaining warning time T4 is calculated by subtracting the elapsed time T1 from the warning start of the level crossing or the elapsed time T2 from the completion of the level crossing interruption from the warning time T3 required for the level crossing. (2) The deceleration time Tb (v, L3) and the acceleration time Ta2 (v, L3) are calculated based on the remaining distance L3 from the train 101 to the railroad crossing 102 and the train speed V of the train 101.
  • the first embodiment is the same control in the sense that the time (deceleration time) and the speed (train speed) until the train 101 reaches the acceleration pattern P (S3 ') are adjusted.
  • the train speed V and the average speed Va are compared in the first embodiment, and when V> Va, the brake is applied to reduce the speed V of the train 101, but in the second embodiment, Tb ( v, L3) + Ta2 (v, L3) ⁇ T4, in that the train 101 is braked to reduce the speed V of the train 101.
  • the degree of freedom in controlling the train 101 is high until the acceleration pattern P is reached. .
  • FIG. 5 is a diagram for explaining the outline of the train control system according to the second embodiment of the present invention, and shows the deceleration time between the train 101 and the acceleration pattern P at a distance L3 between the position S1 of the train 101 and the position S5 of the railroad crossing 102.
  • the movement of the train 101 including the states such as Tb, Tb ', the acceleration times Ta2 and Ta' between the acceleration pattern P and the railroad crossing 102, the train speed V of the train 101, and the control status of the train speed V (deceleration, acceleration). It is a schematic diagram which shows typically.
  • a dotted line (curve) from the current position S1 of the train 101 to a position S3 'reaching the acceleration pattern P controls the train 101 to run at a reduced speed, and moves from the position S3' to the position S4 of the railroad crossing 102.
  • Solid lines (curves) up to this point indicate how the vehicle is controlled to accelerate and travel according to the acceleration pattern P.
  • the dashed line (curve) indicates a state in which the train 101 from the train position S1 to the stop position S2 ′ is controlled to run at a reduced speed. This is an example of a case where the acceleration pattern P is far and does not reach the acceleration pattern P even if it is decelerated.
  • FIG. 6 is a data table showing a train speed / deceleration time / acceleration time data structure.
  • the data table includes a deceleration time Tb and an acceleration time Ta2 corresponding to the train speed V and the remaining distance L3 from the train 101 to the railroad crossing 102.
  • the deceleration time is “0” seconds and the acceleration time is “45” seconds.
  • deceleration is performed under the conditions of the remaining distance L3 (1000 m, 950 m,%) From the train 101 to the railroad crossing 102 and the train speed V (0 km / h, 5 km / h, 10 km / h, etc At that position.
  • the time Tb (v, L3) and the acceleration time Ta2 (v, L3) are calculated, and are respectively stored in the railroad crossing information storage unit 202 as data that can be searched for with the remaining distance L3 and the train speed V.
  • the step width of the distance L3 and the train speed V may be appropriately determined according to the required accuracy.
  • the components of the on-vehicle control device 201 are the same as those in FIG. 2 of the first embodiment. The difference is that, as described above, the deceleration time Tb (v, L3) and the acceleration time Ta2 (v, L3) are calculated in advance, and the calculated deceleration time Tb (v, L3) and the acceleration time Ta2 (v, L3) are calculated.
  • the point held in the railroad crossing information storage unit 202 in the data configuration shown in FIG. 6 and the train control unit 204 decelerate on the condition of Tb (v, L3) + Ta2 (v, L3) ⁇ T4 instead of the average speed Va. Is a point.
  • FIG. 7 is a flowchart illustrating a processing procedure according to the second embodiment. Only the steps that are different from the first embodiment are described below.
  • Step 311 The railroad crossing information acquisition unit 203 calculates the deceleration time Tb (v, L3) to the acceleration pattern P based on the remaining distance L3 from the current position of the train 101 to the position of the railroad crossing 102 and the train speed v of the train 101.
  • Step 312 The railroad crossing information acquisition unit 203 calculates the acceleration time Ta2 (v, L3) from the position of the acceleration pattern P to the railroad crossing 102 based on the remaining distance L3 from the current position to the railroad crossing 102 and the train speed v of the train 101. calculate.
  • Step 313 When the condition of Tb (v, L3) + Ta2 (v, L3) ⁇ T4 is satisfied, the train control unit 204 applies a brake to the train 101 to perform deceleration control. By making such a change, it is possible to pass through the railroad crossing 102 at the planned speed Vm while securing the necessary warning time T3. Further, it is possible to travel freely up to the limit position and speed at which the required warning time T3 can be secured, and the degree of freedom of control of the train 101 can be increased.
  • the position S1 and the speed v of the train 101 are reduced based on the remaining distance L3 from the train 101 to the railroad crossing 102 and the train speed v until the position reaches the position S3 ′ of the acceleration pattern P.
  • the vehicle After the vehicle reaches the deceleration time Tb (v, L3) and the acceleration pattern P, the vehicle travels in accordance with the acceleration pattern P, and the acceleration time Ta2 (v, L3) until reaching the railroad crossing 102 is calculated.
  • the acceleration pattern P is a pattern similar to the first embodiment in which the vehicle accelerates and reaches the railroad crossing 102 at the planned speed Vm.
  • the time until the vehicle stops at S2 ' is defined as a deceleration time Tb' (v, L3), and the vehicle is accelerated from S2 'in a stopped state.
  • the time required to reach the railroad crossing 102 is referred to as acceleration time Ta2 '(v, L3).
  • the necessary remaining alarm time T4 is calculated, and deceleration is performed when the condition of Tb '(v, L3) + Ta2' (v, L3) ⁇ T4 is satisfied.
  • Tb (v, L3) + Ta2 (v, L3) is the longest time that the vehicle can travel from the current position S1 and the speed V and pass the railroad crossing 102 at the planned speed Vm, and the remaining alarm time T4 is longer than the longest time. In the case of, it is impossible to pass through the railroad crossing 102 at the planned speed Vm while securing the warning time unless the vehicle is immediately decelerated.
  • the same control is performed in the sense that the time and the speed until reaching the acceleration pattern P are adjusted.
  • the average speed Va peaks out, that is, the train speed is reduced.
  • the control is performed so that v does not exceed the average speed Va, which is the railroad crossing instruction speed, and does not become higher (faster) than the average speed Va.
  • the deceleration time Tb (v, L3) and the acceleration time Ta2 (v, L3) calculated on the condition of the remaining distance L3 to the railroad crossing 102 and the speed V may be calculated online each time, or may be calculated in advance and obtain the railroad crossing information.
  • the information may be stored in the storage unit 202.
  • the deceleration time Tb (v, L3) until the train 101 reaches the acceleration pattern P at which the train 101 can pass the railroad crossing 102 at the planned speed Vm and the time Ta2 (v, L3) for accelerating on the acceleration pattern P are used.
  • the deceleration time Tb (v, L3) until the train 101 reaches the acceleration pattern P at which the train 101 can pass the railroad crossing 102 at the planned speed Vm and the time Ta2 (v, L3) for accelerating on the acceleration pattern P are used.
  • the above-described train control may be configured to be performed automatically or manually through a driver.
  • the present invention is not limited to the embodiments described above, but includes various modifications.
  • the above-described embodiments have been described in detail in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the described configurations.
  • a part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of one embodiment can be added to the configuration of another embodiment.
  • the above-described configurations, functions, and the like may be realized by software by a processor interpreting and executing a program that realizes each function.
  • Information such as a program, a table, and a file for realizing each function can be stored in a memory, a hard disk, a recording device such as an SSD (Solid State Drive), or a recording medium such as an IC card, an SD card, or a DVD.
  • a recording device such as an SSD (Solid State Drive)
  • a recording medium such as an IC card, an SD card, or a DVD.

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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

La présente invention concerne un système de commande de train qui est construit avec lequel il est possible de réduire la vitesse à un moment précoce lorsque le temps requis à des fins d'avertissement est insuffisant, et de franchir un passage à niveau à grande vitesse tout en assurant un temps d'avertissement. Un modèle d'accélération est préparé pour atteindre le passage à niveau à une vitesse planifiée Vm, qui est envisagée comme étant la vitesse pour franchir le passage à niveau, et le temps Ta (vi) jusqu'à atteindre le passage à niveau par accélération sur la base de chaque vitesse Vi dans le modèle d'accélération, et la distance L1 (vi) jusqu'au passage à niveau, sont calculés pour chaque vitesse. La vitesse du train est commandée de manière à ce que le modèle d'accélération soit atteint à une vitesse V tout en satisfaisant à la condition que le temps d'avertissement restant requis ≤ Ta (v) pour la vitesse actuelle V du train, et après avoir atteint le modèle d'accélération, l'accélération est effectuée selon le modèle d'accélération, de sorte que le passage à niveau est franchi à la vitesse prévue Vm.
PCT/JP2019/025335 2018-08-30 2019-06-26 Système de commande de train et procédé de commande de train WO2020044757A1 (fr)

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JP2017190058A (ja) * 2016-04-14 2017-10-19 株式会社日立製作所 列車制御装置

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JP2012126156A (ja) * 2010-12-13 2012-07-05 Railway Technical Research Institute 走行制御支援方法及び走行制御支援装置
JP2017190058A (ja) * 2016-04-14 2017-10-19 株式会社日立製作所 列車制御装置

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