Train control device and train control method

Abstract

To provide a train control device which executes high accurate stop control by using ground element information even when the height of a vehicle element from ground is changed.SOLUTION: A train control device includes: a speed calculation part for calculating the speed of a train which travels on a travelling path; a ground element detecting processing part which detects ground element information containing position information on a ground element transmitted from the ground element installed on the travelling path, via a train element; a ground element detection distance calculation part for calculating a ground element detection distance that is a distance at which the ground element is detected based on a length of time for detecting the ground element information and the speed of the train; and a ground element position correction value calculation part which recognizes an intermediate spot of the ground element detection distance as a center position, performs position correction of the ground element on the basis of the center position and, thereby calculates a ground element position correction value.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present embodiment relates to a train control device and a train control method. [Background technology]

[0002] Conventionally, in order to stop a train at a fixed position, a ground coil that transmits stop position information and the like to the train is installed, for example, at a point on the track before the target stop position. Then, a train control device mounted on the train acquires the information transmitted from the ground coil (ground coil information) via an on-board coil attached to the train, and performs stopping control to stop the train at the fixed position based on a deceleration pattern calculated using the ground coil information. Summary of the Invention [Problem to be solved by the invention]

[0003] In conventional technology, the timing for adopting beacon information is the timing when detection of the beacon information ends. However, this conventional technology does not take into account changes in the height of the on-board coil that detects the beacon information. In other words, the on-board coil is installed under the floor of the vehicle, and as the wheels wear down during train operation, the height of the on-board coil from the ground decreases. As the on-board coil gets closer to the ground (beacon), it takes longer to detect beacon information, so the timing for completing detection of the beacon information becomes later than before the wheels wear down. This results in a problem of reduced accuracy in stopping control using beacon information.

[0004] Therefore, the present invention has been made in consideration of the above-mentioned circumstances, and aims to provide a train control device and a train control method that can perform highly accurate stopping control using ground coil information even if the height of the on-board coil from the ground changes. [Means for solving the problem]

[0005] The train control device of the embodiment includes a speed calculation unit that calculates the speed of a train traveling on a running path, a ground sensor detection processing unit that detects ground sensor information including position information of the ground sensor transmitted from a ground sensor installed on the running path via an on-board sensor, a ground sensor detection distance calculation unit that calculates the ground sensor detection distance, which is the distance at which the ground sensor is detected, based on the length of time at which the ground sensor information is detected and the speed of the train, and a ground sensor position correction value calculation unit that recognizes the midpoint of the ground sensor detection distance as the center position of the ground sensor and corrects the position of the ground sensor based on the center position to calculate a ground sensor position correction value. [Brief explanation of the drawings]

[0006] [Figure 1] FIG. 1 is an explanatory diagram of the timing for adopting ground unit information in the prior art. [Figure 2] FIG. 2 is an explanatory diagram of the relationship between the height of the ground coil and the response range. [Figure 3] FIG. 3 is an explanatory diagram of the installation positions of the ground coils in the embodiment. [Figure 4] FIG. 4 is an explanatory diagram of the on-ground element position correction in the embodiment. [Figure 5] FIG. 5 is a block diagram showing the outline of the configuration of a train according to the embodiment. [Figure 6] FIG. 6 is a flowchart showing the processing performed by the train control device of the embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0007] Hereinafter, a train control device 1 according to an embodiment of the present invention will be described with reference to the drawings. To facilitate understanding, first, the prior art will be described again.

[0008] One type of train control device is the Train Automatic Stop-position Controller (TASC). TASC calculates a deceleration pattern (control pattern) to stop a train at a fixed position, and then applies automatic braking according to that deceleration pattern to stop the train at the fixed position. To recognize information about the stop position for each traveling point, a ground coil is installed on the track to send ground coil information, including stop position information and ground coil position correction values, to the train, and the ground coil information is received by an on-board coil attached to the train.

[0009] TASC stops the train at the appropriate stopping position by applying appropriate braking force according to a deceleration pattern calculated based on the received beacon information. TASC beacons are required to be installed a specified distance before the stopping position, but if they cannot be installed that distance before, a correction value that corrects for deviations in the beacon's installation position from the specified installation position is used as the beacon's correction value. TASC corrects the recognized beacon position by receiving the correction value to the stopping position as beacon information. Some railway operators install separate beacons for position correction in order to correct the position information.

[0010] Previously, the timing for adopting beacon information was the completion of beacon detection, but this method did not take into account the height of the on-board beacon that detects the beacon. The on-board beacon is installed under the floor of the leading car (both ends), and its height from the ground decreases as the wheels wear down during train operation. As the on-board beacon gets closer to the ground (beacon), it takes longer to detect the beacon, so the timing for beacon detection to end is later than before the wheels wore down. Delays in beacon detection delay the adoption of beacon position correction values, which in turn delays the timing for the start of correction, causing the stopping position to gradually shift further back. This detection delay has been addressed by checking running data with poor stopping accuracy and adjusting and updating parameters related to delays in beacon detection time as they occur. Note that adjustments to the height of the on-board beacon are periodically carried out by railway operators.

[0011] FIG. 1 is an explanatory diagram of the timing of adopting ground coil information in the prior art. In FIG. 1(a), the vertical axis represents the train speed and the horizontal axis represents time. FIG. 1(b) shows the position of the ground coil corresponding to FIG. 1(a). As shown in FIG. 1(c), at time t stt (Train speed V stt ) starts detecting the ground unit, and at time t end (Train speed V end ) detection of the ground unit is completed at this time t end changes depending on the distance between the on-board coil and the ground coil.

[0012] Figure 2 is an explanatory diagram of the relationship between the height of the on-board terminal and the response range. When the on-board terminal is at a height of C1, the response range of the on-board terminal (the range in which communication with the on-board terminal is possible) differs as shown by the time difference T1 and the time difference T2, respectively. This poses a problem in that the accuracy of stopping control using on-board terminal information decreases.

[0013] Therefore, the following describes a technology that can perform highly accurate stopping control using ground coil information even when the height of the on-board coil from the ground changes.

[0014] (Embodiment)

[0015] First, an overview of this embodiment will be described with reference to Fig. 3 and Fig. 4. Fig. 3 is an explanatory diagram of the installation positions of the ground elements in this embodiment. Fig. 4 is an explanatory diagram of the correction of the ground element positions in this embodiment.

[0016] The premise of this embodiment will be explained using Figure 3. In Figure 3, the vertical axis represents train speed, and the horizontal axis represents time. TASC ground coils are specified to be installed X (m) before the target stopping position. However, if they cannot be installed X (m) before the stopping position, a correction value y(m) that corrects the deviation of the ground coil from the specified installation position is used as the correction value for the ground coil. TASC corrects the recognized ground coil position by receiving ground coil information including the correction value y(m).

[0017] In Fig. 4(a), the vertical axis represents the train speed and the horizontal axis represents time. Fig. 4(b) shows the position of the ground coil corresponding to Fig. 4(a). As shown in Fig. 4(c), at time t stt (train speed V stt ) starts detecting the ground unit, and at time t end (train speed V end ) the detection of the ground unit is completed.

[0018] TASC (train control device 1 in Fig. 5) detects the time t stt and detection end time t end The ground sensor detection time calculated from the stt , V end Using the intermediate value of , the detection end time t end Time until T mid and time T mid Then, TASC calculates the traveling distance a (m) between the vehicle and the stop position. TASC then calculates the beside sensor center position using the traveling distance a (m), the beside sensor installation position specified value X (m), and the beside sensor installation position correction value y (m), and by adopting a correction value for calculation that takes the beside sensor center position into consideration, it is possible to calculate a highly accurate control pattern and stabilize the accuracy of the stop position. This will be explained in detail below using Figures 5 and 6.

[0019] FIG. 5 is a block diagram showing the general configuration of a train 100 according to an embodiment. A ground coil 200 is installed on a rail 300. The train 100 includes a train control device 1, wheels 2, a tachometer generator 3, an on-board coil 4, wheels 21, a motor 22, and a brake 23. Note that arrows indicate the main flow of information, and information may flow through areas without arrows. Furthermore, explanations of components other than the train control device 1 will be simplified as appropriate.

[0020] The tachometer generator 3 outputs a pulse signal corresponding to the rotation speed of the wheel 2 .

[0021] The on-board terminal 4 receives ground terminal information (including position information of the ground terminal 200) transmitted from the ground terminal 200 installed on the roadway.

[0022] The motor 22 rotates in response to a control signal from the train control device 1 .

[0023] The brake 23 performs braking operation in response to a control signal from the train control device 1.

[0024] The train control device 1 is a computer device that includes a processing unit and a storage unit, and includes components denoted by reference numerals 5 to 17.

[0025] The pulse processing unit 5 processes the pulse signal input from the tachometer generator 3 .

[0026] The wheel diameter input unit 6 outputs wheel diameter information input from the outside to the speed calculation unit 7 and the actual wheel diameter calculation unit 17 .

[0027] The speed calculation unit 7 calculates the speed of the train 100 (train speed) based on the information processed by the pulse processing unit 5 and the wheel diameter information input from the wheel diameter input unit 6.

[0028] The ground coil detection processing unit 8 detects and processes the ground coil information transmitted from the ground coil 200 via the on-board coil 4.

[0029] The remaining distance calculation unit 9 calculates the remaining distance to the stopping position based on the information processed by the ground coil detection processing unit 8 and the train speed calculated by the speed calculation unit 7.

[0030] The ground element detection distance calculation unit 10 calculates the ground element detection time, which is the time when the ground element 200 is detected, and the ground element detection distance, which is the distance when the ground element 200 is detected, based on the length of time when the ground element information is detected and the train speed.

[0031] The on-ground element position correction value calculation unit 11 recognizes the midpoint of the on-ground element detection distance as the center position of the on-ground element 200, and calculates the on-ground element position correction value by correcting the position of the on-ground element 200 based on this center position. Note that the midpoint does not necessarily mean the exact midpoint, but may also be a point that is shifted from the midpoint by a predetermined percentage.

[0032] The on-board element position correction value DB 12 stores the calculation results of the DB numerical calculation unit 16.

[0033] The on-ground element position correction value determination unit 13 compares the on-ground element position correction value (first on-ground element position correction value) calculated by the on-ground element position correction value calculation unit 11 with the second on-ground element position correction value acquired based on the learning results in the on-ground element position correction value DB 12 at the timing when detection of the on-ground element 200 ends, etc., and adopts the value on the near side based on the traveling direction of the train 100. Note that, for example, the second on-ground element position correction value may be used in the pattern calculation processing unit 14 until the calculation of the first on-ground element position correction value ends.

[0034] The pattern calculation processing unit 14 calculates an appropriate control pattern (deceleration pattern) to the stopping position based on the current train speed calculated by the speed calculation unit 7, the remaining distance to the stopping position calculated by the remaining distance calculation unit 9, and the value adopted (determined for use) by the ground element position correction value determination unit 13 (either the first ground element position correction value or the second ground element position correction value).

[0035] The stopping position determination unit 15 determines whether the actual stopping position is closer (SHORT), coincident (JUST), or further away (OVER) than the specified stopping position (target stopping position) based on the remaining distance calculated by the remaining distance calculation unit 9, etc.

[0036] The DB numerical calculation unit 16 learns the relationship between the average length of time from the start of detection to the end of detection by the ground element 200 and the stopping position of the train 100 that has been brake-controlled using the ground element position correction value, based on the results of multiple calculations performed by the ground element position correction value calculation unit 11 and remaining distance information, and stores the learned results in the ground element position correction value DB 12.

[0037] The actual wheel diameter calculation unit 17 calculates (estimates) the actual wheel diameter of the wheels (wheels 2 and 21) of the train 100 based on the value (either the first or second ground element position correction value) adopted by the ground element position correction value determination unit 13. The actual wheel diameter calculation unit 17 calculates, for example, parameters used for braking control of the train 100 based on the calculated wheel diameter.

[0038] Furthermore, for example, when the calculated wheel diameter is equal to or smaller than a predetermined threshold, the actual wheel diameter calculation unit 17 notifies (via external output, audio output, display, etc.) that maintenance is required.

[0039] 6 is a flowchart showing the processing by the train control device 1 of the embodiment. Here, the main processing flow will be explained.

[0040] First, in step S1 , the speed calculation unit 7 calculates the speed of the train 100 based on the information processed by the pulse processing unit 5 and the wheel diameter information input from the wheel diameter input unit 6 .

[0041] Next, in step S2, the remaining distance calculation unit 9 calculates the remaining distance to the stopping position based on the information processed by the ground coil detection processing unit 8 and the train speed calculated by the speed calculation unit .

[0042] Next, in step S3, the on-ground element position correction value calculation unit 11 recognizes the midpoint of the on-ground element detection distance as the center position of the on-ground element 200, and calculates the on-ground element position correction value by correcting the position of the on-ground element 200 based on this center position. Note that in this step S3, the on-ground element position correction value determination unit 13 may adopt the earlier value of the first on-ground element position correction value and the second on-ground element position correction value.

[0043] Next, in step S4, the pattern calculation processing unit 14 calculates an appropriate control pattern (deceleration pattern) to the stopping position based on the current train speed, the remaining distance to the stopping position, and the value adopted by the ground element position correction value determination unit 13 (either the first ground element position correction value or the second ground element position correction value).

[0044] Next, in step S5, the pattern calculation processing unit 14 performs stopping control (deceleration control) on the train 100 based on the calculated control pattern.

[0045] Next, in step S6, the stop position determination unit 15 determines whether the actual stop position is closer to, coincident with, or further from the specified stop position (target stop position) based on the remaining distance and the like.

[0046] In this way, according to the train control device 1 of this embodiment, by using the calculation method described using Figure 4, high-precision stopping control can be performed using ground coil information even if the height of the on-board coil 4 from the ground changes.

[0047] Furthermore, by using the second on-ground element position correction value acquired based on the learning results stored in the on-ground element position correction value DB12, it is possible to execute stopping control with even higher accuracy.

[0048] In addition, by adopting the earlier of the first and second on-ground element position correction values, the possibility of the train 100 overshooting the stopping position can be reduced.

[0049] Furthermore, by calculating the parameters used for braking control of the train 100 based on the calculated actual wheel diameter, the accuracy of the parameters is improved.

[0050] Furthermore, by notifying the driver that maintenance is required when the calculated actual wheel diameter is equal to or smaller than a predetermined threshold, the driver can know that the wheel requires maintenance and take the necessary measures. This also makes it possible to lengthen the adjustment cycle for the height of the on-board device 4 and reduce the labor required for maintenance.

[0051] In addition, for railway operators that have installed position correction ground coils, this will eliminate the need for position correction ground coils, leading to cost savings.

[0052] Although several embodiments of the present invention have been described, these embodiments are presented as examples and are not intended to limit the scope of the invention. These novel embodiments can be embodied in various other forms, and various omissions, substitutions, and modifications can be made without departing from the spirit of the invention. These embodiments and their modifications are included within the scope and spirit of the invention, and are also included in the scope of the invention and its equivalents as defined in the claims.

[0053] Furthermore, the program executed by the train control device 1 of this embodiment can be provided by being recorded in an installable or executable file format on a recording medium readable by a computer device, such as a CD (Compact Disc)-ROM (Read Only Memory), a flexible disk (FD), a CD-R (Recordable), or a DVD (Digital Versatile Disk).The program may also be provided or distributed via a network such as the Internet. [Explanation of symbols]

[0054] 1...train control device, 2...wheel, 3...speed generator, 4...on-board coil, 5...pulse processing unit, 6...wheel diameter input unit, 7...speed calculation unit, 8...ground coil detection processing unit, 9...remaining distance calculation unit, 10...ground coil detection distance calculation unit, 11...ground coil position correction value calculation unit, 12...ground coil position correction value DB, 13...ground coil position correction value determination unit, 14...pattern calculation processing unit, 15...stopping position determination unit, 16...DB numerical calculation unit, 17...actual wheel diameter calculation unit, 100...train, 200...ground coil, 300...rail

Claims

1. a speed calculation unit that calculates the speed of a train traveling on a travel path; a ground coil detection processing unit that detects, via an on-board coil, ground coil information including position information of the ground coil transmitted from the ground coil installed on the travelway; a ground element detection distance calculation unit that calculates a ground element detection distance, which is the distance at which the ground element is detected, based on the length of time during which the ground element information is detected and the speed of the train; a ground element position correction value calculation unit that recognizes the midpoint of the ground element detection distance as the center position of the ground element and corrects the position of the ground element based on the center position to calculate a ground element position correction value.

2. 2. The train control device according to claim 1, further comprising a database numerical calculation unit that learns the relationship between the average value of the length of time from the start of detection of the ground element to the end of detection and the stopping position of the train that has been brake-controlled using the ground element position correction value based on the results of multiple calculations performed by the ground element position correction value calculation unit, and stores the learning results in a ground element position correction value database.

3. 3. The train control device according to claim 2, further comprising a ground element position correction value determination unit that compares the ground element position correction value calculated by the ground element position correction value calculation unit with a second ground element position correction value acquired based on the learning result in the ground element position correction value database, and adopts the value on the closer side based on the direction of travel of the train.

4. 4. The train control device according to claim 3, further comprising an actual wheel diameter calculation unit that calculates an actual wheel diameter for the wheels of the train based on the value adopted by the ground coil position correction value determination unit, and calculates parameters to be used for braking control of the train based on the wheel diameter.

5. 4. The train control device according to claim 3, further comprising an actual wheel diameter calculation unit that calculates an actual wheel diameter for the train wheels based on the value adopted by the ground coil position correction value determination unit, and notifies the user that maintenance is required if the wheel diameter is equal to or smaller than a predetermined threshold value.

6. a speed calculation step of calculating the speed of a train traveling on a travel path; a beside coil detection processing step of detecting, via an on-board coil, beside coil information including position information of the beside coil transmitted from the beside coil installed on the travelway; a ground element detection distance calculation step of calculating a ground element detection distance, which is the distance at which the ground element is detected, based on the length of time during which the ground element information is detected and the speed of the train; a ground element position correction value calculation step of recognizing the midpoint of the ground element detection distance as the center position of the ground element, and correcting the position of the ground element based on the center position to calculate a ground element position correction value.

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