Train control device and train control method

Abstract

To provide a train control device and a train control method which can suppress erroneous control even when idling or skid occurs.SOLUTION: A train control device according to an embodiment comprises an acquisition unit, a constituent reference speed calculation unit and a control unit. The acquisition unit acquires speed information corresponding to each of three or more axles in a constituent vehicle. The constituent reference speed calculation unit calculates a representative value of a speed excluding the maximum value and the minimum value of the speed in the speeds corresponding to the respective axles as a constituent reference speed by using the speed information. The control unit performs control for the acceleration of the constituent vehicle by using at least the constituent reference speed.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] An embodiment of the present invention relates to a train control device and a train control method. [Background technology]

[0002] Train control systems that control trains based on speed patterns corresponding to the distance between ground contacts are in practical use. However, if the train's wheels spin or slide while traveling between ground contacts, there is a risk that the train's speed cannot be calculated accurately. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2013-205248 Summary of the Invention [Problem to be solved by the invention]

[0004] Therefore, the problem that the invention aims to solve is to provide a train control device and a train control method that can suppress erroneous control even when wheel slip or slide occurs. [Means for solving the problem]

[0005] A train control device according to an embodiment includes an acquisition unit, a composition reference speed calculation unit, and a control unit. The acquisition unit acquires speed information corresponding to each of three or more axles in a train set. The composition reference speed calculation unit uses the speed information to calculate a representative value of the speeds corresponding to each axle, excluding the maximum and minimum values, as the composition reference speed. The control unit uses at least the composition reference speed to control the acceleration of the train set. [Brief explanation of the drawings]

[0006] [Figure 1] FIG. 1 is a block diagram showing the configuration of an automatic train operation system according to an embodiment of the present invention. [Figure 2] FIG. 1 is a diagram illustrating an example of the overall configuration of a train. [Figure 3] FIG. 2 is a diagram schematically illustrating an example of the configuration of a leading car. [Figure 4] FIG. 1 is a block diagram illustrating calculation of a composition reference rate of a digital transmission device. [Figure 5] FIG. 2 is a block diagram showing an example of the configuration of an automatic acceleration / deceleration control device. [Figure 6] 3A to 3C are diagrams showing examples of a trip plan pattern, a TASC pattern, and a position correction ground coil. [Figure 7] FIG. 10 is a diagram showing examples of internal speed limits, target speeds, TASC patterns, trip plan patterns, and train speeds under dry conditions. [Figure 8] FIG. 4 is a block diagram showing an example of the configuration of a speed distance calculation unit. [Figure 9] FIG. 3 is a block diagram showing an example of the configuration of a first speed-distance calculation unit and a second speed-distance calculation unit of the speed-distance calculation unit. [Figure 10] FIG. 4 is a block diagram showing an example of the configuration of a composition reference speed correction unit. [Figure 11] 10 is a flowchart showing an example of calculation processing and control of a composition reference speed of a digital transmission device. [Figure 12] FIG. 10 is a diagram showing an example of a process for controlling stopping according to a TASC pattern under wet conditions. [Figure 13] 4 is a flowchart showing an example of a process in which the automatic acceleration / deceleration control device 20 performs stop control according to a TASC pattern. DETAILED DESCRIPTION OF THE INVENTION

[0007] Hereinafter, a train control device and a train control method according to an embodiment of the present invention will be described in detail with reference to the drawings. Note that the embodiment described below is an example of an embodiment of the present invention, and the present invention should not be interpreted as being limited to these embodiments. Furthermore, in the drawings referred to in this embodiment, identical parts or parts having similar functions are given the same or similar reference numerals, and repeated explanations thereof may be omitted. Furthermore, for convenience of explanation, the dimensional ratios of the drawings may differ from the actual ratios, and some components may be omitted from the drawings. (One embodiment)

[0008] Fig. 1 is a block diagram showing the configuration of an automatic train operation system 1 according to this embodiment. As shown in Fig. 1, the automatic train operation system 1 is a system mounted on, for example, a train, and includes a train control device 2, a brake control device 3, a vehicle control device 4, an on-board coil 5, a departure button 6, a powering handle 7, a brake handle 8, an automatic train stop (ATS) device 30, and a tachometer generator (TG) 40. The train control device 2 is a device that automatically operates the train formation, and includes a digital transmission device 10 and an automatic acceleration / deceleration control device 20. Fig. 1 also shows a ground coil G and a driver's cab.

[0009] The brake control unit (BCU) 3 controls, for example, the compressed air supplied to the brake cylinder. For example, the brake control unit 3 performs control to exert a constant deceleration according to the brake command stage number from the digital transmission device 10. That is, the brake control unit 3 can output the torque (deceleration force) of the notch command. The brake control unit 3 can change the braking force according to, for example, the number of passengers and the weight of cargo. For this reason, the brake receiver of this brake control unit 3 detects the pressure of the air springs that support the car body using a sensor, calculates the required braking force, and controls the electric brake and the air brake. This braking force information is supplied to the digital transmission device 10, the automatic acceleration / deceleration control device 20, etc.

[0010] The vehicle control device 4 is a control device that converts electric power as a power source for running the train and drives the traction motor (motor). The vehicle control device 4 controls the drive of the traction motor (motor) in accordance with, for example, a notch command from the digital transmission device 10. This drive control information is supplied to the digital transmission device 10, the automatic acceleration / deceleration control device 20, etc.

[0011] The on-board terminal 5 receives information (ground terminal information) from a ground terminal G installed near the tracks. The on-board terminal 5 supplies the ground terminal information to an automatic train stop (ATS) device 30. The automatic train stop (ATS) device 30 then supplies the ground terminal information to the digital transmission device 10, the automatic acceleration / deceleration control device 20, etc.

[0012] The start button 6 is a button for starting automatic driving via the automatic acceleration / deceleration control device 20. The powering handle 7 is operated by the driver to supply a manual powering notch command to the digital transmission device 10. The brake handle 8 is operated by the driver to supply a manual brake notch command to the digital transmission device 10. For example, these manual notch commands are powering 5 and braking 7. The start button 6, powering handle 7, and brake handle 8 according to this embodiment are located in the driver's cab.

[0013] The digital transmission device 10 is a device that controls the running of the vehicle and controls service equipment, etc., and is configured to include, for example, a CPU (Central Processing Unit). The digital transmission device 10 controls the brake control device 3 and the vehicle control device 4 in accordance with the operation of the powering handle 7, brake handle 8, etc. by the driver. Furthermore, during automatic operation when the driver presses the start button 6, the digital transmission device 10 controls the brake control device 3 and the vehicle control device 4 in accordance with the control of the automatic acceleration / deceleration control device 20, etc. Furthermore, the digital transmission device 10 generates a train set reference speed.

[0014] The composition reference speed is a speed obtained by excluding specific values ​​corresponding to wheel slip, sliding, etc. from the speeds of all axles in the train, and is a representative value of the speed of the entire train. For example, the digital transmission device 10 collectively determines and processes the axle speeds of all axles in the train obtained from the brake control device 3 of each vehicle, and calculates the composition reference speed. Details of the composition reference speed will be described later.

[0015] The automatic acceleration / deceleration control device 20 is a device that automatically controls the acceleration / deceleration of the train speed, and is configured to include, for example, a CPU (Central Processing Unit). The automatic acceleration / deceleration control device 20 has data on acceleration / deceleration in response to powering / braking notch commands, and is able to determine the notch commands based on the vehicle speed, etc. Details of the automatic acceleration / deceleration control device 20 will also be described later. Note that the digital transmission device 10 according to this embodiment and the automatic acceleration / deceleration control device 20 may be configured integrally.

[0016] The automatic train stop (ATS) device 30 can control the stopping of trains using ground signal information from the ground signal G supplied from the on-board signal generator 5. The tachometer generator (TG) 40 is provided on the axle of the train car, and outputs an AC signal, which is a voltage with a phase difference corresponding to the rotation of the axle. In other words, the frequency of the AC signal is proportional to the rotation speed of the axle (axle speed).

[0017] FIG. 2 is a diagram showing a schematic example of the overall configuration of a train. The train has multiple leading cars T10 and intermediate cars T20. One of the multiple leading cars T10 becomes the leading car depending on the direction of travel of the train. As shown in FIG. 2, an automatic acceleration / deceleration control device 20 is installed in the leading car T10. On the other hand, the intermediate car T20 according to this embodiment does not have the automatic acceleration / deceleration control device 20 installed. In addition, the digital transmission devices 10 communicate with each other, and obtain the axle speeds of all axles from the speed generators TG1 to TG4 of each car via the brake control device 3.

[0018] 3 is a diagram showing a schematic configuration example of the lead car T10. In the lead car T10, the automatic acceleration / deceleration control device 20 calculates the speed using pulse information from two tachographs TG2 and TG3.

[0019] Fig. 4 is a block diagram relating to the calculation of the composition reference speed of the digital transmission device 10. As shown in Fig. 4, the digital transmission device 10 includes an acquisition unit 100, a composition reference speed calculation unit 102, and an output unit 104. The composition reference speed calculation unit 102 according to this embodiment corresponds to a first calculation unit.

[0020] In each vehicle, the brake control device 3 calculates the BCU axle speed from the pulses of the speed generators TG1 to TG4 and notifies the digital transmission device 10. The acquisition unit 100 acquires the notified BCU axle speed (axle speed). In other words, the acquisition unit 100 acquires speed information corresponding to each of the three or more axles in the train.

[0021] The composition reference speed calculation unit 102 calculates the speed of each axle from the wheel diameter corresponding to each axle. For example, the composition reference speed calculation unit 102 calculates the average speed of all axles, excluding the speeds at the top few points and the speeds at the bottom few points. In this way, the composition reference speed calculation unit 102 calculates statistical values ​​of the speeds for each axle, excluding the maximum and minimum speed values. These statistical values ​​include average values, median values, etc. This makes it possible to calculate the speed of the entire train, excluding, for example, singular values ​​of wheels that are spinning or sliding. Furthermore, even if the wheel diameters used in the calculation deviate from the wheel diameters of the actual trains, the composition reference speed calculation unit 102 can exclude these as singular values, thereby calculating a more accurate composition reference speed. In this way, the composition reference speed calculation unit 102 can generate a speed calculated based on the axle speeds of the entire train (excluding at least one of spinning axles, sliding axles, and axles with misaligned wheel diameters). That is, the knitting reference speed calculation unit 102 can calculate the knitting reference speed during acceleration or deceleration, excluding the axle that is spinning or sliding.

[0022] Furthermore, the knitting reference speed calculation unit 102 can calculate the knitting reference speed excluding the axles with misaligned wheel diameters at any of the following: at constant speed, at acceleration closer to constant speed motion, and at deceleration closer to constant speed motion. Note that the axles with misaligned wheel diameters generally exhibit a maximum or minimum value of speed at constant speed. Therefore, the knitting reference speed calculation unit 102 can calculate the knitting reference speed excluding the speed of the axles with misaligned wheel diameters at constant speed, at acceleration closer to constant speed motion, and at deceleration closer to constant speed motion.

[0023] The composition reference speed calculation unit 102 may also calculate a variance value of the speed for each axle, and calculate a statistical value of the speed for each axle, excluding speeds that are deviated by values ​​such as 2 sigma (σ), 3 sigma (σ), etc. In this way, the composition reference speed calculation unit 102 can generate the composition reference speed by excluding axles that are spinning or sliding, or axles with deviated wheel diameters, from the statistically significant number of speeds corresponding to each axle.

[0024] Furthermore, the composition reference speed calculation unit 102 calculates the variance of the speed for each axle during constant speed operation, and determines that the wheel diameter used for calculation of an axle corresponding to a speed with a deviation in value such as 2 sigma (σ) or 3 sigma (σ) is a deviation between the wheel diameter of the actual vehicle.The composition reference speed calculation unit 102 then calculates the composition reference speed during acceleration and deceleration, excluding axles whose wheel diameters are determined to be deviated.This allows the composition reference speed calculation unit 102 to calculate the composition reference speed with higher accuracy, excluding axles with deviated wheel diameters, spinning axles, and sliding axles.

[0025] The output unit 104 outputs the composition reference speed to the automatic acceleration / deceleration control device 20 at predetermined time intervals, for example, at time intervals of 100 milliseconds (ms).

[0026] 5 is a block diagram showing an example configuration of the automatic acceleration / deceleration control device 20. The automatic acceleration / deceleration control device 20 includes a storage unit 200, a speed / distance calculation unit 202, a selection unit 204, a travel plan unit 206, a pattern generation unit 208, and a control unit 210. The control unit 210 includes a travel control unit 212 and a fixed position stop control unit 214.

[0027] The storage unit 200 is configured, for example, with an HDD (hard disk drive), an SSD (solid state drive), etc. The storage unit 200 stores track conditions including information on the gradient of the running line section, curves, distance between stations, speed limits, and the position of position correction ground coils, vehicle conditions such as train length and power braking performance, and operating conditions such as running time between stations.

[0028] The speed / distance calculation unit 202 calculates the speed and distance (track location) of the train set using at least information on the train set reference speed. The selection unit 204 selects at least one of a speed and a distance that is suitable for the control purpose from a plurality of speeds and distances. The speed / distance calculation unit 202 and the selection unit 204 will be described in detail later.

[0029] Figure 6 is a diagram showing examples of trip plan patterns, Track-Aided Stop Control (TASC) patterns, and position correction ground coils. The horizontal axis indicates position, and the vertical axis indicates speed. ▲ indicates the position of the track correction ground coil, the speed pattern in the range marked "acceleration control" indicates the trip plan pattern, and the speed pattern in the range marked "TASC (Train Aided Stop Control System)" indicates the TASC pattern.

[0030] Figure 7 shows examples of internal speed limit L100, target speed L102, TASC pattern L104, trip plan pattern L106, and train speed L108 under dry conditions. The horizontal axis represents position, and the vertical axis represents speed. The ranges indicated by circles 1 and 3 are the acceleration range, the range indicated by circle 2 is the constant speed range, and the range indicated by circle 4 is the TASC pattern range.

[0031] The trip planning unit 206 generates a trip plan pattern L106, for example, as shown in Figures 6 and 7. The trip planning unit 206 generates the trip plan pattern L106 by specifying the speed and acceleration at which the train will operate from its current position to the stop position at the next station. That is, the trip planning unit 206 generates control information such as powering, braking, coasting, and constant speed running at each point within a range equal to or less than the internal speed limit L100 stored in the memory unit 200 as the trip plan pattern L106. The internal speed limit L100 is preset for each station and is a speed that must not be exceeded.

[0032] The pattern generation unit 208 generates, for example, the TASC pattern L104 shown in FIG. 7. For example, when the pattern generation unit 208 detects a TASC pattern generating ground coil just before a stop station, it generates the TASC pattern L104, which is a braking pattern toward the stop target position. In this way, the pattern generation unit 208 generates, for example, a deceleration control pattern equivalent to five brake notches as the TASC pattern. The TASC pattern L104 may be stored in advance in the storage unit 200 as a speed pattern table. In this case, the storage unit 200 may store in advance a speed pattern table in which the range of the distance between ground coils (combination of upper and lower thresholds), information indicating the safety level, information indicating the speed limit, and the TASC pattern L104 as control data are associated with each other. As a result, the pattern generation unit 208, for example, references the speed pattern table and outputs the TASC pattern L104 associated with the distance between ground coils and the control-related information.

[0033] The running control unit 212 of the control unit 210 controls the acceleration and speed of the train using at least the train set reference speed. As shown in FIG. 7 , the running control unit 212 determines a control command to the digital transmission device 10 using the speed and distance information selected by the selection unit 204 based on the trip plan pattern L106 generated by the trip planner 206. For example, the running control unit 212 selects a notch in accordance with the trip plan pattern L106 generated by the trip planner 206 and outputs a control command to the digital transmission device 10. For example, the running control unit 212 selects a notch during constant speed running so that the train runs within a certain range (+ / - 3 km / h) of the target speed L102 (a speed that is -5 km / h from the internal speed limit L100). In this way, the running control unit 212 determines the control command using the speed and distance information selected by the selection unit 204, thereby enabling control that suppresses the effects of wheel slip, skidding, wheel diameter deviation, etc.

[0034] 7, the fixed position stop control unit 214 of the control unit 210 determines a control command to the digital transmission device 10 using the speed and distance information selected by the selection unit 204 based on the TASC pattern L104 generated by the pattern generation unit 208. For example, the fixed position stop control unit 214 selects a notch in accordance with the TASC pattern L104 and outputs a control command to the digital transmission device 10. Furthermore, when decelerating, the notch is selected based on predicted values ​​of the position and speed several seconds from now so that the vehicle can decelerate to an appropriate speed at the target position. At this time, the travel control unit 212 determines the control command using the speed and distance information selected by the selection unit 204, thereby enabling control that suppresses the effects of skidding, deviations in wheel diameter, etc.

[0035] Here, the speed / distance calculation unit 202 and the selection unit 204 will be described in detail with reference to Figs. 8 to 10. Fig. 8 is a block diagram showing an example of the configuration of the speed / distance calculation unit 202. Fig. 9 is a block diagram showing an example of the configuration of a first speed / distance calculation unit 202a and a second speed / distance calculation unit 202b of the speed / distance calculation unit 202. Fig. 10 is a block diagram showing an example of the configuration of a composition reference speed correction unit 202c of the speed / distance calculation unit 202.

[0036] As shown in FIG. 8, the speed / distance calculation unit 202 includes a first speed / distance calculation unit (second calculation unit) 202a, a second speed / distance calculation unit (third calculation unit) 202b, and a composition-standard speed correction unit 202c. The first speed / distance calculation unit 202a calculates the speed and travel distance of the corresponding vehicle using information on the axle speed of the speed generator TG2 (see FIGS. 2 and 3). At this time, the first speed / distance calculation unit 202a can calculate the vehicle speed and travel distance by correcting speed errors due to slippage and sliding of the axle on which the speed generator TG2 is installed. The travel distance corresponds to the location of the train on the track. In this embodiment, the first speed / distance calculation unit 202a corresponds to the second calculation unit, and the second speed / distance calculation unit 202b corresponds to the third calculation unit.

[0037] Similarly, the second speed-distance calculation unit 202b uses information on the axle speed of the tachometer generator TG3 (see FIGS. 2 and 3) to calculate the corresponding vehicle speed and traveled distance. At this time, the second speed-distance calculation unit 202b can calculate the vehicle speed and traveled distance by correcting speed errors due to spinning and sliding of the axle on which the tachometer generator TG2 is located. Note that the speed-distance calculation unit 202 according to this embodiment uses information on the axle speeds of the two tachometer generators TG2 and TG3, but is not limited to this. For example, the speed-distance calculation unit 202 may use information on the axle speeds of three or more tachometer generators.

[0038] The composition reference speed correction unit 202c calculates the corrected composition speed and traveling distance using information on the composition reference speed generated by the digital transmission device 10 (see FIGS. 1, 2, and 3). At this time, the composition reference speed correction unit 202c can calculate the corrected composition speed and traveling distance based on the time interval of the output time of the output unit 104, for example, a time interval of 100 milliseconds (ms).

[0039] The selection unit 204 selects at least one of a speed and a distance that is suitable for the control purpose from among a plurality of speeds and distances. When a train passes its target stopping position (regular stop), reverse control or the like occurs, which leads to delays in departure times, etc. For this reason, for example, when controlling deceleration, the selection unit 204 selects the maximum speed from among a plurality of speeds. This reduces the possibility of passing the target stopping position.

[0040] More specifically, the selection unit 204 selects at least one of a speed and a distance suitable for the control purpose from among the multiple speeds, knitting reference speeds, and multiple distances generated by the first speed-distance calculation unit 202a, the second speed-distance calculation unit 202b, the knitting reference speed correction unit 202c, etc. The multiple speeds generated by the first speed-distance calculation unit 202a and the second speed-distance calculation unit 202b are speeds corrected for speed errors due to slippage, sliding, etc. The knitting reference speed may also be a knitting reference speed corrected according to the output interval of the output unit 104 (see FIG. 4). Similarly, for example, in control during deceleration, the selection unit 204 selects the longest distance from the three distances. In this way, in automatic stopping processing, the selection unit 204 selects a speed and distance that is on the safe side of the stopping position (fixed position stopping), i.e., does not overrun, from among the speeds that suppress the effects of skidding, sliding, etc. and the train set standard speed, thereby enabling the train to stop accurately at the determined stopping position (fixed position stopping).

[0041] Here, an example of the configuration of the first speed-distance calculation unit 202a and the second speed-distance calculation unit 202b will be described using Fig. 9. As shown in Fig. 9, the first speed-distance calculation unit 202a and the second speed-distance calculation unit 202b have the same configuration, and each of the first speed-distance calculation unit 202a and the second speed-distance calculation unit 202b has a pulse processing unit 11, a speed calculation processing unit 12, a skid / slide detection speed correction unit 13, a distance calculation processing unit 14, and a ground sensor distance calculation processing unit 16.

[0042] The pulse processing unit 11 processes an AC signal output from a tachometer generator TG provided on the axle of a train car. For example, the pulse processing unit 11 is a pulse converter that converts the AC signal from the tachometer generator TG into a pulse signal and outputs it.

[0043] The speed calculation processing unit 12 is a speed calculation unit that calculates the running speed (first speed) of the train based on the pulse signal output from the pulse processing unit 11. The speed calculation processing unit 12 calculates the first speed based on the frequency of the pulse signal and the specifications of the vehicle wheels, etc. In other words, the first speed is obtained by converting the axle speed based on the wheel diameter, etc.

[0044] The skid / slide detection speed correction unit 13 detects the start of a skid / slide based on the first speed. The skid / slide detection speed correction unit 13 detects the occurrence of a skid or slide based on the first speed and train-specific vehicle performance. The skid / slide detection speed correction unit 13 also detects the end of a skid / slide based on the first speed.

[0045] For example, the skid / slide detection speed correction unit 13 determines that the first speed has caused a skid / slide if the acceleration / deceleration is higher than expected in response to the notch command output by the control unit 210. When skid / slide detection speed correction unit 13 detects a slide, it calculates the speed using the deceleration of the brake notch command output by the control unit 210. This speed is used as the corrected speed when a slide is detected.

[0046] Similarly, when a slip is detected, the slip / slide detection speed correction unit 13 calculates the speed using the acceleration of the powering notch command output by the control unit 210. This speed is used as the corrected speed when a slip is detected.

[0047] Furthermore, the spin / slide detection speed correction unit 13 determines that the vehicle has recovered from the spin / slide state when the vehicle speed approaches the corrected speed. Furthermore, if the spin / slide state has been in effect for a long time and the deviation between the vehicle speed and the corrected speed is large, the speed correction unit 13 determines that the vehicle has recovered from the spin / slide state when the acceleration / deceleration approaches the acceleration / deceleration of the notch command output by the control unit 210.

[0048] The distance calculation processing unit 14 calculates the position of the train on the track based on information from the pulse processing unit 11 and the skid / slide detection speed correction unit 13. In this case, the distance calculation processing unit 14 calculates the position of the train on the track using the corrected speed during the period when skid / slide detected by the skid / slide detection speed correction unit 13 is occurring.

[0049] The on-board distance calculation processor 16 calculates the distance between adjacent on-board devices based on the on-board device information supplied from the on-board device 5. The on-board distance calculation processor 16 calculates the distance between adjacent on-board devices based on the timing at which the on-board device information is received, i.e., the timing at which the train passes over the on-board device G. More specifically, when on-board device information is received, the on-board distance calculation processor 16 calculates the distance between adjacent on-board devices based on the difference between the timing at which the current on-board device information is received and the timing at which the previous on-board device information is received, and the train's speed during that time. In this case, during the period when a skid is detected by the skid / slide detection speed correction processor 13, the on-board distance calculation processor 16 calculates the distance between adjacent on-board devices based on the train's speed using the corrected speed. Note that the automatic train operation system 1 according to this embodiment includes the on-board distance calculation processor 16, but is not limited to this. For example, a mechanism may be adopted in which location information is received as a telegram from the on-board device when the on-board device is detected.

[0050] Here, a configuration example of the composition reference speed correction unit 202c will be described using Fig. 10. As shown in Fig. 10, the composition reference speed correction unit 202c has a speed correction unit 17, a distance calculation processing unit 140, and an inter-ground coil distance calculation processing unit 160.

[0051] The speed correction unit 17 corrects the speed based on the time interval of the output times from the output unit 104, for example, a time interval of 100 milliseconds (ms), and calculates the corrected organizing reference speed. The speed correction unit 17 calculates the corrected organizing reference speed using the timing t1 at which the organizing reference speed was calculated and the acceleration at the timing t1 at which the organizing reference speed was calculated. That is, the speed correction unit 17 generates the corrected organizing reference speed by adding a speed calculated from the acceleration at the timing t1 and the difference between the timing t2 and the timing t1 to the organizing reference speed at the timing t2 supplied from the digital transmission device 10. The speed correction unit 17 can also calculate the acceleration / deceleration from the organizing reference speed calculated by the organizing reference speed calculation unit 102 and the organizing reference speed calculated by the organizing reference speed calculation unit 102 a certain time ago, and calculate the speed after a predetermined time from the calculated acceleration / deceleration to generate the corrected organizing reference speed.

[0052] The distance calculation processor 140 calculates the location of the train on the track based on the information from the speed correction unit 17. That is, the distance calculation processor 140 calculates the location of the train on the track by integrating the product of the composition standard speed corrected by the speed correction unit 17 and time.

[0053] The on-board distance calculation processor 160 calculates the distance between adjacent on-board devices based on the on-board device information supplied from the on-board device 5. The on-board distance calculation processor 16 calculates the distance between adjacent on-board devices based on the timing at which the on-board device information is received, i.e., the timing at which the train passes the on-board device G. More specifically, when on-board device information is received, the on-board distance calculation processor 16 calculates the distance between adjacent on-board devices based on the difference between the timing at which the current on-board device information is received and the timing at which the previous on-board device information is received, and the corrected train-set reference speed generated by the speed correction unit 17 during that time. Note that the automatic train operation system 1 according to this embodiment includes the on-board distance calculation processor 160, but is not limited to this. For example, a system may be adopted in which location information is received as a telegram from the on-board device when the on-board device is detected.

[0054] FIG. 11 is a flowchart showing the calculation process of the composition reference speed of the digital transmission device 10 and an example of control by the control unit 210. As shown in FIG. 11, the acquisition unit 100 first acquires speed information corresponding to each of three or more axles in the train (step S10). Next, the composition reference speed calculation unit 102 calculates the speed for each axle from the wheel diameter corresponding to each axle, and calculates a representative value of the speed for each axle, excluding at least one of the maximum and minimum speed values, as the composition reference speed (step S12). The control unit 210 then controls the acceleration of the train using the composition reference speed (step S14). In this way, the control unit 210 can control the acceleration of the train using the composition reference speed, excluding the speed corresponding to at least one of a spinning axle, a sliding axle, and an axle with a misaligned wheel diameter, thereby enabling more accurate acceleration control of the train.

[0055] FIG. 12 is a diagram showing an example of processing for stop control in accordance with a TASC pattern under wet conditions. The horizontal axis represents position, and the vertical axis represents speed. FIG. 12 shows the TASC pattern L104, train speed L108, corrected set reference speed L114, single-axle speed L112, and a selection control line L116 indicating the selection of the corrected set reference speed L114. A high level on the selection control line L116 indicates selection of the corrected set reference speed L114, and a low level indicates non-selection of the corrected set reference speed L114. Note that in FIG. 12, the train speed L108 and the corrected set reference speed L114 are graphically represented as substantially the same line.

[0056] 13 is a flowchart showing an example of a process in which the automatic acceleration / deceleration control device 20 according to this embodiment performs stop control in accordance with a stop-in-position control (TASC) pattern. Here, an example of the stop process after detecting a ground coil for generating a pattern will be described with reference to FIG.

[0057] As shown in Fig. 13, when the automatic acceleration / deceleration control device 20 detects a ground coil for pattern generation, it causes the pattern generation unit 208 to obtain a TASC pattern associated with the ground coil G from the storage unit 200 and generate a TASC pattern L104 (step S102). In Fig. 12, the first ground coil for pattern generation is detected near 1470 mile. This causes the fixed position stop control unit 214 to cause the pattern generation unit 208 to obtain a TASC pattern associated with the detected ground coil G corresponding to the vicinity of 1470 mile from the storage unit 200 and generate the TASC pattern L104.

[0058] Next, the first speed-distance calculation unit 202a calculates the first speed based on the axle on which the speed generator TG2 is located (step S104a). In Fig. 12, the first speed is calculated as the speed L112 on a single axle. Note that, because the conditions are wet, the speed L112 fluctuates slightly due to sliding, etc.

[0059] Next, the slip / slide detection speed correction unit 13 calculates a first corrected speed that corrects for slip and slide based on the first speed (step S106a).Furthermore, next, the distance calculation processing unit 14 calculates a first on-track position of the train using the first corrected speed (step S108a).

[0060] Similarly, the second speed-distance calculation unit 202b calculates the first speed based on the axle on which the speed generator TG3 is located (step S104b). In Fig. 12, illustration is omitted to avoid complicating the drawing.

[0061] Next, the slip / slide detection speed correction unit 13 calculates a second corrected speed that corrects for slip and slide based on the first speed (step S106b).Furthermore, next, the distance calculation processing unit 14 calculates a second on-track position of the train using the second corrected speed (step S108b).

[0062] At this time, the composition standard speed correction unit 202c acquires the composition standard speed generated by the digital transmission device 10 (step S104c). Next, the speed correction unit 17 calculates a composition standard speed with the output timing corrected based on the composition standard speed (step S106c). In FIG. 12, the corrected composition standard speed is calculated as the corrected composition standard speed L114. Next, the distance calculation processor 140 calculates the third track position of the train using the corrected composition standard speed (step S108c).

[0063] Next, the selection unit 204 selects the location closest to the stopping position from among the first location position, the second location position, and the third location position (step S110). At this time, if the higher-order location position is the same, the selection unit 204 selects the fastest speed from among the first corrected speed, the second corrected speed, and the corrected vehicle-set reference speed that indicated that location. In FIG. 12, the timing when the corrected vehicle-set reference speed is selected is indicated by a high level of the selection control line L116. That is, a high level of the selection control line L116 indicates that the third location position based on the corrected vehicle-set reference speed is closest to the stopping position than the first location position and the second location position. Note that in control that prioritizes speed, the fastest speed from among the first corrected speed, the second corrected speed, and the corrected vehicle-set reference speed may be selected, and if the higher-order speed is the same, the location closest to the stopping position may be selected from among the first location position, the second location position, and the third location position that indicated that speed.

[0064] Next, the fixed position stop control unit 214 determines a control command to the digital transmission device 10 using the on-track position (distance information) and speed selected by the selection unit 204 based on the TASC pattern L104 generated by the pattern generation unit 208, and causes the digital transmission device 10 to perform deceleration control (step S112).

[0065] Next, the stop-in-position control unit 214 determines whether the train has stopped (step S114), and if it determines that the train has not stopped (NO in step S114), it repeats the processing from steps S104a, S104b, S104c. On the other hand, if it determines that the train has stopped (YES in step S114), it ends the stop control according to TASC pattern L104.

[0066] As described above, according to this embodiment, the composition reference speed calculation unit 102 generates a representative value of the speeds of each axle, excluding at least one of the maximum and minimum speeds, as the composition reference speed, and the control unit 210 controls the acceleration of the train using the composition reference speed. This allows the control unit 210 to control the acceleration of the train using the composition reference speed, excluding the speeds corresponding to at least one of a spinning axle, a sliding axle, and an axle with a misaligned wheel diameter, thereby enabling more accurate acceleration control of the train.

[0067] Although several embodiments of the present invention have been described above, 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 inventions and their equivalents as defined in the claims. [Explanation of symbols]

[0068] 2: train control device, 17: speed correction unit, 100: acquisition unit, 102: formation reference speed calculation unit (first calculation unit), 202a: first speed distance calculation unit (second calculation unit), 202b: second speed distance calculation unit (third calculation unit), 204: selection unit, 208: pattern generation unit, 210: control unit.

Claims

1. an acquisition unit that acquires speed information corresponding to each of three or more axles in a train; a composition reference speed calculation unit that calculates, as a composition reference speed, a representative value of the speeds excluding the maximum and minimum values ​​of the speeds corresponding to each of the axles, using the speed information; a control unit that controls the acceleration of the train using the train-form reference speed; A train control device comprising:

2. The train control device according to claim 1 , wherein the rolling stock reference speed calculation unit calculates, as the rolling stock reference speed, a statistical value of speeds excluding a maximum value and a minimum value.

3. The train control device according to claim 2 , wherein the composition-set reference speed calculation unit calculates either an average value or a median value as the statistical value.

4. The speed is calculated based on the rotational speed of the axle and the corresponding wheel diameter; 4. The train control device according to claim 1, wherein the set reference speed calculation unit is capable of generating the set reference speed excluding speeds corresponding to axles whose actual wheel diameters are deviated from the wheel diameters used for calculation.

5. a second calculation unit that calculates a second speed based on the rotational speed of a single axle; a selection unit that selects either the second speed or the composition reference speed; Furthermore, The train control device according to claim 1 , wherein the control unit performs control related to the acceleration using either the second speed selected by the selection unit or the composition reference speed.

6. The train control device according to claim 5 , wherein the selection unit selects the larger of the second speed and the composition reference speed.

7. 7. The train control device according to claim 1, wherein the train set reference speed generated by the train set reference speed calculation unit is output to the control unit at predetermined time intervals, and the control unit controls the acceleration of the train set using the train set reference speed obtained by correcting the train set reference speed based on the predetermined time intervals.

8. 8. The train control device according to claim 7, further comprising: a speed correction unit that calculates an acceleration / deceleration from the train-set reference speed calculated by the train-set reference speed calculation unit and the train-set reference speed calculated by the train-set reference speed calculation unit a certain time ago, calculates a speed after a predetermined time from the calculated acceleration / deceleration, and generates the corrected train-set reference speed.

9. a third calculation unit that calculates a third speed based on the rotational speed of a single axle; The train control device according to claim 5 , wherein the selection unit selects one of the second speed, the third speed, and the composition reference speed.

10. an acquiring step of acquiring speed information corresponding to each of three or more axles in the train; a calculation step of calculating, using the speed information, a representative value of the speeds excluding the maximum and minimum values ​​of the speeds corresponding to each of the axles, as a composition reference speed; a control step of controlling the acceleration of the train using the train set reference speed; A train control method comprising:

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