JPS6311187B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a fixed position stop control method for an electric rail vehicle equipped with an on-board automatic driving device that automatically operates while giving a command speed corresponding to the distance traveled according to a distance-speed pattern. It is.

Recently, a new transportation system has been proposed in which a fixed road surface track is provided and electric railcars are operated automatically along this track.In the automatic operation of this type of electric vehicle, powering and braking are required during acceleration and deceleration. In addition to ensuring that the movement is within the capabilities of the motor, brake system, etc., and achieving a specified speed after traveling a specified distance, we have introduced dozens of features that were not present on conventional railway lines to improve riding comfort. Considering that the road has such a steep slope, it is important to control the acceleration/deceleration of the vehicle so that the acceleration/deceleration perceived by passengers is constant and small. Furthermore, regarding fixed position stop control, it is necessary to ensure a stopping accuracy of approximately ±30 cm after traveling a distance of approximately 200 m, taking into consideration that the above gradient condition acts as a disturbance in speed control.

Conventionally, measures have been taken to prevent this from happening, such as installing cant on the track side as a countermeasure against lateral acceleration/deceleration and jerking, or using air suspension in the passenger cabin suspension system, but these measures all have a negative impact on ride comfort. Even if it is judged only from the viewpoint of countermeasures, it cannot be a countermeasure against the track gradient that exists in the direction of vehicle movement. Therefore, for the purpose of absorbing errors in speed control, it is conceivable to have multiple constant speed driving sections over long distances, but this method is undesirable because it lowers the nominal speed of the vehicle.

Next, in order to achieve the above objective, we prepare several types of distance-speed patterns in advance in the on-vehicle automatic driving device, in which the acceleration/deceleration is changed taking into consideration the gradient conditions of the track, and when the vehicle is on a gradient section. When the vehicle enters the vehicle, a method may be considered in which a distance-velocity pattern corresponding to the slope section is selected and acceleration/deceleration is performed accordingly. However, it cannot be said that it is efficient to have multiple types of distance-speed patterns that include all the slope conditions of route sections that are controlled according to the on-vehicle distance-speed patterns. Furthermore, it is difficult to say that the system has adaptability and flexibility to changes in vehicle approach speed, change in acceleration/deceleration start position, change in acceleration/deceleration start position, change in acceleration/deceleration end position, construction of new stations, extension of routes, etc.

The present invention solves such conventional problems, and the on-vehicle automatic driving system is equipped with one reference distance-speed pattern of reference acceleration/deceleration that provides good ride comfort on standard tracks. , when decelerating from the starting point of fixed-position stopping operation in the slope section of the track and stopping the rail car at the fixed-position stopping point, the above-mentioned pattern is modified taking into consideration the track gradient condition, and the perceived deceleration of the passengers is roughly calculated. The purpose of this is to improve stopping accuracy while keeping it constant and small.

The method of the invention will now be described in detail with reference to the illustrated embodiments.

FIG. 1 is an explanatory diagram of the basic principle of the present invention, where the vertical axis shows velocity v, the horizontal axis shows distance x, A is acceleration α ₁ , B is acceleration α 2 , C is deceleration α 3 , and Ni is the acceleration α 1 , B is the acceleration α ₂ , C is the deceleration α ₃ , are curves passing through the points (x ₀ , v ₀ ) on the x-v plane of the deceleration α ₄ . Regarding curve A, the relationship among acceleration α ₁ , velocities v 0 and v 1 , distances x ₀ and x ₁ , and _time t ₁ when increasing speed from point (x _{0 ,} v ₀ ) to point (x ₁ , v ₁ ) is It is as follows.

v ₁ = v ₀ + α ₁ t ₁ x ₁ = x ₀ + v ₀ t ₁ + 1/2α ₁ t ² From equation ₁ , t ₁ = v ₁ −v ₀ / _α Substituting equation 1 into equation x ₁ − x ₀ =(v ₁ −v ₀ ) ² +2v ₀ (v ₁ −v ₀ )/2α ₁ For curve B, point (x ₂ , v ₂ ) from point (x ₀ , v ₀ )
The relationship when speeding up to

v ₁ = v ₀ + α ₂ t ₂ x ₂ = x ₀ + v ₀ t ₂ +1/2α ₂ t ² From formula ₂ , t ₂ = v ₁ −v ₀ /α Substituting formula ₂ into the formula, x ₂ −x ₀ = (v ₁ - v ₀ ) ² + 2v ₀ (v ₁ - v ₀ ) / _{2α 2The} traveling distance when the speed increases from v ₀ to v ₁ with acceleration α 1 is X ₁ , and the speed v ₀ with acceleration α ₂ If the distance traveled when increasing speed from v ₁ to x ₂ is given, then the following equation is obtained using the equations and equations.

X ₁ /X ₂ = x ₁ - x ₀ / x ₂ - x ₀ = α ₂ / α ₁ Since the exact same relationship as above holds true for curves C and D, the deceleration α ₃ changes the speed from v ₀ to v If the traveling distance when decelerating to ₂ is X ₃ and the traveling distance when decelerating from speed v ₀ to v ₂ by deceleration α ₄ is X ₄ , then the following equation holds between X ₃ and X ₄ .

X ₃ ／X ₄ ＝x ₃ −x ₀ ／x ₄ −x ₀ ＝α ₄ ／α As is clear from equation ₃ , there is an inversely proportional relationship between acceleration/deceleration and traveling distance. From this, it is possible to draw curves with arbitrary different accelerations from a single curve with a fixed acceleration, and to draw curves with arbitrary different decelerations from a single curve with a fixed deceleration.

For example, when there is a curve A whose acceleration is fixed as α ₁ and only the value of acceleration α ₂ corresponding to curve B is known, a method for drawing curve B will be described. Take an arbitrary distance xn ₂ on the x-axis and find the distance xn ₁ using the following formula.

(xn ₁ −x ₀ )=(xn ₂ −x ₀ )×α ₂ /α ₁ Let vn be the velocity at the intersection of the perpendicular line drawn to the x-axis from the point with distance xn ₁ and curve A. A perpendicular line drawn from the point of velocity vn on the v-axis to the v-axis and the distance xn ₂ on the x-axis
Let An be the point of intersection with the perpendicular line drawn from the point to the x-axis. By continuously performing this operation, a curve B of acceleration α ₂ is drawn on the distance-velocity plane.

An embodiment in which the present invention is applied to perform fixed position stop control will be described below.

FIG. 2 is a block circuit diagram of a fixed position stop control device as an embodiment of the method according to the present invention.
In Fig. 2, 1 is a fixed position stop signal receiver that receives a signal from a point signal generator provided on the track side indicating the starting point of fixed position stopping operation, and 2 is a gradient information detector that detects the gradient of the track. There are two ways to detect this: one is to detect it on the vehicle itself, and the other is to use a signal from a slope information signal generator installed on the track. 3 is a vehicle speed detector that generates a voltage or pulse according to the running speed of the vehicle, and is connected to a tachometer generator or shaft encoder attached to either the output shaft of the motor 4, the axle, or the induction steering wheel, and the waveform is shaped. This includes circuits that generate pulses. Reference numeral 5 indicates a distance meter that calculates the travel distance by integrating speed pulses; 6 indicates a total distance converter that converts the cumulative distance based on the signal from the slope information detector 2; and 7 indicates the vehicle from the start point of stopping at a fixed position. a fixed position stopping distance-speed pattern generator for generating a command speed according to the traveling distance;
8 is a proportional calculation circuit that performs calculations according to the difference between the command speed and the vehicle speed, that is, speed deviation; 9 is an integration calculation circuit that performs integral calculations regarding the speed deviation; 10
11 is a notch selection circuit that selects power running or brake notch based on the sum of the output of the proportional calculation circuit 8 and the output of the integral calculation circuit 9; and 11 is an output conversion circuit that outputs the output of the notch selection circuit 10 in the form of a relay contact signal, for example. It is a circuit. Reference numeral 12 denotes a motor control circuit that turns on/off the field and armature current of the motor 4 and controls the current value, and includes a thyristor Leonard device, a relay circuit, and the like. Reference numeral 13 denotes a brake control circuit which controls a logic circuit for switching between positive and negative fields of the thyristor Leonard device for regenerative braking, and air and hydraulic valves for determining the stage of application of the friction brake. 14 is a brake device for stopping the wheels using frictional force, 1
5 is an f-v conversion circuit that converts the pulse train into voltage. Note that each element surrounded by a dotted line in the figure constitutes a part related to stopping the on-vehicle automatic driving device 16 in a fixed position.

Next, the operation of the above structure will be explained with reference to the diagram illustrating the principle of operation shown in FIG. In Figure 4,
The vertical axis shows speed v, the horizontal axis shows distance x, and the curve
B′ ₀ B′ ₁ B′ ₂ B′ ₃ B′ ₄ S′ is the reference distance between fixed position stop in the on-vehicle automatic driving device 16 and constant deceleration of 2.5 Km/H/S generated by the speed pattern generator 7 - Speed pattern. Note that this value is given as a design value for a certain system. The lower part of FIG. 4 shows an example of a track cross section that has an uphill slope section and a flat section within the fixed position stop operation section.

Now, a passenger in a vehicle on a slope section feels the sum of the acceleration component gθ of the gravitational acceleration g (9.8 m/S ² ) in the direction parallel to the slope surface and the deceleration α caused by the deceleration of the vehicle as perceived acceleration. Therefore, if the standard deceleration of a vehicle on a flat section is 2.5 Km/H/S (for example, the perceived deceleration of a passenger), the deceleration including the slope section is determined by the following formula, taking into consideration the direction of the force. Controlling the vehicle based on speed provides good riding comfort. That is, by making the deceleration larger than the standard deceleration when decelerating uphill and smaller than the standard deceleration when decelerating downhill, and by making the acceleration smaller than the standard acceleration when accelerating uphill and larger than the standard acceleration when accelerating downhill. While maintaining good riding comfort, the capacity requirements for the motor 4 and the brake device 14 can be reduced.

Deceleration that the pattern should have = 2.5 + 0.03528G
(Km/H/S) However, G is the trajectory gradient expressed in ‰, and the climbing gradient is assumed to be positive. 0.03528 (Km/H/S) is the acceleration of gravity 1g = 9.8 (m/S ² ) = 35.28 (Km/H/S)
is divided by 1000.

Now, when this traveling vehicle travels on the slope section at a constant speed v ₀ and reaches point A ₀ , a signal from a point signal generator provided on the track side indicating the start point of the fixed position stopping operation is emitted. A signal receiver 1 receives the signal and outputs it. A ₀ point is the deceleration determined by a formula that takes into account the slope during track construction, and the vehicle has an initial speed v ₀
This point is determined by calculating backwards from S, which is determined by the station location, so that the vehicle travels at a fixed position and stops at a fixed position stop point S. When the cumulative distance meter 5 receives the output from the fixed position stop signal receiver 1, it starts counting the output pulses from the vehicle speed detector 3 and outputs the integrated value. Since the output pulse from the vehicle speed detector 3 is proportional to the traveling speed of the vehicle, the output count number of the odometer 5, which is an integral of the output pulse, is proportional to the traveling distance of the vehicle. On the other hand, the track gradient G of the running section of the vehicle is detected by the gradient information detector 2 and input to the cumulative distance converter 6. The cumulative distance converter 6 calculates the following equation based on the vehicle's actual traveling distance _XA from the fixed position stop operation starting point _A0 , which is the count output from the cumulative distance meter 5, and the slope information G from the slope information detector 2. Perform the following calculations, convert it to the created travel distance on the vehicle, X _B , and output it.

X _B n-X _B n _-1 = (X _A n-X _A n _-1 ) × (1 + 0.03528/2.5G) However, X _A n: Actual travel distance at the nth calculation X _B n: n Created travel distance obtained as the result of the first calculation Initial condition is n = 0 and X _A0 = X _B0 = 0 In other words, the formula is α ₁ = 2.5, α ₂ = 2.5 +
This corresponds to the case of 0.03528G, and the standard deceleration of the standard pattern is 2.5Km/H/S and the predetermined deceleration that the pattern should have in the slope section is 2.5+
0.03528G If Km/H/S is known, as is clear from the explanation of Figure 1, the created travel distance X _B for _{the actual travel distance X A ,} that is, the apparent travel distance You can find the distance.

It goes without saying that this calculation can be performed not only by the above-mentioned hardware circuit, but also by software using, for example, a microcomputer.

Furthermore, the same applies to the case where the fixed position stop signal receiver 1, slope information detector 2, cumulative distance meter 5, and cumulative distance converter 6 shown in the dashed line shown in FIG. 2 are configured as shown in FIG. 3. Even with slope information, the actual mileage of the vehicle can be converted to the distance created on the vehicle.
That is, in FIG. 3, the track gradient G of the running section of the vehicle is detected by the gradient information detector 2 and input to the cumulative distance converter 6. The cumulative distance converter 6 converts the number of output pulses P _A from the vehicle speed detector 3 and the slope information G from the slope information detector 2 as shown in the following equation, and outputs the number of pulses P _B .

P _B = P _{A ×} ( ₁ + 0.03528/2.5G) and outputs the integrated value. The integrated value ΣP _A of the number of pulses P _A after receiving the output from the fixed position stop signal receiver 1 is the actual travel distance X _A of the vehicle from the fixed position stop operation starting point A ₀ .
The integrated value ΣP _B of the number of output pulses P _B from the calculation distance converter 6 becomes the travel distance X _B created on the vehicle with gradient information taken into account. That is, as shown in the formula.
Note that this calculation can also be performed by software using a microprocessor or the like as described above.

In both the circuits shown in Figures 2 and 3,
The traveling distance information for the fixed position stopping distance-speed pattern generator 7 is the traveling distance X _B created on the vehicle with gradient information taken into consideration. It is clear that the conversion coefficient is 1 in any case in a flat area. The fixed position stopping distance-speed pattern generator 7 is
The generator 7 receives information indicating that the vehicle has reached the same fixed position stop operation starting point as output from the fixed position stop signal receiver 1 to the cumulative distance meter 5.
It starts generating the standard pattern of standard deceleration 2.5Km/H/S that it has inside. That is, the moment the output from the fixed position stop signal receiver 1 is received, the output that was blocked until then starts to appear, and the output voltage value at that moment is at an acceleration of 2.5 Km/H/S from the stopping point S. It corresponds to the speed v ₀ of the vehicle that has traveled L. At _the same time, the gate circuit for checking the _created travel distance do. That is, in FIG. 4, the starting point A ₀ of the stopping operation at a fixed position is converted to a point B ₀ at a distance L from the stopping position S' on the vehicle. Since the commanded speed v at this point is v ₀ , the actual cooling speed for the vehicle at point A ₀ '' on the distance axis is v ₀ , and A The point ₀ ″ is determined.
Assuming that the vehicle travels on a slope section and arrives at point A ₁ , the actual travel distance _{0 1} = ₀ ′ ₁ ′ = ₀ ″ ₁ ″ will be converted to a created travel distance of _{0 1} on the vehicle, and the actual travel distance at this point will be Since the finger cooling speed is v ₁ , the command speed for the vehicle at point A ₁ ″ on the distance axis is actually v ₁ , and the point A ₁ on the distance-velocity plane is Similarly, A ₂ , A ₃ , A ₄
Find the points where A ₀ is the curve connecting these points.
A ₁ A ₂ A ₃ A ₄ is drawn on the distance-velocity plane as a result, and the actual vehicle travels along this curve under feedback control as described below, and at the point where the gradient G = 0, it is 2.5 It will shift to the Km/H/S curve. Curve A ₀ A ₁ A ₂ A ₃
It is clear from what has been said so far that the deceleration of A ₄ S' matches that shown in the formula, and it is clear that the deceleration of the vehicle considering the slope condition from a single standard pattern of 2.5 Km/H/S By converting the mileage, the pattern shown by the formula is generated. Even if the speed at which the vehicle enters the fixed position stop operation zone is not v ₀ but, for example, v ₂ , the value of v ₂ is lower than the command speed given by the standard pattern of 2.5 Km/H/S on the vehicle. While at a low position, i.e. while traveling by a distance of _{0 2} from B ₀ in terms of the created travel distance on the vehicle, the vehicle simply performs the actual stopping motion by prioritizing traveling at the speed v ₂ . It only means that the starting point has moved from point _A0 on the track cross section to point _A2 , that is, from point _A0 '' to point _A2 '' on the distance axis, and the actual deceleration control from that point onwards is expressed as a curve. A ₂
A ₃ A ₄ S' can be easily achieved by adding the following changes according to the method of the present invention. In other words, the change was made by providing an output part in such a way that the fixed position stopping distance/speed pattern generator 7 would not output to the outside until the approach speed v ₂ became equal to the command speed given by the pattern on the vehicle. It is only necessary to close the gate or close the gate provided at the portion receiving the output from the generator 7. Furthermore, even if you change the equation that takes into account only the component parallel to the gradient of gravitational acceleration into the following equation by taking into consideration the vehicle's running resistance, inertia, motor, braking system capacity, etc., The content of the present invention can be easily realized by simply relocating the acceleration/deceleration start point position of the vehicle.

Deceleration that the pattern should have = 2.5 + 0.03528kG
(Km/H/S) However, k is a correction coefficient that takes vehicle characteristics into consideration.

Fixed position stopping distance - fv conversion circuit 15 from the output voltage corresponding to the command speed of the speed pattern generator 7
The difference between the output voltages corresponding to the actual speed of the vehicle, that is, the voltage corresponding to the speed deviation, is input to the proportional calculation circuit 8 and the integral calculation circuit 9. The integral calculation circuit 9 is provided to improve the responsiveness of the system and eliminate steady-state deviation, and may be omitted in applications where speed control accuracy is not critical.
The notch selection circuit 10 outputs a power running notch command or a brake notch command in response to an input of Δv+a∫Δvdt (a is a constant), which is the sum of the outputs of the proportional calculation circuit 8 and the integral calculation circuit 9. The output of the notch selection circuit 10 is inputted to a motor control circuit 12 or brake control circuit 13 via an output conversion circuit 11, and the field and armature current of the motor 4 are turned on and off by the motor control circuit 12 or brake control circuit 13. , a signal for current value control, a signal for switching between positive and negative of the field, and a signal for controlling the brake device 14, so that the rotation speed of the motor 4, that is, the actual vehicle speed, matches the command speed. Feedback control is performed continuously.

As described in detail in the embodiments above, the present invention automatically moves on a track while giving a command speed corresponding to the travel distance according to a reference distance-speed pattern having a reference acceleration/deceleration that provides good riding comfort on a standard track. In an electric rail car being operated, after the vehicle travels at a predetermined speed to a fixed position stopping operation start point set during a slope section of the track, when decelerating from the starting point and stopping the vehicle at the fixed position stopping point, The actual travel distance traveled by the vehicle from the starting point is sequentially determined, and the deceleration is determined according to the gradient of the track so that the deceleration is larger on an uphill slope and smaller on a downhill slope compared to the reference deceleration of the reference distance-speed pattern. Sequentially determine the created travel distance for each actual travel distance of the vehicle by multiplying the value obtained by dividing the predetermined deceleration by the reference deceleration and the actual travel distance,
Based on the created travel distance, a command speed at each actual travel distance corresponding to the created travel distance is obtained from the reference distance-speed pattern, and the vehicle is decelerated at this command speed.

Therefore, according to the present invention, the vehicle can be accurately stopped at a fixed position while keeping the perceived acceleration of the passengers substantially constant and small, even though there is a gradient of the track in the section where the fixed position stopping operation is to be performed. can be done. In addition, because the command speed is obtained by modifying the original standard distance-speed pattern by incorporating the slope conditions, even if the slope and slope section of the trajectory are different for each stop position, the stop position There is no need to provide separate distance-velocity patterns for each, and the hardware and software are extremely simple and can be implemented economically.

[Brief explanation of the drawing]

FIG. 1 is a diagram explaining the basic principle of the method of the present invention, and FIG. 2 is a block circuit diagram showing an embodiment of the method of the present invention.
FIG. 3 is a block circuit diagram showing another embodiment of the method of the present invention, and FIG. 4 is an explanatory diagram of the operating principle in FIG. 2. 1...Fixed position stop signal receiver, 2...Gradient information detector, 3...Vehicle speed detector, 4...Motor,
5... Total distance meter, 6... Total distance converter, 7...
...Fixed position stopping distance-speed pattern generator, 16...
...In-vehicle automatic driving device.

Claims (1)

[Claims] 1 In an electric rail vehicle that automatically operates on a track while giving a command speed corresponding to the travel distance according to a standard distance-speed pattern with a reference acceleration/deceleration that provides a good ride on standard tracks, during a gradient section of the track. After the vehicle travels at a predetermined speed to the fixed position stop operation start point set in , when the vehicle decelerates from the starting point and stops at the fixed position stopping point, calculate the actual distance traveled by the vehicle from the starting point. In addition to sequentially determining the deceleration, the deceleration is larger on an uphill slope than the standard deceleration of the standard distance-velocity pattern according to the slope of the trajectory.
A value obtained by dividing a predetermined deceleration, which is determined to be small on a downhill slope, by the reference deceleration, and the actual traveling distance are sequentially obtained to obtain a created traveling distance for each actual traveling distance of the vehicle, and this created traveling distance is A fixed position of an electric rail car, characterized in that a command speed at each actual travel distance corresponding to the created travel distance is obtained from the reference distance-speed pattern according to the distance, and the vehicle is decelerated at this command speed. Stop control method.