JPH0363283B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention comprises one distance-velocity pattern,
The present invention relates to an automatic operation control method for an electric railcar that automatically operates on a track while sequentially giving command speeds corresponding to travel distances according to this distance-speed pattern.

(Conventional technology and problems) A new transportation system has recently been proposed in which a fixed road surface track is provided and electric rail cars are automatically operated along this track. In addition to ensuring that operations such as power running and braking during acceleration and deceleration are within the capabilities of the motor and brake equipment, etc., and achieving a specified speed after traveling a specified distance, conventional railway construction is used to improve riding comfort. Considering that the route has a slope as steep as that of the route, 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 taken as 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 set a constant speed traveling section in multiple stages over a long distance, but this method is not preferable because it lowers the nominal speed of the vehicle.

Next, in order to achieve the above objective, a number of distance-speed patterns with varying acceleration/deceleration speeds taking into account the gradient conditions of the track are prepared in advance in the on-vehicle automatic driving system, 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 slope conditions of route sections that are controlled according to the distance-speed patterns. In addition, if there is a change in operating speed, vehicle approach speed, acceleration/deceleration start position, acceleration/deceleration end position, new station construction, line extension, etc., all distance-speed patterns will be updated accordingly. It is very difficult to modify and change, and when there are many different distance-speed patterns, there is little adaptability or flexibility to operating conditions.

(Means for Solving the Problems) In view of the problems of the prior art, the present invention automatically drives a vehicle according to the distance-speed pattern while modifying it as needed according to the driving conditions. The first means for this purpose is to provide one reference distance-speed pattern with a predetermined acceleration (deceleration) rate, and to correspond to the travel distance according to this reference distance-speed pattern. In an automatic operation control method for an electric rail car that automatically moves on a track while sequentially giving a command speed to ) The value obtained by dividing the speed by the predetermined acceleration (deceleration) speed is multiplied by the actual traveling distance to sequentially obtain the created traveling distance for each actual traveling distance of the railcar, and the aforementioned reference distance is determined by this created traveling distance. - From the speed pattern, the command speed at each actual travel distance corresponding to the created travel distance is obtained, and as a second means, one reference distance with a reference acceleration/deceleration that provides good riding comfort on a flat track is used. - a speed pattern, and sequentially giving a command speed corresponding to the traveling distance according to this reference distance-speed pattern,
In an automatic operation control method for an electric rail car that automatically operates on an uneven track, each time the track gradient changes by a predetermined amount, the actual distance traveled by the rail car from the change point is sequentially determined, and the slope information of the track gradient is calculated. and calculate the acceleration component that acts parallel to the slope surface due to gravitational acceleration, add or subtract this acceleration component from the reference acceleration/deceleration according to the direction of the slope to determine the predetermined acceleration/deceleration in the trajectory section, and calculate the predetermined acceleration/deceleration in the trajectory section. By multiplying the value obtained by dividing the acceleration/deceleration by the reference deceleration and the actual traveling distance, the created traveling distance for each actual traveling distance of the rail car is sequentially obtained, and the created traveling distance is used to calculate the distance from the reference distance-speed pattern. The command speed at each actual travel distance corresponding to the created travel distance is obtained.

(Example) Hereinafter, the method of the present invention will be described in detail with reference to the illustrated example.

FIG. 1 is a diagram explaining the basic principle of the present invention, where the vertical axis shows velocity V and the horizontal axis shows distance X, A is acceleration α ₁ , B is acceleration α ₂ , C is deceleration α ₃ , and N is are curves passing through the points (X ₀ , V ₀ ) on the X-V plane of the deceleration α ₄ . Acceleration α _{1 and velocity V 0 when increasing speed from point (X 0 ,} V ₀ ) to point (X ₁ , V ₁ ) on _curve A
The relationship between V ₁ , distances X ₀ and X ₁ , and time t ₁ is as shown in the following equation.

_{V 1 = V 0 + α 1 t 1} ^_ _{_ _ _ _ _ _} =(V ₁ −V ₀ ) ² +2V ₀ (V ₁ −V ₀ )/2α ₁ For curve B, from point (X ₀ , V ₀ ) to point (X ₂ ,
The relationship when speeding up to V ₂ ) is as follows.

_{V 1 = V 0 + α 2 t 2} ^_ _{_ _ _ _ _ _} = (V ₁ - V ₀ ) ² + 2V ₀ (V ₁ - V ₀ )/2α ₂ The traveling distance when increasing the speed from V ₀ to V ₁ with acceleration α ₁ is X ₁ , and the speed V ₀ with acceleration α ₂ from V ₁
If the traveling distance when the _speed is increased to

_{X 1 ／ X 2 = _ _ _ _} If the distance traveled when decelerating to _{V 2} is X ₃ and the distance traveled when decelerating from V ₀ to V ₂ due to 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 distance Xn ₁ and the curve A. Let An be the intersection of a perpendicular drawn to the V-axis from a point at velocity Vn on the V-axis and a perpendicular drawn to the X-axis from a point at distance Xn ₂ on the X-axis.
By continuously performing this operation, a curve B of acceleration α ₂ is drawn on the distance-velocity plane.

Therefore, 1 with a predetermined acceleration (deceleration) rate α ₁ [α ₃ ]
Equipped with the standard distance-speed pattern (a) [c] of the book, automatically operates an orbital car that runs on the track while sequentially giving command speeds corresponding to the actual travel distance according to this pattern (a) [c] In this case, by setting the acceleration (deceleration) speed α ₂ [α ₄ ] at which the vehicle should actually travel, it is possible to operate automatically while modifying the pattern. In other words, as is clear from Figure 1 and Equation 1,
Actual distance traveled by the railcar (Xn ₂ −X ₀ )
are sequentially determined, and the set acceleration (deceleration) rate α ₂
[α ₄ ] is the acceleration (deceleration) speed of pattern (A) [C] α ₁ [α ₃
]
By multiplying the value divided by _the above-mentioned actual traveling distance (Xn ₂ - _{X 0} ), the apparent traveling distance for each actual traveling distance (Xn 2 - ₁ −
X ₀ ) are determined sequentially. Then, if we calculate the command speed at each actual traveling distance (Xn ₂ - _{X 0 )} corresponding to the distance from the pattern ( _a ) [c] using this created traveling distance (Xn 1 - Pattern (b) [d]
It is possible to operate at an acceleration (deceleration) speed of α ₂ [α ₄ ] as if it were equipped with the following.

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 idle steering wheel, and the waveform is shaped. This includes circuits that generate pulses. 5 is an odometer that calculates the travel distance by integrating speed pulses; 6 is an odometer converter that reads the cumulated distance based on the signal from the slope information detector 2; 7 is the vehicle from the starting 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 fV 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 the speed V, the horizontal axis shows the distance X, and the curve
B ₀ ′B ₁ ′B ₂ ′B ₃ ′B ₄ ′S′ is the reference distance of fixed position stop in the on-vehicle automatic driving device 16 - 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, for a passenger in a vehicle on a slope section, the perceived acceleration is the sum of the acceleration component g〓 in the direction parallel to the slope surface of the gravitational acceleration g (9.8 m/S ² ) and the deceleration α due to deceleration of the vehicle. Therefore, if the standard deceleration of the vehicle on flat sections is 2.5 Km/H/S, the vehicle will be controlled at the deceleration determined by the following formula, including slope sections, taking into consideration the direction of the force. This improves riding comfort. That is, the deceleration is greater than the standard deceleration for upward slope deceleration and smaller than the standard deceleration for downward slope deceleration, and the acceleration is smaller than the standard acceleration for upward slope acceleration and greater than the standard acceleration for downward slope acceleration. By doing so, it is possible to maintain good riding comfort and to reduce the required performance specifications for the motor 4 and the brake device 14.

Deceleration that the pattern should have = 2.5 + 0.03528G (Km/H/S) However, G is the trajectory gradient expressed in ‰, and the upward gradient is assumed to be positive.

0.03528 (Km/H/S) is the acceleration of gravity 1g =
9.8 (m/S ² ) = 9.8 m/H/S divided by 1000.

Now, when this running vehicle travels on a slope section at a constant speed V ₀ and reaches point A ₀ , a signal from a point signal generator installed 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 vehicle's initial speed at the deceleration determined by the formula that takes into account the gradient during track construction.
This point is determined by calculating backwards from S determined by the station location etc. so that the vehicle travels at V ₀ and stops at a fixed position stop point S. The cumulative distance meter 5 is a fixed position stop signal receiver 1
Upon receiving the output from the vehicle speed detector 3, it starts counting the output pulses from the vehicle speed detector 3 and outputs the integrated value. The output pulse from the vehicle speed detector 3 is
Since it is proportional to the traveling speed of the vehicle, the output count number of the cumulative distance meter 5, which is an integral of the speed, 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 travel 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 _BN −X _Bo-1 = (X _Ao −X _{Ao-1 )} × (1 + 0.03528/ _2.5G ) However, The initial condition is n = 0 and X _AO = X _BO = 0. That is, 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+
If 0.03528GKm/H _/ S _{is known, as is clear from the explanation of Figure 1, the created travel distance X B for} the actual travel distance can be found.

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.

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 FIG. 2 are configured as shown in FIG. Even with gradient information, it is possible to convert the actual mileage of the vehicle into the mileage 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 inputted 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) First, output 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 integrated distance converter 6 becomes the travel distance X _B created on the vehicle with gradient information taken into consideration. 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.

As described above, in both the circuits shown in FIGS. 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 account. be. 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 outputs information indicating that the vehicle has reached the same fixed position stop operation starting point as is output from the fixed position stop signal receiver 1 to the cumulative distance meter 5. , the standard deceleration in the generator 7 is 2.5
Start generating Km/H/S reference pattern. 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 be output.
The output voltage value at that moment is the acceleration from the stopping point S.
It corresponds to the speed V ₀ of a vehicle that has traveled a distance L at 2.5 Km/H/S. 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 ,
In reality, the commanded speed for the vehicle at point A ₀ ″ on the distance axis is V ₀ , and the point A ₀ ″ is determined on the distance-velocity plane. If the vehicle travels on a slope section and arrives at point A ₁ , the actual distance traveled _{is 0 1}
= ₀ ′ ₁ ′ = ₀ ″ ₁ ″ is converted to a created travel distance of _{0 1} on the vehicle, and the command speed at this point is V ₁
Therefore, the commanded speed for the vehicle at point A ₁ ″ on the distance axis is actually V ₁ ,
A point _A1 is determined on the distance-velocity plane. In the same way, the points A ₂ , A ₃ , A ₄ are found,
Curves connecting these points A ₀ , A ₁ , A ₂ ,
A ₃ and A ₄ are drawn as a result on the distance-velocity plane, and the actual vehicle travels along this curve under feedback control as described below, and at the point where the gradient G = 0, it reaches 2.5 Km/H. /S curve. Curves A ₀ , A ₁ , A ₂ , A ₃ ,
It is clear from what has been said so far that the deceleration A ₄ S' matches that shown in the formula,
By converting the vehicle travel distance from a single standard pattern of 2.5 Km/H/S, taking into account the gradient conditions, 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 may be 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 giving priority to 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′ means that
This can be easily realized by the method of the present invention by making the following changes. So that change is approach speed V ₂
A gate provided at the output section is closed to prevent output from the fixed position stopping distance/speed pattern generator 7 to the outside until the speed becomes equal to the command speed given by the pattern on the vehicle, or the generator 7 is closed. All you need to do is close the gate provided at the part that receives the output from the device. Furthermore, even if we 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 device 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 into consideration vehicle characteristics.

From the output voltage corresponding to the command speed of the fixed position stopping distance-speed pattern generator 7 to the f-V conversion circuit 15
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 row 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 is output, so that the rotation speed of the motor 4, that is, the actual vehicle speed, matches the command speed. Feedback control is performed continuously.

Figure 5 shows a standard distance-speed pattern (curve) with standard acceleration/decelerations α and β that provides good ride comfort on a flat track, and corresponds to travel distance according to this standard distance-speed pattern. When automatically driving the entire section of a track with undulations while sequentially giving command speeds, each time the track gradient changes by a predetermined amount, the actual distance traveled by the rail car from the change point is sequentially determined, and Obtain slope information of the slope, determine the acceleration component that acts parallel to the slope surface due to gravitational acceleration, and add or subtract this acceleration component from the reference acceleration/deceleration according to the direction of the slope to determine the predetermined acceleration/deceleration in the track section. , the value obtained by dividing this predetermined acceleration/deceleration by the reference deceleration is multiplied by the actual travel distance to sequentially obtain the created travel distance for each actual travel distance of the railcar, and the reference distance - is determined by this created travel distance. A case is shown in which the command speed at each actual travel distance X _A corresponding to the created travel distance is obtained from the speed pattern and the vehicle travels along a curve.

That is, in FIG. 5, the vertical axis V is the speed, and the horizontal axis
is the distance, the horizontal axis X' is the actual travel distance, and the horizontal axis X'' is the travel distance created on the vehicle.The lower part shows a cross-sectional view of the track from the starting point to the stopping point.Stopping from the starting point A ₀ One way to simplify the unmanned electric vehicle system is to have a reference distance-speed pattern on the top of the vehicle for the entire trip up to point _A10.In this case, in order to keep the vehicle speed below a certain level, There is a speed limit section, and a constant speed section is determined accordingly, but if we also consider the track slope, the vehicle will move along curves (A) (B) (C) (D) (E) ( mosquito)(
K)(K)
(k) (k) (sa) (shi) (su) (ce) It must be controlled so that it travels according to the [curve]. According to the acceleration/deceleration control method according to the present invention, the output from the pattern generator in the on-vehicle automatic driving device 16 necessary for the actual running of the vehicle is Curve (A) (B) (T) (C) (T)
(Te) (G) (Na) (N) (N) (N) (N) (C) (H) [
curve]. From the perspective of the type of curve acceleration speed, the curves (A) (B) (T) (C) with constant acceleration α
and curves (TS) (TE) (G) (NA) constant deceleration β curves (D) (N) (N) (N) (C) (H), and the constant speed driving level straight line corresponding to the speed limit. (chi) (tsu) and straight line (na) (d)
It is made up of three types. Therefore, basically, in the on-vehicle automatic driving device 16, there is one standard pattern of acceleration α from speed 0 to the maximum speed limit, one standard pattern of deceleration β from the maximum speed limit to speed 0, It has the required number of low-speed running levels (n), and switches these by receiving point signals provided on the track side indicating the acceleration/deceleration start point and acceleration/deceleration end point, and calculates the actual vehicle travel distance depending on the slope condition. It is easily understood that the curve can be generated simply by converting to the travel distance created on the vehicle. Point on the actual mileage axis (A)′(B)′(C)′(D)′(O)′(F)′(K)′(
ku)′(ke)′
(C)′(S)′(C)′(S)′(C)′ is the point on the travel distance created on the vehicle (A)′(B)′(T)′(C)′
(TS)′(TE)′(G)′(NA)′(NI)′(NU)′(NE)
′
There is a one-to-one correspondence with (n)'(c)'(h)' in the order of signs, and the distance conversion rate from the actual travel distance to the created travel distance is when the trajectory slope is G‰, and the sign of G is is positive when climbing a slope, and the unit of acceleration/deceleration is
Km/H/S, in the acceleration region (α-
0.03528KG)/α, in the deceleration region (β+
0.03528K′G)/β. However, K and K' are correction coefficients that take vehicle characteristics into consideration.

(Effects of the Invention) As described in detail in the embodiments above, according to the first invention, one reference distance-speed pattern having a predetermined acceleration (deceleration) is provided, and the vehicle travels according to this reference distance-speed pattern. In an automatic operation control method for an electric rail car that automatically moves on a track while sequentially giving a command speed corresponding to the distance, the actual traveling distance of the rail car from a predetermined position is sequentially determined and the distance the rail car should actually travel is determined. The acceleration (deceleration) speed is
Multiplying the value divided by the speed and the actual traveling distance to sequentially obtain the created traveling distance for each actual traveling distance of the rail car,
Based on this created travel distance, the command speed at each actual travel distance corresponding to the created travel distance is obtained from the reference distance-speed pattern, so the acceleration that should actually be traveled according to the track gradient condition, travel speed, etc. By arbitrarily changing and setting the (decreased) speed, automatic driving can be performed while correcting one reference distance-speed pattern. Therefore, the control device can be greatly simplified, and it is highly adaptable and flexible to changes in operating conditions, and its practical value is extremely great.

Further, according to the second invention, one reference distance -
In an automatic operation control method for an electric rail car that is equipped with a speed pattern and automatically operates on an uneven track while sequentially giving command speeds corresponding to the travel distance according to this reference distance-speed pattern, the track gradient is set by a predetermined amount. Each time there is a change, the actual distance traveled by the railcar from the change point is sequentially determined, and the slope information of the track slope is obtained to determine the acceleration component that acts parallel to the slope surface due to gravitational acceleration. The predetermined acceleration/deceleration in the track section is determined by adding or subtracting from the reference acceleration/deceleration depending on the direction, and the actual traveling distance of the railcar is calculated by dividing the predetermined acceleration/deceleration by the reference deceleration and multiplying the actual traveling distance. The created travel distance for each travel distance is sequentially determined, and the command speed at each actual travel distance corresponding to the created travel distance is obtained from the reference distance-speed pattern using the created travel distance, so each time the slope of the trajectory changes. , one distance −
It is possible to drive the entire section while sequentially correcting the speed pattern. Therefore, even on track conditions with many ups and downs, it is possible to maintain a constant perceived acceleration/deceleration rate and operate all sections with good ride comfort, and even when track conditions change, it has excellent adaptability and flexibility. Become something.

[Brief explanation of drawings]

Fig. 1 is a diagram explaining the basic principle of the method of the present invention, Fig. 2 is a block circuit diagram showing an embodiment of the method of the invention, Fig. 3 is a block circuit diagram showing another embodiment of the method of the invention, and Fig. 4 is an explanatory diagram of the operating principle in FIG. 2, and FIG. 5 is an explanatory diagram showing an application example of the method of the present invention. 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. One reference distance with a predetermined acceleration (deceleration) speed.
In an automatic operation control method for an electric rail car that is equipped with a speed pattern and automatically moves on a track while sequentially giving command speeds corresponding to the travel distance according to this reference distance-speed pattern, there is a The traveling distance is determined sequentially, and the actual traveling distance is calculated by multiplying the actual traveling distance by the value obtained by dividing the acceleration (deceleration) speed at which the railcar should actually travel by the predetermined acceleration (deceleration) speed. Sequentially calculate the created travel distance, and use the created travel distance to determine the reference distance -
1. An automatic operation control method for an electric rail vehicle, characterized in that a command speed at each actual travel distance corresponding to the created travel distance is obtained from a speed pattern. 2 A standard distance-speed pattern with a standard acceleration/deceleration that provides good riding comfort on a flat track is provided, and while sequentially giving a command speed corresponding to the travel distance according to this standard distance-speed pattern, In an automatic operation control method for an electric rail car that automatically operates on a track, each time the track gradient changes by a predetermined amount, the actual traveling distance of the rail car from the change point is sequentially determined, and gradient information of the track gradient is obtained. Find an acceleration component that acts parallel to the slope surface due to gravitational acceleration, add or subtract this acceleration component from the reference acceleration/deceleration according to the direction of the gradient to find a predetermined acceleration/deceleration in the trajectory section, and calculate this predetermined acceleration/deceleration. The value divided by the reference deceleration is multiplied by the actual travel distance to sequentially obtain the created travel distance for each actual travel distance of the rail car, and the created travel distance is calculated from the reference distance-speed pattern using this created travel distance. An automatic operation control method for an electric rail car, characterized by obtaining a command speed at each actual travel distance corresponding to the .