Train control device and control method

Abstract

An object is to prevent deterioration of a ride at the time of stopping while suppressing an extension of travel time by attenuating a brake command at the time of stopping. A train control device of an embodiment has a train speed position detection device that detects a speed of a train and a position of the train, a storage section that stores route information and vehicle information, and a control command calculation section that calculates a control command to a drive brake control device based on the detected speed of the train and the position of the train and the route information and the vehicle information, and the control command calculation section changes a position deviation allowable range in a position direction according to a difference between a deceleration of a target deceleration pattern at a speed identical to a train speed prediction value after a prescribed time and the train deceleration prediction value after the prescribed time.

Description

TECHNICAL FIELD

[0001] The present application relates to a train control device and a control method. BACKGROUND

[0002] In recent years, introduction of an automatic train operation (ATO) device is being promoted. The purpose is to stabilize train operation by alleviating the burden on the driver, by the convenience brought about by single-person driving, and by stopping the train at the platform door position stably without depending on the skill level of the driver, thereby preventing the occurrence of delays due to stop position correction, and the like.

[0003] In this case, as one of the methods of stopping the train automatically at a prescribed position at a station, a method of causing the train speed to track a deceleration pattern made in advance at a prescribed deceleration is proposed.

[0004] In the technology described in Patent Literature 1, a train control device is provided that selects a brake command based on a position deviation from a target deceleration pattern, thereby not causing a switch in control mode from speed tracking control to position tracking control, and not causing a deterioration in ride comfort due to a disturbance in the gear operation in station stop control.

[0005] In this technology, a response delay of the train acceleration with respect to the control command is taken into consideration, and the brake command is selected in such a way that the position deviation after a prescribed time is within an allowable range. In a case where it is not possible to select the brake command so that the position deviation is within the allowable range, among the brake command candidates predicted to be on the front side of the allowable range in terms of the position deviation, the brake command on the highest position on the motoring side is selected. Thereby, deceleration is performed slightly on the front side of the target deceleration pattern, the brake command naturally becomes weak at the time of stopping, and a stop with good ride comfort can be expected.

[0006] PRIOR ART DOCUMENTS

[0007] PATENT LITERATURE

[0008] Patent Literature 1: Japanese Patent Application Publication No. 2018-007464 SUMMARY

[0009] PROBLEMS TO BE SOLVED BY THE INVENTION

[0010] However, in a case where the position deviation under the selected brake command is within the allowable range and the deceleration continues in a state where there is no need to change the brake command, the train stops without the brake command becoming weak, and the ride comfort at the time of stopping deteriorates.

[0011] The present application has been made in view of the above problems, and aims to provide a train control device and a control method that prevent a deterioration in ride comfort at the time of stopping by causing the brake command to become weak at the time of stopping while suppressing an extension of travel time.

[0012] Means for solving the problem

[0013] The train control device of the embodiment has: a train speed position detection device that detects a speed of a train and a position of the train; a storage section that stores route information and vehicle information; and a control command calculation section that calculates a control command to a drive brake control device based on the detected speed of the train and the detected position of the train and the route information and the vehicle information, the control command calculation section changing a position deviation allowable range in a position direction according to a difference between a deceleration of a target deceleration pattern at a speed identical to a train speed prediction value after a prescribed time and the train speed prediction value after the prescribed time. BRIEF DESCRIPTION OF DRAWINGS

[0014] Figure 1 is an exemplary and schematic block diagram showing the structure of a train on which a train control device according to the embodiment is mounted.

[0015] Figure 2 is an explanatory diagram of an example of the holding data of the allowable range parameter holding section.

[0016] Figure 3 is an explanatory diagram of a target deceleration pattern and a position deviation allowable range.

[0017] Figure 4 is a processing flowchart of the embodiment.

[0018] Figure 5 is an explanatory diagram of a position deviation allowable range before movement.

[0019] Figure 6 is a diagram explaining the calculation of a position deviation and the calculation of a position deviation allowable range and movement.

[0020] Figure 7 is a diagram explaining the selection of a brake command so that a train position prediction value enters a position deviation allowable range.

[0021] Figure 8 is a processing flowchart of a brake command selection process.

[0022] Figure 9 is a processing flowchart of a position deviation allowable value calculation process.

[0023] Figure 10 is an explanatory diagram of a target deceleration pattern and the movement of a train. DETAILED DESCRIPTION

[0024] Hereinafter, a train control device according to an embodiment of the present application will be described with reference to the accompanying drawings. Figure 1

[0025] Figure 1 ​is an exemplary and schematic block diagram showing the structure of a train on which a train control device according to the embodiment is mounted.

[0026] As shown in Figure 1 , the train TR is mounted with a speed position detection device 110, an ATC (Automatic Train Control) on-board device 120, and a drive / brake control device 130 in addition to the train control device 100.

[0027] The speed position detection device 110 detects the speed and position of the train TR based on pulses of a tachogenerator 140 provided on an axle of a wheel W of the train TR and information received from a ground unit 190 via an on-board unit 150, and the like.

[0028] The ATC on-board device 120 outputs a brake command for avoiding collision of the train TR with a preceding train TRa or derailment, or the like. The ATC on-board device 120 is configured to be able to communicate with an ATC ground device 200.

[0029] The ATC ground device 200 detects whether a train is on a line in each block section via a track (track line) RL, decides a signal display of each block section according to the on-line condition, and transmits information on the decided signal display to the ATC on-board device 120 via the track (track line) RL of each block section. If the ATC on-board device 120 receives the information on the signal display from the ATC ground device 200 via a power receiver 160, it compares a speed limit based on the information related to the signal display with the speed of the train TR detected by the speed position detection device 110, and outputs a brake command to the drive / brake control device 130 in a case where the speed of the train TR exceeds the speed limit.

[0030] The train control device 100 is a device that controls a train, and for example, the train control device 100 calculates a control command (for example, a brake command) to be given to the drive / brake control device 130 in order to achieve a stopping control for stopping the train TR at a prescribed position (for example, a stop target position set at a stopping station). Further, the train control device 100 also calculates a control command (a power running command and / or a brake command) for traveling between stations while observing a speed limit. In addition, the train control device 100 is configured as a computer having a microprocessor or a memory, or the like, for example.

[0031] The drive / brake control device 130 controls the electric motor 170 and / or the brake device 180 based on a brake command from the ATC on-board device 120, a power running command from the train control device, and / or a power running command and / or a brake command output from a main controller (master controller) not shown corresponding to the operation of the driver.

[0032] In addition, power running of the train TR is achieved by giving a power running command to the electric motor 170 via the drive / brake control device 130, and braking of the train TR is achieved by giving a brake command to the electric motor 170 and the brake device 180 via the drive / brake control device 130. The brake command given to the electric motor 170 achieves regenerative braking (electric braking) using regeneration of the electric motor 170, and the brake command given to the brake device 180 achieves air braking using the brake device 180.

[0033] Here, in the embodiment, the train control device 100 has a brake determination section 103, a deceleration ratio estimation section 104, a characteristic parameter adjustment section 105, a control command calculation section 108, and an acquisition section 111. Part or all of these structures can be realized functionally by a processor of the train control device 100 executing a computer program stored in a memory in cooperation with hardware and software, or can be realized in hardware by a dedicated circuit or the like.

[0034] Further, the train control device 100 has a storage section 101, a vehicle characteristic model holding section 102, a characteristic parameter holding section 106, and an allowable range parameter holding section 107 in a non-volatile storage medium such as an SSD or an HDD.

[0035] The storage section 101 stores route information and operation information. The route information is information of a route on which the train TR travels, and contains at least information indicating the position of a station at which the train stops. Further, in the route information, various kinds of information about the route are contained, for example, information about the gradient and curve (radius of curvature) of the route on which the train TR travels, information about the limit speed of each block section, information about the block length (distance of the block section), linear information about the arrangement of the block sections, and the like.

[0036] The operation information is, for example, the stop target position of each stopping station existing on the route on which the train TR travels, the stopping station set in accordance with each driving category of the train TR, the travel time decided in advance between each station, and the like.

[0037] In the vehicle characteristic model holding unit 102, vehicle information including the acceleration characteristic and deceleration characteristic of the train TR and the like is stored. More specifically, the vehicle information includes the train length and weight of the train TR, models (acceleration characteristic model and deceleration characteristic model) indicating the acceleration characteristic and deceleration characteristic corresponding to the given power operation command and brake command, respectively, the characteristic of air resistance, the characteristic of gradient resistance, the characteristic of curve resistance, and the like.

[0038] The acquisition unit 111 acquires the speed and position of the train TR detected by the speed position detection device 110 from the speed position detection device 110.

[0039] The deceleration ratio estimation unit 104 calculates the relationship (deceleration ratio, brake effect situation) between the calculated deceleration degree and the actual deceleration degree of the train TR based on the speed and position detected by the speed position detection device 110, the route information read from the storage unit 101, the deceleration characteristic model read from the vehicle characteristic model holding unit 102, and the brake command calculated by the control command calculation unit 108.

[0040] The characteristic parameter adjustment unit 105 adjusts the characteristic parameter held in the characteristic parameter holding unit 106 based on the deceleration ratio estimated by the deceleration ratio estimation unit 104. The characteristic parameter refers to a parameter used for correction of the deceleration characteristic model.

[0041] The allowable range parameter holding unit 107 holds an allowable deviation time, an allowable range lower limit value, a calculation time, a first coefficient PM1, and a second coefficient PM2 used when setting the allowable range referred to when the control command calculation unit 108 calculates the brake command.

[0042] The allowable deviation time is set to a time used to derive the allowable range of the advancing direction of the target deceleration pattern of the train TR.

[0043] The allowable range lower limit value indicates the lower limit value in the allowable range.

[0044] The calculation time is a time used to calculate the moving amount of the position deviation allowable value.

[0045] The first coefficient PM1 is a coefficient used for movement of the position deviation allowable value in a case where the "train deceleration prediction value after a prescribed time" is stronger than the "deceleration of the target deceleration pattern at the same speed as the train speed prediction value after the prescribed time".

[0046] The second coefficient PM2 is a coefficient used for movement of the position deviation allowable value in a case where the "train deceleration prediction value after a prescribed time" is weaker than the "deceleration of the target deceleration pattern at the same speed as the train speed prediction value after the prescribed time".

[0047] Figure 2This is an explanatory diagram of an example of the data held by the allowable range parameter holding section.

[0048] Figure 2 (A) is an illustration of the first example of keeping the data.

[0049] exist Figure 2 In example (A), the allowable deviation time is 1 second, the lower limit of the allowable range is 5 cm, the calculation time is 1 second, the first coefficient PM1 is 1.5, and the second coefficient PM2 is 1.0 (< the first coefficient PM1).

[0050] Figure 2 (B) is an illustration of the second example of maintaining the data.

[0051] In the second example, the second coefficient PM2 is negative.

[0052] exist Figure 2 In example (B), the allowable deviation time is 1 second, the lower limit of the allowable range is 5 cm, the calculation time is 1 second, the first coefficient PM1 is 1.5, and the second coefficient PM2 is -0.5 (< the first coefficient PM1).

[0053] Figure 3 This is an explanatory diagram of the target deceleration mode and the allowable range of position deviation.

[0054] The target deceleration mode is the deceleration mode targeted in fixed-position stop control. The portion of the speed below speed Vth is calculated based on a weaker deceleration or braking command than the portion of the speed above Vth.

[0055] The permissible range of position deviation (ULM for exceeding the side boundary and LLM for not reaching the side boundary) represents the permissible range of the predicted train position value after the predicted train action time has elapsed.

[0056] In this embodiment, the allowable position deviation ranges, including the excess side boundary ULM and the non-reaching side boundary LLM, are defined by the position of the non-reaching side allowable position deviation Psh and the excess side allowable position deviation Pov, obtained by multiplying the target deceleration mode speed by the allowable deviation time at the distance between the front and rear of the target deceleration mode position.

[0057] More specifically, the allowable deviation time multiplied by the predicted train speed when setting the allowable position deviation Pov on the overshoot side can be set to a smaller value than the allowable deviation time multiplied by the predicted train speed when setting the allowable position deviation Psh on the undershoot side. This is because, considering that in the case of overshooting, the travel direction needs to be reversed for stop position registration, resulting in a larger running delay compared to the case of undershooting, overshooting can be reliably avoided.

[0058] The control command calculation section 108 calculates a brake command (an example of the control command) for stopping the train TR at the stop target position (for example, the position of stopping at the station indicated by the route information) based on the speed and position of the train TR acquired by the acquisition section 111, the route information read from the storage section 101, the operation information, the vehicle information read from the vehicle characteristic model holding section 102, the characteristic parameters read from the characteristic parameter holding section 106, and the allowable range parameters read from the allowable range parameter holding section 107, and outputs the brake command to the drive / brake control device 130.

[0059] In addition, in the embodiment, the train control device 100 can further have a target speed calculation section that calculates a target speed for traveling between stations at a limit speed, or a travel plan calculation section that calculates a travel plan for traveling between stations at a prescribed time. In this case, the control command calculation section 108 can calculate a power operation command and / or a brake command for causing the train TR to travel to the next station in accordance with the calculated target speed or travel plan.

[0060] Next, the operation of the embodiment will be described.

[0061] In the travel until the next arrival station, either the driver can operate the main controller to output the power operation command / brake command, or the control command calculation section 108 can calculate the power operation command / brake command in such a manner as to follow the target speed set along the limit speed, or the control command calculation section 108 can calculate the power operation command / brake command in accordance with the travel plan.

[0062] In the control command calculation section 108, the start of the fixed position stop control is judged, for example, by judging whether the remaining distance to the stop target position of the next stopping station becomes a prescribed value or less, whether the speed and position of the train detected by the speed position detection device 110 approaches the target deceleration pattern, whether the train position predicted value TR predicted from the speed, position, and prescribed brake command of the train detected by the speed position detection device 110 approaches the position corresponding to the target deceleration pattern TGP, and the like.

[0063] If the fixed position stop control is started, the control command calculation section 108 calculates, for each control period, a brake command for stopping the train at the stop target position TGstp based on the positional deviation from the target deceleration pattern TGP by the following steps.

[0064] Here, the target deceleration pattern TGP is a trajectory calculated from a stop target position in the direction of time at a prescribed time scale as data of position and speed in the case where a portion at a low speed at the time of deceleration to stop with weak deceleration (for example, 1.5 km / h / s) or a brake command (for example, the 2nd brake stage of the weak braking side among 7 stages of brake stages from the weak braking side of the 1st brake stage to the 7th brake stage) and a portion at a higher speed than the same are decelerated with a reference deceleration (for example, 2.5 km / h / s) or a reference brake command (for example, the 5th brake stage of the strong braking side among 7 stages of brake stages).

[0065] Further, as the target deceleration pattern TGP, data for each station pre-stored in the storage section 101 can be read, or can be calculated by the control command calculation section 108 at the time of departure from a station or at the time of approaching the next station.

[0066] In this case, if the target deceleration pattern is created with a certain brake command on the basis of adjustment of the characteristic parameter in accordance with the actual deceleration, the number of times of change of the brake command at the time of deceleration to track the target deceleration pattern can be suppressed.

[0067] Figure 4 is a processing flowchart of the embodiment.

[0068] First, the characteristic parameter indicating the situation of the effect of braking is corrected on the basis of the output brake command and the progress of the speed detected by the speed position detection device 110 (step Sll).

[0069] Next, a brake command candidate in which the change amount of the brake command value or the acceleration / deceleration from the current output is within the allowable range is extracted (step S12).

[0070] In this case, in the case where the fixed position stop control is started and the power running command is being output, the command at a higher stage on the power running side is not included in the candidates.

[0071] Further, in the case where the brake command or the coasting command (both of the power running command and the brake command are 0) is being output, the command at a higher stage on the power running side than the coasting command is not included in the candidates.

[0072] Next, the control command calculation section 108 predicts the behavior of the train in the case where the brake command of the candidate is output only for the train behavior prediction time on the basis of the speed and the position of the train detected by the speed position detection device 110, the route information read from the storage section 101, the vehicle information read from the vehicle characteristic model holding section 102, and the characteristic parameter read from the characteristic parameter holding section 106, and thereby calculates the train position prediction value and the train speed prediction value (step S13).

[0073] The train motion prediction time is set to a value that is greater than the response delay with respect to the deceleration change in the brake command, so that a train speed prediction value and a train position prediction value from when the change in deceleration caused by the brake command change is substantially complete can be obtained.

[0074] Next, the control command calculation section 108 calculates the position deviation Δp and the position deviation allowance value (step S14).

[0075] Figure 5 is a diagram illustrating the position deviation allowance range before movement.

[0076] In Figure 5 , the current speed / position of the train TR is the train speed position TRvp, and the train speed / position prediction value of the train TR after a prescribed time from this time is the train speed / position prediction value TRvpe.

[0077] On the other hand, the position deviation allowance range PARO is based on the train speed / position target value TGvp that is the same as the train speed / position prediction value TRvpe under the target deceleration pattern TGP, and is defined by the allowable position deviation Psh on the undershoot side and the allowable position deviation Pov on the overshoot side.

[0078] Specifically, as shown in Figure 5 , the control command calculation section 108 finds the position TGp that becomes the same speed as the train speed prediction value TRve on the target deceleration pattern TGP. Also, the control command calculation section 108 multiplies the train speed prediction value TRve by the allowable deviation time read from the allowance range parameter holding section 107 to find the position deviation allowance value.

[0079] This allowable deviation time can also be set to different values on the overshoot side and undershoot side, for example, 0.5 seconds on the overshoot side and 1 second on the undershoot side.

[0080] Figure 6 is a diagram illustrating the calculation of the position deviation and the calculation of the position deviation allowance range and movement.

[0081] The control command calculation section 108 first finds the position TGp that becomes the same speed as the train speed prediction value TRve on the target deceleration pattern TGP as shown in Figure 6 (A). Also, the control command calculation section 108 calculates the position deviation Δp by subtracting the position TGp from the train position prediction value TRpe. Furthermore, the control command calculation section 108 finds the position deviation allowance value in the steps described in Figure 5 .

[0082] In a case where the value of the train speed prediction value TRve multiplied by the allowable deviation time is lower than the lower limit value of the allowable range when the train speed prediction value TRve is low, the control command calculation section 108 sets the lower limit value of the position deviation allowable value setting range as the position deviation allowable range.

[0083] The allowable range of the position deviation is between the position deviation allowable values of the exceeding side and the not reaching side.

[0084] Next, the control command calculation section 108, in a case where the deceleration prediction value and the deceleration of the target deceleration pattern are different, moves (shifts) the calculated allowable range forward and backward in the moving direction (position direction) of the vehicle, as shown in (B), based on the difference between the deceleration prediction value and the deceleration of the target deceleration pattern, as described later. Figure 6

[0085] In this case, the size of the shifted allowable range is determined by multiplying the difference between the deceleration prediction value and the deceleration of the target deceleration pattern by the first coefficient.

[0086] Thus, as the size of the shifted allowable range, the larger the difference between the decelerations, the larger the value obtained.

[0087] Further, the size of the shifted allowable range can be determined by multiplying the difference between the speed reduction amounts when a certain calculation time has passed after deceleration by the deceleration prediction value and the deceleration corresponding to the target deceleration pattern TGP, respectively, by the first coefficient. Alternatively, the size of the shifted allowable range can be determined by multiplying the difference between the moving distances when a certain calculation time has passed after deceleration by the deceleration prediction value and the deceleration corresponding to the target deceleration pattern TGP, respectively, by the first coefficient.

[0088] Next, the control command calculation section 108 compares the position deviation and the position deviation allowable value, and determines the brake command (step S15).

[0089] Figure 7 (B) is a view illustrating selection of the brake command in such a manner that the train position prediction value enters the position deviation allowable range.

[0090] Figure 7 (A) is a case where the position deviation allowable range PARO is moved (shifted) to the train TR side, and is a case where the train position prediction value TRpe is contained in the moved position deviation allowable range PARI. In such a case, the current brake command is maintained by the brake command selection process.

[0091] Figure 7 ​(B) is a case where the position deviation allowable range PARO is moved (shifted) to the train TR side, is a case where the train position prediction value TRpe is not included in the moved position deviation allowable range PAR1, in such a case, by the brake command selection processing, the brake command is changed to the weak braking side so that the train position prediction value TRpe is not included in the moved position deviation allowable range PAR1.

[0092] Figure 8 is a processing flowchart of the brake command selection processing.

[0093] First, the control command calculation portion 108 compares the position deviation with the position deviation allowable value, and judges whether the position deviation by the current brake command is within the position deviation allowable range (step S21).

[0094] In the judgment of step S21, in a case where the position deviation by the current brake command is within the position deviation allowable range (step S21; Yes), the control command calculation portion 108 only needs to maintain the status quo, and does not need to newly perform selection of the brake command, so the current brake command (candidate) is maintained (step S22), and the processing is ended.

[0095] In the judgment of step S21, in a case where the position deviation by the current brake command is outside the position deviation allowable range (step S21; No), the control command calculation portion 108 judges whether there is a brake command candidate in which the position deviation is within the position deviation allowable range, among the brake command candidates in which the brake command value or the change amount of the acceleration / deceleration from the current output is within the allowable range (step S23).

[0096] In the judgment of step S23, in a case where there is no brake command candidate in which the position deviation is within the position deviation allowable range (step S23; No), the control command calculation portion 108 selects the brake command candidate in which the braking force is the smallest among the brake command candidates in which the train position prediction value TRpe does not exceed the position TGp of the target deceleration pattern TGP (the brake command candidate in which the power running side is the highest) (step S24).

[0097] On the other hand, in the judgment of step S23, in a case where there is a brake command candidate in which the position deviation is included in the range of the position deviation allowable value (step S23; Yes), the control command calculation portion 108 selects the brake command value in which the change amount of the brake command value (the change amount of the braking force) is the smallest with respect to the current brake command value, among the brake command candidates in which the position deviation is included in the range of the position deviation allowable value (step S25).

[0098] In a case where the size of the shift allowance range is decided based on the difference in the amount of speed reduction under the calculation time, if the train speed is reduced and it is predicted that the train speed becomes 0 km / h within the train action prediction time, the amount of speed reduction is calculated using the predicted time until the speed reaches 0 instead of the calculation time. The lower the train speed, the smaller the difference in the amount of speed reduction, and even in a case where the brake command is not weakened, since the amount of the shift allowance range becomes smaller and eventually 0 as the train speed is reduced, it is possible to reduce the possibility of degradation in the stop position accuracy.

[0099] In a case where the size of the shift allowance range is decided based on the difference in the moving distance under the calculation time, the difference in the amount of speed reduction is proportional to (the difference in deceleration x deceleration time), and in contrast, the moving distance is proportional to (the difference in deceleration x the square of deceleration time), so if the speed prediction value becomes 0 km / h, the moving distance is calculated using the predicted time until the speed reaches 0 instead of the calculation time, and the lower the train speed, the more rapidly the amount of the shift allowance range becomes smaller. Thus, even in a case where the brake command is not weakened, since the amount of the shift allowance range rapidly becomes smaller and eventually 0 as the train speed is reduced, it is possible to further reduce the possibility of degradation in the stop position accuracy.

[0100] Here, the calculation processing of the position deviation allowance value is described.

[0101] Figure 9 is a processing flowchart of the calculation processing of the position deviation allowance value.

[0102] First, the control command calculation section 108 multiplies the train speed prediction value by the allowance deviation time read from the allowance range parameter holding section 107 to find the position deviation allowance value (step S31).

[0103] The control command calculation section 108 sets the farther one in distance from the target deceleration pattern TGP between the found position deviation allowance value and the lower limit value of the position deviation allowance value read from the allowance range parameter holding section 107 as the position deviation allowance value (step S32).

[0104] Next, the control command calculation section 108 compares the deceleration prediction value with the deceleration of the target deceleration pattern TGP at the same speed (step S33).

[0105] In the judgment of step S33, in a case where the deceleration prediction value is stronger than the deceleration of the target deceleration pattern (step S33; deceleration prediction value is stronger), the control command calculation section 108 multiplies any one of the following (1) to (3) by the 1st coefficient to calculate the size (amount) of the shift position deviation allowance range (step S34).

[0106] (1) the difference between the deceleration prediction value and the deceleration of the target deceleration pattern;

[0107] (2) the difference between the speed reduction amount when decelerating for a certain time with the deceleration prediction value and the deceleration of the target deceleration pattern TGP;

[0108] (3) the difference between the moving distance when decelerating for a certain time with the deceleration prediction value and the deceleration of the target deceleration pattern TGP.

[0109] Next, the control command calculation section 108 shifts the position deviation allowance range to the non-arrival side (train travel position side) by the size (amount) of the calculated shift allowance range (step S35). That is, the position deviation allowance range is shifted to the non-arrival side.

[0110] In this case, the exceeding side can be left as is, and only the non-arrival side is expanded by the shift amount.

[0111] In the judgment of step S33, in the case where the deceleration prediction value is equal to the deceleration of the target deceleration pattern (including the case where it is considered to be equal) (step S33; equal), the control command calculation section 108 ends the processing in order to maintain the position deviation allowance range as is.

[0112] In the judgment of step S33, in the case where the deceleration prediction value is weaker than the deceleration of the target deceleration pattern TGP (step S33; deceleration prediction value is weaker), the control command calculation section 108 multiplies any one of the following (1) to (3) by a second coefficient that is smaller than the first coefficient or has a negative value, and calculates the size (amount) of the shifted position deviation allowance range (step S34).

[0113] (1) the difference between the deceleration prediction value and the deceleration of the target deceleration pattern;

[0114] (2) the difference between the speed reduction amount when decelerating for a certain time with the deceleration prediction value and the deceleration of the target deceleration pattern TGP;

[0115] (3) the difference between the moving distance when decelerating for a certain time with the deceleration prediction value and the deceleration of the target deceleration pattern TGP.

[0116] Next, the control command calculation section 108 shifts the position deviation allowance range to the exceeding side (train advancing direction side), or to the non-arrival side in the case where the second coefficient is negative, by the size (amount) of the calculated shift allowance range (step S37). That is, the position deviation allowance range is shifted to the exceeding side (to the non-arrival side in the case where the second coefficient is negative).

[0117] In this case, the non-arrival side can be left as is, and only the exceeding side is expanded by the shift amount.

[0118] In the case where the deceleration prediction value is weaker than the deceleration of the target deceleration pattern, the more the difference is, the more the allowable range is shifted to the exceeding side, for the following reason.

[0119] In the case where the fixed position stop control is performed from a low speed after approaching the stop target position due to the influence of manual intervention or a preceding train delay, even if the brake command is selected so that the prediction value of the train position / velocity passes in the vicinity of the target deceleration pattern, the train position / velocity can pass on the lower side of the target deceleration pattern, and the train stops without reaching the deceleration of the target deceleration pattern.

[0120] Therefore, in the present embodiment, by shifting the allowable range to the exceeding side in the case where the deceleration prediction value is weaker than the deceleration of the target deceleration pattern, it is possible to make the timing of the strengthened brake command later.

[0121] As a result, the prediction value of the train position / velocity passes on the upper side of the target deceleration pattern, and the train position / velocity passes closer to the target deceleration pattern, so it is possible to suppress the extension of the deceleration time.

[0122] In the case where the deceleration prediction value is weaker than the deceleration of the target deceleration pattern, the more the difference is, the more the allowable range is shifted to the non-reaching side. In this case, it is sufficient to set the second coefficient to a negative value.

[0123] This is because, by this, it is possible to start the brake command earlier and suppress the peak value of the brake command, and although the deceleration time is extended, it is possible to reliably avoid the stop from exceeding.

[0124] Here, the movement of the train in the case where the position deviation allowable value is moved (shifted) will be described in detail.

[0125] Figure 10 is an explanatory view of the target deceleration pattern and the movement of the train.

[0126] In the calculation of the position deviation allowable value, as shown in Figure 10 (A), in the case where the deceleration prediction value is equal to the deceleration of the target deceleration pattern, the movement (shift) of the position deviation allowable value is not performed. Since the position deviation at this time is within the allowable range, there is no problem in maintaining this state, so the brake command is not changed.

[0127] In contrast, in the calculation of the position deviation allowable value, in the case where the deceleration prediction value is different from the deceleration of the target deceleration pattern, the calculated allowable range is moved (shifted) forward and backward with respect to the advancing direction of the train TR based on the difference therebetween.

[0128] In this case, in the case where the deceleration prediction value is stronger than the deceleration of the target deceleration pattern TGP of the same speed, the more the difference is, the more the allowable range is shifted to the non-reaching side.

[0129] Thus, even if the train position prediction value becomes closer to the front side than the allowable range before the shift, as long as the position deviation (deviation of the train speed prediction value from the target deceleration pattern) is within the allowable range after the shift of the position deviation allowable range to the non-attainment side, the control command calculation section 108 does not immediately weaken the brake command. Figure 10 (B), the control command calculation section 108 does not immediately weaken the brake command.

[0130] If the position deviation becomes larger, becoming closer to the non-attainment side than the position deviation allowable range after the shift, the control command calculation section 108 starts to weaken the brake command, the deceleration prediction value gradually approaches the deceleration of the target deceleration pattern, and in conjunction therewith, the difference from the deceleration of the target deceleration pattern gradually becomes smaller, so the size of the shift allowable range gradually becomes smaller. As a result, as shown in Figure 10 (C) ~ Figure 10 (E), the train position prediction value and the speed prediction value of the train TR approach the stop target position while moving on the lower side of the target deceleration pattern TGP.

[0131] That is, the train position prediction value of the train TR is a position closer to the front side than the position of the target deceleration pattern TGP at the same speed, and the speed prediction value of the train TR becomes a speed lower than the speed of the target deceleration pattern TGP at the same position.

[0132] As a result, the position of the train TR and the speed of the train move on the vicinity of the target deceleration pattern TGP as shown in Figure 10 (F) compared to the case where the position deviation allowable range is not shifted.

[0133] Further, since the deceleration of the train TR rapidly approaches the deceleration of the portion calculated with the weak deceleration of the target deceleration pattern TGP at the time of stopping, it is possible to shorten the portion calculated with the weak brake of the target deceleration pattern TGP, so it is possible to suppress the extension of the total deceleration time.

[0134] As described above, when the deceleration prediction value is stronger than the deceleration of the target deceleration pattern TGP at the same speed, the allowable range is shifted to the non-attainment side according to the difference between the deceleration prediction value and the deceleration of the target deceleration pattern, so the train position / speed passes on the vicinity of the target deceleration pattern since the train position prediction value and the speed prediction value pass on the lower side of the portion calculated with the weak deceleration of the target deceleration pattern TGP.

[0135] Thus, even if the portion of the weak deceleration of the target deceleration pattern is not lengthened, the deceleration before stopping approaches the weak deceleration, so it is possible to suppress the extension of the travel time while preventing the deterioration of the ride at the time of stopping.

[0136] As explained above, according to the present embodiment, on the basis of shifting (shifting) the allowable range of the position deviation to the front and back of the moving direction of the train or expanding the position deviation allowable range only to the non-attainment side in accordance with the difference between the deceleration estimated value and the deceleration of the target deceleration pattern, the control command is calculated on the basis of the position deviation prediction value of the deceleration pattern.

[0137] Thus, it is possible to provide a train control device that reduces the brake command at the time of stopping while suppressing the extension of the travel time, and prevents the ride feeling at the instant of stopping from deteriorating.

[0138] The train control device of the present embodiment has a control device such as a CPU, a storage device such as a ROM (Read Only Memory) or a RAM, an external storage device such as an HDD, a CD drive device, a display device such as a display device, and an input device such as a keyboard or a mouse, and is a hardware structure of a general computer.

[0139] It can also be configured so that the program executed by the train control device of the present embodiment is recorded in a file in an installable form or an executable form in a recording medium such as a CD-ROM, a semiconductor storage device such as a USB memory, a DVD (Digital Versatile Disk), or the like, which can be read by a computer, and provided.

[0140] Further, it can also be configured so that the program executed by the train control device of the present embodiment is saved on a computer connected to a network such as the Internet, and provided by downloading via the network. Further, it can also be configured so that the program executed by the train control device of the present embodiment is provided or distributed via a network such as the Internet.

[0141] Further, it can also be configured so that the program of the train control device of the present embodiment is pre-installed in a ROM or the like, and provided.

[0142] Several embodiments of the present application are explained, but these embodiments are suggested as examples, and are not intended to limit the scope of the application. These new embodiments can be implemented in other various forms, and various omissions, substitutions, and changes can be made within the scope of the gist of the application. These embodiments and modifications are included in the scope or gist of the application, and are included in the scope of the application and its equivalents described in the claims.

[0143] Explanation of Reference Numerals

[0144] 100 train control device

[0145] 101 storage section

[0146] 102 vehicle characteristic model holding section

[0147] 102 characteristic model holding unit

[0148] 104 deceleration ratio estimation unit

[0149] 105 characteristic parameter adjustment unit

[0150] 106 characteristic parameter holding unit

[0151] 107 allowable range parameter holding unit

[0152] 108 control command calculation unit

[0153] 110 speed position detection device

[0154] 111 acquisition unit

[0155] 120 ATC on-board device

[0156] 130 brake control device

[0157] 150 on-board unit

[0158] 160 current collector

[0159] 170 electric motor

[0160] 180 brake device

[0161] 190 ground unit

[0162] 200 ATC ground device

[0163] LLM lower limit of position deviation allowable range

[0164] Pov allowable position deviation

[0165] Psh allowable position deviation

[0166] PAR0 position deviation allowable range

[0167] PAR1 position deviation allowable range

[0168] PM1 1st coefficient

[0169] PM2 2nd coefficient

[0170] PPM characteristic parameter

[0171] TGP target deceleration pattern

[0172] TGp position

[0173] TGstp stop target position

[0174] TGvp train speed / position target value

[0175] TRpe train position prediction value

[0176] TR train

[0177] TRa preceding train

[0178] TRpe train position prediction value

[0179] TRve train speed prediction value

[0180] TRvp train speed position

[0181] TRvpe train speed position prediction value

[0182] ULM upper side boundary of position deviation allowable range

[0183] Ap position deviation

Claims

1. A train control device having: train speed position detecting means for detecting a speed of a train and a position of the train; a storage section for storing route information and vehicle information. a control command calculation section that calculates a control command for a drive-brake control device based on the detected speed of the train and the position of the train and the route information and the vehicle information; the control command calculation section changes the position deviation allowable range in the position direction according to a difference between the deceleration of the target deceleration pattern at the same speed as the train speed prediction value after the prescribed time and the train deceleration prediction value after the prescribed time, and the control command calculation section moves at least an excess side of the position deviation allowable range in the position direction to a travel position side of the train when the train deceleration prediction value after the prescribed time is weaker than the deceleration of the target deceleration pattern.

2. The train control device according to claim 1, wherein the control command calculation section moves at least a non-excess side of the position deviation allowable range in the position direction to the travel position side of the train when the train deceleration prediction value after the prescribed time is stronger than the deceleration of the target deceleration pattern.

3. The train control device according to claim 1 or 2, wherein the control command calculation section calculates a movement amount of the position deviation allowable range by multiplying a difference between the train deceleration prediction value after the prescribed time and the deceleration of the deceleration pattern by a coefficient.

4. The train control device according to claim 1 or 2, wherein the control command calculation section calculates a movement amount of the position deviation allowable range by multiplying a difference between a speed reduction amount when decelerated by the train deceleration prediction value after the prescribed time and the deceleration of the target deceleration pattern for a certain time by a coefficient.

5. The train control device according to claim 1 or 2, wherein the control command calculation section calculates a movement amount of the position deviation allowable range by multiplying a difference between a movement distance when decelerated by the train deceleration prediction value after the prescribed time and the deceleration of the target deceleration pattern for a certain time by a coefficient.

6. A control method of controlling a train control device having: a train speed position detection device that detects a speed of a train and a position of the train; a storage section that stores route information, vehicle information; a control command calculation section that calculates a control command for a drive-brake control device based on the detected speed of the train and the position of the train and the route information and the vehicle information; a process of calculating a train deceleration prediction value after a prescribed time; a process of calculating a deceleration of a target deceleration pattern at the same speed as a train speed prediction value after a prescribed time; a process of changing a position deviation allowable range in a position direction according to a difference between the train deceleration prediction value and the deceleration of the target deceleration pattern; and in the process of changing the position deviation allowable range in the position direction, at least an excess side of the position deviation allowable range is moved in the position direction to a travel position side of the train when the train deceleration prediction value after the prescribed time is weaker than the deceleration of the target deceleration pattern.

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