JP6802091B2 - Train control system, train control method and on-board equipment of train - Google Patents

Description

The present invention relates to a train control system, a train control method, and an on-board device of a train that suppresses the delay spread that occurs to a succeeding train traveling behind the delay of the preceding train, and that the departure time of the preceding train is delayed. In situations where it is difficult to predict, the increase in energy is prevented by suppressing the stoppage of the following train between stations.

In a railway system, trains traveling on the same track are controlled by signals so that the trains do not collide with each other. Therefore, when the trains are traveling according to the timetable designed in consideration of the signals. There are not many situations where the signal brakes the following train.

However, when a certain train is delayed and the margin on the timetable is exhausted, the phenomenon that the following train traveling behind the train is braked in order to avoid a collision with the preceding train may frequently occur. In particular, when trains are traveling at high density as in urban areas, this phenomenon will spread to subsequent trains traveling further behind. As a result, the energy consumption increases due to the increase in acceleration / deceleration, and the delay further spreads.

As a technique for solving such a situation, Patent Document 1 describes a ground-based on-board cooperation system in which a ground-based device and on-board devices on all trains in the area managed by the ground-based device are connected by a network. In the above, the ground device obtains train running information from the on-board device on each train, creates target information for the corresponding following train by the internal processing device, and uses this target information on the on-board on each train. By sending to the device, the method of traveling the on-board device according to the sent target information is described.

Japanese Unexamined Patent Publication No. 2011-006009

However, since the method described in Patent Document 1 processes based on the time information when the train arrives, the departure time may be delayed due to an increase in boarding / alighting time due to congestion or a rush boarding. It is impossible to deal with the delay of departure time, which depends on the dynamics. Under such circumstances, the following train will come too close to the preceding train, and the signal will brake the following train and stop in the middle of the station. Furthermore, the following trains will also approach excessively, so they will stop in the middle of the station in a chain reaction.

In this way, the delay in the departure of the preceding train affects the following train traveling behind it, and further spreads to the following train. As a result, energy consumption increases as compared with normal operation, and train delays spread.

In order to solve the above problems, the train control system according to the present invention includes a shortest release time calculation unit provided on the ground side, a target speed calculation unit provided on the upper side or the ground side of the train, and a traveling control device provided on the upper side of the vehicle. The shortest release time calculation unit has the shortest release time, which is the earliest time until the brake pattern determined at the station approach limit position set in front of the station disappears, as the current time, the time of the train arriving at the station. calculated based on the number of trains that are stopped before the train between the time interval data and the target station when showing the spacing, the target speed calculating unit, the station enters a limit position location, current position of the train, the train The target speed of the train is calculated from the deceleration and the difference between the shortest release time and the current time, and the travel control device obtains the first travel command based on the current position and current speed of the train from the target travel pattern. The speed of the train with the smaller speed as the follow-up target speed from the brake pattern speed and target speed calculated based on the own train approach limit position determined by the preceding train running in front of the train, the current position of the train, and the deceleration of the train. Is obtained as a second travel command that approaches the tracking target speed, and the smaller of the first travel command and the second travel command is determined as the train travel command .

According to the present invention, it is possible to minimize and avoid stoppages between train stations, prevent an increase in energy consumption as compared with normal operation, and prevent an increase in train delay and spillover. It will be possible.

FIG. 1 is a diagram showing an example of a system configuration and a data flow according to a first embodiment of the present invention. FIG. 2 is a diagram showing a flowchart of processing executed by the shortest release time calculation device. FIG. 3 is a diagram showing an example of the internal configuration of the automatic train traveling device. FIG. 4 is a diagram showing a flowchart of processing executed by the target speed calculation device. FIG. 5 is a diagram showing an example of the internal configuration of the traveling determination device. FIG. 6 is a diagram showing the effect when the train control according to the present invention is carried out. FIG. 7 is a diagram showing an example of a system configuration and a data flow according to a second embodiment of the present invention. FIG. 8 is a diagram showing an example of the internal configuration of the train traveling device. FIG. 9 is a diagram showing a configuration example of a driving support screen displayed by the driving support device. FIG. 10 is a diagram showing an example of a system configuration and a data flow according to a third embodiment of the present invention.

Examples 1 to 3 as a mode for carrying out the present invention will be described below with reference to the drawings.

FIG. 1 is a diagram showing an example of a system configuration and a data flow according to a first embodiment of the present invention.
The ground device 101 manages information on the line under its jurisdiction, and transmits information to trains 102A, 102B, 102C, ... (Hereinafter, all of them are collectively referred to as "train 102") traveling on the line under its jurisdiction. .. The train 102 (102A, 102B, 102C, ...) Controls its own train based on the transmitted information.

Further, the ground device 101 has a departure / arrival status management device 103 that manages the arrival / departure status of trains traveling on the line under its jurisdiction, a time interval database 104 that manages time interval data (data indicating the time interval of train arrival) at each station, and jurisdiction. The diamond database 105 that records the timetable of the route to be used, the shortest release time calculation device 106 that inputs each information from the departure / arrival status management device 103, the time interval database 104, and the timetable database 105, and the train 102 (102A, 102B, It is composed of a ground-side transmitter 107 that transmits information to 102C, ...).

Here, the shortest release time calculation device 106 is a station where each train 102A, 102B, 102C, ... Is about to enter based on each input information from the departure / arrival status management device 103, the time interval database 104, and the timetable database 105. The shortest release times 151A, 151B, 151C, ... (Hereinafter, all of them are collectively referred to as "shortest release time 151") and the station entry limit positions 152A, 152B, 152C of each train to prevent entry into. … (Hereinafter, all of them are collectively referred to as “station approach limit position 152”). Here, the shortest release time indicates the earliest time until the brake pattern disappears when the brake pattern disappears.

The ground-side transmitter 107 transmits each information of the shortest release time 151 (151A, 151B, 151C, ...) And the station approach limit position 152 (152A, 152B, 152C, ...) To the train 102 (102A, 102B, 102C, ...). Send to.

The train 102 (see the lower figure of FIG. 1) measures the vehicle upper receiving device 108 that receives information from the ground device 101, the database 109 that records the acceleration / deceleration characteristics of the train, the current train speed 154, and the current train position 155. It is composed of a speed measuring device 110 and an automatic train running device 111 that determines a running method of the train.

Here, the vehicle upper receiving device 108 receives the shortest release time 151 and the station approach limit position 152 from the ground device 101, and in relation to the preceding train traveling in front of the own train from the signal device (not shown). Receives the determined own train approach limit position 153.

The speed measuring device 110 measures the current train position 155 obtained by integrating the current train speed 154 and the current train speed 154. As the speed measuring device 110, a speed generator, GPS, or the like may be used.

The automatic train traveling device 111 is based on the shortest release time 151, the station approach limit position 152, the own train approach limit position 153, the current train speed 154, the current train position 155, and the acceleration / deceleration characteristic 156 recorded in the database 109. To decide how to run the train. The train 102 automatically operates according to the traveling method determined by the automatic train traveling device 111.

FIG. 2 is a diagram showing a flowchart of processing executed by the shortest release time calculation device 106. Hereinafter, the processing contents will be described according to this flowchart. In each of the following steps, the shortest release time calculation device 106 is abbreviated as "calculation device 106".

In step 201, the computing device 106 extracts a list of trains existing on the line under its jurisdiction and proceeds to step 202. When extracting this list, the timetable database 105 is taken into consideration, and the departure / arrival status management device 101 makes appropriate corrections according to the arrival / departure status.

In step 202, the calculation device 106 extracts one train existing between the stations from the list of trains extracted in step 201, and proceeds to step 203.

In step 203, the calculation device 106 calculates the number N of trains stopped before the own train before the station where the train extracted in step 202 is heading (to the station where the extracted train is heading). Proceed to step 204 (including stopped trains). A diamond database 105 and a departure / arrival status management device 101 are used for this calculation.

In step 204, the calculation device 106 checks whether or not the departure of another train stopped at the station to which the train extracted in step 202 is heading is delayed. If another train is stopped and the departure is delayed (Y), the process proceeds to step 205. On the other hand, if the other train is not stopped, or if the departure is not delayed even if the other train is stopped, the process proceeds to step 206.

In step 205, the calculation device 106 calculates the shortest release time by the following formula based on the number of trains N extracted in step 203, and proceeds to step 207. Here, the time interval data is obtained from the time interval database 104.
Shortest release time = current time + time interval x number of trains N

In step 206, if the shortest release time has been issued even once by the time the extracted train arrives at the station to which the extracted train is heading, the calculation device 106 sets the most recent shortest release time among them. Command and proceed to step 207. If it has never been issued, do not specify the shortest release time.

At step 207, the calculator 106 removes the current train from the list of trains existing on the line under its jurisdiction and proceeds to step 208.

In step 208, the computing device 106 checks whether the train still exists in the list of trains existing on the line under its jurisdiction, and if it exists (Y), returns to step 202 and does not exist (N). If so, end the process.

FIG. 3 is a diagram showing an example of the internal configuration of the automatic train traveling device 111 mounted on the on-board device 102.
The automatic train traveling device 111 includes a target speed calculating device 301 for calculating the target speed 351, a traveling pattern database 302 for storing the target traveling pattern 352, and a traveling determining device 303 for determining the traveling command 353.

The target speed calculation device 301 calculates the target speed 351 of the own train based on the shortest release time 151, the station approach limit position 152, the current train position 155, and the acceleration / deceleration characteristic 156.
The travel pattern database 302 stores the target travel pattern 352 of the own train composed of a set of (position, speed). At that time, at least one of the traveling pattern created in advance and the traveling pattern created during traveling is stored in the traveling pattern database 302.

The travel determination device 303 travels the own train based on the own train approach limit position 153, the current train speed 154, the current train position 155, the acceleration / deceleration characteristic 156, the target speed 351 and the target travel pattern 352 of the own train. Directive 353 is determined.

FIG. 4 is a diagram showing a flowchart of processing executed by the target speed calculation device 301 provided in the automatic train traveling device 111. The processing contents will be described below according to this flowchart. In each of the following steps, the target speed calculation device 301 is abbreviated as "calculation device 301".

In step 401, the calculation device 301 checks whether there is a minimum release time 151 (T_Release), proceeds to step 402 if it exists (Y), and proceeds to step 405 if it does not exist (N). Proceed to.

In step 402, the calculation device 301 acquires the station approach limit position 152 (X_LMA) and proceeds to step 403.

In step 403, the calculation device 301 acquires the deceleration (β [m / s / s]) of the train based on the acceleration / deceleration characteristic 156, and proceeds to step 404.

In step 404, the calculation device 301 uses the current position of the train 155 (X [m]), the station approach limit position 152 (X_LMA [m]) acquired in step 402, and the deceleration of the train acquired in step 403 (β []. From the m / s / s]) and the difference value (ΔT [s]) between the shortest release time 151 (T_Release) and the current time T, the target velocity 351 (V [km / h]) is calculated using the following formula. And end the process.
V = {-ΔT + (ΔT ² + 2 / β × | X_LMA-X |) ^1/2 } × β × 3.6

On the other hand, in step 405, the calculation device 301 sets the maximum speed of the train to the target speed 351 and ends the process.

FIG. 5 is a diagram showing an example of the internal configuration of the travel determination device 303 provided in the automatic train travel device 111.
The travel determination device 303 includes a travel follow-up control unit 501 that determines the first travel command 551, a signal speed calculation unit 502 that calculates the signal speed 552, a target speed control unit 504 that determines the second travel command 554, and comparison processing. It is composed of parts 503 and 505.

The travel tracking control unit 501 is based on the current train speed 154, the current train position 155, and the target travel pattern 352, so as to bring the current train speed 154 and the current train position 155 closer to the target travel pattern 352. The running command 551 of 1 is determined.

The signal speed calculation unit 502 calculates a signal speed 552 corresponding to the brake pattern speed of the own train at the current train position based on the own train approach limit position 153, the current train position 155, and the acceleration / deceleration characteristic 156.

The comparison processing unit 503 outputs the smaller numerical value of the signal speed 552 and the target speed 351 as the tracking target speed 553.
The target speed control unit 504 determines the second travel command 554 so that the current train speed 154 approaches the follow-up target speed 553.

The comparison processing unit 505 outputs the smaller command values of the first running command 551 and the second running command 554 as the running command 353 of the own train.

As a method for determining the first travel command 551 from the travel tracking control unit 501 and a method for determining the second travel command 554 from the target speed control function 504, known methods may be used, for example, the target speed. And proportional control based on the deviation of the current speed may be used.

Further, in the calculation method of the signal speed 552 of the signal speed calculation unit 502, the signal speed 552 is V_ATP [km / h], the own train approach limit position 153 is Y_LMA [m], and the current train position 155 is X [m]. , When the deceleration of the train determined by the acceleration / deceleration characteristic 156 is β [m / s / s], the following equation is used.
V_ATP = (2 x β x | Y_LMA-X |) ^1/2 x 3.6

FIG. 6 is a diagram showing the effect when the train control according to the present invention is carried out.
It is assumed that train 1 is stopped at station B at time T0, train 2 is running from station A to station B, and then train 3 is running. After that, when the departure of train 1 is delayed at station B, the effect obtained when the control according to the present invention is applied will be described.

In FIG. 6, the left side view (hereinafter referred to as “FIG. 6 left view”) shows a traveling locus when the control according to the present invention is applied to the train 3 with the horizontal axis as the speed and the vertical axis as the position. (Speed change) is shown. In the figure on the right side (hereinafter referred to as "the right figure of FIG. 6"), the horizontal axis is the time and the vertical axis is the position, and the positions of train 1, train 2, and train 3 are shown every moment.

In the following, the effects will be described with reference to the right figure of FIG. 6 according to the processing flow shown in FIGS. 2 and 4 and the control mode for determining the traveling command according to the configuration shown in FIG.

(1) Until time T0 Until time T0, train 1 has no departure delay. Therefore, until time T0, for trains 2 and 3, in the processing flow of the shortest release time calculation device 106 shown in FIG. 2, steps 201 → 202 → 203 → 204 (N) → 206 → 207 → The process proceeds to 208, and the shortest release time is not specified (in step 206, the shortest release time is not specified because there is no latest release time). The N extracted in step 203 is N = 1 for train 2 and N = 2 for train 3.

Further, in the processing flow of the target speed calculation device 301 shown in FIG. 4, the processing proceeds from step 401 (N) to 405 for both trains 2 and 3, and the target speed is set to the maximum train speed.

Further, by implementing the control mode shown in FIG. 5, the running commands of the trains 2 and 3 are determined. Train 2 (running pattern not shown) has reached the vicinity of the approach limit position of the station heading at time T0 from the locus of time-position shown in the right figure of FIG. However, at the time of time T0, the train travels toward the stop at the station B because it does not conflict with the brake pattern generated from the approach limit position of the station and the departure delay does not occur in the preceding train 1. The train 3 following the train 2 accelerates toward the target speed.

(2) Time T1
At time T1, train 1 has a departure delay. At this time, for trains 2 and 3, in the processing flow of the shortest release time calculation device 106 shown in FIG. 2, steps 201 → 202 → 203 → 204 (Y) → 205 → 207 → 208, respectively, respectively. The shortest opening times TO21 and TO31 are calculated. The N extracted in step 203 is N = 1 for train 2 and N = 2 for train 3.

Further, in the processing flow of the target speed calculation device 301 shown in FIG. 4, steps 401 (Y) → 402 → 403 → 404 are performed for both trains 2 and 3, and the target speeds VO21 and VO31 are calculated respectively. Will be done.

According to the target speeds VO21 and VO31, the train 2 and the train 3 perform the control mode shown in FIG. For train 2 (running pattern not shown), the time-position locus shown on the right of FIG. 6 conflicts with the brake pattern PT3 generated from the approach limit position of the station to which the train is heading at time T1. And the braking state is set.

On the other hand, for train 3, since there is a distance to the approach limit of the station heading and the brake pattern PT1 determined by the approach limit P1 of the own train determined by the preceding train 2, it is decided to control according to the target speed VO31. Become. Since the target speed VO31 is larger than the current speed, the train 3 is in an accelerated state (Fig. 6, left figure).

(3) Times T1 to T2
From time T1 to T2, train 2 will stop at the station entry limit position. The target speed VO21 becomes 0 because the train 2 has reached the approach limit position. Therefore, the braking command remains issued. Hereinafter, train 2 will behave in the same way until time T4, and will not be touched until time T4.

On the other hand, the target speed VO31 of the train 3 is in the direction of approaching the current speed, but is higher than the current speed. Further, since there is a distance to the brake pattern PT2 determined by the approach limit P2 of the own train determined by the preceding train 2, the control is performed according to the target speed VO31. Therefore, train 3 continues to accelerate (Fig. 6, left figure).

(4) Time T2
At time T2, train 3 reaches the position of X2 and reaches speed V2. For the train 3, in the processing flow of the shortest release time calculation device 106 shown in FIG. 2, steps 201 → 202 → 203 → 204 (Y) → 205 → 207 → 208 are performed, and the shortest release time TO32 is calculated. The N extracted in step 203 is N = 1 for train 2 and N = 2 for train 3.

Further, in the processing flow of the target speed calculation device 301 shown in FIG. 4, the target speed VO32 is calculated by proceeding in the order of step 401 (Y) → 402 → 403 → 404. Further, since there is a distance to the brake pattern PT2 determined by the approach limit P2 of the own train determined by the preceding train 2, the control is performed according to the target speed VO32. Since the target speed VO32 matches the current speed V2, the train 3 operates so as to maintain the current speed V2.

(5) Time T3
At time T3, train 3 reaches the position of X3 and reaches speed V3. For train 3, in the processing flow of the shortest release time calculation device 106 shown in FIG. 2, steps 201 → 202 → 203 → 204 (Y) → 205 → 207 → 208 are performed, and the shortest release time TO33 is calculated. The N extracted in step 203 is N = 1 for train 2 and N = 2 for train 3.

Further, in the processing flow of the target speed calculation device 301 shown in FIG. 4, the target speed VO33 is calculated by proceeding in the order of step 401 (Y) → 402 → 403 → 404. Further, since there is a distance to the brake pattern PT2 determined by the approach limit P2 of the own train determined by the preceding train 2, the control is performed according to the target speed VO33. Since the target speed VO33 is lower than the current speed V3, the train 3 decelerates so as to reach the target speed VO33 (Fig. 6, left figure).

(6) Times T3 to T4
As the time progresses from T3 to T4, the target speed VO33 of the train 3 is calculated to be lower than the current speed. Further, since there is still a distance to the brake pattern PT2 determined by the approach limit P2 of the own train determined by the preceding train 2, the control is performed according to the target speed VO33. That is, the train 3 decelerates so as to reach the target speed VO33 (Fig. 6, left figure).

(7) Time T4
At time T4, train 1 stopped at station B departs. For trains 2 and 3, in the processing flow of the shortest release time calculation device 106 shown in FIG. 2, steps 201 → 202 → 203 → 204 (Y) → 205 → 207 → 208 are all performed, and the shortest release of each is performed. Times TO24 and TO34 are calculated. The N extracted in step 203 is N = 1 for train 2 and N = 2 for train 3.

Further, in the processing flow of the target speed calculation device 301 shown in FIG. 4, steps 401 (Y) → 402 → 403 → 404 are performed for both train 2 and train 3, and the target speeds VO24 and VO34 are calculated. Trains 2 and 3 control travel according to the target speeds VO24 and VO34. However, since the target speed VO24 with respect to the train 2 is still 0, the train 2 maintains the stopped state.

On the other hand, although the train 3 has reached the position of X4, it is controlled according to the target speed VO34 because there is still a distance to the brake pattern PT2 determined by the approach limit P2 of the own train determined by the preceding train 2. It will be. The current speed of train 3 is V4, but since the target speed VO34 is lower than the current speed V4, the train 3 is decelerated so as to reach the target speed VO34 (Fig. 6, left figure).

(8) Time T5
Time T5 is the time when train 1 finishes departing from station B. For trains 2 and 3, in the processing flow of the shortest release time calculation device 106 shown in FIG. 2, steps 201 → 202 → 203 → 204 (Y) → 206 → 207 → 208 are all performed, and the shortest release of each is performed. For the time, TO24 and TO34 that were output most recently are calculated. The N extracted in step 203 is N = 0 for train 2 and N = 1 for train 3.

Further, in the processing flow of the target speed calculation device 301 shown in FIG. 4, steps 401 (Y) → 402 → 403 → 404 are performed for both train 2 and train 3, and TO24 and TO34 with the shortest opening time and their respective Since the station approach limit position has not changed, the target speeds VO24 and VO34 are calculated. Trains 2 and 3 control travel according to the target speeds VO24 and VO34. However, since the target speed VO24 with respect to the train 2 is still 0, the train 2 maintains the stopped state.

On the other hand, although the train 3 has reached the position of X5, it is controlled according to the target speed VO34 because there is still a distance to the brake pattern PT2 determined by the approach limit P2 of the own train determined by the preceding train 2. It will be. Since the train 3 has the current speed V5 (= target speed VO34), the train 3 travels so as to maintain the target speed VO34 (Fig. 6, left figure).

(9) Times T5 to T6
While traveling from time T5 to T6, the target speeds of trains 2 and 3 do not change at the shortest opening time and the station approach limit position, so each target speed is VO24 calculated at time T5 ( = 0) and does not change from VO34. That is, the train 2 maintains the stopped state.

Further, the train 3 moves from the position of X5 to the position of X6, but since there is still a distance to the brake pattern PT2 determined by the approach limit P2 of the own train determined by the preceding train 2, it is controlled according to the target speed VO34. It will be. That is, since the train 3 has a speed V5 (= target speed VO34), the train 3 travels so as to maintain the target speed VO34 (FIG. 6, left figure).

(10) Time T6
Time T6 is the time when the station entry prevention by train 1 is released. For trains 2 and 3, in the processing flow of the shortest release time calculation device 106 shown in FIG. 2, steps 201 → 202 → 203 → 204 (Y) → 206 → 207 → 208 are all performed, and the shortest release of each is performed. For the time, TO24 and TO34 that were output most recently are calculated. The N extracted in step 203 is N = 0 for train 2 and N = 1 for train 3.

Further, in the processing flow of the target speed calculation device 301 shown in FIG. 4, steps 401 (Y) → 402 → 403 → 404 are performed for both train 2 and train 3, and the shortest opening time for train 2 is TO24. At some point, since it became possible to enter station B, a target speed VO26 exceeding 0 was calculated, and train 2 started re-acceleration and headed for station B. For the following train 3, the shortest opening time is TO34 and the station approach limit position does not change, so the target speed remains unchanged at VO34.

Further, although the train 3 has reached the position of X6, since there is still a distance to the brake pattern PT2 determined by the approach limit P2 of the own train determined by the preceding train 2, the train 3 is controlled according to the target speed VO34. It will be. That is, since the train 3 has a speed V5 (= target speed VO34), the train 3 travels so as to maintain the target speed VO34 (FIG. 6, left figure).

(11) Times T6 to T7
In the processing flow of the shortest release time calculation device 106 shown in FIG. 2 for trains 2 and 3 while proceeding from time T6 to T7, steps 201 → 202 → 203 → 204 (Y) → 206. → 207 → 208. As a result, TO24 and TO34, which have been output most recently, are calculated as the shortest opening times of trains 2 and 3. The N extracted in step 203 is N = 0 for train 2 and N = 1 for train 3.

Further, in the processing flow of the target speed calculation device 301 shown in FIG. 4, steps 401 (Y) → 402 → 403 → 404 are performed for both train 2 and train 3. For train 2, where the shortest opening time is TO24, the station approach limit position has changed to station B, so the target speed VO27 that exceeds 0 is calculated, and because it is approaching station B, it is heading for a stop. Control. For train 3, the shortest opening time is TO34, and the approach limit does not change, so the target speed remains unchanged at VO34.

Further, although the position of the train 3 moves from X6 to X7, it reaches the brake pattern PT2 determined by the approach limit P2 of the own train determined by the preceding train 2 running, and after the preceding train 2 stops at the station B. Since there is a distance to the brake pattern PT3, which is determined at the station approach limit position, it is controlled according to the target speed VO34. That is, since the train 3 has a speed V5 (= target speed VO34), the train 3 travels so as to maintain the target speed VO34 (FIG. 6, left figure).

(12) Time T7
Time T7 is the time when train 2 departs. For train 3, in the processing flow of the shortest release time calculation device 106 shown in FIG. 2, steps 201 → 202 → 203 → 204 (Y) → 206 → 207 → 208, and the shortest release time was output most recently. TO34 is calculated. The N extracted in step 203 is N = 0 for the train 3.

Further, in the processing flow of the target speed calculation device 301 shown in FIG. 4, the process proceeds in steps 401 (Y) → 402 → 403 → 404 for the train 3, and the shortest opening time is TO34 and the approach limit does not change. The speed remains VO34 and does not change.

On the other hand, although the train 3 reaches the position of X7, the approach limit of its own train determined by the preceding train 2 is the same as the station approach limit position, and there is a distance to the brake pattern PT3 determined by the station approach limit position. Therefore, it will be controlled according to the target speed VO34. That is, since the train 3 has a speed V5 (= target speed VO34), the train 3 travels so as to maintain the target speed VO34 (FIG. 6, left figure).

(13) Time T8
The time T8 is the time when the station entry prevention by the train 2 preceding the train 3 is released. For train 3, in the processing flow of the shortest release time calculation device 106 shown in FIG. 2, steps 201 → 202 → 203 → 204 (Y) → 206 → 207 → 208, and as a result, the shortest release time is this. The most recently output TO34 is calculated. The N extracted in step 203 is N = 0 for train 3.

Further, in the processing flow of the target speed calculation device 301 shown in FIG. 4, the process proceeds in the order of step 401 (Y) → 402 → 403 → 404, and the shortest opening time is TO34, but it is possible to enter the station B. The target speed VO38 that exceeds the target speed VO34 of is calculated. Therefore, train 3 starts re-acceleration and heads for station B. At this point, it can be understood that the train 3 has just reached the station entry limit position and can run without applying unnecessary braking.

After the time T8, the train 3 operates toward the station B according to the speed pattern shown in the left figure of FIG.

As described above, by implementing the control according to the present invention, it is possible to minimize the stoppage between stations of the following train caused by the departure delay of the preceding train, and it is possible to prevent an increase in energy consumption. Further, by controlling the approach limit to be reached at the time when the approach limit is released, it is possible to prevent an increase in delay and spread.

FIG. 7 is a diagram showing an example of a system configuration and a data flow according to a second embodiment of the present invention. In the second embodiment, as shown in FIG. 7, the system configuration is such that the train 102 and the automatic train traveling device 111 shown in FIG. 1 are replaced with the train 701 and the train traveling device 702, respectively. Since the components having the same numbers as those in FIG. 1 have the same contents as those in the first embodiment, the description thereof will be omitted below.

The train 701 shown in the lower figure of FIG. 7 is composed of the vehicle upper receiving device 108, the database 109 for recording the acceleration / deceleration characteristics of the train, the measuring device 110 for the current train speed and speed position, and the train running device 702 for determining the running method. It is composed.

The vehicle upper receiving device 108 receives the shortest release time 151 and the station approach limit position 152 from the ground device 101, and is determined by the relationship with the train traveling in front of the own train from the signal device (not shown). Receives own train approach limit position 153.

The speed measuring device 110 measures the current train position 155 obtained by integrating the current train speed 154 and the current train speed 154.

The train traveling device 702 determines the traveling method based on the shortest release time 151, the station approach limit position 152, the own train approach limit position 153, the current train speed 154, the current train position 155, and the acceleration / deceleration characteristic 156. ..

FIG. 8 is a diagram showing an example of the configuration of the train traveling device 702. The train traveling device 702 has a configuration in which the traveling pattern database 302 is removed from the automatic train traveling device 111 of the first embodiment shown in FIG. 3, and the traveling determination device 303 is replaced with the driving support device 801. Other than that (target speed). There is no change in the calculation device 301).

The driving support device 801 determines the driving support information based on the shortest release time 151, the own train approach limit position 153, the current train speed 154, the current train position 155, and the target speed 351. The driving support device 801 may be configured to have a display unit.
FIG. 9 is a diagram showing a configuration example of a driving support screen displayed by the driving support device 801.

As shown in the figure, the current time, the shortest release time 151, the remaining time which is the difference between the shortest release time 151 and the current time is displayed in the upper left part of the screen, and the speedometer is displayed in the left part of the screen. The target speed 351 and the current train speed 154 are displayed in the accounting. Further, on the right side of the screen, operation history information and operation target information with the horizontal axis as the time and the vertical axis as the position are displayed. Regarding this information, the operation history information can be generated by combining the current train position 155 and the current time, and the operation target information can be generated by combining the shortest release time 151 and the own train approach limit position 153. It is possible.

As described above, the train control as shown in FIG. 6 can be performed by the driver driving based on the driving support information generated by the driving support device 801. As a result, even in Example 2, the same effect as in Example 1 described above can be obtained.

FIG. 10 is a diagram showing an example of a system configuration and a data flow according to a third embodiment of the present invention. The difference from the previous embodiment 1 is that the ground device 1001 has the function of the target speed calculation device 301 possessed by the automatic train traveling device 111 of the train 102 of the first embodiment on the ground device 1001 side of the third embodiment. However, in addition to the configuration provided in the ground device 101 of the first embodiment, the train database 1003, the train position management device 1004, and the target speed calculation device 1005 are provided. However, in the third embodiment as in the first embodiment, the trains 1002A, 1002B, 1002C, ... Information is transmitted to the "train 1002"), and the train 1002 (1002A, 1002B, 1002C, ...) Controls itself based on the transmitted information.

The components added by the ground device 1001 from the ground device 101 of the first embodiment will be described below.
The train database 1003 records and stores acceleration / deceleration characteristics of trains traveling on the line under its jurisdiction.

The train position management device 1004 manages the train position 1051 related to the train traveling on the line under its jurisdiction in real time.

The target speed calculation device 1005 is based on the shortest release time 151, the station approach limit position 152, the information from the timetable database 105, the acceleration / deceleration characteristics of the train recorded in the train database 1003, and the train position 1051 from the train position management device 1004. Then, the target speeds 1052A, 1052B, 1052C, ... (Hereinafter, all of them are collectively referred to as "target speed 1052") of trains 1002 (1002A, 1002B, 1002C, ...) Are calculated. The target speed 1052 (1052A, 1052B, 1052C, ...) From the target speed calculation device 1005 is transmitted from the ground side transmission device 1006 to the train 1002 (1002A, 1002B, 1002C, ...).

On the other hand, the train 1002 shown in the lower figure of FIG. 10 does not have the target speed calculation device 301 of the first embodiment as described above. The vehicle upper receiving device 108 receives the target speed 1052 from the ground device 1001 and also receives the own train approach limit position 153 determined in relation to the train traveling in front of the own train from the signal device (not shown). To do.

A database 109 that records the acceleration / deceleration characteristics of a train, a speed measuring device 110 that measures the current train position 155 obtained by integrating the current train speed 154 and the current train speed 154, and a set of (position, speed). The traveling pattern database 302 for storing the target traveling pattern 352 of the own train is the same as that in the first embodiment.

The travel determination device 1007 determines the travel method based on the target travel pattern 352, the target speed 1052, the own train approach limit position 153, the current train speed 154, the current train position 155, and the acceleration / deceleration characteristic 156.

The train 1002 is automatically operated according to the traveling method determined by the traveling determination device 1007.

Here, the target speed calculation function 1005 provided in the ground device 1001 is the same as the processing flow of the target speed calculation device 301 shown in FIG. 4, and the current position 155 (X [m]) of the train used in step 404 is set. The train position may be changed from the train position management device 1004 to the train position 1051.

On the other hand, the internal configuration of the travel determination device 1007 included in the train 1002 changes the target speed 351 of the travel determination device 303 shown in FIG. 5 to the target speed 1052 received from the ground device 1001. Further, the automatic train traveling device 1007 may be replaced by the driving support device 801 according to the second embodiment.

As described above, also in the third embodiment, the train control as shown in FIG. 6 can be performed. As a result, even in Example 3, the same effects as those in Example 1 and Example 2 described above can be obtained.

101: Ground equipment, 102, 102A, 102B, 102C: Train,
103: Arrival / departure status management device, 104: Time interval database, 105: Diamond database,
106: Shortest release time calculation device, 107: Ground side transmitter, 108: Vehicle upper receiver,
109: Database that records the acceleration / deceleration characteristics of trains, 110: Speed measuring device,
111: Train running device, 151: Shortest release time, 152: Station approach limit position,
153: Own train approach limit position, 154: Current train speed, 155: Current train position,
156: Acceleration / deceleration characteristics, 301: Target speed calculation device, 302: Driving pattern database,
303: Travel determination device, 351: Target speed, 352: Target travel pattern of own train,
353: Travel command of own train, 501: Travel tracking control unit, 502: Signal speed calculation unit,
503, 505: Comparison processing unit, 504: Target speed control unit,
551: First running command, 552: Signal speed, 535: Follow-up target speed, 554: Second running command,
701, 701A, 701B, 701C: Train, 702: Train running device, 801: Driving support device,
1001: Ground equipment, 1002, 1002A, 1002B, 1002C: Train,
1003: Train database, 1004: Train position management device, 1005: Target speed calculation device, 1006: Ground side transmitter, 1007: Travel determination device,
1051: Train position, 1052, 1052A, 1052B, 1052C: Target speed,

Claims (4)

The shortest release time calculation unit provided on the ground side,
The target speed calculation unit provided on the upper side of the train or the ground side of the train,
It has a travel control device provided on the upper side of the vehicle.
The shortest release time calculation unit sets the shortest release time, which is the earliest time until the brake pattern determined at the station approach limit position set in front of the station disappears, the current time, and the time interval of the train arriving at the station. Calculated based on the time interval data shown and the number of trains stopped before the train to the target station.
The target speed calculation unit calculates the target speed of the train from the station approach limit position, the current position of the train, the deceleration of the train, and the difference between the shortest release time and the current time.
The travel control device obtains a first travel command for bringing the current position and the current speed closer to the target travel pattern based on the target travel pattern , the current position of the train, and the current speed of the train, and the train. The smaller speed from the brake pattern speed calculated based on the own train approach limit position determined by the preceding train traveling in front of the train, the current position of the train, and the deceleration of the train and the target speed as the follow-up target speed. Obtaining a second running command for bringing the current speed of the train closer to the following target speed, and determining the smaller command value from the first running command and the second running command as the running command of the train. A train control system featuring. The shortest release time calculation unit provided on the ground side,
The target speed calculation unit provided on the upper side of the train or the ground side of the train,
It has a driving support device provided on the upper side of the vehicle.
The shortest release time calculation unit sets the shortest release time, which is the earliest time until the brake pattern determined at the station approach limit position set in front of the station disappears, the current time, and the time interval of the train arriving at the station. Calculated based on the time interval data shown and the number of trains stopped before the train to the target station.
The target speed calculation unit calculates the target speed of the train from the station approach limit position, the current position of the train, the deceleration of the train, and the difference between the shortest release time and the current time.
The driving support device is a train control system including a display unit that displays the target speed, the current speed, the shortest release time, and the current time of the train. A train control method that controls the speed of a train
The shortest release time, which is the earliest time until the brake pattern determined at the station approach limit position set in front of the station disappears, is set to the current time, time interval data showing the time interval of the train arriving at the station, and the target station. Calculated based on the number of trains stopped before the train during
The target speed of the train is calculated from the station approach limit position, the current position of the train, the deceleration of the train, and the difference value between the shortest release time and the current time.
A first travel command for bringing the current position and the current speed closer to the target travel pattern is obtained based on the target travel pattern , the current position of the train, and the current speed of the train .
The brake pattern speed is calculated based on the own train approach limit position determined by the preceding train traveling in front of the train, the current position of the train, and the deceleration of the train, and the smaller of the brake pattern speed and the target speed. The second running command for bringing the current speed of the train closer to the following target speed is obtained by using the speed of
A train control method characterized in that the smaller command value from the first running command and the second running command is determined as the running command of the train. It ’s a train on-board device,
Receiver and
Target speed calculation unit and
Equipped with a driving decision unit or a driving support unit
The receiver calculates the station based on the current time, the time interval data indicating the time interval of the train arriving at the station, and the number of trains stopped before the own train before the target station. The shortest release time, which is the earliest time until the brake pattern determined at the station approach limit position set in front of the station disappears, is received from the ground device.
The target speed calculation unit calculates the target speed of the own train from the station approach limit position, the current position, the deceleration, and the shortest release time of the own train.
The travel determination unit requests a first travel command for bringing the current position and the current speed closer to the target travel pattern based on the target travel pattern , the current position of the own train, and the current speed of the own train, and the own train. The smaller speed from the brake pattern speed calculated based on the own train approach limit position determined by the preceding train traveling in front of the train, the current position of the train, and the deceleration of the train and the target speed is used as the tracking target speed. A second running command for bringing the current speed of the train closer to the following target speed is obtained, and the smaller command value from the first running command and the second running command is determined as the running command of the own train.
The driving support unit is a train on-board device including a display unit that displays the target speed, the current speed, the shortest release time, and the current time of the own train.