Automatic train operation system

Abstract

To provide an automatic train operation system that can suppress the deterioration of train ride comfort when traveling through a dead section. [Solution] The automatic train operation device 1 controls train T according to the driving pattern. Based on a comparison of the speed of train T with the corresponding speed on the driving pattern, the automatic train operation device 1 is configured to output a brake command to the electro-pneumatic coordinated brake 91 of train T, including the regenerative brake 91A and the air brake 91B, to decelerate train T. If train T enters a dead section while decelerating, the brake command is changed to increase the braking force.

Description

Technical Field

[0001] The present invention relates to an automatic train operation device that controls a train according to an operation pattern.

Background Art

[0002] As an example of an automatic train operation device, a train operation control device described in Patent Document 1 is known. The train operation control device described in Patent Document 1 is configured to create an operation pattern and perform acceleration / deceleration control of a train based on the created operation pattern.

Prior Art Documents

Patent Documents

[0003] [[ID=二十一]] [[ID=二十二]]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Generally, a train, which is a railway vehicle, is equipped with a so-called electro-pneumatic cooperative brake. The electro-pneumatic cooperative brake includes a regenerative electric brake that uses a driving electric motor as a generator and returns the generated electric power to an overhead line for use by other trains, and a pneumatic brake that uses the pressure of compressed air to press a brake shoe against a brake disk or a wheel tread. The automatic train operation device outputs a brake command to the electro-pneumatic cooperative brake as needed, and decelerates the train by generating a braking force with the regenerative electric brake and / or the pneumatic brake.

[0005] Incidentally, regenerative braking does not function in dead sections (isolated sections) where power is not supplied to the overhead lines. Therefore, when a train is traveling through a dead section, deceleration is carried out by the braking force of the air brakes. However, the rise in braking force of air brakes is relatively slow. For example, if a train that is being decelerated by an automatic train operation system enters a dead section, there is a risk that the braking force will be insufficient, causing a delay in the train following the driving pattern. In this case, the train will be decelerated by a larger braking force afterward, which presents the problem of reduced ride comfort when traveling through a dead section.

[0006] Therefore, the present invention aims to provide an automatic train operation system that can suppress the deterioration of the ride comfort of a train when it is traveling through a dead section. [Means for solving the problem]

[0007] According to one aspect of the present invention, a novel automatic train operation system is provided that controls a train according to a driving pattern. The provided automatic train operation system is configured to decelerate the train by outputting a brake command to the electro-pneumatic brakes of the train, including regenerative brakes and air brakes, based on a comparison of the speed of the train with a corresponding speed on the driving pattern, and is configured to change the brake command in a direction that increases the braking force if the train enters a dead section while the train is decelerating.

[0008] According to another aspect of the present invention, a novel automatic train driving system is provided that controls a train according to a driving pattern. The provided automatic train driving system is configured not to accelerate the train when the train reaches a predetermined position before a dead section in the direction of travel of the train. [Effects of the Invention]

[0009] According to the present invention, it is possible to provide an automatic train operation system that can suppress the deterioration of the ride comfort of a train when traveling through a dead section. [Brief explanation of the drawing]

[0010] [Figure 1] This figure shows a schematic configuration of a train equipped with an automatic train operation system according to the embodiment. [Figure 2] This is a block diagram showing an example of the functional configuration of an automatic train operation system. [Figure 3] This figure shows an example of a driving pattern generated by an automatic train operation system. [Figure 4] This flowchart shows an example of the process performed by an automatic train operation system. [Figure 5] This flowchart shows an example of the process performed by an automatic train operation system. [Modes for carrying out the invention]

[0011] Embodiments of the present invention will be described below with reference to the drawings.

[0012] Figure 1 is a diagram showing the schematic configuration of a train T equipped with an automatic train operation system 1 according to one embodiment of the present invention. In Figure 1, the train T is various types of vehicles that travel on a predetermined track R. In this embodiment, the train T is a railway vehicle that travels on rails, which are the track R, for example, on steel wheels. However, the train T is not limited to railway vehicles, and may be a vehicle that travels on a dedicated track with rubber tires or the like.

[0013] The running state of train T can be controlled by an automatic train operation system 1 installed on train T. That is, train T is automatically operated by the automatic train operation system 1, at least in part. Although not particularly limited, for example, the automatic train operation system 1 may be configured to generate a driving pattern based on information obtained from a predetermined ground beacon G installed on the track R of train T, and to control train T according to the generated driving pattern, i.e., to follow the generated driving pattern.

[0014] Referring to Figure 1, in this embodiment, in addition to the automatic train operation system 1, the train T is also equipped with a speed generator 3, an on-board unit 5, a drive unit 7, and a braking unit 9.

[0015] The speed generator 3 is attached to the axle 4 of train T. The speed generator 3 is configured to output a signal corresponding to the rotational speed of the axle 4. The output signal of the speed generator 3 is input to the automatic train operation system 1 via cables, etc., and is used to calculate the speed of train T and the distance traveled by train T.

[0016] The onboard unit 5 is mounted on the lower front of the train T. The onboard unit 5 is configured to receive information (ground beacon information) transmitted from the ground beacon G, which is installed on the track R, when passing over it. The ground beacon information received by the onboard unit 5 is provided to the automatic train operation system 1 via a cable or the like. The ground beacon information of the ground beacon G may include the ground beacon ID, which is the identification information of the ground beacon G, and various information corresponding to the location where the ground beacon G is installed. Here, only one ground beacon G is shown in Figure 1, but in reality, multiple ground beacons G are installed along the track R at intervals from each other.

[0017] The drive unit 7 includes an electric motor that serves as the power source for train T. Drive commands output from the automatic train operation system 1 are supplied to the drive unit 7 via a cable. The drive unit 7 controls the driving force supplied to at least one axle of train T according to the given drive commands.

[0018] The braking system 9 includes an electro-pneumatic coordinated brake 91 as a service brake and an emergency brake 93. The electro-pneumatic coordinated brake 91 is a brake normally used to decelerate and / or stop train T. The emergency brake 93 is a brake used when it is necessary to bring train T to an emergency stop.

[0019] The electro-pneumatic cooperative brake 91 includes a regenerative electric brake 91A and a pneumatic brake 91B. The regenerative electric brake 91A is a brake configured to use the electric motor included in the drive device 7 as a generator, and return the generated electric power to an overhead line (not shown) for use by other trains. The pneumatic brake 91B is a brake configured to press a brake shoe against a brake disk or a wheel tread using the pressure of compressed air. The electro-pneumatic cooperative brake 91 is normally configured to generate braking force by the regenerative electric brake 91A or by both the regenerative electric brake 91A and the pneumatic brake 91B. However, it is not limited to this. The electro-pneumatic cooperative brake 91 can also generate braking force by only the pneumatic brake 91B.

[0020] The braking device 9 is given a brake command or an emergency stop command output from the automatic train operation device 1 via a cable. The braking device 9 controls the braking force of the electro-pneumatic cooperative brake 91 applied to the axles or wheels of the train T, that is, the braking force of the regenerative electric brake 91A and / or the braking force of the pneumatic brake 91B, according to the given brake command, or activates the emergency brake 93 according to the given emergency stop command.

[0021] Figure 2 is a block diagram showing a functional configuration example of the automatic train operation device 1. In the present embodiment, the automatic train operation device 1 includes a speed calculation unit 11, a ground element detection unit 12, an on-vehicle database (on-vehicle DB) 13, a moving distance calculation unit 14, and a running control unit 15.

[0022] The speed calculation unit 11 calculates the speed of the train T based on the output signal of the tachogenerator 3. The calculation result (speed of the train T) of the speed calculation unit 11 is given to the running control unit 15.

[0023] The ground element detection unit 12 detects that the on-vehicle element 5 has received the ground element information of the ground element G transmitted from the ground element G. The detection result of the ground element detection unit 12 (including the ground element information received by the on-vehicle element 5) is given to the moving distance calculation unit 14 and the running control unit 15.

[0024] The onboard DB13 stores information about the train T and the track R. Information about the train T includes the length of the train T, the characteristics of the drive system 7 and the braking system 9, etc. Information about the track R includes the location information of the ground beacons G (e.g., location information associated with the ground beacon ID), the maximum speed information for each section of the track R (including speed-restricted sections) (including the speed limit in speed-restricted sections), and information indicating the location of dead sections (insulated sections) DS where power is not supplied to the overhead lines.

[0025] The distance calculation unit 14 calculates the distance traveled by train T from the most recently passed ground beacon G, based on the output signal of the speed generator 3. Specifically, when the distance calculation unit 14 receives the detection result from the ground beacon detection unit 12, it calculates the distance traveled by train T by integrating the distance calculated from the output signal of the speed generator 3. Subsequently, when a new detection result from the ground beacon detection unit 12 is received, it resets the distance accumulated up to that point (to 0) and calculates a new distance traveled. The calculation result of the distance calculation unit 14 (the distance traveled by train T from the ground beacon G) is provided to the running control unit 15.

[0026] The running control unit 15 determines the speed of train T based on the calculation result of the speed calculation unit 11. The running control unit 15 also determines the position of train T based on the detection result of the ground beacon detection unit 12 (ground beacon information received by the onboard beacon 5) and the calculation result of the distance traveled calculation unit 14 (distance traveled from ground beacon G). In this embodiment, the running control unit 15 is configured to determine the leading position of train T based on the position information of the ground beacon G that train T has most recently passed and the distance traveled from said ground beacon G calculated by the distance traveled calculation unit 14, and to determine the trailing position of train T as a position behind the leading position of train T by the length of train T.

[0027] Furthermore, the running control unit 15 generates a driving pattern P used to control the running state of train T based on the detection results of the ground beacon detection unit 12 (ground beacon information received by the on-board beacon 5) and the information stored in the on-board DB 13. As an example, the running control unit 15 may be configured to generate a driving pattern based on the position information of a predetermined ground beacon G and the information stored in the on-board DB 13. The predetermined ground beacon G is not particularly limited, but includes the ground beacon G that train T first passes after train T starts running. The generated driving pattern P may mainly indicate the permissible upper speed (or target speed) to ensure that train T does not exceed the maximum speed set for each section of the running track R.

[0028] Figure 3 shows an example of a driving pattern P generated by the running control unit 15. The driving pattern P illustrated in Figure 3 is a pattern for train T to travel through a section of track R that includes a speed-restricted section S.

[0029] The driving pattern P illustrated in Figure 3 is a pattern in which, in the first driving section N1, train T is driven at a first permissible upper speed limit Vn1, the speed of train T is reduced to below the speed limit Vs of the speed limit section S by the start Ls of the speed limit section S, the speed of train T is maintained below the speed limit Vs within the speed limit section S, and when train T passes the end Le of the speed limit section S (when it leaves the speed limit section S), the speed of train T is increased to the second permissible upper speed limit Vn2 of the second driving section N2, and in the second driving section N2, train T is driven at the second permissible upper speed limit Vn2. In other words, driving pattern P includes a deceleration pattern Pd to reduce the speed of train T from the first permissible upper speed limit Vn1 to below the speed limit Vs of the speed limit section S, and an acceleration pattern portion Pa to increase the speed of train T from below the speed limit Vs to the second permissible upper speed limit Vn2. Furthermore, the first permissible upper speed limit Vn1 is lower than the maximum speed of the first travel section N1, and the second permissible upper speed limit Vn2 is lower than the maximum speed of the second travel section N2.

[0030] When the running control unit 15 generates a running pattern P, it controls the running state of the train T to follow the generated running pattern P. Specifically, the running control unit 15 accelerates or maintains a constant speed of the train T by outputting a drive command to the drive unit 7 based on a comparison between the speed of the train T and the speed on the running pattern P corresponding to the position of the train T (corresponding speed on the running pattern P). The running control unit 15 also decelerates the train T by outputting a brake command to the electro-pneumatic coordinated brake 91 based on a comparison between the speed of the train T and the corresponding speed on the running pattern P. Furthermore, the running control unit 15 can, if necessary, allow the train T to coast by, for example, not outputting a drive command to the drive unit 7.

[0031] Next, an example of the operation of the automatic train operation system 1 according to this embodiment will be described. Figures 4 and 5 are flowcharts illustrating an example of a process performed by the automatic train operation system 1, more specifically, a process performed by the running control unit 15 of the automatic train operation system 1. This process is repeatedly performed while the train T is running.

[0032] In this case, it is assumed that the running control unit 15 of the automatic train operation system 1 has already generated the running pattern P shown in Figure 3, and that the running control unit 15 of the automatic train operation system 1 controls the running state of train T based on the speed of train T as determined by the calculation result of the speed calculation unit 11, the position of train T as determined by the detection result of the ground beacon detection unit 12 and the calculation result of the distance traveled calculation unit 14, and the generated running pattern P. Also, as shown by the dashed line in Figure 3, it is assumed that a dead section DS exists immediately before the speed-restricted section S in the first running section N1.

[0033] In step S11, the running control unit 15 determines whether a dead section DS exists in front of train T within the section of the running path R where the driving pattern P was generated. For example, the running control unit 15 determines whether a dead section DS exists in front of train T by referring to the onboard DB 13 based on the determined position of train T (e.g., the leading position of train T). If a dead section DS exists in front of train T, the running control unit 15 proceeds to step S12. On the other hand, if there is no dead section DS in front of train T, the running control unit 15 terminates this flow.

[0034] In step S12, the running control unit 15 determines, based on the position of train T (for example, the leading position of train T), whether or not train T has reached a predetermined position L1 that is before the dead section DS in the direction of train T's travel. If train T has reached the predetermined position L1, the running control unit 15 proceeds to step S13.

[0035] In step S13, the running control unit 15 prohibits acceleration of train T. That is, if train T has passed a predetermined position L1, the running control unit 15 will not accelerate train T even if the speed of train T is lower than the corresponding speed on the driving pattern P (i.e., train T will travel at a constant speed or coast). Specifically, in this embodiment, the running control unit 15 is configured to output a power notch command as a drive command to the drive unit 7, and when train T reaches the predetermined position L1, the running control unit 15 either maintains the power notch command or stops outputting the power notch command.

[0036] In step S14, the running control unit 15 determines, based on the position of train T (for example, the leading position of train T), whether or not train T has entered the dead section DS, or in other words, whether or not train T has reached the starting position L2 of the dead section DS. If train T has entered the dead section DS, the running control unit 15 proceeds to step S15.

[0037] In step S15, if the travel control unit 15 is outputting a drive command (power notch command) to the drive unit 7, it stops outputting the drive command (power notch command) to the drive unit 7. The travel control unit 15 also recognizes that the regenerative brake 91A is unavailable (not functioning).

[0038] In step S16, the running control unit 15 determines whether the train T is decelerating, that is, whether it is outputting a brake command to the braking device 9. If the train T is decelerating, the running control unit 15 proceeds to step S17. On the other hand, if the train T is not decelerating, the running control unit 15 proceeds to step S22.

[0039] In step S17, the running control unit 15 changes the brake command in a direction that increases (strengthens) the braking force. Specifically, in this embodiment, the running control unit 15 outputs a brake notch command as a brake command to the braking device 9. Then, when train T enters the dead section DS while decelerating, the running control unit 15 strengthens the brake notch command output to the braking device 9 by one step.

[0040] In step S18, the running control unit 15 determines, based on the position of train T (for example, the position of the rear of train T), whether or not train T has moved out of the dead section DS, in other words, whether or not the rear of train T has passed the end position L3 of the dead section DS. If train T has moved out of the dead section DS, the running control unit 15 proceeds to step S19.

[0041] In step S19, the driving control unit 15 recognizes that the regenerative braking system 91A is available (has become available).

[0042] In step S20, the driving control unit 15 changes the brake command being output in a direction that reduces (weakens) the braking force. Specifically, in this embodiment, the driving control unit 15 weakens the brake notch command output to the braking device 9 by one level (that is, it returns the brake notch command, which was strengthened by one level in step S17, back to its original state).

[0043] In step S21, the running control unit 15 releases the restriction on the acceleration of train T.

[0044] In step S22, the train control unit 15, similar to step S18, determines whether train T has exited the dead section DS based on the position of train T (for example, the rear position of train T). If train T has entered the dead section DS, the train control unit 15 proceeds to step S23.

[0045] In step S23, the driving control unit 15, as in step S19, recognizes that the regenerative braking system 91A is available (has become available), and then proceeds to step S21.

[0046] As described above, the automatic train operation system 1 according to this embodiment includes a running control unit 15, which is configured to control the train T (and its running state) according to a driving pattern P. For example, in order to make the train T follow the driving pattern P, the running control unit 15 accelerates or makes the train T run at a constant speed by outputting a drive command to the drive unit 7 based on a comparison between the speed of the train T and the corresponding speed on the driving pattern P. In addition, in order to make the train T follow the driving pattern P, the running control unit 15 decelerates the train T by giving a brake command to the electro-pneumatic coordinated brake 91 of the braking unit 9 based on a comparison between the speed of the train T and the corresponding speed on the driving pattern P.

[0047] As described above, the electro-pneumatic coordinated brake 91 is normally configured to generate braking force in response to a brake command by either the regenerative brake 91A or both the regenerative brake 91A and the air brake 91B. However, the regenerative brake 91A cannot be used in the dead section DS. Therefore, the electro-pneumatic coordinated brake 91 needs to generate braking force in response to a brake command using only the air brake 91B, but the rise of the braking force of the air brake 91B is relatively slow. Consequently, if train T enters the dead section DS while decelerating, the braking force may become insufficient, potentially causing a delay in train T's tracking of the driving pattern P. Such a delay in train T's tracking of the driving pattern P will subsequently lead to deceleration of train T with stronger braking force, reducing the ride comfort of train T.

[0048] In this regard, in the automatic train operation system 1 according to this embodiment, if the train T enters a dead section DS while the train T is decelerating, in other words, if the train T enters a dead section DS while a brake command is being output to the electro-pneumatic coordinated brake 91, the running control unit 15 changes the brake command output to the electro-pneumatic coordinated brake 91 in a direction that increases (strengthens) the braking force. As a result, insufficient braking force and, consequently, the delay in the train T following the driving pattern P are suppressed, and the deterioration of the ride comfort of the train T when traveling through the dead section DS can be suppressed.

[0049] Furthermore, if the train T exits the dead section DS after the train T has entered the dead section DS and the brake command output to the electro-pneumatic coordinated brake 91 has been changed, the running control unit 15 changes the brake command output to the electro-pneumatic coordinated brake 91 in a direction that reduces (weakens) the braking force. As a result, when the regenerative brake 91A becomes available, the brake control of the train T can be quickly returned to normal brake control.

[0050] Specifically, the running control unit 15 increases the brake notch command output to the electro-pneumatic coordinated brake 91 by one step when train T enters a dead section DS while decelerating, and decreases the brake notch command output to the electro-pneumatic coordinated brake 91 by one step when train T exits the dead section DS. As a result, excessive deceleration of train T is prevented, the delay in train T following the driving pattern P is suppressed, and normal brake control can be returned quickly and smoothly after train T has passed the dead section DS.

[0051] Furthermore, the running control unit 15 is configured not to accelerate the train T when the train T reaches a predetermined position L1 in the direction of travel prior to the dead section DS. Therefore, when the train T enters the dead section DS, a sudden change in the acceleration of the train T can be prevented from reducing the ride comfort of the train T. In addition, a large delay in the train T's tracking of the driving pattern P when the train T enters the dead section DS while decelerating can also be suppressed.

[0052] Although embodiments and modifications thereof of the present invention have been described above, the present invention is not limited to the embodiments and modifications described above, and further modifications and changes are possible based on the technical concept of the present invention. [Explanation of symbols]

[0053] 1...Automatic train operation system, 3...Speed ​​generator, 4...Axle, 5...On-board sensor, 7...Drive system, 9...Braking system, 11...Speed ​​calculation unit, 12...Ground sensor detection unit, 13...On-board database (On-board DB), 14...Distance calculation unit, 15...Running control unit, 91...Electro-pneumatic coordinated brake, 91A...Regenerative brake, 91B...Air brake, 93...Emergency brake, DS...Dead section, G...Ground sensor, P...Driving pattern, R...Track, T...Train

Claims

1. An automatic train operation system that controls trains according to a driving pattern, Based on a comparison between the speed of the aforementioned train and the corresponding speed in the aforementioned operating pattern, the system is configured to output a brake command to the electro-pneumatic coordinated brakes of the train, including regenerative brakes and air brakes, in order to decelerate the train. An automatic train operation system that, if the aforementioned train enters a dead section while it is decelerating, changes the brake command to increase the braking force.

2. The automatic train operation device according to claim 1, wherein when the train moves out of the dead section, the brake command is changed to reduce the braking force.

3. The aforementioned brake command is a brake notch command, The automatic train operation device according to claim 1 or 2, wherein if the train enters the dead section while the train is decelerating, the brake notch command is increased by one step.

4. The automatic train operation device according to claim 3, wherein the brake notch command is weakened by one step when the train moves out of the dead section.

5. The automatic train operation device according to claim 1 or 2, wherein the train is not accelerated when the train reaches a predetermined position in the direction of travel prior to the dead section.

6. An automatic train operation system that controls trains according to a driving pattern, An automatic train operation system that prevents the train from accelerating when the train reaches a predetermined position in the direction of travel prior to a dead section.

Images