Automatic train operation device, method, and program

Abstract

To perform transition from acceleration to constant-speed traveling at a target speed, with satisfactory ride comfort, without requiring complicated prediction calculation until a notch change is completed, or without requiring manual adjustments though repetition of travel testing.SOLUTION: An automatic train operation device comprises: a train speed position detection unit for detecting a speed and a position of a train; a storage unit for storing track information and vehicle information; and a control command calculation unit for calculating a control command to be output to a drive / brake control device, on the basis of at least detection results of the train speed position detection unit, and the track information and vehicle information stored in the storage unit. In the automatic train operation device, when calculating a control command, using, as an acceleration threshold, acceleration of when reaching a target speed from a current speed of the train in prescribed time, the control command calculation unit makes corrections so that acceleration of the train corresponding to the control command does not exceed the acceleration threshold.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] An embodiment of the present invention relates to an automatic train operation device, method, and program. [Background technology]

[0002] The automatic train operation system (hereinafter referred to as the ATO system) operates the train within the speed range indicated by the signal and calculates powering (acceleration) / braking commands to stop the train at the designated position at the station.

[0003] In ATO devices, powering / braking commands are often calculated using discrete values ​​called notches. If the notches are changed significantly all at once, the acceleration changes suddenly and the ride quality deteriorates, so in order to suppress the sudden change in acceleration, a process is widely used in which the notches are changed in stages to suppress the jerk. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2013-172475 A Summary of the Invention [Problem to be solved by the invention]

[0005] However, in the conventional technology, there was a risk that the target speed would be exceeded and the speed limit would be exceeded if the notch change was not completed before the target speed was reached. In order to avoid this, the notch change was started early, which could result in the target speed not being reached. One possible solution is to perform predictive calculations so that the target speed is reached exactly when the notch change is completed, or to determine the speed at which to start changing the notch based on the results of prior driving tests. However, this would increase the processing load while driving and require more work in advance.

[0006] The present invention has been made in consideration of the above, and aims to provide an automatic train operation device, method, and program that enables a comfortable transition from powered running to constant speed running at a target speed, without the need for cumbersome predictive calculations until the notch is changed or manual adjustments through repeated running tests. [Means for solving the problem]

[0007] In one embodiment of the automatic train operation device, the automatic train operation device is equipped with a train speed and position detection unit that detects the speed and position of a train, a memory unit that stores line information and vehicle information, and a control command calculation unit that calculates a control command to be output to a drive / brake control device based on at least the detection results of the train speed and position detection unit and the line information and vehicle information stored in the memory unit.The control command calculation unit uses the acceleration at which the train reaches its target speed from its current speed in a specified time as an acceleration threshold value, and when calculating a control command, corrects the train acceleration corresponding to the control command so that it does not exceed the acceleration threshold value. [Brief description of the drawings]

[0008] [Figure 1] FIG. 1 is a diagram showing a configuration of an automatic train operation device according to an embodiment. [Diagram 2] FIG. 2 is an explanatory diagram of a detailed configuration example of the control command calculation unit. [Diagram 3] FIG. 3 is a process flowchart of the control command calculation unit. [Figure 4] FIG. 4 is a process flowchart of the notch limit unit. [Diagram 5] FIG. 5 is an explanatory diagram of the tractive force characteristics for each powering notch as a vehicle characteristic. [Figure 6] FIG. 6 is an explanatory diagram of the notch selection process when shifting from power running to coasting at a speed sufficiently lower than the speed limit. [Figure 7] FIG. 7 is an explanatory diagram of the notch selection process when shifting from power running to constant speed running. [Figure 8]FIG. 8 is an explanatory diagram of the notch selection process when the vehicle transitions from deceleration by braking to constant speed travel in a place where the speed limit is reduced. [Figure 9] FIG. 9 is an explanatory diagram (part 1) of the notch selection process when transitioning from powering to constant speed cruising at low speed for a vehicle having a tractive force characteristic in which acceleration is maximum at all notches except for one in the low speed range. [Figure 10] FIG. 10 is an explanatory diagram (part 2) of the notch selection process when transitioning from powering to constant speed cruising at low speed for a vehicle having a tractive force characteristic in which acceleration is maximum at all notches except for one in the low speed range. [Figure 11] FIG. 11 is an explanatory diagram of a case where the reference time is set shorter as the acceleration between the minimum notch and the coasting notch selectable for each speed range increases based on the tractive force characteristics. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] An automatic train operation device according to an embodiment will be described with reference to the drawings. FIG. 1 is a diagram showing a configuration of an automatic train operation device according to an embodiment. As shown in FIG. 1, a train 10 includes a speed and position detection unit 11, an on-board ATC device 12, an automatic train operation device 13, and a drive / braking control device 14.

[0010] The speed and position detection unit 11 detects the speed and position of the train 10 based on pulses from a tachograph (TG) 15 and ground coil detection information received from the ground coil 23 via the on-board coil 16 . The ATC on-board equipment 12 outputs a brake command based on the speed and position information from the speed and position detection unit 11 and the signal aspect from the ATC ground equipment 21 to prevent the train from colliding with the preceding train or from derailing.

[0011] In this case, the ATC ground device 21 detects the presence or absence of a train in each block section via the rails (track circuits) 22, determines the signal aspect of each block section according to the train presence situation, and transmits it to the ATC on-board device 12 via the rails (track circuits) 22 of each block section.

[0012] As a result, when the ATC on-board device 12 receives a signal aspect from the ATC ground device 21 via the power receiver 18, it compares the speed limit based on this signal aspect with the train speed contained in the speed position information detected by the speed position detection unit 11, and outputs a brake command to the drive / brake control device 14 if the train speed exceeds the speed limit.

[0013] Based on the speed and position information from the speed and position detection unit 11 and the signal information generated by the ATC on-board device, the automatic train operation device 13 calculates a powering command for the train 10 to travel between stations in a specified travel time while adhering to the speed limit, and a braking command for stopping at a specified position (target stopping position) at the station.

[0014] The drive / brake control device 14 controls the motor 17 and the brake device 19 based on braking commands from the ATC on-board device 12, powering commands and braking commands from the automatic train operation device 13, and powering commands and braking commands from a main controller (master controller) (not shown) operated by a driver (not shown). As a result, the train 10 runs on rails 22 with wheels 20 driven or braked by the motor 17 and braking device 19 .

[0015] Here, the configuration of the automatic train operation device 13 will be described. The automatic train operation device 13 includes a memory unit 31, a running plan calculation unit 32, and a control command calculation unit 33. The memory unit 31 stores route information such as the gradient and curve (radius of curvature) of the route, the speed limit and block length (distance of the block section) at the time of the proceeding phase of each block section, and linear information (arrangement of the block sections).

[0016] The storage unit 31 also stores, as operation information, target stop positions for each station, stopping stations for each operation type, and predetermined running times between each station. Furthermore, the memory unit 31 stores vehicle information such as the train length of the train itself, the train weight, acceleration and deceleration characteristics corresponding to powering commands and braking commands, air resistance, gradient resistance and curve resistance characteristics, electric-pneumatic switchover start and end speeds, and reference times corresponding to the acceleration characteristics.

[0017] The running plan calculation unit 32 calculates a running plan for the train 10 to run between stations within a specified running time based on the running conditions (train speed and position) received from the control command calculation unit 33 and the route information, operation information and vehicle information read from the memory unit 31, and outputs the running plan to the control command calculation unit 33.

[0018] Based on the speed and position information (speed and position) of the train 10 detected by the speed and position detection unit 11, the route information, operation information and vehicle information read from the memory unit 31, the driving plan received from the driving plan calculation unit 32, and the signal information received from the ATC on-board device 12, the control command calculation unit 33 calculates powering commands and braking commands to run the train 10 to the next station and stop it at the target stopping position, and outputs them to the drive / brake control device 14.

[0019] Next, the control command calculation unit 33 of the automatic train operation device 13 will be described in detail. First, the configuration of the control command calculation unit 33 will be described.

[0020] FIG. 2 is an explanatory diagram of a detailed configuration example of the control command calculation unit. The control command calculation unit 33 includes a driving state calculation unit 41, a notch selection unit 42, a driving plan request unit 43, and a driving plan storage unit 44.

[0021] The running condition calculation unit 41 calculates the running condition based on the speed and position information from the speed and position detection unit 11, the signal information from the ATC on-board device 12, and the route information, operation information, and vehicle information from the memory unit 31, and outputs the calculated running condition to the notch selection unit 42 and the running plan request unit 43. Here, the running state includes train speed, position, running time, signal information, and so on.

[0022] The notch selection unit 42 selects the notches required for the powering command and the braking command based on the route information, operation information, and vehicle information from the memory unit 31, the driving state from the driving state calculation unit 41, and the driving plan from the driving plan memory unit 44, and outputs the notches to the drive / braking control device 14.

[0023] The driving plan request unit 43 outputs the driving state and a driving plan calculation request to the driving plan calculation unit 32 based on the on-rail area from the notch selection unit 42, the driving state from the driving state calculation unit 41, and the driving plan stored in the driving plan memory unit 44. The driving plan storage unit 44 stores the driving plan calculated by the driving plan calculation unit.

[0024] Here, the configuration of the notch selection section 42 will be described. The notch selection unit 42 includes a notch selection method determination unit 401, a notch selection unit for following a speed limit 402, a notch selection unit for following a driving plan 403, a notch selection unit for station stop 404, a notch limit unit 405, and a notch filtering unit 406.

[0025] The notch selection method determination unit 401 selects one of the notch selection units to be actually adopted from the notch selection unit for following the speed limit 402, the notch selection unit for following the driving plan 403, and the notch selection unit for station stop 404, based on the route information, operation information, and vehicle information from the memory unit 31, the driving state from the driving state calculation unit 41, and the driving plan stored in the driving plan memory unit 44, and outputs the driving state to the selected notch selection unit.

[0026] When the driving conditions are input from the notch selection method determination unit 401, the notch selection unit 402 for following the speed limit selects a notch suitable for following the speed limit based on the driving conditions, route information, operation information and vehicle information from the memory unit 31, and outputs the selected notch to the notch limit unit 405.

[0027] When the driving state is input from the notch selection method determination unit 401, the driving plan following notch selection unit 403 selects a notch suitable for following the driving plan based on the driving state, the route information, operation information and vehicle information from the memory unit 31, and outputs the selected notch to the notch limit unit 405.

[0028] When the running state is input from the notch selection method determination unit 401, the station stop notch selection unit 404 selects a notch suitable for station stopping based on the running state, the route information, operation information and vehicle information from the memory unit 31, and outputs the selected notch to the notch filtering unit 406. The notch limit unit 405 corrects the selected notch and outputs it to the notch filtering unit 406 .

[0029] The notch filtering unit 406 corrects the notch based on the input notch so that the actual notch changes stepwise, and outputs a powering command or a braking command to the drive / brake control device 14 .

[0030] Next, an outline of the operation of the control command calculation unit 33 will be described. When the driver presses a departure button (not shown) to receive a departure signal, the automatic train operation device 13 starts running control.

[0031] The trigger for starting running control is not limited to receiving a departure command operated by the driver, but can also be receiving a departure command from station equipment via a ground coil 23 installed at the stopping position, or determining that the departure time has arrived based on train number information and operation schedule information input from a monitor device or IC card, and time information from a timing unit not shown.

[0032] The control command calculation unit 33 calculates a powering command or a braking command (notch) for running the train 10 to the next station.

[0033] FIG. 3 is a process flowchart of the control command calculation unit. First, the driving condition calculation unit 41 calculates the current position, current speed, and driving time from departure based on the speed and position information received from the speed and position detection unit 11, and determines the speed limit at the current position based on the signal information received from the ATC on-board device 12, and updates these as the "driving condition" (step S11).

[0034] Next, the notch selection method determination unit 401 judges whether or not the train 10 has not reached the station stop control area where processing for stopping the train 10 at the station should be performed (step S12). In this case, whether or not the station stop control area has been reached can be determined by, for example, whether or not the TASC start ground coil has been detected, or whether or not the station stop pattern has reached a certain distance before the position where the speed limit is reached when looking up in reverse.

[0035] If it is determined in step S12 that the station stop control area has not been reached (step S12; Yes), the travel plan request unit 43 determines whether or not there is a travel plan received from the travel plan calculation unit 32 (step S13).

[0036] If it is determined in step S13 that there is no driving plan (step S13; Yes), the driving plan request unit 43 transmits a request to calculate a driving plan to the driving plan calculation unit 32 (step S14). When the travel plan calculation unit 32 receives the travel plan calculation request, it starts calculating a travel plan to the next station based on the current position and speed, and outputs the calculated travel plan to the travel plan storage unit 44.

[0037] Thereafter, until a driving plan is obtained, notch selection method determination unit 401 exclusively selects speed limit following notch selection unit 402 to transmit information on the driving state. As a result, the speed limit following notch selection unit 402 selects a notch with a target speed that is a certain speed lower than the speed limit, and outputs the notch to the notch limit unit 405 (step S15).

[0038] In this case, when so-called "passing through driving" is performed to avoid exceeding the speed limit, rather than so-called "hitting on the road" which allows the speed limit to be exceeded temporarily at a point where the speed limit is reduced, the notch selection unit 402 for following the speed limit controls so as not to exceed the speed limit by, for example, selecting a brake notch when it detects a ground coil 23 installed just before the point where the speed limit is reduced, or by selecting a notch to follow a deceleration pattern drawn based on the speed limit information read out from the memory unit 31.

[0039] Next, when the speed is close to the target speed, the notch limit unit 405 limits the notch selected by the notch selection unit 402 for following the speed limit (step S16). Furthermore, notch filtering unit 406 corrects the notch so that the notch changes stepwise (step S17).

[0040] In this case, the notch correction may be calculated by, for example, correcting the notch so that it changes one step at a time while holding each preceding notch for a minimum holding time with respect to the target notch, or by correcting so that the rate of change of the notch does not exceed a predetermined value. Next, the control command calculator 33 determines whether the train 10 has stopped (step S18). If it is determined in step S18 that the train 10 has not yet stopped (step S18; No), the process returns to step S11, and the above-mentioned process is carried out. If it is determined in step S18 that the train 10 has stopped (step S18; Yes), the anti-rolling brake is selected (step S19), and the travel control is terminated.

[0041] On the other hand, if it is determined in step S13 that a travel plan has been obtained (step S13; No), the travel plan request unit 43 determines whether conditions such as the speed limit and the target travel time between stations have changed since the last time the travel plan was requested (step S20).

[0042] If it is determined in step S20 that conditions have changed since the last driving plan was requested (step S20; Yes), the driving plan request unit 43 requests the driving plan calculation unit 32 to calculate a new driving plan (step S21).

[0043] In this case, if a predetermined time has passed since the condition change without a driving plan being obtained in response to a request to calculate a driving plan, the driving plan request unit 43 may discard the driving plan in use that no longer meets the changed conditions.

[0044] Next, the notch selection method determination unit 401 exclusively selects the driving plan following notch selection unit 403 and transmits information on the driving state. As a result, the driving plan following notch selection unit 403 selects a notch based on the speed limit, the vehicle information read from the storage unit, and the latest driving plan (step S22).

[0045] In this case, the notch selection in the notch selection unit 403 for following the driving plan may be performed by selecting a notch so as to follow the driving curve of the driving plan, or by selecting a notch according to the driving mode (powering, constant speed driving, coasting, braking) specified in the driving plan, or the like.

[0046] However, in driving plan following notch selection unit 403, a notch is selected so as not to exceed the speed limit. Furthermore, when a notch is selected by the driving plan following notch selection unit 403, the notch limit unit 405 corrects the selected notch (step S23). The correction process will be described in detail later. Next, the notch filtering unit 406 corrects the notch so that the notch changes stepwise toward the target notch (step S17).

[0047] In this case, the notch correction may be calculated by, for example, correcting the notch so that it changes one step at a time while holding each preceding notch for a minimum holding time with respect to the target notch, or by correcting so that the rate of change of the notch does not exceed a predetermined value. Next, the control command calculator 33 determines whether the train 10 has stopped (step S18). If it is determined in step S18 that the train 10 has not yet stopped (step S18; No), the process returns to step S11, and the above-mentioned process is carried out. If it is determined in step S18 that the train 10 has stopped (step S18; Yes), the anti-rolling brake is selected (step S19), and the travel control is terminated.

[0048] In the determination in step S12, if the station stop control area has been reached (step S12; No), the notch selection method determination unit 401 exclusively selects the station stop notch selection unit 404 and transmits information on the running state. As a result, the station stop notch selection unit 404 selects a notch for stopping the train 10 at the target stop position of the station, and outputs the notch to the notch filtering unit 406 (step S24).

[0049] In this case, the method of selecting a notch in the station stop notch selection unit 404 may be to select a notch so as to follow the stop pattern, or to select a notch so as to reduce the predicted value of the stop position error, or the like.

[0050] When a notch is selected by the station stop notch selection unit 404, the notch filtering unit 406 corrects the notch so that the notch changes stepwise toward the target notch (step S17).

[0051] In this case, the notch correction may be calculated by, for example, correcting the notch so that it changes one step at a time while holding each preceding notch for a minimum holding time with respect to the target notch, or by correcting so that the rate of change of the notch does not exceed a predetermined value.

[0052] Next, the control command calculator 33 determines whether the train 10 has stopped (step S18). If it is determined in step S18 that the train 10 has not yet stopped (step S18; No), the process returns to step S11, and the above-mentioned process is carried out. If it is determined in step S18 that the train 10 has stopped (step S18; Yes), the anti-rolling brake is selected (step S19), and the travel control is terminated.

[0053] Here, the operation of the notch limit unit 405 will be described. FIG. 4 is a process flowchart of the notch limit unit. First, the notch limit unit 405 determines whether the notch selected by the speed limit following notch selection unit 402 or the trip plan following notch selection unit 403 is a powering notch, a braking notch, or a coasting notch (step S31).

[0054] In the determination of step S31, if the powering notch has been selected (step S31; powering notch), the acceleration required to reach the target speed from the current speed in a reference time is calculated as the acceleration threshold value (step S32).

[0055] Here, the target speed is a speed that is lower than the speed limit by a predetermined speed. For example, if a target speed band is set with a margin of 1 to 2 km / h above and below the target speed and the vehicle is driven at a constant speed within the target speed band, the acceleration threshold value is set to the acceleration required to travel from the current speed to the top speed of the target speed band within a reference time.

[0056] In this case, the reference time used to calculate the acceleration threshold value is stored in advance in the storage unit 31 and is read out from the storage unit 31 . FIG. 5 is an explanatory diagram of the tractive force characteristics for each powering notch as a vehicle characteristic. As shown in FIG. 5(A) or FIG. 5(B), when the accelerations corresponding to the powering notches N1 to N8 in relation to the tensile force characteristics are spaced at equal intervals, the reference time is set to one value.

[0057] In contrast to these, as shown in Figure 5 (C), in the case of a traction force characteristic in which the acceleration is maximum at all notches N2 to N4 except for the first powering notch N1 in the low speed range, the acceleration at the smallest selectable notch is large in the low speed range, so the reference time in the low speed range is set to be short. In this case, the speed range may be divided into a plurality of speed ranges, and a reference time may be set for each speed range and read out from a table, or the speed may be calculated using an equation related to the speed (when an equation related to the speed is calculated, the coefficients of the equation may be stored in memory unit 31 instead of the reference time).

[0058] Next, based on the vehicle information read from the storage unit 31, the total sum (effective acceleration) of the acceleration corresponding to the selected powering notch and the acceleration due to resistances (air resistance, gradient resistance, curvilinear resistance) is calculated (step S33). In this case, the acceleration corresponding to the selected powering notch may be a value read from the storage unit 31 and corrected based on the running results.

[0059] The sum of the acceleration corresponding to the selected powering notch and the acceleration due to resistance (effective acceleration) is compared with an acceleration threshold value to determine whether the sum of the acceleration corresponding to the selected powering notch and the acceleration due to resistance (effective acceleration) is stronger than the acceleration threshold value (effective acceleration>acceleration threshold value) (step S34). If it is determined in step S34 that the sum of the acceleration corresponding to the selected powering notch and the acceleration due to resistance (effective acceleration) is stronger than the acceleration threshold value (step S34; Yes), the selected powering notch is weakened (step S35), the process returns to step S33, and the sum of the acceleration corresponding to the newly selected powering notch and the acceleration due to resistance is recalculated (step S33), and the above-mentioned process is repeated again. If it is determined in step S34 that the sum of the acceleration corresponding to the selected powering notch and the acceleration due to resistance (effective acceleration) is equal to or weaker than the acceleration threshold value (step S34; No), the notch limit process is terminated.

[0060] Furthermore, if it is determined in step S31 that the brake notch has been selected (step S31; brake notch), the deceleration required to reach the target speed from the current speed in a reference time is calculated as the deceleration threshold value (step S36). Here, the target speed is a speed that is a predetermined speed lower than the lower speed limit. When setting a margin of 1 to 2 km / h above and below the target speed to set the target speed band, and when driving at a constant speed within the target speed band, the deceleration at which the vehicle travels from the current speed to the speed at the lower end of the target speed band within a reference time is set as the deceleration threshold value. The reference time used to calculate the deceleration threshold value is read from the storage unit 31. Incidentally, since the decelerations corresponding to the braking notches are generally set at equal intervals, when the accelerations corresponding to the powering notches are at equal intervals as shown in Figures 5(A) and 5(B), the same reference time as the reference time used to calculate the acceleration threshold value may be used. In the case of a tractive force characteristic in which the acceleration is maximum at all notches N2 to N4 except for the first notch N1 in the low speed range as shown in Figure 5(C), the same reference time as the reference time in the high speed range may be used.

[0061] Next, based on the vehicle information read from the memory unit 31, the sum (effective deceleration) of the deceleration corresponding to the selected brake notch and the deceleration due to resistance (air resistance, gradient resistance, curvilinear resistance) is calculated (step S37). In this case, the deceleration corresponding to the selected brake notch may be a value read from the storage unit 31 and corrected based on the driving results.

[0062] The sum of the deceleration corresponding to the selected braking notch and the deceleration due to resistance (effective deceleration) is compared with a deceleration threshold value to determine whether the sum of the deceleration corresponding to the selected powering notch and the deceleration due to resistance (effective deceleration) is stronger than the deceleration threshold value (effective deceleration>deceleration threshold value) (step S38). If it is determined in step S38 that the sum of the deceleration corresponding to the selected brake notch and the deceleration due to resistance (effective deceleration) is stronger than the deceleration threshold value (step S38; Yes), the selected brake notch is weakened (step S39), the process returns to step S37, the sum of the deceleration corresponding to the newly selected brake notch and the deceleration due to resistance is recalculated (step S37), and the above-mentioned process is repeated. If it is determined in step S38 that the sum of the deceleration corresponding to the selected brake notch and the deceleration due to resistance (effective deceleration) is equal to or weaker than the deceleration threshold value (step S38; No), the notch limit process is terminated.

[0063] Furthermore, if it is determined in step S31 that the coasting notch has been selected, i.e., neither the powering notch nor the braking notch has been selected (step S31; coasting notch), the process ends without performing notch limit processing.

[0064] Next, a more specific description will be given of the notch selection process in the cruise plan following notch selector 403 when, as a result of short-term prediction, the predicted speed is predicted to exceed the upper limit of the target speed band.

[0065] FIG. 6 is an explanatory diagram of the notch selection process when shifting from power running to coasting at a speed sufficiently lower than the speed limit. FIG. 6A is a diagram showing the speed VV, acceleration AA, and jerk RA when the notch NN selected by driving plan following notch selection unit 403 is output as is.

[0066] When switching from powering to coasting at a speed that is sufficiently lower than the speed limit, if the notch NN selected by the travel plan following notch selection unit 403 is output as is, as shown in FIG. 6(A), the jerk RA is large (on the negative side), and the ride is uncomfortable.

[0067] FIG. 6B is a diagram showing a notch FNN, a speed VV, an acceleration AA, and a jerk RA obtained by performing notch filtering processing on the notch NN selected by the driving plan following notch selection unit 403 by the notch filtering unit 406.

[0068] When notch filtering section 406 corrects the notches so that they change in stages, it is found that the jerk is suppressed and the ride comfort is improved, as shown in FIG. 6(B). In this case, the speed VV will be higher than when notch filtering processing is not performed as shown in FIG. 6(A), but there is a margin up to the speed limit, so this is not a problem.

[0069] FIG. 6(C) is a diagram showing the notch FNN obtained by performing notch filtering processing on the notch NN selected by the driving plan following notch selection unit 403 by the notch filtering unit 406, the notch LNN obtained by performing notch limiter processing on the notch limit unit 405, the speed VV, the acceleration AA, and the jerk RA.

[0070] Furthermore, even if notch limiter processing is performed by notch limit unit 405 before notch filtering processing, as shown in FIG. 6C, since the speed difference between the current speed and the target speed is large, the acceleration threshold value is larger than "the acceleration of full notch powering + the acceleration due to resistance", and the notch is not corrected.

[0071] Therefore, in this case, the same results as in the case where only the notch filtering process shown in FIG. 6(B) is performed are obtained. In other words, if there is a sufficient margin up to the speed limit and notch limit processing is unnecessary, the notch is not corrected by the notch limit processing.

[0072] FIG. 7 is an explanatory diagram of the notch selection process when shifting from power running to constant speed running. FIG. 7A is a diagram showing the speed VV, acceleration AA, and jerk RA when the notch NN selected by driving plan following notch selection unit 403 is output as is. When transitioning from powering to constant speed cruising, if the notch selected by the notch selection unit for tracking the trip plan 403 is output as is, as shown in FIG. 7(A), when the notch selection unit for tracking the trip plan 403 predicts that the predicted speed will exceed the upper end of the target speed band, the powering notch is repeatedly weakened, and the vehicle transitions to constant speed cruising with a weak powering notch. FIG. 7B is a diagram showing the speed VV, acceleration AA and jerk RA when notch filtering processing is performed by notch filtering unit 406 on notch NN selected by driving plan following notch selection unit 403. When the notch is corrected so that it changes in stages by notch filtering unit 406, the notch change becomes gentler in the first half of the notch change, as shown in FIG. 7(B), and it is observed that the jerk is suppressed and the ride comfort is improved. In this case, a higher speed is reached than when notch filtering processing shown in FIG. 7A is not performed, so there is a risk of violating the speed limit if the margin of the target speed relative to the speed limit is small.

[0073] FIG. 7(C) is a diagram showing the speed VV, acceleration AA, and jerk RA when notch filtering processing is performed by the notch filtering unit 406 and notch limiter processing is performed by the notch limit unit 405 for the notch NN selected by the driving plan following notch selection unit 403.

[0074] If the notch limiter processing is performed by the notch limit unit 405 before the notch filtering processing, the powering notch will start to be weakened by the notch limit processing before the driving plan following notch selection unit 403 starts to weaken the powering notch. As a result, as shown in FIG. 7(C), the jerk can be suppressed without the speed getting too close to the speed limit.

[0075] In this case, by taking into account the acceleration due to resistance and correcting the notch so that it does not exceed the acceleration threshold, the notch can be corrected to correspond to the speed and the gradient of the location, and there is no need to set different reference times depending on the distance between stations or the position where the train transitions to constant speed running.

[0076] FIG. 8 is an explanatory diagram of the notch selection process when the vehicle transitions from deceleration by braking to constant speed travel in a place where the speed limit is reduced. FIG. 8A is a diagram showing the speed VV, acceleration AA, and jerk RA when the notch NN selected by driving plan following notch selection unit 403 is output as is.

[0077] FIG. 8B is a diagram showing the speed VV, acceleration AA and jerk RA when notch filtering processing is performed by notch filtering unit 406 on notch NN selected by driving plan following notch selection unit 403.

[0078] FIG. 8(C) is a diagram showing the speed VV, acceleration AA, and jerk RA when notch filtering processing is performed by the notch filtering unit 406 and notch limiter processing is performed by the notch limit unit 405 for the notch NN selected by the driving plan following notch selection unit 403. As shown in FIG. 8(C), even when transitioning from deceleration by braking at a point where the speed limit is reduced to constant speed traveling, by performing notch limiter processing by notch limiter section 405 before notch filtering processing, it is possible to avoid an excessive decrease in speed or the short-term output of a powering notch immediately after braking in order to increase the speed that has been reduced too much, thereby improving ride comfort.

[0079] FIG. 9 is an explanatory diagram (part 1) of the notch selection process when transitioning from powering to constant speed cruising at low speed for a vehicle having a tractive force characteristic in which acceleration is maximum at all notches except for one in the low speed range. FIG. 10 is an explanatory diagram (part 2) of the notch selection process when transitioning from powering to constant speed cruising at low speed for a vehicle having a tractive force characteristic in which acceleration is maximum at all notches except for one in the low speed range. FIG. 9A is a diagram showing the speed VV, acceleration AA, and jerk RA when the notch NN selected by the driving plan following notch selection unit 403 is output as is. As shown in FIG. 5(C), in a vehicle having a tractive force characteristic in which acceleration is maximum at all notches except notch 1 in the low speed range, when switching from powered running to constant speed running at low speed in a garage or the like, if the notch selected by the notch selection unit 403 for following the driving plan is output as is, constant speed running will be performed by repeatedly selecting one powered notch and a coasting notch, as shown in FIG. 9(A). FIG. 9B is a diagram showing a notch FNN, a speed VV, an acceleration AA, and a jerk RA obtained by performing notch filtering processing on the notch NN selected by the driving plan following notch selection unit 403 by the notch filtering unit 406. When notch filtering is performed, the jerk RA during the transition from powering to constant speed cruising can be slightly suppressed. In addition, although the fluctuation range of the speed VV during constant speed cruising increases slightly, as shown in Fig. 9(B), the frequency of repeated selection of powering 1 notch and coasting notch is suppressed, improving ride comfort.

[0080] FIG. 10(A) is a diagram showing the notch FNN when notch filtering processing is performed by the notch filtering unit 406 on the notch NN selected by the driving plan following notch selection unit 403, the notch LNN when notch limiter processing is performed by the notch limit unit 405, the speed VV, the acceleration AA, and the jerk RA.

[0081] If notch limiter processing is performed by notch limit unit 405 before notch filtering processing, the jerk RA during the transition from powering to constant speed running can be further suppressed if the reference time is set to the same as that in the high speed range.

[0082] However, in the low speed range, the difference in acceleration between the powering 1 notch and the coasting notch is large, and it is not possible to select a powering notch with a weaker acceleration than the powering 1 notch. For this reason, if the notch is corrected so as not to exceed the acceleration threshold value, the coasting notch will occur while the speed difference to the target speed zone is larger than in the high-speed range, and there is a risk that the speed during constant-speed travel will not reach the target speed zone, as shown in Figure 10(A).

[0083] FIG. 11 is an explanatory diagram of a case where the reference time is set shorter as the acceleration difference (ΔN1>ΔN2>ΔN3>ΔN4) between the minimum notch and the coasting notch selectable for each speed range increases based on the tractive force characteristics. More specifically, based on the tractive force characteristics shown in Figure 5(C), as shown in Figure 11, if the reference time is set shorter, the greater the acceleration difference between the minimum notch selectable for each speed range and the coasting notch, the higher the speed corrected from powering 1 notch to the coasting notch in the notch limit processing will be, as shown in Figure 10(B), thereby suppressing the decrease in constant speed traveling speed in the low speed range.

[0084] As described above, according to this embodiment, by limiting the powering notch so that the acceleration corresponding to the powering notch is not stronger than the acceleration when the current speed is reached from the target speed in a predetermined time, it is possible to provide a trip plan calculation device that makes it possible to gradually change the notch and transition from powering to constant speed traveling at the target speed in a comfortable manner, without performing complicated predictive calculations or repeated prior traveling tests.

[0085] The automatic train operation device of this embodiment is equipped with a control device such as a CPU, a storage device such as a ROM (Read Only Memory) or RAM, an external storage device such as an HDD or SSD, a display device such as a display device, and various input devices, and has a hardware configuration that utilizes a conventional computer.

[0086] The program executed by the automatic train operation device of this embodiment is provided as a file in an installable or executable format recorded on a computer-readable recording medium such as a USB memory, a semiconductor storage device such as an SSD, or a DVD (Digital Versatile Disk).

[0087] The program executed by the automatic train operation device of the present embodiment may be stored on a computer connected to a network such as the Internet and provided by being downloaded via the network. The program executed by the automatic train operation device of the present embodiment may be provided or distributed via a network such as the Internet.

[0088] Furthermore, the program executed by the automatic train operation device of this embodiment may be configured to be provided by being pre-installed in a ROM or the like.

[0089] The program executed by the automatic train operation device of this embodiment is modularly configured to include the above-mentioned units (control command calculation unit, running plan calculation unit, notch selection method determination unit, notch selection unit for following the speed limit, notch selection unit for following the running plan, notch selection unit for station stop, notch limit unit, notch filtering unit, etc.), and in terms of actual hardware, the CPU (processor) reads out the program from the above-mentioned storage medium and executes it, loading the above-mentioned units onto the main memory device, and the control command calculation unit, running plan calculation unit, notch selection method determination unit, notch selection unit for following the speed limit, notch selection unit for following the running plan, notch selection unit for station stop, notch limit unit, and notch filtering unit are generated on the main memory device.

[0090] Although some embodiments of the present invention have been described, these embodiments are presented as examples and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, substitutions, and modifications can be made without departing from the spirit of the invention. These embodiments and their modifications are included in the scope and spirit of the invention, and are included in the scope of the invention and its equivalents described in the claims. [Explanation of symbols]

[0091] 10. Train 11 Speed ​​and position detection section 12 ATC onboard equipment 13 Automatic train operation device 14 Drive / Brake Control Device 16 Car 17 Motor 18 Power receiver 19 Brake device 20 wheels 21 ATC ground equipment 22 Rail 23 Ground Coil 31 Storage section 32 Driving plan calculation unit 33 Control command calculation unit 41 Driving condition calculation unit 42 Notch selection section 43 Driving plan request unit 44 Driving plan memory unit 401 Notch selection method determination unit 402 Notch selection unit for following speed limit 403 Notch selection unit for driving plan tracking 404 Station stop notch selection unit 405 Notch limit part 406 Notch Filtering Section AA Acceleration FNN Notch LNN Notch NN Notch RA Jerk Rate VV speed

Claims

1. a train speed and position detection unit that detects the speed and position of a train; A storage unit that stores route information and vehicle information; and a control command calculation unit that calculates a control command to be output to a drive / brake control device based on at least the detection result of the train speed / position detection unit and the line information and vehicle information stored in the storage unit. the control command calculation unit sets an acceleration threshold value to an acceleration at which the train reaches a target speed from a current speed within a predetermined time, When calculating the control command, the acceleration of the train corresponding to the control command is corrected so as not to exceed the acceleration threshold value. Automatic train operation device.

2. In the automatic train operation device according to claim 1, The control command calculation unit calculates, as the acceleration threshold value, an acceleration obtained by adding an acceleration caused by resistance to an acceleration required for the train to reach a target speed from a current speed in a predetermined time. Automatic train operation device.

3. In the automatic train operation device according to claim 1, The control command calculation unit calculates, as the acceleration threshold value, an acceleration at which a speed that is higher than a target speed by a predetermined margin speed is reached within a predetermined time. Automatic train operation device.

4. In the automatic train operation device according to claim 1 or 2, The control command calculation unit changes the predetermined time used to calculate the acceleration threshold value based on the acceleration corresponding to the lowest selectable notch. Automatic train operation device.

5. In the automatic train operation device according to claim 4, the control command calculation unit stores a predetermined time according to an acceleration corresponding to a minimum notch selectable in each of a plurality of speed ranges, and reads out the predetermined time according to the train speed for use in calculating the acceleration threshold value; Automatic train operation device.

6. In the automatic train operation device according to claim 4, the control command calculation unit stores a predetermined time according to an acceleration corresponding to a minimum notch selectable for each of a plurality of speeds, and reads out and prorates the predetermined time according to two speeds near the train speed to use for calculating the acceleration threshold value; Automatic train operation device.

7. In the automatic train operation device according to any one of claims 1 to 3, the control command calculation unit calculates, as a deceleration threshold value, a deceleration required for the train to reach a target speed or a speed lower than the target speed by a predetermined margin speed in a predetermined time; correcting a control command to the drive / brake control device so that the deceleration corresponding to the control command does not exceed a deceleration threshold value; Automatic train operation device.

8. A method executed in an automatic train operation device including a train speed and position detection unit that detects the speed and position of a train, a storage unit that stores line information and vehicle information, and a control command calculation unit that calculates a control command to be output to a drive / brake control device based on at least a detection result of the train speed and position detection unit and the line information and vehicle information stored in the storage unit, the control command calculation unit calculates an acceleration threshold value that is an acceleration required for the train to reach a target speed from a current speed within a predetermined time; a step of correcting, when calculating the control command, an acceleration of the train corresponding to the control command so as not to exceed the acceleration threshold value; The method according to claim 1,

9. A program for controlling an automatic train operation device by a computer, the program comprising: a train speed and position detection unit that detects the speed and position of a train; a storage unit that stores line information and vehicle information; and a control command calculation unit that calculates a control command to be output to a drive / brake control device based on at least a detection result of the train speed and position detection unit and the line information and vehicle information stored in the storage unit, The computer, a means for calculating an acceleration threshold value that is an acceleration required for the train to reach a target speed from a current speed within a predetermined time; a means for correcting, when calculating the control command, the acceleration of the train corresponding to the control command so as not to exceed the acceleration threshold value; A program that makes it work.

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