Train operation control device, train operation control method and program

Abstract

To provide a train operation control device, a train operation control method, and a program capable of easily measuring a correct gradient value at an appropriate measuring distance, and capable of improving riding comfortableness.SOLUTION: A train operation control device includes: an acceleration calculation part for calculating gravity acceleration in a train advancing direction on the basis of movement acceleration based on acceleration in the train advancing direction, acceleration in a perpendicular direction of the train, and output of a tachometer generator; a gradient calculation part for calculating a gradient value of a train traveling position on the basis of the gravity acceleration in the train advancing direction and the acceleration in the perpendicular direction of the train; a gradient value correction part for executing correction so that the calculated gradient value falls within a predetermined range, and outputting the gradient value after correction; and a gradient value storage part for storing the gradient value after connection in association with the train traveling position.SELECTED DRAWING: Figure 1

Description

[Technical Field]

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

[0002] The Automatic Train Operation (ATO) and Train Operation Control System (TASC), which have databases of data such as gradient values ​​for positions on the line, register values ​​based on line information and obtain gradient values ​​using travel distance, line type, etc. This gradient information is used to determine brake notch commands that take into account running resistance, powering notch commands, and anti-rolling brake notch commands when stopping at a gradient. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2003-230206 [Patent Document 2] Japanese Patent Application Laid-Open No. 2016-131435 [Patent Document 3] Japanese Patent Application Laid-Open No. 2000-206136 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in conventional technology, the gradient value registered as route information was not the same as the actual gradient value, or even if the gradient value was correct, the distance between measurement points was long, and in some places the difference from the actual gradient value was large. If the difference from the actual gradient value becomes large, the automatic train operation system will have difficulty calculating the running resistance accurately, which will lead to the ATO / TASC powering or braking commands raising or lowering the notch more than necessary. As a result, if the train is not traveling according to a preset traveling pattern due to track conditions, operating conditions, etc., the notch will be lowered or raised again, which increases the rate of change in acceleration / deceleration and leads to a deterioration in ride comfort.

[0005] The present invention has been made in consideration of the above, and aims to provide a train operation control device, a train operation control method, and a program that can easily measure the correct gradient value at an appropriate measurement distance and improve ride comfort. [Means for solving the problem]

[0006] The train operation control device of the embodiment includes an acceleration calculation unit that calculates the gravitational acceleration in the train's traveling direction based on the acceleration in the train's traveling direction, the vertical acceleration of the train, and a moving acceleration based on the output of a speed generator; a gradient calculation unit that calculates the gradient value of the train's running position based on the gravitational acceleration in the train's traveling direction and the vertical acceleration of the train; a gradient value correction unit that corrects the calculated gradient value so that it falls within a predetermined range and outputs a corrected gradient value; and a gradient value memory unit that stores the corrected gradient value in correspondence with the train's traveling position. [Brief explanation of the drawings]

[0007] [Figure 1] FIG. 1 is a schematic configuration block diagram of a train control system according to a first embodiment. [Figure 2] FIG. 2 is an explanatory diagram of an example of the arrangement of the sensor units. [Figure 3] FIG. 3 is an explanatory diagram of the principle of gradient detection. [Figure 4] FIG. 4 is a flowchart showing the outline of processing performed by the train control device 40 according to the embodiment. [Figure 5] FIG. 5 is an explanatory diagram of the gradient value correction process. [Figure 6] FIG. 6 is a schematic configuration block diagram of a train control system according to the second embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0008] Next, the embodiments will be described in detail with reference to the drawings. [1] First embodiment FIG. 1 is a schematic configuration block diagram of a train control system according to a first embodiment. The train control system SYS includes a pair of rails 10, an ATC ground device 20, and a train 30. In FIG.

[0009] A ground coil 11 is provided between the rails 10. The ground coil 11 stores location information and is capable of transmitting a signal to an on-board coil 35 provided on the train 30.

[0010] The ATC ground device 20 detects the presence or absence of a train in each block section via the rail (track circuit) 10, and transmits a signal aspect according to the train presence status from the rail 10 via the power receiver 34 to the ATC on-board device 70.

[0011] The train 30 is equipped with a tachometer generator (TG) 31, a motor 32, an air brake device 33, a power receiver 34, an on-board coil 35, a train control device 40, a sensor unit 60, an on-board ATC device 70, and a drive / braking control device 80.

[0012] The train 30 travels on the rails 10 with the wheels WL driven / braked by a motor 32 and an air brake device 33. The motor 32 is also capable of braking as a regenerative brake. At this time, the tachometer generator 31 outputs a TG pulse vp to the train control device 40 according to the rotation speed of the attached wheels WL, that is, proportional to the speed of the train 30.

[0013] The power receiver 34 receives the signal aspect sd from the ATC ground device 20 and outputs it to the train control device 40. The on-board coil 35 outputs a ground coil position detection signal gp corresponding to the location information received via the ground coil 11 to the train control device 40.

[0014] The train control device 40 includes a vehicle characteristics memory unit 41, an operation information memory unit 42, a route information memory unit 43, a timing unit 44, a movement acceleration / speed / position detection correction unit 45, a stopped state determination unit 46, a train travel direction acceleration processing unit 47, a vertical acceleration processing unit 48, a train travel direction gravity acceleration calculation unit 49, a gradient value calculation unit 50, a gradient correction upper and lower limit value memory unit 51, a gradient value correction unit 52, a corrected gradient value accumulation memory unit 53, and an ATO (Automatic Train Operation) device 54.

[0015] The vehicle characteristics memory unit 41 stores the vehicle characteristics information tc of the train, such as the train length of the train itself, acceleration and deceleration characteristics corresponding to the brake command, and outputs it to the moving acceleration / speed / position detection correction unit 45 and the ATO device 54. The operation information storage unit 42 stores operation information op, such as the stations where the train stops for each operation type, the scheduled arrival and departure times at each station, and the scheduled arrival platform number, and outputs the information to the ATO device 54.

[0016] The route information storage unit 43 stores the route information ri and outputs it to the ATO device 54. Here, the route information ri includes speed limit information in sections where fixed position stopping control is performed, the distance of the block section, the radius of curvature of the route, the speed limit information and distance of each block section, the arrangement of the block sections, each track at each station and the branching position when branching to each track, and the correspondence with the block section.

[0017] The clock unit 44 has an RTC (Real Time Clock) function, and clocks the current time to perform clock processing, outputting the current time as a clock signal tm to the ATO device 54.

[0018] The moving acceleration / speed / position detection and correction unit 45 detects and corrects the moving acceleration ma, train speed and train position of the train 30, and outputs the moving acceleration ma to the train travel direction gravity acceleration calculation unit 49 and the ATO device 54, outputs the train speed tv to the stopped state determination unit 46, the ATO device 54 and the ATC on-board device 70, and outputs the train position tp to the ATO device 54 and gradient value memory unit 55. The stop state determination unit 46 determines whether the train 30 is stopped or moving based on the input train speed tv, and outputs a stop detection signal st to a train travel direction acceleration processing unit 47 and a vertical direction acceleration processing unit 48. The train travel direction acceleration processing unit 47 performs arithmetic processing on the train travel direction acceleration detection signal da corresponding to the acceleration in the train travel direction obtained from the train travel direction acceleration sensor 61, generates a train travel direction acceleration signal dag, and outputs it to the train travel direction gravity acceleration calculation unit 49.

[0019] The vertical acceleration processing unit 48 processes the train vertical acceleration detection signal va, which corresponds to the acceleration in the direction perpendicular to the horizontal plane of the train and is obtained from the vertical acceleration sensor 62, to calculate the vertical acceleration vag and output it to the gradient value calculation unit 50. The train travel direction gravity acceleration calculation unit 49 calculates the gravity acceleration acting in the train travel direction (train travel direction gravity acceleration) ag and outputs it to the gradient value calculation unit 50.

[0020] The gradient value calculation unit 50 calculates a gradient value sl based on the gravity acceleration ag in the train's traveling direction and the vertical acceleration vag, and outputs the calculated gradient value sl to the gradient value correction unit 52 and the gradient value storage unit 55 . The gradient correction upper and lower limit value storage unit 51 stores gradient registration values ​​(gradient values ​​corresponding to predetermined positions) slp in advance.

[0021] More specifically, the gradient correction upper and lower limit value memory unit 51 stores a correction upper limit value corresponding to a train position and a correction lower limit value for a train position, which are used by the gradient value correction unit 52 when determining a correction upper limit value and a correction lower limit value for each position.

[0022] Here, the correction upper limit value and the correction lower limit value are determined in advance based on the limit value of the track gradient for the section defined on the rail 10 on which the train 30 runs. Furthermore, each set of correction upper limit value and correction lower limit value does not need to correspond to a fixed distance interval, and may correspond to a distance interval as needed.

[0023] The gradient value correction unit 52 corrects the gradient value calculated by the gradient value calculation unit 50, using the gradient value sl calculated by the gradient value calculation unit 50 and the correction upper and lower limit values ​​sll corresponding to the train position read from the gradient upper and lower limit value storage unit 51. The correction method will be described in detail later.

[0024] The corrected gradient value accumulation / storage unit 53 stores the corrected gradient value sla generated by the gradient value correction unit 52 in association with the corresponding predetermined position. Furthermore, the corrected gradient value accumulation / storage unit 53 determines a representative value of the gradient value for the equally spaced positions using a method such as the least squares method, using a pair of the train position and the corrected gradient value, and stores the representative value as an accumulated value for the equally spaced positions of the train, i.e., the equally spaced corrected gradient value sla1.

[0025] The ATO device 54 automatically operates the train 30. The ATO device 54 is also capable of acquiring the powering command pc or the braking command bc currently being output by the drive / braking control device 80 to the motor 32 or the air brake device 33 by a method not shown.

[0026] The sensor unit 60 includes a train travel direction acceleration sensor 61 and a vertical direction acceleration sensor 62 .

[0027] FIG. 2 is an explanatory diagram of an example of the arrangement of the sensor units. Although one sensor unit 60 is shown in FIG. 1, it is also possible to arrange a plurality of sensor units in an actual vehicle.

[0028] More specifically, as a first arrangement example, as shown by the solid line in Figure 2(A), it is possible to arrange a first sensor unit 60F under the floor at the front of the vehicle in which the train control device 40 that constitutes the train 30 is arranged, and to arrange a second sensor unit 60R under the floor at the rear of the vehicle. In this case, the first sensor unit 60F and the second sensor unit 60R are arranged at similar positions in the center portions on the left and right sides of the vehicle, as shown in FIG. 2(B).

[0029] As a second example of placement, as shown by the dashed line in Figure 2(A), the first sensor unit 60CR-ru and the train control device 40 that constitutes the train 30 are placed in similar positions in the central parts of the front and rear of the vehicle.

[0030] In this case, the first sensor unit 60F and the second sensor unit 60R are arranged in the vicinity of the side wall of the vehicle, at similar positions in the central portions of the upper and lower parts of the vehicle, as shown in FIG. 2(B).

[0031] The train traveling direction acceleration sensor 61 of the sensor unit 60 detects the acceleration along the train traveling direction and outputs a train traveling direction acceleration detection signal da to the train traveling direction acceleration processing unit 47 .

[0032] As a result, the train traveling direction acceleration processing unit 47 outputs a train traveling direction acceleration detection signal da to the train traveling direction acceleration processing unit 47 . Similarly, the vertical acceleration sensor 62 detects the acceleration along the vertical direction of the train and outputs a train vertical acceleration detection signal va to the vertical acceleration processing unit 48 .

[0033] The ATC on-board equipment 70 controls the train 30 to maintain a certain distance from the preceding train 30P based on the train speed and train position output by the movement acceleration / speed / position detection correction unit 45, and the signal aspect (ATC signal) transmitted by the ATC ground equipment 20 and input via the rail 10 and the power receiver 34. Furthermore, the ATC on-board equipment 70 controls the speed of the train 30 so that the speed of the train 30 does not exceed the speed limit.

[0034] For this reason, the ATC on-board device 70 compares the train speed output from the movement acceleration / speed / position detection correction unit 45 with the speed limit based on the signal aspect (ATC signal). If the speed of the train 30 exceeds the speed limit, the ATC on-board device 70 outputs a brake command bc to the traction / braking control device 80 .

[0035] Here, the ATC ground device 20 detects whether or not a train is present in each block section via the rails 10 that make up the track circuit, determines the signal aspect (ATC signal) for each block section depending on the train presence status, and transmits the signal aspect (ATC signal) to the power receiver 34 via the rails 10.

[0036] Before describing the embodiment, the gradient detection principle of the embodiment will be described. FIG. 3 is an explanatory diagram of the principle of gradient detection. The train travel direction acceleration Acc-Mx based on the train travel direction acceleration detection signal da detected by the train travel direction acceleration sensor 61 appears as the sum of the movement acceleration Acc-TG associated with the movement of the train 30 in the train travel direction and the train travel direction gravity acceleration component Acc-gx, which is the train travel direction component of the gravity acceleration Acc-g at that time, as shown in Figure 3.

[0037] That is, Acc-Mx = (Acc-TG) + (Acc-gx) Therefore, the gravity acceleration component Acc-gx in the train's traveling direction is expressed by the following equation: Acc-gx = (Acc-Mx) - (Acc-TG)

[0038] Furthermore, the vertical acceleration Acc-Mz based on the train vertical acceleration detection signal va detected by the vertical acceleration sensor 62 is equal to the train vertical acceleration component Acc-gz of the gravitational acceleration Acc-g, as shown in FIG.

[0039] Here, the gradient angle θ is expressed by the following equation. tan θ=(Acc-gx) / (Acc-Mz) ……(1) Incidentally, if the gradient value is Grad [‰], the relationship with the gradient angle θ is expressed by the following equation. tan θ=Grad[‰] / 1000 ……(2)

[0040] Therefore, the gradient value Grad [‰] is expressed by the following equation from equations (1) and (2): Grad[‰]=1000·(Acc-gx) / (Acc-Mz) In other words, the gradient value Grad [‰] can be calculated based on the TG pulse vp output by the tachometer generator, the train travel direction acceleration detection signal da detected by the acceleration sensor 61, and the train vertical direction acceleration detection signal va detected by the vertical direction acceleration sensor 62.

[0041] Next, the operation of the first embodiment will be described. FIG. 4 is a flowchart showing the outline of processing performed by the train control device 40 according to the embodiment. The train travel direction acceleration processing unit 47 of the train control device 40 acquires the train travel direction acceleration detection signal da output by the train travel direction acceleration sensor 61 of the sensor unit 60 after detecting acceleration along the train travel direction (step S11).

[0042] Similarly, the vertical acceleration processing unit of the train control device 40 detects the acceleration along the vertical direction of the train (the vertical direction when the train is placed horizontally) using the vertical acceleration sensor 62 of the sensor unit, and acquires the train vertical acceleration detection signal va (step S12).

[0043] In addition, the movement acceleration / speed / position detection correction unit 45 of the train control device 40 receives a signal gp corresponding to the location information (ground coil information) stored by the ground coil 11 via the on-board coil 35, and acquires the ground coil information (step S13).

[0044] Furthermore, the movement acceleration / speed / position detection correction unit 45 of the train control device 40 receives the TG pulse vp generated and output by the speed generator 31 and acquires the TG pulse vp (step S14).

[0045] As a result of these, the movement acceleration / speed / position detection corrector 45 calculates the train speed tv (step S15). Furthermore, the movement acceleration / speed / position detection corrector 45 calculates the movement acceleration ma (step S16).

[0046] When outputting the moving acceleration ma of the train 30, if the wheel WL of the axle to which the speed generator 31 is attached spins or slides, the moving acceleration / speed / position detection correction unit 45 compares the acceleration calculated from the TG pulse vp output by the speed generator 31 with the acceleration for the powering command currently being output, or the deceleration for the braking command currently being output, which is stored in the vehicle characteristics memory unit 41 (this can be determined as acceleration by reversing the positive and negative signs), and if the difference exceeds a predetermined threshold, it determines that a spin or slide is occurring.

[0047] When the movement acceleration / speed / position detection correction unit 45 determines that a slip is occurring, it corrects the acceleration by using the acceleration corresponding to the powering command currently being output instead of the acceleration calculated from the TG pulse output by the speed generator 31.

[0048] In addition, when the moving acceleration / speed / position detection correction unit 45 determines that skidding is occurring, it corrects the moving acceleration ma by using a predetermined value based on the deceleration in response to the brake command currently being output instead of the acceleration calculated from the TG pulse output by the speed generator 31.

[0049] In this case, it is also possible to mount multiple tachometer generators 31 on the vehicle so that TG pulses vp can be obtained from different axles, and to use the moving acceleration ma calculated based on the TG pulses vp obtained from an axle that is not spinning or sliding.

[0050] Next, the movement acceleration / speed / position detection correction unit 45 calculates the train position tp based on the acquired ground coil information, the calculated train speed tv and movement acceleration ma (step S17). In parallel with this, the stationary state determination unit 46 determines whether or not the train 30 is stationary based on the train speed tv input from the movement acceleration / speed / position detection correction unit 45 (step S18).

[0051] If the result of the judgment in step S18 is not the stopped state (step S19; No), the stopped state judgment unit 46 outputs a stopped detection signal st indicating a non-stop state, i.e., a "running state," to the train travel direction acceleration processing unit 47 and the vertical direction acceleration processing unit 48.

[0052] As a result, when a stop detection signal st indicating a "running state" is input, the train travel direction acceleration processing unit 47 subtracts the stored correction value for performing zero point correction of the train travel direction acceleration sensor 61 from the output of the train travel direction acceleration sensor 61 and outputs the result (step S20).

[0053] Similarly, when a stop detection signal st indicating a "driving state" is input, the vertical acceleration processing unit 48 subtracts a stored correction value for performing zero point correction of the vertical acceleration sensor 62 from the output of the vertical acceleration sensor 62 and outputs the result (step S21), and then proceeds to step S24.

[0054] Also, if the result of the judgment in step S18 is that the train is stopped (step S19; Yes), the stopped state judgment unit 46 outputs a stopped detection signal st indicating a "stopped state" to the train travel direction acceleration processing unit 47 and the vertical direction acceleration processing unit 48. As a result, when a stop detection signal st indicating a "stopped state" is input, the train travel direction acceleration processing unit 47 internally stores the value of the travel direction acceleration obtained from the train travel direction acceleration sensor 61 while the train is stopped in order to calibrate the train travel direction acceleration sensor 61, and calculates and stores a correction value for performing zero point correction of the train travel direction acceleration sensor 61 (step S22).

[0055] Furthermore, when a vehicle stop detection signal st indicating a "vehicle stopped state" is input, the vertical acceleration processing unit 48 internally stores the value of the vertical acceleration obtained from the vertical acceleration sensor 62 while the vehicle is stopped in order to calibrate the vertical acceleration sensor 62, and calculates and stores a correction value for performing zero point correction of the vertical acceleration sensor 62 (step S23).

[0056] Next, the train traveling direction acceleration processing unit 47 extracts a predetermined frequency component and outputs it as a train traveling direction acceleration signal dag to the train traveling direction gravity acceleration calculation unit 49 (step S24). The train traveling direction gravity acceleration calculation unit 49 subtracts the movement acceleration from the train traveling direction acceleration to calculate the traveling direction corrected gravity acceleration (Acc-gx in FIG. 3), and outputs it to the gradient value calculation unit 50 (step S25).

[0057] Next, the vertical acceleration processing unit 48 extracts predetermined frequency components to remove noise and outputs the extracted signals as a vertical acceleration signal vag to the gradient value calculation unit 50 (step S26). The gradient value calculation unit 50 calculates the gradient value Grad based on the method shown in FIG. 3, and outputs the calculated gradient value Grad to the gradient value correction unit 52 and the gradient value storage unit 55 as the gradient value Sl. As a result, the gradient value correcting unit 52 corrects the gradient value using the correction upper limit value read out from the gradient correction upper limit value storage unit, and sets the corrected gradient value (step S27). Then, the gradient value S1 (gradient value Grad) calculated by the gradient value calculation unit 50 is stored in the gradient value storage unit 55 in association with the train position (step S28). The corrected gradient value sla obtained in the gradient value correcting unit 52 is stored in the corrected gradient value accumulating storage unit 53 in association with the train position (step S29).

[0058] Here, the correction process for the gradient value will be described. FIG. 5 is an explanatory diagram of the gradient value correction process.

[0059] In this case, the gradient correction upper and lower limit value storage unit 51 stores in advance correction upper limit values ​​ah to dh and correction lower limit values ​​al to dl for each installation position in association with the installation positions a to d of the ground coil 11, which are fixed positions. More specifically, in the above example, the gradient correction upper and lower limit value storage unit 51 stores the following four pieces of data in advance. (a,ah,al),(b,bh,bl),(c,ch,cl),(d,dh,dl)

[0060] Here, the corrected upper limit values ​​ah to dh are the upper limit values ​​of the allowable gradient values ​​at the installation positions (fixed positions) a to d of the ground coils, respectively. Moreover, the correction lower limit values ​​a1 to d1 are the lower limit values ​​of the allowable gradient values ​​at the installation positions (fixed positions) a to d of the ground coils, respectively.

[0061] Therefore, the gradient value actually employed is processed so as to fall between the polygonal line obtained by connecting the correction upper limit values ​​ah to dh and the polygonal line obtained by connecting the correction lower limit values ​​al to dl.

[0062] In this case, the actual gradient values ​​are measured at points A to D. Here, since the measurement points A to D are different from the installation positions (fixed positions) a to d of the ground coils, it is necessary to find the corrected upper limit values ​​Ah to Dh and the corrected lower limit values ​​Al to Dl at the measurement points A to D, respectively.

[0063] Therefore, for example, if measurement point A is located between installation positions a and b of the ground terminal, the corrected upper limit value Ah at measurement point A is calculated by, for example, performing an internal division on the line ah-bh based on the ratio of the distance between measurement point A and installation position a of the ground terminal to the distance between measurement point A and installation position b of the ground terminal.

[0064] Similarly, based on the ratio of the distance between measurement point A and the installation position a of the ground coil to the distance between measurement point A and the installation position b of the ground coil, the correction lower limit value Al at measurement point A is calculated, for example, by performing internal division on the line al-bl.

[0065] In the above explanation, internal division was used to calculate the corrected upper limit values ​​Ah to Dh and the corrected lower limit values ​​Al to Dl at measurement points A to D, but it is also possible to use external division or to calculate the corrected upper limit value curves and corrected lower limit value curves corresponding to measurement points A to D using the least squares method, etc.

[0066] Then, the gradient value correction unit 52 determines whether the gradient calculation values ​​Am to Dm at each of the measurement points A to D calculated by the gradient value calculation unit 50 are included between the obtained corrected upper limit value curve and corrected lower limit value curve.

[0067] More specifically, the gradient value corrector 52 determines whether the gradient calculation value Am at the measurement point A is included between the obtained corrected upper limit curve and corrected lower limit curve. As shown in FIG. 5, the gradient calculation value Am is a value between the correction upper limit value Ah and the correction lower limit value Al, and therefore the gradient calculation value Am is used as the corrected gradient value Af as is.

[0068] The gradient value corrector 52 also determines whether the gradient calculation value Bm at the measurement point B is included between the obtained corrected upper limit curve and corrected lower limit curve. In this case, since the gradient calculation value Bm exceeds the correction upper limit value Bh as shown in FIG. 5, the correction upper limit value Bh is used as the corrected gradient value Bf instead of the gradient calculation value Bm.

[0069] Similarly, the gradient value corrector 52 determines whether the gradient calculation value Cm at the measurement point C is included between the obtained corrected upper limit curve and corrected lower limit curve. In this case, since the gradient calculation value Cm exceeds the correction upper limit value Ch as shown in FIG. 5, the correction upper limit value Ch is used as the corrected gradient value Cf instead of the gradient calculation value Cm.

[0070] The gradient value corrector 52 also determines whether the gradient calculation value Dm at the measurement point D is included between the obtained corrected upper limit curve and corrected lower limit curve. As shown in FIG. 5, the gradient calculation value Dm is a value between the correction upper limit value Dh and the correction lower limit value Dl, and therefore the gradient calculation value Dm is used as the corrected gradient value Df as is.

[0071] In the example of Figure 5, the gradient calculation value exceeds the correction upper limit value, but if the gradient calculation value is less than the correction lower limit value, the correction lower limit value will be used as the corrected gradient value instead of the gradient calculation value.

[0072] Returning to FIG. 4, in the processing of step S28 described above, the corrected gradient values ​​(in the above example, corrected gradient values ​​Af to Df) are stored in the corrected gradient value accumulation memory unit 53 in association with the train position (in the above example, measurement points A to D) (step S29).

[0073] Then, in the processing of step S28, the corrected gradient value accumulation memory unit 53 calculates and stores the equally spaced corrected gradient values ​​sla1 corresponding to the equally spaced train positions based on the stored combination of train positions and corrected gradient values ​​(step S30).

[0074] More specifically, for example, if the distance between train position A and train position B is 800 m, the distance between train position B and train position B is 500 m, and the distance between train position C and train position D is 700 m, train position A is set as the 0 m point (starting point), and equally spaced points are set every 200 m.For each point, the corrected gradient value sla at that point is interpolated or extrapolated to calculate a new equally spaced corrected gradient value sla1, which is then stored in the corrected gradient value accumulation memory unit 53.

[0075] As a result, the ATO device 54 generates a powering command pc and a braking command bc based on the equally spaced corrected gradient values ​​sla1 corresponding to the equally spaced train positions stored in the corrected gradient value accumulation memory unit 53, and outputs them to the drive / braking control device 80 (step S31).

[0076] The corrected gradient values ​​Af to Df obtained as described above are stored in the corrected gradient value accumulation memory unit 53, and further, the equally-spaced corrected gradient value sla1 calculated based on the corrected gradient values ​​Af to Df is output to the ATO device 54 and used for automatic train operation control.

[0077] As described above, according to the first embodiment, the ATO device 54 can control the train 30 by using the equally-spaced corrected gradient value sla1 calculated based on the corrected gradient values ​​Af to Df, which are considered to be closer to the actual gradient value, as the gradient value for the train position.

[0078] The ATO device 54 can calculate the running resistance using the equally-spaced corrected gradient value sla1 calculated based on the corrected gradient values ​​Af to Df, and can therefore calculate the optimal number of powering and braking stages that are more in line with the actual gradient value.

[0079] That is, the optimum number of anti-rolling brake stages while the train is stopped can be calculated according to the obtained corrected gradient values ​​Af to Df. In other words, by retaining the obtained corrected gradient values ​​Af to Df, when a running plan is calculated so that the train 30 arrives at a predetermined position at a predetermined time and notch commands (braking notch and powering notch) are output in accordance with the running plan, the notch commands can be output taking into account the running resistance that takes into account information close to the actual gradient value of the rail. Furthermore, since the corrected gradient values ​​Af to Df obtained are recorded together with the position information in the corrected gradient value accumulation storage unit 53, the registered gradient values ​​can be easily changed. [1.1] Modification of the first embodiment In the first embodiment described above, it is also possible to adopt a configuration in which the track gradient is measured and accumulated when the ATO device 54 is not issuing the braking command bc and the powering command pc and when the position information of the train 30 can be obtained. According to this configuration, the measured values ​​of the track gradient are recorded, the corrected gradient value for the position is calculated, and the data is stored. The next time the ATO device 54 issues a braking command bc or a powering command pc, it becomes possible to perform control based on a more accurate gradient value.

[0080] [2] Second embodiment FIG. 6 is a schematic configuration block diagram of a train control system according to the second embodiment. In FIG. 6, the same parts as those in FIG. 1 are denoted by the same reference numerals. 6 differs from FIG. 1 in that an ATS ground device 20A is provided on the ground side instead of the ATC ground device 20 of the first embodiment, an ATS ground coil 11A is also provided on the ground side, and the train 30 is provided with an ATS on-board coil 35A, an ATS on-board device 70A, and a TASC device 54A instead of the power receiver 34, the ATC on-board device 70, and the ATO device 54.

[0081] The operation of the second embodiment will be described below, focusing mainly on the differences from the first embodiment. The ATS on-board device 70A controls the speed of the train 30 so that the train 30 does not collide with the preceding train 30P based on the train speed and train position output from the movement acceleration / speed / position detection correction unit 45 and the ATS signal ats sent by the ATS ground device 20A input via the ATS ground coil 11A.

[0082] For this reason, the ATS on-board device 70A compares the train speed output from the movement acceleration / speed / position detection correction unit 45 with the speed limit based on the ATS signal ats or the speed on the speed pattern. Then, the ATS on-board device 70A outputs a brake command bc to the drive / braking control device 80 if the speed of the train 30 exceeds the speed limit set for the running section or the speed on the speed pattern.

[0083] On the other hand, the ATS ground device 20A detects whether a train is present in each block section via the rails 10 that make up the track circuit, and determines the ATS signal (signal aspect) ats for the block section next to the block section where the train is present based on the track status. Furthermore, the ATS ground device 20A determines the signal aspect to be instructed to the driver via a signal device (not shown) installed at the beginning of the block section next to the block section where the train is located. In this case, the ATS signal "ats" and the signal aspect shown by the signal device are the same.

[0084] Then, the ATS ground device 20A transmits the ATS signal ats to the ATS on-board coil 35A via the ATS ground coil 11A. In parallel with the above operation, the timer 44 uses an RTC (Real Time Clock) function to measure the current time and outputs a timing signal tm to the TASC device 54A.

[0085] When the TASC device 54A receives information indicating the start of fixed-position stop control via the ground coil 11 and on-board coil 35 as the train 30 approaches the next stop, it recognizes that the train is in a section where fixed-position stop control is to be performed and performs fixed-position stop control up to the next stop.

[0086] That is, the TASC device 54A internally calculates a speed pattern to a predetermined position at the next stop so that the train 30 can stop at the predetermined position at the next stop, and outputs a brake command bc to the drive / braking control device 80 so that the train speed follows this speed pattern.

[0087] Then, the TASC device 54A calculates a brake command bc so that the train 30 arrives at a predetermined position based on the moving acceleration, train speed, and train position output by the moving acceleration / speed / position detection correction unit 45, the vehicle characteristic information tc read from the vehicle characteristic memory unit 41, the route information ri read from the route information memory unit 43, the ATS signal (signal aspect) ats output by the ATS on-board device 70A, the corrected gradient value accumulation value sla for the position output by the corrected gradient value accumulation memory unit 53, the gradient registration value slp for the position read from the gradient registration value memory unit 56, and the corrected gradient value accumulation value sla for the position read from the corrected gradient value accumulation memory unit 53, and outputs the calculated brake command bc to the drive / braking control device 80.

[0088] Furthermore, the TASC device 54A compares the powering traction force command value Fk, which is a value calculated internally based on the magnitude of the brake command bc, with the powering traction force value F, which is a value calculated using the train weight M, the moving acceleration ma (=Acc-TG), and the train resistance Fr.

[0089] In this case, the powering traction force command value Fk is calculated using the deceleration read from the vehicle characteristics storage unit 41 corresponding to the magnitude of the brake command bc. In addition, train resistance Fr is generally expressed as the sum of train running resistance F-ra, curve resistance F-rc, and gradient resistance F-rg, which are generated by factors such as air resistance encountered when a train travels on a straight, flat track, frictional resistance caused by the rolling of the wheels WL and the rails 10, and frictional resistance in the bearing parts.

[0090] In other words, the train resistance Fr is Fr=F-ra+F-rc+F-rg It is expressed as:

[0091] Here, the train running resistance value F-ra is calculated using the train speed output by the movement acceleration / speed / position detection correction unit 45. The curve resistance value F-rc is calculated using the value of the curve radius from the track information included in the track information ri read out from the track information storage unit 43.

[0092] The grade resistance value F-rg is calculated from the corrected gradient value accumulation value sla for the position output by the corrected gradient value accumulation storage unit 53. In this case, it is also possible to use a registered gradient value corresponding to the position read out from the registered gradient value storage unit 56 instead, using a preset value.

[0093] It is also possible to use weighted values ​​for the corrected gradient value accumulation value sla for the position output by the corrected gradient value accumulation memory unit and the gradient registration value slp for the position read from the gradient registration value memory unit 56, using values ​​that are set in advance.

[0094] The TASC device 54A compares the powering traction force command value Fk and the powering traction force value F described above, and determines whether to increase or decrease the brake command value from the currently output value depending on the magnitude of the difference between the two and the degree of tracking of the speed pattern, thereby making it possible to achieve running in accordance with the speed pattern to the next station.

[0095] As described above, according to the second embodiment, the TASC device 54A is able to control the stopping of the train 30 by using the equally-spaced corrected gradient value sla1 calculated based on the corrected gradient values ​​Af to Df, which are considered to be closer to the actual gradient values, as the gradient value for the train position.

[0096] The TASC device 54A can calculate the running resistance using the uniformly-interval corrected gradient value sla1, and can therefore calculate the optimum number of brake stages that is more in line with the actual gradient value.

[0097] The train operation control device of this embodiment includes a control device such as a CPU, storage devices such as a ROM (Read Only Memory) and a RAM, and an HDD, and has a hardware configuration using a normal computer.

[0098] The program executed by the train operation control device of this embodiment is provided as a file in an installable or executable format, recorded on a computer-readable recording medium such as a USB memory, a semiconductor memory device such as an SSD (Solid State Drive), or a DVD (Digital Versatile Disk).

[0099] The program executed by the train operation control device of this embodiment may be stored on a computer connected to a network such as the Internet and provided by being downloaded via the network.The program executed by the train operation control device of this embodiment may be provided or distributed via a network such as the Internet.

[0100] The program for the train operation control device of this embodiment may be provided by being pre-installed in a ROM or the like.

[0101] The program executed by the train operation control device of this embodiment is modularly structured to include the above-mentioned units (acceleration calculation unit, gradient calculation unit, gradient value correction unit, gradient value storage unit), and in actual hardware, the CPU (processor) reads and executes the program from the above-mentioned storage medium, loading the above-mentioned units onto the main memory device, and generating the acceleration calculation unit, gradient calculation unit, gradient value correction unit, and gradient value storage unit on the main memory device.

[0102] 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. [Explanation of symbols]

[0103] 10 Rail 11 Ground Coil 11A ATS ground plane 20 ATC ground equipment 20A ATS ground equipment 30 Trains 30P Preceding train 31 Speed ​​generator 32 motor 33 Air brake equipment 34 Power receiver 35 Car 35A ATS car top 40 Train control device 41 Vehicle characteristics memory unit 42 Operation information storage unit 43 Route information storage section 44 Timing section 45 Position detection correction section 46 Stopped state determination unit 47 Train direction acceleration processing unit 48 Vertical acceleration processing section 49 Train direction gravity acceleration calculation unit 50 Gradient value calculation unit 51 Gradient correction upper and lower limit value storage unit 52 Gradient value correction unit 53 Corrected gradient value storage unit 54 ATO device 54A TASC device 55 Gradient value storage unit 56 Gradient registration value memory section 60 Sensor Unit 60CR First Sensor Unit 60F First sensor unit 60R Second Sensor Unit 61 Train direction acceleration sensor 62 Vertical acceleration sensor 70 ATC onboard equipment 70A ATS on-board device 80 Drive and braking control device A~D Train position Acc-gx Train direction gravity acceleration component Acc-Mz Vertical acceleration Acc-gz Train vertical acceleration component Acc-Mx Train direction acceleration Acc-TG Travel acceleration Acc-g Gravitational acceleration Af~Df Corrected gradient value Ah~Dh Correction upper limit Al~Dl correction lower limit Am~Dm gradient calculation value a~d (Ground Transmitter) Installation Location ah~dh Correction upper limit al~dl Correction lower limit ats ATS signal bc brake command da Train direction acceleration detection signal dag train direction acceleration signal Fk Power traction force command value Fr train resistance F Powered tractive force value F-ra Train running resistance value F-rc curve resistance value F-rg gradient resistance value Grad Gradient value gp Ground sensor position detection signal ma movement acceleration op Operation information pc power running command ri route information SYS Train Control System Sl Gradient value calculation signal sd signal display sl gradient value sla Corrected gradient value sla1 Gradient value after equal interval correction sll Correction upper and lower limits slp gradient registration value st Stop detection signal tc Vehicle characteristic information tm clock signal tp train position tv train speed va Train vertical acceleration detection signal vag vertical acceleration signal vag vertical acceleration vp TG pulse WL wheels

Claims

1. an acceleration calculation unit that calculates a gravitational acceleration in the train's traveling direction based on the acceleration in the train's traveling direction, the vertical acceleration of the train, and the moving acceleration based on the output of the tachograph; a gradient calculation unit that calculates a gradient value of a train running position based on the gravitational acceleration in the train traveling direction and the vertical acceleration of the train; a gradient value correction unit that corrects the calculated gradient value so that the calculated gradient value falls within a predetermined range and outputs a corrected gradient value; a gradient value storage unit that stores the corrected gradient value in association with the train running position; A train control device equipped with

2. a corrected gradient value accumulation / storage unit that generates and stores equally-spaced corrected gradient values ​​associated with equally-spaced train running positions based on the corrected gradient values; The train control device according to claim 1.

3. a control unit that controls train operation based on the equal-interval corrected gradient value, The train control device according to claim 2.

4. the control unit controls train operation based on the equal-interval corrected gradient value. The train control device according to claim 3.

5. a sensor unit for detecting an acceleration in the train's traveling direction and an acceleration in the vertical direction of the train; The train control device according to any one of claims 1 to 4.

6. a gradient upper / lower limit value storage unit that stores gradient upper limit values ​​and gradient lower limit values ​​that set the predetermined range in association with a predetermined train running position; the gradient value correction unit performs correction based on the gradient upper limit value and the gradient lower limit value. The train control device according to any one of claims 1 to 5.

7. a step of calculating a gravitational acceleration in the train's direction of travel based on the acceleration in the train's direction of travel, the vertical acceleration of the train, and the movement acceleration based on the output of the tachograph; calculating a gradient value of a train running position based on the gravitational acceleration in the train's traveling direction and the vertical acceleration of the train; a step of correcting the calculated gradient value so that the gradient value falls within a predetermined range and outputting a corrected gradient value; storing the corrected gradient value in association with the train running position; A train operation control method comprising:

8. A program for controlling a train control device that controls trains by a computer, The computer means for calculating a gravitational acceleration in the train's traveling direction based on the acceleration in the train's traveling direction, the vertical acceleration of the train, and the moving acceleration based on the output of a tachograph; a means for calculating a gradient value of a train running position based on the gravitational acceleration in the train's traveling direction and the vertical acceleration of the train; a means for correcting the calculated gradient value so that the calculated gradient value falls within a predetermined range and outputting a corrected gradient value; a means for storing the corrected gradient value in association with the train running position; A program that makes it work.

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