Train control system and train control method

Abstract

To reduce the progression of abnormal wear caused by electrical wear of the overhead wire due to arc discharges and bridging phenomena, regardless of whether or not the pantograph has come off the wire.SOLUTION: Provided is a train control system that controls a braking / driving device for braking / driving a train by using power transmitted / received to / from an overhead wire via a pantograph, where a control command for the braking / driving device is generated on the basis of each of the following information items: the measured amount of overhead wire abrasion of the overhead wire; the measured position of the overhead wire; and the travel position of the train.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a train control system and a train control method for an electric railway. [Background technology]

[0002] In electric railways, power is supplied to trains from power supply facilities such as substations via overhead wires and pantographs. Overhead wires wear as trains operate, and when the wear exceeds a replacement threshold, the wires must be replaced.

[0003] There are two known mechanisms for this wear of overhead wires: mechanical wear, in which components of the overhead wire are lost due to contact friction between the overhead wire and the pantograph, and electrical wear, which occurs when current flows when the contact between the overhead wire and the pantograph is unstable.

[0004] Arc discharge and bridging are known to be two of the causes of electrical wear. Arc discharge occurs when an electric current flows through the air when the pantograph is off the wire. The air through which the current flows becomes hot, causing components of the overhead wire to evaporate, resulting in a defect. Bridging occurs when the contact force between the overhead wire and pantograph weakens, reducing the contact area, causing the current to concentrate on the limited contact surface, which then becomes hot, causing components of the overhead wire to evaporate, resulting in a defect.

[0005] Here, Patent Document 1 discloses a technology in which, if the pantograph or collector shoe separates from the overhead line or third rail while the train is powered or in regenerative braking, the train memorizes the running position of the train when the pantograph or collector shoe separates from the overhead line or third rail, in order to prevent the train from being damaged by an arc discharge that occurs between the overhead line and the current collector.When the train is traveling through a specified section that includes the position where the pantograph or collector shoe separates from the overhead line or third rail, the on-board control unit causes the train to coast in this specified section. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] Japanese Patent Application Publication No. 2017-22853 Summary of the Invention [Problem to be solved by the invention]

[0007] Wear on overhead contact wires is affected by train operating conditions and the way the wires are strung, which can lead to "abnormal wear," where wear progresses faster than in other locations. If the amount of wear at a location where abnormal wear is occurring exceeds the replacement threshold, the wire will need to be replaced, even if the amount of wear at other locations does not exceed the replacement threshold. Overhead contact wires are divided into sections every few kilometers, and although replacement locations are somewhat limited, replacing the wire requires a great deal of effort and cost. Therefore, technology is needed to mitigate the progression of abnormal wear on overhead contact wires in order to reduce the frequency of replacement.

[0008] As mentioned above, wear on overhead wires progresses due to both mechanical and electrical wear, but it is known that abnormal wear is largely influenced by electrical wear such as arc discharge and bridging. Therefore, preventing electrical wear is important in mitigating the progression of abnormal wear on overhead wires. In the above-mentioned Patent Document 1, wear of the overhead wires is not taken into consideration, and therefore the effect is merely to prevent the possibility of damage to the overhead wires and the like due to arc discharge.

[0009] Therefore, an object of the present invention is to provide a technology for mitigating the progression of abnormal wear caused by electrical wear of the overhead wire due to arc discharge or bridge phenomenon, regardless of whether or not the pantograph has come off the wire. [Means for solving the problem]

[0010] In order to solve the above-mentioned problems, a representative train control system according to the present invention is a system that controls a braking / driving device that brakes and drives a train using power sent and received between the overhead wire and the pantograph, and generates control commands to the braking / driving device based on information on the measured amount of wear on the overhead wire, the measured position of the overhead wire, and the running position of the train. [Effects of the Invention]

[0011] According to the present invention, regardless of whether or not a pantograph has come off the wire, it is possible to mitigate the progression of abnormal wear caused by electrical wear of the overhead wires due to arc discharge or bridging phenomena. Problems, configurations, and effects other than those described above will become apparent from the following description of the preferred embodiments. [Brief explanation of the drawings]

[0012] [Figure 1] FIG. 1 is a block diagram showing an example of the configuration of a train control device according to a first embodiment of the present invention. [Figure 2] FIG. 2 is a table showing an example of overhead wire wear information. [Figure 3] FIG. 3 is a table showing an example of abnormally worn section information. [Figure 4] FIG. 4 is a flowchart illustrating an example of a process performed by the abnormally worn section determination unit to generate abnormally worn section information. [Figure 5] FIG. 5 is a table showing an example of the relationship between the power upper limit value based on the difference between the actual amount of wear of the overhead wire and the average amount of wear. [Figure 6] FIG. 6 is a block diagram illustrating an example of the configuration of a train control device according to a second embodiment of the present invention. [Figure 7] FIG. 7 is a table showing an example of overhead wire wear history information. [Figure 8] FIG. 8 is a flowchart illustrating an example of a process performed by the abnormally worn section determination unit to generate abnormally worn section information. [Figure 9]FIG. 9 is a table showing an example of the relationship between the electric power upper limit value based on the difference between the target value of the amount of wear progress of the overhead wire and the actual amount of wear progress of the overhead wire. [Figure 10] FIG. 10 is a block diagram illustrating an example of the configuration of a train control device according to a third embodiment of the present invention. [Figure 11] FIG. 11 is a flowchart illustrating an example of a process performed by the abnormally worn section determination unit to generate abnormally worn section information. [Figure 12] FIG. 12 is a table showing an example of the relationship between the electric power upper limit value based on the difference between the target value of the amount of wear of the overhead wire and the actual amount of wear of the overhead wire. [Figure 13] FIG. 13 is a block diagram illustrating an example of the configuration of a train control device according to a fourth embodiment of the present invention. [Figure 14] FIG. 14 is a flowchart illustrating an example of processing by the control instruction unit. [Figure 15] FIG. 15 is a block diagram illustrating an example of the configuration of a train control device according to a fifth embodiment of the present invention. [Figure 16] FIG. 16 is a flowchart illustrating an example of processing by the run curve generating unit. [Figure 17] FIG. 17 is a table showing an example of run curve information. [Figure 18] FIG. 18 is a diagram for explaining a method for determining the operation notch. [Figure 19] FIG. 19 is a flowchart illustrating an example of a processing mode by the control instruction unit. [Figure 20] FIG. 20 is a block diagram illustrating an example of the configuration of a train control device according to a sixth embodiment of the present invention. [Figure 21] FIG. 21 is a flowchart illustrating an example of a processing mode by the control instruction unit. [Figure 22] FIG. 22 is a block diagram illustrating an example of the configuration of a train control device according to a seventh embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0013] Hereinafter, as embodiments of the present invention, Examples 1 to 6 will be described with reference to the drawings. Note that the present invention is not limited to these Examples. In addition, in the drawings, the same parts are denoted by the same reference numerals. [Example]

[0014] FIG. 1 is a block diagram showing an example of the configuration of a train control device according to a first embodiment of the present invention. The train control device according to the first embodiment is composed of an overhead wire wear information acquisition unit 101, a train position information acquisition unit 102, an abnormally worn section determination unit 103, a control command unit 104, and a braking / driving unit 105, and receives power from a pantograph 106 (hereinafter referred to as "pantograph power 116").

[0015] The overhead contact wire wear information acquisition unit 101 acquires the amount of wear at each position of the overhead contact wire, and outputs overhead contact wire wear information 111 to the abnormally worn section determination unit 103. Details of the overhead contact wire wear information acquisition unit 101 will be described later.

[0016] The train position information acquisition unit 102 acquires the current position where the train is running and outputs train position information 112 to the control command unit 104. Note that a common method for detecting the train position on a railway is to calculate the speed using the wheel rotation speed and wheel diameter, and then calculate the position by integrating the speed. Furthermore, since the control command unit 104 calculates command values ​​for the braking and driving devices in real time using the train position information 112, it is desirable for the train position information acquisition unit 102 to output the train position information 112 in accordance with the control cycle of the control command unit 104.

[0017] The abnormally worn section determination unit 103 receives the overhead wire wear information 111, calculates various information related to the abnormally worn section, and outputs it as abnormally worn section information 113 to the control command unit 104. The abnormally worn section determination unit 103 will be described in detail later.

[0018] The control command unit 104 receives train position information 112 and abnormally worn section information 113, calculates traction force, electric braking force, braking force, etc. based on the amount of wear of the overhead contact wire, and outputs the calculated results as control command information 114 to the braking / driving unit 105. The control command unit 104 will be described in detail later.

[0019] The braking / driving unit 105 brakes and drives the train based on the control command information 114. If the control command information 114 includes information on tractive force, the pantograph power 116 drawn from the pantograph 106 is converted into power to accelerate the train. If the control command information 114 includes information on electric braking force and braking force, the brakes are controlled so that the sum of the friction brake and electric brake becomes the braking force, and the train is decelerated. Furthermore, by adjusting the proportion of the electric brake so that the braking force becomes electric braking force, part of the kinetic energy during deceleration is converted into pantograph power 116.

[0020] The pantograph 106 draws power from an overhead line (not shown) and supplies pantograph power 116 to the braking / driving unit 105.

[0021] [Details of the overhead wire wear information acquisition unit 101] The overhead contact wire wear information acquisition unit 101 creates overhead contact wire wear information 111 by linking the measurement results of the amount of wear of the overhead contact wire with information on the position where the amount of wear of the overhead contact wire was measured.

[0022] Fig. 2 is a table showing an example of the overhead wire wear information 111, showing the amount of wear (mm) of the overhead wire for each location (km). Fig. 2 shows an example in which the amount of wear of the overhead wire is stored at positions every 0.01 km. The position resolution may be adjusted depending on the amount of data that can be handled, but if the position resolution is low, there is a possibility that abnormal wear will be missed, so it is desirable to have as high a position resolution as possible.

[0023] Because the rate at which wear on overhead contact wires progresses is relatively slow, it is not necessary to measure the amount of wear on the overhead contact wires every time a train passes. For example, a sensor for measuring the amount of wear on the overhead contact wires may be mounted on a dedicated measurement vehicle or the like, and the amount of wear on the overhead contact wires may be measured periodically. Therefore, it is conceivable that the overhead contact wire wear information acquisition unit 101 is installed not on the train to be controlled, but on a dedicated measurement vehicle or the like. It is also conceivable that only a sensor for measuring the amount of wear on the overhead contact wires is installed on a dedicated measurement vehicle or the like, and a process for updating the overhead contact wire wear information 111 based on this sensor information is installed on a ground-based computer or the like. Here, it is desirable that the overhead contact wire wear information 111 be output every time the amount of wear on the overhead contact wires is measured.

[0024] In addition, possible methods for measuring the amount of wear on the overhead wire include using an optical sensor to measure the amount of wear and using camera images to determine the amount of wear, but any method can be used as long as it can measure the amount of wear on the overhead wire, and the measurement method is not limited.

[0025] [Details of abnormal wear section determination unit 103] The abnormally worn section determination unit 103 receives the overhead wire wear information 111, calculates various pieces of information relating to the abnormally worn section, and creates abnormally worn section information 113.

[0026] FIG. 3 is a table showing an example of the abnormally worn section information 113. As shown in FIG. 4 is a flowchart showing an example of processing by the abnormally worn section determination unit 103 to create the abnormally worn section information 113. The processing entity for each step shown below is the abnormally worn section determination unit 103, but the description of this processing entity will be omitted below.

[0027] Step 401 (S401) is a process for calculating an abnormal wear occurrence section. An average wear amount, which is the average value of the actual wear amounts of the overhead contact wire, is calculated, and a position where the difference between the actual wear amount and the average wear amount is equal to or greater than a predetermined threshold is calculated as an abnormal wear occurrence section.

[0028] FIG. 3 shows the results of calculating abnormal wear sections using the contact wire wear information 111 shown in FIG. 2 and setting the threshold for determining abnormal wear at 1 mm. For example, the average wear calculated based on the contact wire wear amount in the contact wire wear information 111 shown in FIG. 2 is 4.26 mm. At each of the points 0.02 km to 0.03 km and 0.09 km, the difference between the actual contact wire wear amount and the average wear amount exceeds the threshold of 1 mm, so these sections are calculated as abnormal wear sections. In particular, at the 0.02 km and 0.03 km points, the difference between the actual contact wire wear amount and the average wear amount exceeds the threshold for consecutive points. In such cases, it is desirable to treat the 0.02 km point and the 0.03 km point as a single abnormal wear section rather than treating them individually. Furthermore, when treating consecutive abnormal wear points as a single abnormal wear section, it is desirable to use the maximum value of that section as the actual contact wire wear amount used in various calculations.

[0029] Step 402 (S402) is a process for calculating the priority of sections where abnormal wear has occurred. Here, a priority is determined for each section where abnormal wear has occurred based on a predetermined rule for determining priority. The rule for determining priority is that the greater the difference from the average amount of wear in a section, in other words, the greater the progress of the actual amount of wear in the overhead wire, the higher the priority is given to the section. For example, in the example shown in Figure 4, the 0.09 km point has the first priority, and the 0.02 to 0.03 km point has the second priority.

[0030] Step 403 (S403) is a process for calculating the upper limit of the electric power supplied to the train when it is traveling through the section where abnormal wear has occurred. Here, the upper limit of the electric power when it is traveling through the section where abnormal wear has occurred is calculated using the relationship between the upper limit of the electric power based on the difference between the actual amount of wear on the overhead wire and the average amount of wear.

[0031] Here, Fig. 5 is a table showing an example of the relationship between the power upper limit value based on the difference between the actual amount of wear on the overhead wire and the average amount of wear. The power upper limit value shown on the right side of the table is obtained depending on the value of the difference between the actual amount of wear on the overhead wire and the average amount of wear in the table shown in Fig. 5. For example, since the differences between the amount of wear on the overhead wire shown in Fig. 3 and the average amount of wear in the section where abnormal wear occurred are 2.04 mm and 1.97 mm, respectively, referring to the table shown in Fig. 5, the power upper limit value is 30 kW at the 0.09 km point and 100 kW at the 0.02 to 0.03 km point.

[0032] Step 404 (S404) is processing for outputting the abnormally worn section information 113. The values ​​calculated in step 401 (S401) to step 403 (S403) are compiled and output as the abnormally worn section information 113. Here, it is desirable that the processing of the abnormally worn section determination unit 103 be performed when the overhead contact wire wear information acquisition unit 101 outputs new overhead contact wire wear information 111 .

[0033] [Details of control command unit 104] The control command unit 104 calculates the tractive force using the following formula (1), the electrical braking force using the following formula (2), and the braking force using the following formula (3), and outputs the results as control command information 114.

[0034] -Tension force calculation formula (when the operating notch is powered and when powered at constant speed)

number

[0035] Formula for calculating electric braking force (when the operating notch is deceleration or constant speed regeneration)

number

[0036] Braking force calculation formula (when the operating notch is deceleration or constant speed regeneration)

number

[0037] As noted in parentheses in the above formula, when the operating notch is a powering notch or constant speed powering, the tractive force is calculated. When the operating notch is a deceleration notch or constant speed regeneration, the electric braking force and braking force are calculated.

[0038] Here, we will explain the relationship between braking force and electric braking force. Trains are equipped with two types of brakes: friction brakes, which apply the brakes using mechanical friction, and electric brakes, which apply the brakes by converting kinetic energy into electricity using a motor installed on the train. Braking force is the force that slows down a train and is the combined force of friction brakes and electric brakes. On the other hand, electric braking force is the force that slows down a train using electric brakes.

[0039] Generally, braking force is specified by the operating notch, and the friction brake and electric brake forces are distributed in such a way that the friction brake makes up for any shortfall in the electric braking force that can be output based on the limitations of the vehicle's motor. When the operating notch is set to constant speed, the tractive force and braking force are automatically adjusted to reduce the difference between the target speed and the actual speed when traveling at a constant speed. When traveling on flat sections or uphill sections, the vehicle enters a constant speed powering state in which tractive force is output to prevent the speed from dropping too much, and when traveling on downhill sections, the vehicle enters a constant speed regenerative state in which braking force is output to prevent the speed from increasing too much.

[0040] The power limit value is basically set based on the maximum output of the train to be controlled. However, based on the abnormal wear section information 113, only when each vehicle of the train to be controlled passes through a section where abnormal wear has occurred, the power upper limit value corresponding to that section where abnormal wear has occurred is used.

[0041] However, if there are many sections where abnormal wear occurs, restricting power running or regenerative power at many locations could disrupt regular operation, so an upper limit on the number of sections where abnormal wear occurs to be considered per station should be set in advance. It is then desirable to use the power upper limit value corresponding to a section where abnormal wear occurs only when the train is passing through a section with a higher priority where abnormal wear occurs.

[0042] Furthermore, it is desirable that the processing executed by the control command unit 104 be executed at a control cycle of about several tens to several hundreds of milliseconds, with reference to an ATO (Automatic Train Operation) on-board device or the like.

[0043] With the configuration of the first embodiment described above, it is possible to reduce the progression of abnormal wear caused by electrical wear of the overhead wires due to arc discharge or bridging phenomenon by limiting the power running or regenerative power when traveling through a section where abnormal wear has already occurred. [Example]

[0044] FIG. 6 is a block diagram illustrating an example of the configuration of a train control device according to a second embodiment of the present invention. The train control device according to the second embodiment is composed of an overhead contact wire wear information acquisition unit 101, a train position information acquisition unit 102, an overhead contact wire wear history storage unit 651, an abnormally worn section determination unit 603, a control command unit 104, and a braking / driving unit 105, and receives a supply of pantograph power 116 from a pantograph 106. Note that the configuration other than the overhead contact wire wear history storage unit 651 and the abnormally worn section determination unit 603 is the same as that of the first embodiment, and therefore a description thereof will be omitted.

[0045] The overhead wire wear history storage unit 651 receives the overhead wire wear information 111, stores the amount of wear on the overhead wire in association with the time when it was acquired, and outputs the information as overhead wire wear history information 661 to the abnormally worn section determination unit 603. Details of the overhead wire wear history storage unit 651 will be described later.

[0046] The abnormally worn section determination unit 603 receives the overhead wire wear history information 661, calculates various pieces of information relating to the abnormally worn section, and outputs the information as abnormally worn section information 613 to the control command unit 104. The abnormally worn section determination unit 603 will be described in detail later.

[0047] [Details of the overhead wire wear history memory unit 651] The overhead line wear history memory unit 651 stores the overhead line wear information 111 input from the overhead line wear information acquisition unit 101, linking it to the acquisition date and time of the overhead line wear information 111, and outputs the stored information to the abnormal wear section determination unit 603 as overhead line wear history information 661.

[0048] Fig. 7 is a table showing an example of the overhead wire wear history information 661. The amount of wear of the overhead wire at each position is stored for each measurement (for each measurement date in Fig. 7). For example, in the overhead wire wear history information 661 shown in Fig. 7, the differences in the amount of wear of the overhead wire in the first measurement in January and the second measurement in May are 0.7 mm and 0.6 mm in the sections of 0.02 km to 0.03 km and 0.09 km, respectively, and 0.3 mm in other sections.

[0049] 7 only displays the results of two measurements, but these are added as they are inputted from the third measurement onwards. If it is difficult to store all the measurement results due to data capacity limitations, it is also possible to reduce the data volume by keeping only the most recent few measurements of the amount of wear on the overhead wire and deleting the rest.

[0050] [Details of abnormal wear section determination unit 603] 8 is a flowchart showing an example of processing by the abnormally worn section determination unit 603 to generate the abnormally worn section information 613. The processing entity for each step shown below is the abnormally worn section determination unit 603, but the description of this processing entity will be omitted below.

[0051] Step 801 (S801) is a process of calculating an abnormal wear occurrence section, in which the section where abnormal wear occurs is calculated based on the amount of change over time using the overhead contact wire wear history information 661. Specifically, if the difference between the latest and previous values ​​of the amount of wear on the overhead wire, divided by the number of months, exceeds a predetermined target value for the amount of wear progression on the overhead wire per month, it is determined that the wear rate is faster than expected and the section is identified as abnormally worn. In the case of the overhead wire wear history information 661 shown in Figure 7, if the target value for the amount of wear progression on the overhead wire per month is 0.1 mm, that is, 0.4 mm over four months, wear exceeding the target amount of wear has occurred at the 0.02 km to 0.03 km and 0.09 km points, and therefore these sections are calculated as sections where abnormal wear has occurred.

[0052] One possible method for setting the monthly target wear progression value for the overhead wire is to divide the wear replacement threshold by the total number of months between the installation of the overhead wire and its scheduled replacement. This setting method prevents situations in which the overhead wire needs to be replaced before its scheduled replacement due to abnormal wear by controlling trains so that the wear progression value remains below the set target value.

[0053] However, it is known that frost on the overhead wires can cause the pantograph to come off the wire during off-peak periods in winter, making it more likely to spark. Therefore, while maintaining the total target value for the amount of wear progression of the overhead wire for 12 months, it is thought that a more realistic target can be set by increasing the target value for the amount of wear progression of the overhead wire in winter and decreasing the target values ​​for the amount of wear progression of the overhead wire in other seasons accordingly.

[0054] Furthermore, if the concept of condition-based maintenance becomes more widespread in the future, it is possible that the system of periodic replacement of overhead contact lines will be abolished and that overhead contact lines will be used for as long as possible until the wear level drops below the replacement standard. In that case, it would be desirable to set a smaller target value for the amount of wear progression of the overhead contact lines, but unless a realistic value is set, most sections will be erroneously detected as sections with abnormal wear. One possible method to prevent this erroneous detection is to analyze the history of the amount of wear progression of the overhead contact lines obtained in the past, exclude the amount of wear progression of the overhead contact lines in sections with abnormal wear as outliers, calculate the average amount of wear progression of the overhead contact lines, and set this average as the target value for the amount of wear progression of the overhead contact lines.

[0055] Step 802 (S802) is a process for calculating the priority of sections where abnormal wear has occurred. In this step, a priority is determined for each section where abnormal wear has occurred based on a predetermined rule for determining priority. One rule for determining priority is to give a higher priority to sections where the difference between the latest and previous values ​​of the amount of wear on the overhead wire is large. For example, in the example shown in Figure 7, the point between 0.02 and 0.03 km has the first priority, and the point at 0.09 km has the second priority.

[0056] Step 803 (S803) is a process for calculating the upper limit of electric power when traveling through an abnormal wear section. In this step, the upper limit of electric power is calculated using the relationship between the upper limit of electric power and the difference between a predetermined target value for the amount of wear progression of the overhead wire and the actual amount of wear progression of the overhead wire.

[0057] Fig. 9 is a table showing an example of the relationship between the power upper limit value based on the difference between the target value for the amount of wear of the overhead wire and the actual amount of wear of the overhead wire. When the table shown in Fig. 9 is referenced from the target value for the amount of wear of the overhead wire (0.4 mm in 4 months) explained in step 801 (S801) and the difference in the amount of wear of the overhead wire in the section where abnormal wear occurred shown in Fig. 7, the power upper limit value at the 0.02 to 0.03 km point is 30 kW (the difference from the target value of 0.4 mm is 0.3 mm (= 0.7 mm - 0.4 mm)), and the power upper limit value at the 0.09 km point is 100 kW (the difference from the target value is 0.2 mm (= 0.6 mm - 0.4 mm)).

[0058] Step 804 (S804) is processing for outputting the abnormally worn section information 613. The values ​​calculated in steps 801 (S801) to 803 (S803) are combined and output as the abnormally worn section information 613.

[0059] The abnormal wear section information 613 in Example 2 is almost the same as the abnormal wear section information 113 shown in Figure 3, and the difference [mm] between the actual amount of wear on the overhead wire and the average amount of wear, which is one of the pieces of information in the abnormal wear section information 113 in Example 1, is replaced with the difference [mm] between the target amount of wear progress on the overhead wire and the actual amount of wear progress on the overhead wire.

[0060] With the configuration of the second embodiment described above, it is possible to reduce the progression of abnormal wear caused by electrical wear of the overhead wires due to arc discharge or bridging phenomenon by limiting the power running or regenerative power at the position where the progression of abnormal wear has accelerated. [Example]

[0061] FIG. 10 is a block diagram illustrating an example of the configuration of a train control device according to a third embodiment of the present invention. The train control device according to the third embodiment is composed of an overhead contact wire wear information acquisition unit 101, a train position information acquisition unit 102, an overhead contact wire wear history storage unit 651, an abnormally worn section determination unit 1003, a control command unit 104, and a braking / driving unit 105, and receives a supply of pantograph power 116 from a pantograph 106. Note that the configuration other than the abnormally worn section determination unit 1003 is the same as the configuration of the first embodiment, and therefore a description thereof will be omitted.

[0062] The abnormally worn section determination unit 1003 receives the overhead wire wear history information 661, calculates various pieces of information relating to the abnormally worn section, and outputs the information as abnormally worn section information 113 to the control command unit 104. The abnormally worn section determination unit 1003 will be described in detail later.

[0063] [Details of abnormal wear section determination unit 1003] 11 is a flowchart showing an example of processing by the abnormally worn section determination unit 1003 to generate the abnormally worn section information 1013. The processing entity for each step shown below is the abnormally worn section determination unit 1003, but the description of this processing entity will be omitted below.

[0064] Step 1101 (S1101) is a process for calculating an abnormal wear occurrence section. In this calculation process, the overhead contact wire wear history information 661 is used to calculate a position where the overhead contact wire wear amount is larger than the overhead contact wire wear amount target value at the time of measurement of the overhead contact wire wear amount (for example, the measurement month) as a section where abnormal wear occurs.

[0065] An example of calculating the abnormal wear occurrence section in this step will be explained using the overhead contact wire wear history information 661 shown in Fig. 7. In the overhead contact wire wear history information 661 shown in Fig. 7, the latest amount of wear on the overhead contact wire was measured on May 1, 2023. If the target amount of wear on the overhead contact wire in May 2023 is set to 4 mm, it is determined that wear exceeding this target value of 4 mm has occurred at points 0.02 km to 0.05 km and 0.09 km, and these sections are calculated as sections where abnormal wear has occurred.

[0066] Here, we will show an example of how to set the target wear amount of the overhead wire. For example, the target wear amount of the overhead wire for each month can be calculated by dividing the threshold for determining the amount of wear by the total number of months from the installation of the overhead wire until the scheduled replacement, and then adding this value as the number of months increases. With this setting method, it is thought that by controlling trains so that the wear amount falls below the set target amount of wear, it is possible to prevent a situation in which the overhead wire needs to be replaced before the scheduled replacement due to abnormal wear.

[0067] Step 1102 (S1102) is a process for calculating the priority of sections where abnormal wear has occurred. In this step, a priority is determined for each section where abnormal wear has occurred based on a predetermined rule for determining priority. One rule for determining priority is to give a higher priority to sections where there is a large difference between the target wear amount of the overhead wire and the actual wear amount of the overhead wire. In the example shown in Figure 7, the point from 0.02 to 0.05 km has the first priority, and the point at 0.09 km has the second priority.

[0068] Step 1103 (S1103) is a process for calculating the upper limit of electric power when traveling through an abnormal wear section. In this step, the upper limit of electric power is calculated using the relationship between the upper limit of electric power and a predetermined target value of the amount of wear of the overhead contact wire, based on the difference between the actual amount of wear of the overhead contact wire.

[0069] 12 is a table showing an example of the relationship between the power upper limit value and the difference between the target wear value of the overhead wire and the actual wear value of the overhead wire. Referring to the table shown in FIG. 12, the difference between the target wear value of the overhead wire (4 mm for May 2023) described in step 1101 (S1101) and the wear value of the overhead wire on May 1 in the abnormal wear-occurring section shown in FIG. 7 is (4.52 mm, 4.41 mm, 4.05 mm, 4.16 mm) - 4 mm = (0.52 mm, 0.41 mm, 0.05 mm, 0.16 mm) at 0.01 km intervals, resulting in the power upper limit values ​​being (0 kW, 30 kW, 100 kW, 100 kW). Furthermore, the difference at the 0.09 km point is 4.38 mm - 4 mm = 0.38 mm, resulting in the power upper limit value being 30 kW.

[0070] Step 1104 (S1104) is a process for outputting the abnormally worn section information 1013. The values ​​calculated in steps 1101 (S1101) to 1103 (S1103) are combined and output as the abnormally worn section information 1013.

[0071] The abnormal wear section information 1013 in Example 3 is almost the same as the abnormal wear section information 113 shown in Figure 3, and the difference [mm] between the actual amount of wear on the overhead wire and the average amount of wear, which is one of the pieces of information in the abnormal wear section information 113, is replaced with the difference [mm] between the target amount of wear on the overhead wire and the actual amount of wear on the overhead wire.

[0072] With the configuration of the third embodiment described above, it is possible to reduce the progression of abnormal wear caused by electrical wear of the overhead wire due to arc discharge or bridge phenomenon by limiting the power running or regenerative power at a position where the amount of wear of the overhead wire is greater than a target value at a predetermined time (for example, at the time of measurement). [Example]

[0073] FIG. 13 is a block diagram illustrating an example of the configuration of a train control device according to a fourth embodiment of the present invention. The train control device according to the fourth embodiment is composed of an overhead wire wear information acquisition unit 101, a train position information acquisition unit 102, an abnormally worn section determination unit 103, a control command unit 1304, a braking / driving unit 1305, a second power supply unit 1351, and a pantograph power limiting unit 1352, and is supplied with pantograph power 116 from a pantograph 106. Of these components, the overhead wire wear information acquisition unit 101, the train position information acquisition unit 102, and the abnormally worn section determination unit 103 are the same as those in the first embodiment, and therefore their description will be omitted.

[0074] The control command unit 1304 receives train position information 112 and abnormally worn section information 113, calculates traction force and electrical braking force based on the amount of wear of the overhead contact wire, and outputs the calculated force to the braking / driving unit 1305 as control command information 114. It also newly calculates a charge / discharge command value for the second power supply unit 1351 and outputs the same to the second power supply unit 1351 as second power supply unit control command information 1314. It also newly calculates a pantograph power upper limit value and outputs the same to the pantograph power limit unit 1352 as pantograph power limit command information 1324. The control command unit 1304 will be described in detail later.

[0075] Based on the information on tractive force and electric braking force contained in the control command information 114, the braking / driving unit 1305 converts the pantograph power 116 drawn from the pantograph 106 via the pantograph power limiting unit 1352 and the charging / discharging power 1361 received from the second power supply unit 1351 into power to brake and drive the train.

[0076] The second power supply unit 1351 charges and discharges itself based on second power supply unit control command information 1314 from the control command unit 1304, and supplies charge / discharge power 1361 to the braking / driving unit 1305. This second power supply unit 1351 is assumed to be a power supply device mainly mounted on a train, and is configured, for example, with an on-board power storage device or power generation device. Examples of the power generation device include a device using a generator and a device using a fuel cell.

[0077] The pantograph power limiting unit 1352 is configured, for example, with a chopper circuit electrically connected between the pantograph 106 and the braking / driving unit 1305. Based on pantograph power limit command information 1324 from the control command unit 1304, the pantograph power limiting unit 1352 controls its own chopper circuit so that the pantograph power 116 is equal to or less than the pantograph power upper limit value.

[0078] [Details of control command unit 1304] FIG. 14 is a flowchart showing an example of processing by the control instruction unit 1304. First, the concept of control in the control command unit 1304 will be described. In the fourth embodiment, the second power supply unit 1351 is used auxiliary. First, the pantograph power 116 is limited based on a power upper limit value, and any shortage of power relative to the power required by the braking / driving unit 1305 is made up for by the charging / discharging power of the second power supply unit 1351. However, since there is also a limit to the charging / discharging power value of the second power supply unit 1351, if the combined value of the limited pantograph power 116 and the charging / discharging power 1361 of the second power supply unit 1351 is still insufficient to meet the power required by the braking / driving unit 1305, adjustment is made by reducing the output from the braking / driving unit 1305.

[0079] The processing entity for each step shown below is the control command unit 1304, but the description of this processing entity will be omitted below. Step 1401 (S1401) is a process for calculating the pantograph power 116 and the charge / discharge power 1361 of the second power supply unit 1351. The running power is calculated from the following equation (4), and the regenerative power is calculated from the following equation (5).

[0080] - Calculation formula for traction power (when the operation notch is traction or constant speed traction)

number

[0081] - Regenerative power calculation formula (when the operating notch is braking or constant speed regeneration)

number

[0082] Pantograph power

number

number

[0083] Charge and discharge power of the second power supply unit 1351

number

number

[0084] As described above in Example 1, the power limit value is basically set based on the maximum output of the train to be controlled. However, only when each vehicle constituting the train to be controlled passes through the abnormal wear section corresponding to the abnormal wear section information 113, the power upper limit value of the abnormal wear section is used.

[0085] In step 1402 (S1402), the pantograph power calculated in the previous step 1401 (S1401) is output to the pantograph power limiting unit 1352 as pantograph power limiting command information 1324, and the charging / discharging power of the second power supply unit 1351 is output to the second power supply unit 1351 as second power supply unit control command information 1314.

[0086] Step 1403 (S1403) is a process of calculating the control command information 114. In this step, the tractive force, the electric braking force, or the braking force is calculated by the following formulas (10) to (12), and is output as the control command information 114.

[0087] -Tension force calculation formula (when the operating notch is powered or at constant speed)

number

[0088] Formula for calculating electric braking force (when the operating notch is powering or constant speed regeneration)

number

[0089] Braking force calculation formula (when the operating notch is decelerating)

number

[0090] Furthermore, when calculating the tractive force or electrical control force, by adding the charge / discharge power of the second power supply unit 1351 to the power upper limit value, it becomes possible to calculate the tractive force or electrical control force without imposing any unnecessary restrictions.

[0091] The configuration of the fourth embodiment described above limits the power flowing through the pantograph in the section where abnormal wear occurs (the abnormal wear-occurring section), while providing braking and driving force with charging and discharging power from the second power supply, making it possible to pass through the abnormal wear-occurring section without imposing unnecessary restrictions on tractive force or electric braking force. This makes it possible to reduce the progression of abnormal wear caused by electrical wear of the overhead wires due to arc discharge and bridging phenomena without affecting punctuality. [Example]

[0092] FIG. 15 is a block diagram illustrating an example of the configuration of a train control device according to a fifth embodiment of the present invention. The train control device according to the fifth embodiment is composed of an overhead wire wear information acquisition unit 101, a train position information acquisition unit 102, an abnormally worn section determination unit 103, a run curve generation unit 1551, a control command unit 1504, and a braking / driving unit 105, and receives pantograph power 116 from a pantograph 106. Of these components, the components other than the run curve generation unit 1551 and the control command unit 1504 are the same as those in the first embodiment, and therefore description thereof will be omitted.

[0093] The run curve generating unit 1551 receives the abnormally worn section information 113 , generates run curve information 1561 on the assumption that power will be limited in the abnormally worn section, and outputs the information to the control command unit 1504 .

[0094] The control command unit 1504 calculates a control command based on the run curve information 1561 and outputs it to the braking / driving unit 105 as control command information 114. The control command unit 1504 will be described in detail later.

[0095] [Details of the run curve generator 1551] FIG. 16 is a flowchart showing an example of processing by the run curve generating unit 1551. First, an overview of the processing of the run curve generation unit 1551 will be described. By using loop processing described later, the position and speed change amount per unit time are calculated, and by integrating these, a run curve for traveling from the starting point to the next station is generated. Once the run curve is generated, the traveling time is compared with the target traveling time, and the process of generating the run curve is repeated until the traveling time is equal to or greater than the target traveling time. By lowering the maximum speed each time this process of generating the run curve is repeated, a run curve that allows traveling within the target traveling time is generated.

[0096] Next, each step will be described in detail. The process of each step shown below is performed by the run curve generating unit 1551, but the description of the process will be omitted below. Step 1601 (S1601) is an initialization process of the run curve information 1561. Here, Fig. 17 is a table showing an example of the run curve information 1561. The run curve information 1561 stores time, position, speed, and upper power limit value. In this initialization process, all of this data is deleted.

[0097] Step 1602 (S1602) is the start step of the loop process (S1602 to S1605). This loop process is repeated until the position recorded in the run curve information 1561 reaches the next station position.

[0098] Step 1603 (S1603) is a calculation process of the operation notch. In the fifth embodiment, it is assumed that a fixed notch is used during powering and deceleration, and the operation notch is selected from three types: powering, constant speed, and deceleration.

[0099] 18 is a diagram for explaining a method for determining an operation notch. The operation notch is determined according to the speed at the position of the latest calculation point in the process of calculating the run curve. As shown in FIG. 18(a), when the speed at the position of the latest calculation point is less than the maximum speed, powering is selected as the operation notch. As shown in FIG. 18(b), if the speed at the position of the latest calculation point is equal to or greater than the maximum speed, a constant speed is selected as the operation notch. As shown in FIG. 18(c), if the speed at the position of the latest calculation point is equal to or greater than the braking pattern, deceleration is selected as the operation notch.

[0100] Step 1604 (S1604) is a process for calculating the tractive force or electric braking force based on the operation notch and the speed at the latest calculation point. The calculation formula is Equation (1) or Equation (2) described in the first embodiment. In this processing step, by calculating the tractive force taking into account the upper power limit value, it is possible to create a run curve that takes into account the vehicle behavior when the power is limited.

[0101] Step 1605 (S1605) is a process for calculating the velocity and position. The following equations (13) and (14) are equations for calculating the velocity, and the following equation (15) is an equation for calculating the position. Speed ​​calculation formula (When the operation notch is powered and at a constant speed)

number

number

[0102] Position calculation formula

number

[0103] Step 1606 (S1606) compares the running time of the run curve calculated in the loop processing (S1602 to S1605) with the target running time, and if the running time is equal to or greater than the target running time (Yes), proceed to step 1607 (S1607), otherwise (No), proceed to step 1608 (S1608).

[0104] In step 1607 (S1607), the run curve information 1561 at that time is output to the control command unit 1504, and the processing of the run curve generating unit 1551 is terminated.

[0105] Step 1608 (S1608) indicates that the running time of the run curve at the end of the loop process (S1602 to S1605) is less than the target running time, i.e., the vehicle has arrived early. Therefore, there is room to reduce the speed, so the maximum speed setting value is reduced and the process proceeds to step 1601 (S1601). Here, the amount by which the maximum speed setting value is reduced may be a predetermined fixed value, or may be changed depending on the difference between the running time of the run curve and the target running time.

[0106] Next, the processing mode of the control command unit 1504 will be described. FIG. 19 is a flowchart showing an example of a processing mode by the control command unit 1504. The control command unit 1504 calculates the tractive force, the electric braking force, and the braking force based on the run curve information 1561, and outputs the control command information 114 to the braking / driving unit 105. The processing entity of each step shown below is the control command unit 1504, but the description of the processing entity will be omitted below.

[0107] Step 1901 (S1901) is a process for determining an operating notch. ΔV, which is the difference between the target speed calculated with reference to the run curve information 1561 at the current running position of the train to be controlled and the current speed of the train to be controlled, is calculated. Next, the operating notch is determined with reference to the predetermined relationship between ΔV and the operating notch.

[0108] Here, the relationship between ΔV and the operating notch is set in such a way that the larger ΔV becomes (the smaller the current train speed is relative to the target speed), the larger the powering notch to be selected. Also, when ΔV is negative (the current train speed is greater than the target speed), the smaller the ΔV value becomes (the larger ΔV becomes in the negative direction), the larger the deceleration notch to be selected. By setting in this way, an appropriate operating notch is automatically selected depending on the amount of deviation from the target speed.

[0109] Step 1902 (S1902) is a process of calculating the tractive force, the electric braking force, and the braking force, and outputting them as control command information 114. The tractive force, the electric braking force, and the braking force are calculated using the operation notch calculated in step 1901 (S1901) and equations (1) to (3) described in the first embodiment. Note that the upper power limit values ​​in equations (1) and (2) are calculated by referring to the run curve information 1561 at the current running position of the train to be controlled.

[0110] The configuration of the fifth embodiment described above makes it possible to control trains based on a run curve that takes into consideration in advance the vehicle behavior due to power restrictions in sections where abnormal wear occurs. This makes it possible to reduce the progression of abnormal wear caused by electrical wear of the overhead wires due to arc discharges and bridging phenomena while minimizing the impact on punctuality.

[0111] In the fifth embodiment, an example of generating a run curve in the case where the distance increases has been described when explaining the processing of the run curve generating unit 1551. However, by appropriately changing the signs of each formula, it is also possible to generate a run curve in the case where the distance decreases. [Example]

[0112] FIG. 20 is a block diagram illustrating an example of the configuration of a train control device according to a sixth embodiment of the present invention. The train control device according to the sixth embodiment is composed of an overhead wire wear information acquisition unit 101, a train position information acquisition unit 102, an abnormally worn section determination unit 2003, a control command unit 2004, a braking / driving unit 1305, a second power supply unit 1351, and a pantograph lift / lowering control unit 2051, and is supplied with pantograph power 116 from a pantograph 106. Of these components, the components other than the abnormally worn section determination unit 2003, the control command unit 2004, and the pantograph lift / lowering control unit 2051 are the same as those in the fourth embodiment, and therefore will not be described again.

[0113] The abnormally worn section determination unit 2003 has the same configuration as the abnormally worn section determination unit 103 described in the previous embodiment 1. However, in embodiment 6, the upper power limit value of a section determined to be an abnormally worn section is always calculated as 0 kW, and is output as abnormally worn section information 113.

[0114] The control command unit 2004 receives train position information 112 and abnormally worn section information 113 as input, and generates and outputs the following three commands. First, it calculates the tractive force and the electrical braking force based on the amount of wear of the overhead contact wire, and outputs this as control command information 114 to the braking / driving unit 1305. It also calculates a charge / discharge command value for the second power supply unit 1351, and outputs this to the second power supply unit 1351 as second power supply unit control command information 1314. It also calculates a pantograph lift / lower command value, and outputs this to the pantograph lift / lower control unit 2051 as pantograph lift / lower command information 2014. Details of the control command unit 2004 will be described later.

[0115] The pantograph lifting / lowering control unit 2051 receives the pantograph lifting / lowering command information 2014 and lifts / lowers the pantograph 106 based on the pantograph lifting / lowering command value.

[0116] Next, the processing mode of the control command unit 2004 will be described. 21 is a flowchart showing an example of a processing mode by the control command unit 2004. The processing entity of each step shown below is the control command unit 2004, but the description of this processing entity will be omitted below.

[0117] Step 1401 (S1401) is the same as step 1401 (S1401) described in the previous embodiment 4, and is a process of calculating the pantograph power 116 and the charge / discharge power 1361 of the second power supply unit 1351. Details of this calculation process have been described above and will not be repeated here.

[0118] In step 2102 (S2102), the charge / discharge power of the second power supply unit 1361 calculated in step 1401 (S1401) is output as second power supply unit control command information 1314.

[0119] Step 1403 (S1403) is the same as step 1403 (S1403) described in the fourth embodiment, and is a process of calculating the control command information 114. Details of this calculation process have been described above and will not be repeated here.

[0120] Step 2104 (S2104) is a process of calculating and outputting pantograph up / down command information 2014. A possible method for determining whether to raise or lower the pantograph 106 is to lower the pantograph when the train to be controlled is traveling through a section where abnormal wear occurs (i.e., a section where the power upper limit value is 0 kW), and to raise the pantograph when the train to be controlled is traveling through any other section.

[0121] With the configuration of the sixth embodiment described above, by lowering the pantograph 106 when traveling through a section where abnormal wear occurs (a section where the upper power limit value is 0 kW), it becomes possible to limit the pantograph power in the section where abnormal wear occurs without installing a chopper circuit (for example, the configuration described in the fourth embodiment) for limiting the pantograph power 116 between the pantograph 106 and the braking / driving unit 1305.

[0122] This prevents power loss due to the chopper circuit, and allows the train to pass through the section where abnormal wear occurs without unnecessary restrictions on traction or electrical braking force thanks to the power supply from the second power supply unit 1351. This makes it possible to reduce the progression of abnormal wear due to electrical wear caused by arc discharge and bridging without affecting punctuality. In addition, by lowering the pantograph 106, it is also possible to prevent the progression of mechanical wear in the section where abnormal wear occurs.

[0123] When the pantograph 106 is lowered, the second power supply unit 1351 may not supply power to the braking / driving unit 1305, and coasting may be adopted.

[0124] Furthermore, in the sixth embodiment, a configuration was described in which the pantograph 106 is lowered only when the train is traveling through a section where abnormal wear has occurred. However, there are cases where there is concern that the overhead wire oscillation caused by raising and lowering the pantograph may affect the contact state of pantographs of other trains. In such cases, where it is difficult to raise and lower the pantograph while the train is traveling, it is possible to consider an alternative configuration in which priority is determined for each section between stations based on the number of sections where abnormal wear has occurred and the amount of wear between each station, and the pantograph is raised and lowered for each section between stations. In this configuration, the pantograph can be raised and lowered while the train is stopped at a station, making it possible to apply control even when it is difficult to raise and lower the pantograph while the train is traveling. [Example]

[0125] FIG. 22 is a block diagram illustrating an example of the configuration of a train control device according to a seventh embodiment of the present invention. The train control device according to the seventh embodiment is composed of an overhead wire wear information acquisition unit 101, a train position information acquisition unit 102, an abnormally worn section determination unit 103, a control command unit 2204, a braking / driving unit 105, and an auxiliary power control unit 2207, and receives a supply of power (hereinafter referred to as "pantograph power 116") from a pantograph 106. Of these components, the components other than the control command unit 2204 and the auxiliary power control unit 2207 are the same as those in the first embodiment, and therefore their description will be omitted.

[0126] The control command unit 2204 receives train position information 112 and abnormal wear section information 113, calculates traction force, electric braking force, braking force, etc. based on the amount of wear of the overhead contact wire, and outputs the calculated results to the braking / driving unit 105 as control command information 114. Also, based on the amount of wear of the overhead contact wire, it calculates auxiliary available power, which is the power available for use by auxiliary equipment such as air conditioning, lighting, train control devices, and vehicle information control devices, and outputs the calculated results to the auxiliary power control unit 2207 as auxiliary power command information 2224. The control command unit 2204 will be described in detail later.

[0127] The auxiliary power control unit 2207 determines the allocation of auxiliary available power specified in the auxiliary power command information 2224 for each power consumption object such as air conditioning, lighting, train control device, and vehicle information control device, and supplies power to each power consumption object based on the determined allocation. Here, the loss of power supply and the resulting stoppage of functions of devices essential for train operation, such as train control devices and rolling stock information control devices, can cause significant disruption to train operation. Therefore, even if the available power for auxiliary equipment is lower than the power consumption of devices essential for train operation, such as train control devices and rolling stock information control devices, it is desirable to continue supplying power to these devices. However, this does not apply if the train control device, rolling stock information control device, etc. is equipped with a power storage device and is expected to be able to avoid functional shutdowns by supplying power from the power storage device even if the power supply is temporarily stopped. Therefore, if the train control device, rolling stock information control device, etc. is equipped with a power storage device, it is desirable to determine whether to supply power based on the amount of power stored in the power storage device, etc. The method of allocating the auxiliary power available to each power consumer may be based on a predetermined priority logic. The method of controlling the amount of power supplied to each power consumer may include limiting the current by providing a chopper circuit or the like in the power supply path, or issuing a command to each power consumer to change its operating state to reduce power consumption.

[0128] The pantograph 106 draws power from an overhead line (not shown) and supplies pantograph power 116 to the braking / driving unit 105 and the auxiliary power control unit 2207 .

[0129] [Details of the control command unit 2204] The control command unit 2204 calculates the tractive force using the following equation (16), the electrical braking force using the following equation (17), and the braking force using the equation (3) explained in the first embodiment, and outputs these as control command information 114. In addition, the control command unit 2204 calculates the auxiliary available power using the following equations (18) to (21), and outputs this as auxiliary power command information 2224.

[0130] -Tension force calculation formula (when the operating notch is powered and when powered at constant speed)

number

[0131] Formula for calculating electric braking force (when the operating notch is deceleration or constant speed regeneration)

number

[0132] - Calculation formula for auxiliary power available for use (when the operating notch is powered or at constant speed)

number

number

[0133] - Calculation formula for auxiliary power available for use (when the operating notch is deceleration or constant speed regeneration)

number

number

[0134] As noted in parentheses in the above calculation formula, when the operating notch is a powering notch or constant speed powering, the tractive force and the auxiliary available power assuming the tractive force are calculated. Also, when the operating notch is a deceleration notch or constant speed regeneration, the electric braking force and the braking force and the auxiliary available power assuming the electric braking force are calculated.

[0135] With the configuration of the seventh embodiment described above, when traveling through a section where abnormal wear has already occurred, if a current exceeding the upper power limit flows through the pantograph even after limiting the traction power or regenerative power, auxiliary power command information 2224 for limiting the auxiliary power is output to the auxiliary power control unit 2207. In this way, by limiting the auxiliary power in addition to the traction power or regenerative power, it becomes possible to reduce the progression of abnormal wear due to electrical wear of the overhead wires caused by arc discharge or bridging phenomenon.

[0136] In addition, in the seventh embodiment, the auxiliary power is taken into consideration when calculating the running power and the regenerative power, and the auxiliary power is limited when the limit on the running power and the regenerative power is insufficient. However, an embodiment is also possible in which the auxiliary power is taken into consideration when calculating the running power and the regenerative power, and the auxiliary power is not limited. Even in this case, the running power and the regenerative power can be appropriately limited according to the state of the auxiliary power, making it possible to reduce the progression of abnormal wear due to electrical wear of the overhead wires caused by arc discharge and bridging phenomena.

[0137] According to the above-mentioned Examples 1 to 7, the present invention includes at least the following aspects. <Aspect 1> This is a train control system that controls a braking / driving device that brakes and drives a train using power sent and received between the overhead wires via a pantograph, and generates control commands to the braking / driving device based on information on the measured amount of wear on the overhead wire, the measured position of the overhead wire, and the running position of the train.

[0138] <Aspect 2> In the train control system described in the above aspect 1, the control command limits the power and controls the output from the braking / driving device when the train travels through a location where the amount of wear on the overhead wire is greater than or equal to a predetermined value.

[0139] <Aspect 3> In the train control system described in the above aspect 1, the control command limits power and controls the output from the braking / driving device when the train passes a location where the amount of wear on the overhead wire over time exceeds a predetermined value.

[0140] <Aspect 4> In the train control system described in the above-mentioned aspect 1, the control command limits the power and controls the output from the braking / driving device when the train is traveling at a position where the amount of wear on the overhead contact wire exceeds the target value for the amount of wear on the overhead contact wire that is set in accordance with the time when the amount of wear on the overhead contact wire is measured.

[0141] <Aspect 5> A train control system according to any one of the above aspects 1 to 4, in which the higher the degree of wear of the overhead wire, the higher the priority is assigned to a location, and the control command controls the output from the braking / driving device by limiting the power when the train is traveling at a location with a higher priority.

[0142] <Aspect 6> A train control system according to any one of the above aspects 1 to 5, in which an upper limit of the traction power or regenerative power for the train is determined based on the relationship between the degree of progress of wear on the overhead wire and the upper limit of the power for the train, and a control command is generated based on the upper limit in addition to the above information.

[0143] <Aspect 7> In the train control system described in the sixth aspect above, when the train is equipped with a second power supply unit consisting of a power storage device or a power generation device that transmits and receives power to and from the braking / driving device, a control command is generated to the second power supply unit to adjust the amount of power that exceeds the upper limit of the traction power or regenerative power by controlling the output from the second power supply unit.

[0144] <Aspect 8> In the train control system according to the sixth aspect, a run curve is generated for the train, reflecting the above information and the upper limit of the traction power or regenerative power, and a control command is generated based on the run curve.

[0145] <Aspect 9> In the train control system described in the above-mentioned aspect 6, when the system is equipped with a pantograph lifting / lowering control unit that raises and lowers the pantograph, a control command is generated to the pantograph lifting / lowering control unit to lower the train's pantograph when the train travels through a section where the upper limit value of the traction power or regenerative power is 0.

[0146] <Aspect 10> In the train control system described in the above-mentioned aspect 6, when the train control system is equipped with an auxiliary power control unit that controls the auxiliary power of the train, a control command is generated to the auxiliary power control unit to limit the amount of power that exceeds the upper limit of the traction power or regenerative power by controlling the auxiliary power.

[0147] <Aspect 11> This is a train control method for controlling a braking / driving device that brakes and drives a train using power sent and received between the overhead wire and the train via a pantograph. The method measures the amount of wear on the overhead wire, and generates a control command to the braking / driving device based on information on the amount of wear on the overhead wire, the position of the overhead wire where the amount of wear on the overhead wire was measured, and the running position of the train.

[0148] <Aspect 12> In the train control method described in the above-mentioned aspect 11, the control command limits the power and controls the output from the braking / driving device when the train travels through any of the following positions: a position where the amount of wear on the overhead wire is equal to or greater than a predetermined value; a position where the amount of change in wear on the overhead wire over time exceeds a predetermined value; and a position where the amount of wear on the overhead wire exceeds a target value for wear on the overhead wire set in accordance with the time when the amount of wear on the overhead wire was measured.

[0149] <Aspect 13> A train control method according to the eleventh or twelfth aspect, in which a higher priority is set for a location where the degree of wear of the overhead wire is greater, and when a train travels through a location with a higher priority, the control command limits the power to control the output from the braking / driving device.

[0150] <Aspect 14> A train control method according to any one of the above-mentioned aspects 11 to 13, in which an upper limit value of the traction power or regenerative power for the train is determined based on the relationship between the degree of progress of wear of the overhead wire and the upper limit value of the power for the train, and a control command is generated based on the upper limit value of the traction power or regenerative power in addition to the above-mentioned information.

[0151] <Aspect 15> In the train control method according to the fourteenth aspect, a run curve is generated for the train, reflecting the above information and the upper limit of the traction power or regenerative power, and a control command is generated based on the run curve.

[0152] <Aspect 16> The train control method according to the fourteenth aspect further generates a command to lower the train's pantograph when the train is traveling through a section where the upper limit of the traction power or regenerative power is zero.

[0153] <Aspect 17> The train control method according to the fourteenth aspect further generates a command to limit the amount of power that exceeds the upper limit of the traction power or regenerative power by controlling the auxiliary power of the train.

[0154] Although Examples 1 to 7 have been described above as embodiments of the present invention, the present invention is not limited to the above-described Examples, and various modifications are possible within the scope of the gist of the present invention. [Explanation of symbols]

[0155] 101... overhead contact wire wear information acquisition unit, 102... train position information acquisition unit, 103, 603, 1003, 2003...Abnormal wear section determination section, 104, 1304, 1504, 2004...control command unit, 105, 1305...braking and driving unit, 106... pantograph, 603... abnormal wear section determination unit, 651... overhead contact wire wear history storage unit, 1351...second power supply unit, 1352...pantograph power limiting unit, 1551...run curve generating unit, 2051...pantograph lifting / lowering control unit, 2207...Auxiliary power control unit

Claims

1. A train control system that controls a braking / driving device that brakes and drives a train using power transmitted and received between the pantograph and an overhead line, A control command to the braking / driving device is generated based on the measured amount of wear of the overhead contact wire, the measured position of the overhead contact wire, and the running position of the train. A train control system characterized by:

2. 2. The train control system according to claim 1, The control command is to limit the power and control the output from the braking / driving device when the train travels through a position where the amount of wear of the overhead contact wire is equal to or greater than a predetermined value. A train control system characterized by:

3. 2. The train control system according to claim 1, The control command is to limit the power and control the output from the braking / driving device when the train is traveling through a position where the amount of wear of the overhead contact wire with time exceeds a predetermined value. A train control system characterized by:

4. 2. The train control system according to claim 1, The control command is to limit the power and control the output from the braking / driving device when the train travels through a position where the amount of wear of the overhead contact wire exceeds a target value of the amount of wear of the overhead contact wire that is set in accordance with the time when the amount of wear of the overhead contact wire is measured. A train control system characterized by:

5. A train control system according to any one of claims 1 to 4, A position where the degree of progress of the amount of wear of the overhead wire is higher is assigned a higher priority, and the control command controls the output from the braking / driving device by limiting the power when the train travels through the position with the higher priority. A train control system characterized by:

6. A train control system according to any one of claims 1 to 4, An upper limit of the traction power or regenerative power for the train is determined based on the relationship between the degree of progress of the amount of wear of the overhead wire and the upper limit of the power for the train, and the control command is generated based on the upper limit in addition to the information. A train control system characterized by:

7. 7. A train control system according to claim 6, When the train is equipped with a second power supply unit configured with a power storage device or a power generation device that transmits and receives power to and from the braking / driving device, a control command to the second power supply unit is generated to adjust the amount of power that exceeds the upper limit value of the traction power or the regenerative power by controlling the output from the second power supply unit. A train control system characterized by:

8. 7. A train control system according to claim 6, A run curve is generated for the train, reflecting the information and the upper limit value, and the control command is generated based on the run curve. A train control system characterized by:

9. 7. A train control system according to claim 6, In the case where a pantograph lifting / lowering control unit that lifts and lowers a pantograph is provided, a control command to the pantograph lifting / lowering control unit is generated when the train travels through a section where the upper limit value of the traction power or the regenerative power is 0. A train control system characterized by:

10. 7. A train control system according to claim 6, When an auxiliary power control unit that controls auxiliary power of the train is provided, a control command to the auxiliary power control unit is generated to limit the amount of power that exceeds the upper limit value of the traction power or the regenerative power by controlling the auxiliary power. A train control system characterized by:

11. A train control method for controlling a braking / driving device that brakes and drives a train using power transmitted and received between the pantograph and an overhead line, comprising: Measure the amount of wear of the overhead contact wire, A control command is generated for the braking / driving device based on information on the amount of wear of the overhead contact wire, the position of the overhead contact wire where the amount of wear of the overhead contact wire was measured, and the running position of the train. A train control method characterized by:

12. The train control method according to claim 11, The control command limits the power and controls the output from the braking / driving device when the train travels through any of the positions where the amount of wear of the overhead contact wire is equal to or greater than a predetermined value, where the amount of wear of the overhead contact wire over time exceeds a predetermined value, and where the amount of wear of the overhead contact wire exceeds a target value for wear of the overhead contact wire set in accordance with the time when the amount of wear of the overhead contact wire was measured. A train control method characterized by:

13. The train control method according to claim 11, A higher priority is set for a position where the degree of progress of the amount of wear of the overhead wire is higher, The control command limits the power and controls the output from the braking / driving device when the train is traveling at the position with high priority. A train control method characterized by:

14. A train control method according to any one of claims 11 to 13, determining an upper limit of traction power or regenerative power for the train based on a relationship between the degree of progress of the amount of wear of the overhead contact wire and an upper limit of power for the train; The control command is generated based on the upper limit value in addition to the information. A train control method characterized by:

15. 15. A train control method according to claim 14, comprising: generating a run curve for the train that reflects the information and the upper limit value of the traction power or the regenerative power; The control command is generated based on the run curve. A train control method characterized by:

16. 15. A train control method according to claim 14, comprising: When the train travels through a section where the upper limit value of the traction power or the regenerative power is 0, a command to lower the pantograph of the train is further generated. A train control method characterized by:

17. 15. A train control method according to claim 14, comprising: and further generating a command to limit the amount of power exceeding the upper limit of the traction power or the regenerative power by controlling auxiliary power of the train. A train control method characterized by:

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