JP5774515B2 - Train control device - Google Patents

Description

  Embodiments described herein relate generally to a train control device.

  The ATO (Automatic Train Operation) device operates under the ATC (Automatic Train Control) on-board device, notifies the power running command / brake command to the drive / braking device, and the ATC as the speed limit in the closed section where the train is located. The driving / braking of the train is controlled so as to travel within the range of the signal display speed notified from the ground device. In this ATO device, the power running command / brake command is calculated as a discrete value called a notch and is notified to the drive / brake device. However, if the notch is changed greatly at once, the acceleration change rate (jerk) increases, so Jerk control is performed so as to suppress the change of the notch because it causes a deterioration in comfort.

JP 2006-217745 A

  By the way, on a route that performs high-density operation such as in the suburbs of large cities, the interval between the preceding train and the following train may be shortened during morning and evening rush hours, resulting in congestion. When traffic jam occurs, switching of the signal display speed notified to the following train may be frequently performed with the approach to the preceding train. In this way, when the signal display speed is frequently switched during a traffic jam, acceleration or deceleration according to the signal display speed switching is repeated at short intervals, so even if jerk control is performed, The comfort sometimes worsened.

The train control device implementation form: a receiving means for receiving information to be notified from ATC ground equipment in the closed section of rail, based on the information notified from the ATC ground device, the interval between the preceding train the preceding A traffic jam judging means for judging whether or not the traffic jam is shortened, and a first power running command that suppresses the acceleration change rate of the train within the first range when it is judged that the traffic jam is in the traffic jam state or From the first jerk control that outputs a braking command, the second jerk control that outputs a second powering command or braking command that suppresses the rate of change of acceleration within a second range set inside the first range. And control means for controlling acceleration / deceleration of the train.

FIG. 1 is a block diagram illustrating a configuration of a train control device according to the first embodiment. FIG. 2 is a conceptual diagram illustrating the signal display speed notified from the ATC ground device. FIG. 3 is a conceptual diagram illustrating a forward notice signal notified from the ATC ground device. FIG. 4 is a conceptual diagram illustrating acceleration / deceleration of the subsequent train when approaching the preceding train. FIG. 5 is a graph for comparing the power running command, the acceleration, and the acceleration change rate when jerk control is performed and when the jerk control is not performed. FIG. 6 is a conceptual diagram illustrating jerk control that suppresses the acceleration change rate to the first range or the second range. FIG. 7 is a conceptual diagram illustrating an example of a traffic jam state in which a subsequent train approaches the preceding train. FIG. 8 is a block diagram illustrating a configuration of the train control device according to the second embodiment. FIG. 9 is a block diagram illustrating a configuration of a train control device according to the third embodiment.

  Hereinafter, a train control device of an embodiment is explained in detail with reference to an accompanying drawing.

[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 train control device 1 includes a speed / position detection unit 10, an ATC on-board device 20, an ATO device 30, a storage unit 40, and a traffic jam determination unit 50. 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 count number of pulses of the TG 12 (tacho generator) interlocked 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. Further, the current position of the train T detected by the speed / position detection unit 10 is output to the traffic jam determination unit 50 as position information.

  The ATC on-board device 20 receives the information notified from the ATC ground device 22 as an analog or digital signal via the track circuit 23 of the rail R by the power receiver 21, and the notified information and the speed of the train T Based on the above, a brake command is output to the drive / brake control device 3. The information notified from the ATC ground device 22 includes the signal display speed indicating the current speed limit in the closed section where the train T is present, and the signal display speed in the next closed section of the closed section where the train T is present. There is a forward warning signal to warn that it will go low. 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. When the speed of the train T exceeds the signal display speed, driving / braking is performed. A brake command is output to the control device 3. In addition, the ATC on-board device 20 outputs the signal display speed to the ATO device 30 with respect to the signal display speed and the front notice signal received by the power receiver 21, and the traffic judgment unit 50 outputs the signal display speed and the front notice signal. Output to.

  Here, the signal display speed and the forward notice signal notified from the ATC ground device 22 will be described. FIG. 2 is a conceptual diagram for explaining the signal display speed notified from the ATC ground device 22. FIG. 3 is a conceptual diagram for explaining a forward notice signal notified from the ATC ground device 22.

  As shown in FIG. 2, the ATC ground device 22 has a signal display speed S that is equal to or lower than a speed limit set in advance corresponding to a gradient section or a curved section in each block section (block sections 1L to 7L) on the route. Is notified to the trains in the closed sections 1L to 7L via the track circuit 23. Specifically, the ATC ground device 22 detects a closed section (blocked section 7L in the illustrated example) where the preceding train T1 traveling ahead is detected by the track circuit 23, and is within a range equal to or less than a preset speed limit. The signal display speed S corresponding to the interval from the blockage section where the standing line is detected is notified to each of the blockage sections 1L to 6L. For example, a signal set in advance corresponding to a gradient section, a curve section, or the like in the closed section 1L is included in the closed section 1L that is sufficiently spaced from the closed section 7L where the preceding train T1 traveling ahead is present. The maximum value of the displayed speed is notified. In addition, in the closed section 6L before the closed section 7L where the preceding train T1 traveling ahead is present, the signal display speed S “0” is notified so as not to enter the closed section 7L. In the closed sections 5L to 2L, the signal display speed S is notified so that the speed decreases as the block section 6L approaches (approaches the preset maximum value of the signal display speed as the distance from the preceding train T1 increases). Is done. A signal display speed S corresponding to the interval from the closed section where a train (not shown) further preceding the preceding train T1 is present is notified to the closed section 7L via the track circuit 23.

  In addition, the ATC ground device 22 sends a forward warning signal for notifying that the signal display speed is low to the train that is on the line via the track circuit 23 in the blockage section where the signal display speed is low in the next blockage section. Notice. In the example of FIG. 2, the forward notice signal is notified to the trains in the closed sections 1L to 5L because the signal display speed S is low in the next closed section (closed sections 2L to 6L). . Specifically, as shown in FIG. 3, in the case 1 where the signal display speed S is low in the next blockage section 2L with respect to the blockage section 1L, a forward notice signal is notified to the train T existing in the blockage section 1L. Is done. In case 2 where the signal display speed S is the same in the next blockage section 2L for the blockage section 1L and in case 3 where the signal display speed S increases in the next blockage section 2L for the blockage section 1L, there is a line in the blockage section 1L. A forward notice signal is not notified to the train T to be operated.

  Returning to FIG. 1, 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. Here, the ATO device 30 causes the acceleration change rate (jerk) to increase when the notch is greatly changed at a time, thereby deteriorating the riding comfort, so that the acceleration change rate of the train T is within a predetermined range. Jerk control that suppresses notch changes is performed.

  The memory | storage part 40 is a memory which memorize | stores the preset speed limit and the positional information on a blockage area in each of the some blockage area of the route where the train T drive | works. Specifically, the storage unit 40 includes position information such as the start position of the closed section, the closed length, and a speed limit (maximum value of the signal display speed) set in advance corresponding to the gradient or curve in the closed section. Is stored as a record for one block section.

  Based on the information (signal display speed, forward warning signal) notified from the ATC ground device 22, the traffic congestion determination unit 50 determines whether or not the traffic congestion state has a short interval with the preceding preceding train. To do. Specifically, the traffic congestion determination unit 50 refers to the storage unit 40 based on the position information output from the speed / position detection unit 10, and the speed limit set in advance in the closed section where the train T is located, That is, the maximum value of the signal display speed is acquired. Next, the traffic jam determination unit 50 determines whether or not the signal display speed notified from the ATC ground device 22 and received by the power receiver 21 is lower than the maximum value of the signal display speed. Here, when the received signal display speed is lower than the preset maximum value of the signal display speed in the blockage section, the interval between the preceding preceding train T1 is shortened and the signal display speed S is kept low. (See FIG. 2), it is determined that the traffic is in a congested state in which the interval with the preceding preceding train is shortened. The traffic jam determination unit 50 outputs a determination result as to whether or not the traffic jam state is present to the ATO device 30.

  FIG. 4 is a conceptual diagram illustrating acceleration / deceleration of the subsequent train T2 when approaching the preceding train T1. As shown in FIG. 4, when approaching the preceding train T1, the interval is shortened and the vehicle is in a congested state, the following train T2 frequently displays the signal at the signal indicating speed S according to the progress of the preceding train T1. Since switching is performed, acceleration or deceleration according to switching of the signal display speed S is repeated. Specifically, the succeeding train T2 traveling in the closed section 1L at the times t1 and t2 moves from the closed section 4L to the closed section 5L at the time t2, so that the current train at the signal display speed S is reached. The indication goes up and is accelerated. Next, the succeeding train T2 decelerates by applying a brake because the signal display speed S gradually decreases when it proceeds from the closed section 1L to the closed section 2L at time t3. Next, the following train T2 is accelerated by the signal indication speed S as the preceding train T1 advances from the closed section 5L to the closed section 6L at time t4.

  As described above, in the subsequent train T2 in a traffic jam state, the acceleration or deceleration according to the switching of the signal display speed S is repeated, so that the riding comfort deteriorates even if the acceleration change rate is reduced by the normal jerk control. . In order to reduce the deterioration of the ride comfort during the traffic jam, the ATO device 30 switches to the jerk control that keeps the acceleration change rate of the train T lower than the normal time when the traffic jam judging unit 50 judges that the traffic jam is present. Thus, the acceleration / deceleration of the train T is controlled. Specifically, the ATO device 30 performs the second range set inside the first range from the jerk control that suppresses the acceleration change rate of the train T within the first range set as the normal control range. The acceleration / deceleration of the train T is controlled by switching to the jerk control that suppresses the acceleration change rate.

  FIG. 5 is a graph comparing the power running command, acceleration, and acceleration change rate when the jerk control is performed and when the jerk control is not performed. As shown in FIG. 5, the ATO device 30 accelerates the train T by instructing the target notch (7) after sequentially instructing the intermediate notches (1 to 6) in normal times other than during a traffic jam. The rate of change (jerk) is kept within the first range ε1.

  FIG. 6 is a conceptual diagram illustrating jerk control that suppresses the acceleration change rate to the first range or the second range. As shown in FIG. 6, the ATO device 30 outputs a powering command N1 with an acceleration change rate J1 suppressed within the first range ε1 at normal times other than during a traffic jam. Further, when there is a traffic jam, a power running command N2 is output with an acceleration change rate J2 within the second range ε2 set inside the first range ε1. Specifically, the power running command N2 adjusts the acceleration change rate J2 of the train T by adjusting the length of time required to change stepwise with time until the target notch with respect to the power running command N1. It is suppressed within the second range ε2. In the above-described embodiment, the power running time is illustrated, but it goes without saying that the same jerk control as that during power running may be performed during braking.

  As described above, switching to jerk control that keeps the acceleration change rate of train T lower than usual during traffic jams, and controlling acceleration / deceleration of train T, can reduce ride comfort due to repeated acceleration and deceleration. Can be suppressed. In addition, by slowly changing the notch, the speed increases slowly at the start of power running, and the time required to approach the preceding train T1 and decrease the signal display speed increases. There is a possibility that the interval until the ATC brake is applied by the command becomes longer, and the number of ATC brakes can be reduced.

  In addition, the traffic jam determination unit 50 may determine whether or not the traffic jam is in a traffic jam state in which the interval from the preceding preceding train is shortened based on the history of the signal display speed received by the power receiver 21. . Specifically, when the traffic jam determination unit 50 enters a new blockage section, the signal display speed received by the power receiver 21 is in the blockage section corresponding to the position detected by the speed / position detection unit 10. The counter value in the memory is increased when the speed is lower than a preset speed limit, that is, the maximum value of the signal display speed. On the other hand, the signal display speed received by the power receiver 21 when entering a new closed section is a speed limit set in advance in the closed section corresponding to the position detected by the speed / position detecting unit 10, that is, the signal present speed. The counter value in the memory is decremented when it is the same as the maximum value of the indicated speed. The traffic jam determination unit 50 determines that the counter value on the memory exceeds a predetermined threshold value as a traffic jam state. As described above, based on the history of the signal display speed received by the power receiver 21, it may be determined whether the traffic congestion state in which the interval with the preceding train T is shortened continues. For example, a value of about “3” may be set as the threshold in this determination. When the threshold is set as “3”, it is possible to determine a case where the congestion state continues over three blocked sections. In addition, once it is determined that the counter value exceeds the threshold value and is in a traffic jam state, the judgment of the traffic jam state is maintained until the counter value becomes zero, and it is determined that the traffic jam state is reached when the counter value becomes zero. This determination may be canceled.

  In addition, the traffic jam determination unit 50 determines whether or not it is in a traffic jam state based on the reception of a forward notice signal that warns that the displayed speed is low in the next blockage section of the blockage section where the train T is present. May be. In a congested state in which the interval with the preceding preceding train is shortened, the signal display speed frequently decreases in the blockage section next to the blockage section where the train T is present. Therefore, the traffic jam determination unit 50 determines that the traffic jam is present when a forward notice signal is received when entering a new closed section. In addition, the traffic congestion determination unit 50 increases the counter value when a forward notice signal is received when entering a new closed section, and decreases when the forward notice signal is not received when entering a new closed section. When a predetermined threshold value (for example, “2”) is exceeded, it may be determined that there is a traffic jam. In this case as well, as described above, the determination that the traffic is in a congested state may be maintained until the counter value becomes zero.

  Note that the congestion determination unit 50 may determine whether or not the congestion state is such that the interval between the preceding preceding train is shortened by combining the reception of the signal indication speed and the reception of the forward notice signal.

  FIG. 7 is a conceptual diagram illustrating an example of a traffic jam state in which the subsequent train T2 approaches the preceding train T1. FIG. 7 illustrates a state in which the preceding train T1 and the succeeding train T2 are traveling in the closed sections 1L to 8L in a traffic jam state at times t11 to t18. In the blockage section 3L, the maximum value of the signal display speed is set one step lower than other blockages. Here, in the subsequent train T2, when the traffic congestion state is determined only by receiving the signal display speed S, the signal display speed S and the signal display speed are changed between times t14 and t17 for passing through the blockage section 3L. Since the state where the maximum value is the same continues, a case where it is not determined as a traffic jam state may occur. However, when it is determined whether or not it is in a traffic jam state by combining not only the reception of the signal indication speed S but also the reception of the forward notice signal, when entering the closed section 2L at time t13, Even if it is not a blockage section that receives a forward warning signal, it can be determined that the traffic congestion state occurs because the signal display speed falls below the maximum value in the blockage section 2L. Although the speed coincides with the maximum value in the closed section 3L, the forward notice signal is received, so that it can be determined that there is a traffic jam. In this way, it can be determined that there is a traffic jam continuously from time t11 to t18.

[Second Embodiment]
FIG. 8 is a block diagram illustrating a configuration of a train control device 1a according to the second embodiment. Here, about the same structure as 1st Embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  As illustrated in FIG. 8, the train control device 1 a includes a traffic jam determination unit 50 a and a setting unit 60. The setting unit 60 is a changeover switch provided in a driver's cab or the like where the driver sets / cancels that the traffic is in a traffic jam state. The setting unit 60 may be a push button or a dial (including an indicator lamp that indicates setting / cancellation), or may be an interface on the touch panel of the cab monitor. Information on setting / cancellation of being in a traffic jam state is output from the setting unit 60 to the traffic jam judgment unit 50a as traffic jam setting information. Based on the traffic jam setting information from the setting unit 60, the traffic jam judging unit 50a judges whether or not it is in a traffic jam state.

  Therefore, in the ATO device 30, when the setting unit 60 is set to be in a traffic jam state, the jerk control that suppresses the acceleration change rate of the train T to the first range ε1 is set to the inside of the first range ε1. The acceleration / deceleration of the train T is controlled by switching to the jerk control that suppresses the acceleration change rate within the second range ε2.

  As described above, when the driver is set in a traffic jam state, the acceleration / deceleration of the train T is controlled by switching to the jerk control that suppresses the range of the acceleration change rate smaller than the normal jerk control. You may suppress the deterioration of the ride comfort.

  Note that the setting unit 60 may set / cancel that it is in a traffic jam state in response to a notification from the ATC ground device 22 via the track circuit 23 and the power receiver 21. Specifically, the ATC ground device 22 uses the track circuit 23 to indicate that the subsequent train approaching the preceding train is in a congested state based on the presence line detection result by the track circuit 23 in each blocked section. Notify the train. In the succeeding train setting unit 60, the power receiver 21 receives the notification via the track circuit 23, and sets that it is in a traffic jam state according to the received notification.

[Third Embodiment]
FIG. 9 is a block diagram illustrating a configuration of a train control device 1b according to the third embodiment. Here, about the same structure as 1st Embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted.

  As illustrated in FIG. 9, the train control device 1b performs jerk control that suppresses the acceleration change rate of the train T within the first range ε1 when the speed detected by the speed / position detection unit 10 is equal to or lower than a predetermined speed. The ATO device 30a that controls the acceleration / deceleration of the train T by switching to the jerk control that suppresses the acceleration change rate is provided in the second range ε2 set inside the first range ε1.

  As described above, acceleration or deceleration corresponding to switching of the signal display speed S is repeated during traffic jams (see FIG. 4). However, if the distance from the preceding train is small and the stop and restart are repeated, the acceleration It is easy to feel the change and easily deteriorate the ride comfort. Therefore, when the speed detected by the speed / position detection unit 10 is a predetermined speed or less (for example, 5 km / h or less), the train T is switched to the jerk control that keeps the acceleration change rate of the train T lower than usual. By controlling the acceleration / deceleration of the vehicle, it is possible to suppress the deterioration of the riding comfort when the stop and the restart are repeated in a traffic jam.

  In addition, about the 1st-3rd embodiment mentioned above, you may implement independently, respectively, and may implement in combination. For example, the combination of 1st, 2nd embodiment, the combination of 1st, 3rd embodiment, the combination of 2nd, 3rd embodiment, and the combination of 1st-3rd embodiment may be sufficient.

  The above-described embodiment 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.

  DESCRIPTION OF SYMBOLS 1, 1a, 1b ... Train control device, 2 ... Wheel, 3 ... Drive / brake control device, 10 ... Speed / position detection part, 11 ... Vehicle upper part, 12 ... TG, 13 ... Ground child, 20 ... On ATC vehicle Device, 21 ... Power receiver, 22 ... ATC ground device, 23 ... Track circuit, 30, 30a ... ATO device, 40 ... Storage unit, 50, 50a ... Congestion judgment unit, 60 ... Setting unit, 1L-8L ... Blocking section, J1, J2 ... Acceleration change rate, N1, N2 ... Power running command, R ... Rail, S ... Signal indication speed, T ... Train, T1 ... Preceding train, T2 ... Subsequent train, t1-t18 ... Time, ε1 ... First Range, ε2 ... second range

Claims (7)

Receiving means for receiving information notified from the ATC ground device in the blocked section where the train is located ;
Based on the information notified from the ATC ground device, a traffic jam judging means for judging whether or not it is a traffic jam state in which the interval with the preceding preceding train is shortened,
From the first jerk control that outputs a first power running command or a braking command that suppresses the acceleration change rate of the train within the first range when it is determined that the traffic is in the traffic jam state, Control means for controlling acceleration / deceleration of the train by switching to second jerk control that outputs a second powering command or braking command for suppressing the rate of change of acceleration within a second range set on the inside;
A train control device comprising: Position detecting means for detecting the position of the train;
In each of the plurality of closed sections, further comprises storage means for storing a preset speed limit and position information of the closed section,
The receiving means receives a speed limit in the blocked section where the line exists,
The traffic jam judging means judges whether or not the traffic jam state is based on the received speed limit being lower than the speed limit set in the closed section corresponding to the detected position.
The train control device according to claim 1. The traffic jam determination means increases when the received speed limit is below the limit speed set in the closed section corresponding to the sensed position, the received speed limit corresponding to the sensed position Based on a counter value that is reduced when the speed limit is the same as the speed limit set in the blockage section, it is determined that the traffic congestion state occurs when the counter value exceeds a predetermined threshold value.
The train control device according to claim 2. The receiving means receives a warning signal for warning that the speed limit will be low in a blockage section next to the blockage section where the line exists.
The traffic jam judging means judges whether or not the traffic jam is based on the reception of the warning signal;
The train control device according to any one of claims 1 to 3. The traffic jam judging means is in the traffic jam state when the counter value exceeds a predetermined threshold based on a counter value that is increased when the warning signal is received and decreased when the warning signal is not received. To determine,
The train control device according to claim 4. Congestion setting means for setting that it is a congested state in which the interval with the preceding preceding train is shortened,
From the first jerk control that outputs the first power running command or the braking command that suppresses the acceleration change rate of the train within the first range when the congestion state is set, the inside of the first range. Control means for controlling acceleration / deceleration of the train by switching to second jerk control for outputting a second powering command or braking command for suppressing the acceleration change rate within the second range set to
A train control device comprising: The setting means sets the congestion state based on a driver's operation instruction.
The train control device according to claim 6.

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