Train control system and train control method

Abstract

To provide a train control system and a train control method which can perform such control as to enhance followability to target speed, even when a train is decelerated.SOLUTION: A train control system includes: a deceleration ratio calculation part 102 for calculating a deceleration ratio that is a ratio between actual deceleration that is deceleration actually generated in a train 100 and deceleration to be planned, when the train 100 is decelerated; and a notch calculation part 103 for performing calculation so as to correct a deceleration adjustment ratio that is a deceleration adjustment ratio set according to a threshold by the deceleration ratio, so that the speed of the train 100 follows target speed, when the speed of the train 100 exceeds a threshold set according to a degree deviated from the target speed.SELECTED DRAWING: Figure 1

Description

[[Technical Field]]

[0001] The present invention relates to a train control system and a train control method. In particular, the present invention relates to a train control system and a train control method that can be suitably used when controlling the speed of a train when decelerating the train. [[Background Art]]

[0002] As a method for operating trains as planned, the introduction of systems such as ATO (Automatic Train Operation) and TASC (Train Automatic Stopping Controller) has been studied. ATO performs train control from departure to stopping at a target, while TASC performs train control only when stopping at the target. Planned operation is achieved by controlling the train speed so as to follow the target speed, which is the respective target speed.

[0003] Patent Document 1 describes a train control device including an acquisition unit, a storage unit, a calculation unit, and an adjustment unit. The acquisition unit acquires the speed and position of the train. The storage unit stores route information indicating positions of stations where trains stop on a route on which the train travels, and operation information indicating travel times of the train between stations. The calculation unit calculates a control command for stopping the train at the station position indicated by the route information based on the route information, and the position and speed of the train acquired by the acquisition unit. The adjustment unit adjusts a brake switching speed that serves as a reference for reducing the deceleration of the train based on a predicted value of the deceleration of the train from the current time until a predetermined time elapses when a control command based on the speed and position of the train acquired by the acquisition unit and the station position stored in the route information is output. When the speed of the train becomes lower than the brake switching speed adjusted by the adjustment unit while deceleration control of the train is being performed in accordance with a first control command, the calculation unit outputs a second control command in which the degree of deceleration is reduced compared to the first control command. [[Prior Art Documents]] [[Patent Documents]]

[0004] [Patent Document 1] Japanese Patent Publication No. 2021-121155 [Overview of the project] [Problems that the invention aims to solve]

[0005] When commands such as notch commands are issued to decelerate a train so that its speed follows a target speed, if the actual deceleration experienced by the train is the same as the deceleration corresponding to the command, it is possible to make the train follow the target speed to the end of the deceleration range with a single command. However, the deceleration experienced by the train may be affected by factors such as running resistance, gradient resistance, and differences from the deceleration corresponding to the command, making it difficult to maintain tracking of the target speed. Furthermore, in methods that change the switching speed based on the predicted deceleration, for example, if the switching speed is increased, the number of notch changes increases, and the delay in the notch change speed may make it difficult to maintain tracking. The present invention aims to provide a train control system and a train control method that can improve the ability to follow a target speed compared to a system without the configuration of the present invention. [Means for solving the problem]

[0006] To solve the above problems, the present invention provides a train control system comprising: a deceleration ratio calculation unit that calculates a deceleration ratio, which is the ratio between the actual deceleration that actually occurs in the train and the planned deceleration when the train is decelerated; and a calculation unit that, when the degree of deviation from the target speed of the train exceeds a threshold set according to the threshold, performs a calculation to correct the deceleration adjustment rate, which is the deceleration adjustment rate set according to the threshold, using the deceleration ratio in order to bring the train's speed to follow the target speed.

[0007] Here, the threshold can be the threshold for changing the notch command used to control the train's speed. In this case, the notch command can be issued according to the degree to which the train deviates from its target speed. Furthermore, the actual deceleration can be measured after the jerk time, which is the time until the jerk caused by the notch command ends. In this case, the actual deceleration can be measured without being affected by the jerk caused by the notch command. Furthermore, the actual deceleration can be measured at predetermined intervals after the jerk time. In this case, the actual deceleration can be measured within conditions that ensure a constant deceleration measurement time, and the actual deceleration can be measured without being affected by errors in velocity calculations. Furthermore, when the notch command is changed, the deceleration ratio calculation unit can calculate the deceleration ratio using the actual deceleration measured immediately before the change. In this case, the most reliable actual deceleration can be used. Furthermore, the notch command can be configured so that it is changed when the train speed exceeds a threshold so that it deviates from the target speed, and not changed when the train speed exceeds a threshold so that it approaches the target speed. In this case, deceleration can be adjusted when necessary, and not adjusted when it is not necessary. Furthermore, the planned deceleration can be calculated as the product of the deceleration set according to the notch command and the deceleration adjustment rate. In this case, a more suitable deceleration can be calculated as the planned deceleration.

[0008] Furthermore, the actual deceleration can be calculated by subtracting the running resistance and gradient resistance from the deceleration calculated from the train's speed. In this case, the actual deceleration can be more accurately represented. Furthermore, the calculation unit can perform calculations when the train's speed is within a predetermined speed range, and refrain from performing calculations when it is outside that range. In this case, calculations can be omitted when it is not suitable for calculating the deceleration adjustment rate, such as when wheel slippage occurs.

[0009] Furthermore, the deceleration ratio can be set to a predetermined initial value. In this case, the effects of the difference between the planned deceleration and the actual deceleration can be reduced. Furthermore, the deceleration ratio calculation unit can calculate the actual deceleration using an initial value if the actual deceleration measurement conditions are not met. In this case, the accuracy of the initial value can be improved when actual deceleration measurement is not possible. Furthermore, the initial value can be corrected based on the calculated deceleration ratio. In this case, the accuracy of the initial value can be improved. Furthermore, the correction value for the deceleration ratio registered in the initial settings can be cleared if it does not match the trend of the calculated deceleration ratio. In this case, it is possible to prevent errors from occurring in the correction of the initial settings.

[0010] Furthermore, the present invention is a train control method that, when decelerating a train, calculates a deceleration ratio, which is the ratio between the actual deceleration that actually occurs in the train ahead and the planned deceleration, and when the degree of deviation from the target speed of the train exceeds a threshold set according to the threshold, performs a calculation to correct the deceleration adjustment rate, which is the adjustment rate for the degree of deceleration set according to the threshold, using the deceleration ratio in order to bring the train's speed to follow the target speed. [Effects of the Invention]

[0011] According to the present invention, it is possible to provide a train control system and a train control method that can improve the ability to follow a target speed when decelerating a train, compared to cases without the configuration of the present invention. [Brief explanation of the drawing]

[0012] [Figure 1] This is a conceptual diagram showing the overall configuration of the train operation system in this embodiment. [Figure 2] Figures (a) to (c) illustrate a case in which this embodiment applies to control in which the train speed is brought closer to the target speed when the train is decelerated. [Figure 3] This flowchart explains the process of correcting the deceleration adjustment rate using the deceleration ratio. [Figure 4] This is a flowchart explaining the process for measuring actual deceleration. [Figure 5] This is a flowchart describing a process for correcting a deceleration ratio registered as an initial value. Mode for Carrying Out the Invention

[0013] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. <Description of Overall Configuration of Train Operation System 1> FIG. 1 is a conceptual diagram showing the overall configuration of the train operation system 1 according to the present embodiment. The illustrated train operation system 1 is mounted on a train 100 that travels on a track 108. The train operation system 1 includes an on-board control device 101, a train safety device 106, and an information management device 107.

[0014] The on-board control device 101 is an example of a train control system, and includes a deceleration ratio calculation unit 102, a notch calculation unit 103, a speed position acquisition unit 104, and a travel section database 105. The deceleration ratio calculation unit 102 calculates an actual deceleration as the deceleration actually occurring from the speed of the train 100. Furthermore, the deceleration ratio calculation unit 102 calculates a deceleration ratio as a ratio of the actual deceleration to a planned deceleration. Note that "deceleration" is acceleration when decelerating the train 100. The actual deceleration can be calculated, for example, by time differentiation of the speed of the train 100. The actual deceleration can also be calculated from the distance between two or more points and the time taken to pass the distance between the preceding points. Furthermore, the deceleration ratio calculation unit 102 can also acquire deceleration by using an acceleration sensor or a strain sensor. Still further, the actual deceleration can also be calculated from information acquired by a GPS (Global Positioning System) mounted on the train 100 and capable of detecting the position of the train 100, a transponder ground element, a laser, a radar, a camera, or the like. The notch calculation unit 103 is an example of a calculation unit, and performs predetermined calculation for issuing a notch command. The notch calculation unit 103 also outputs a notch command as a result of the calculation. Here, the "notch command" is an example of a command, and is a command for controlling the speed of the train 100. The speed / position acquisition unit 104 acquires the speed and traveling position of the train 100. The traveling section database 105 stores target speeds corresponding to traveling sections, inter-station traveling distances, and the like.

[0015] The train security device 106 is a device for causing the train 100 to travel safely. Examples of the train security device 106 include an Automatic Train Stop (ATS), an Automatic Train Control (ATC), and the like. The information management device 107 transmits a notch command output by the on-board controller 101 to a driving device and a brake device, and implements control in accordance with the notch command.

[0016] <Description of Operation of On-Board Controller 101> FIGS. 2(a) to 2(c) are diagrams illustrating a case where, as control to which the present embodiment is applied, control is performed to bring the speed of the train 100 (train speed 116) close to a target speed 110 when decelerating the train 100. In FIGS. 2(a) to 2(c), the horizontal axis indicates the distance traveled by the train 100. In this case, as shown in FIG. 2(b), the train 100 travels on a track 108 in the rightward direction in the figure. Further, the vertical axis represents speed in FIG. 2(a) and represents the notch command 119 in FIG. 2(c). As shown in FIG. 2(a), control is performed to gradually decelerate the train 100. Then, as shown in FIG. 2(b), the on-board controller 101 changes the notch command 119 in accordance with the train speed 116.

[0017] The on-board control device 101 controls the train 100 by determining a notch command 119 that causes the train speed 116 to follow the target speed 110. This target speed 110 is set to less than the speed limit 109. At this time, the on-board control device 101 sets thresholds according to the degree to which the train 100 deviates from the target speed 110. In this embodiment, the on-board control device 101 sets five thresholds, 111 to 115. These thresholds 111 to 115 are thresholds that change the notch command 119 for controlling the train speed 116. In other words, if the train speed 116 exceeds any of the thresholds 111 to 115 so that it deviates from the target speed 110, it means that the train speed 116 is moving away from the target speed 110. Therefore, in such a case, the on-board control device 101 needs to change the notch command 119 in order to cause the train speed 116 to follow the target speed 110. Furthermore, the on-board control device 101 defines deceleration adjustment rates 1 to 5 for each of these thresholds 111 to 115. The "deceleration adjustment rate" is the adjustment rate for the degree of deceleration, and represents the degree to which deceleration is adjusted.

[0018] Here, thresholds 111 to 113 are set when the train speed 116 is less than the target speed 110. If the train speed 116 exceeds threshold 113 so that it deviates from the target speed 110, a notch command 119 is issued to reduce the braking force of the braking system. If the train speed 116 exceeds threshold 112 so that it deviates from the target speed 110, a notch command 119 is issued to further reduce the braking force than in the case of threshold 113. If the train speed 116 exceeds threshold 111 so that it deviates from the target speed 110, a notch command 119 is issued to further reduce the braking force than in the case of threshold 112.

[0019] On the other hand, when the train speed 116 is greater than the target speed 110, thresholds 114 to 115 are set. If the train speed 116 exceeds threshold 114 so that it deviates from the target speed 110, a notch command 119 is issued to strengthen the brakes of the braking system. Furthermore, if the train speed 116 exceeds threshold 115 so that it deviates from the target speed 110, a notch command 119 is issued to strengthen the brakes even more than in the case of threshold 114.

[0020] In this way, by setting thresholds in stages as the speed deviates from the target speed 110, it is possible to adjust the train speed 116 to follow the target speed 110 and decelerate while responding to various situations. For example, when the gradient of the track 108 changes, when the train 100 has a performance characteristic where deceleration is stronger at low speeds, the deceleration of the train 100 changes due to the effects of wheel wear, etc. Even in such cases, it becomes easier to adjust the train speed 116 to follow the target speed 110 and decelerate the train 100.

[0021] To perform this type of control, the on-board control device 101 issues a new notch command 119 corresponding to the deceleration adjustment ratios 1 to 5 defined for each of the thresholds 111 to 115 when the thresholds 111 to 115 are exceeded. In practice, to perform this type of control, the deceleration ratio calculation unit 102 and the notch calculation unit 103 perform the processing described below.

[0022] When the notch calculation unit 103 exceeds the thresholds 111 to 115, it sets the deceleration adjustment rates 1 to 5 defined for each threshold 111 to 115 as the "currently applied deceleration adjustment rate". Then, the on-board control device 101 calculates the "planned deceleration" by multiplying the deceleration corresponding to the current notch command 119 by the currently applied deceleration adjustment rate using the following equation (1). The planned deceleration is the deceleration set in the calculation. In other words, the planned deceleration is the product of the deceleration set according to the notch command 119 and the deceleration adjustment rate.

[0023] (Planned deceleration) = (Deceleration corresponding to the current notch command) × (Currently applied deceleration adjustment rate) …(1)

[0024] However, if there is a difference between the planned deceleration and the deceleration actually occurring on train 100, it becomes impossible to issue a notch command 119 that adjusts the deceleration using deceleration adjustment rates 1 to 5. In this case, it becomes necessary to change the notch command 119 again. Therefore, in this embodiment, the notch calculation unit 103 corrects the "currently applied deceleration adjustment rate" in equation (1) with the "deceleration ratio" described below to set an appropriate deceleration adjustment rate.

[0025] The deceleration ratio is calculated by the deceleration ratio calculation unit 102. The deceleration ratio is calculated by the notch calculation unit 103 using the actual deceleration 118 calculated by equation (2) below, and by equation (3) below. The actual deceleration 118 is the deceleration actually occurring on the train 100. In this case, the actual deceleration 118 is calculated as the deceleration obtained from the train speed 116 minus the running resistance and gradient resistance. The deceleration ratio is the ratio of the actual deceleration 118 to the planned deceleration.

[0026] (Actual deceleration) = Deceleration calculated from train speed - Running resistance - Gradient resistance …(2) (Deceleration ratio) = (Actual deceleration) ÷ (Planned deceleration) …(3)

[0027] Then, the notch calculation unit 103 corrects the currently applied deceleration adjustment rate (deceleration adjustment rate before correction) in equation (1) using the reciprocal of the deceleration ratio according to equation (4) below.

[0028] Corrected deceleration adjustment rate = Deceleration adjustment rate before correction × (1 / deceleration ratio) …(4)

[0029] In this way, the notch calculation unit 103 corrects the deceleration adjustment rate before correction using the deceleration ratio to obtain the corrected deceleration adjustment rate. Then, it calculates the corrected deceleration using the corrected deceleration adjustment rate. In practice, the notch calculation unit 103 calculates the corrected deceleration using the following equation (5). Then, based on the corrected deceleration, the notch calculation unit 103 issues a new notch command 119. This makes it possible to bring the train speed 116 to follow the target speed 110.

[0030] (Corrected deceleration) = (Deceleration corresponding to the current notch command) × (Corrected deceleration adjustment rate) ... (5)

[0031] In this way, the notch calculation unit 103 adjusts the train speed 116 to follow the target speed 110 when it exceeds thresholds 111 to 115 set according to the degree of deviation of the train 100 from the target speed 110. To this end, the notch calculation unit 103 performs a calculation to correct the deceleration adjustment rate set according to the thresholds 111 to 115 using a deceleration ratio. As shown in the nozzle F in Figure 2(a), the actual deceleration 118 of this process is measured at regular intervals after the jerk time 117, which is the time element until the jerk (acceleration) caused by the notch command 119 ends, has elapsed. In this nozzle F, the notch command 119 is given, for example, at point Q2 where the train 100 begins to decelerate. Then, the actual deceleration 118 is measured at regular intervals after the jerk time 117 has elapsed. This can also be said to mean that the actual deceleration 118 is measured after the jerk time 117, which is the time until the jerk (acceleration) caused by the notch command 119 ends. Alternatively, it can be said that the actual deceleration 118 is measured at predetermined intervals after the jerk time 117.

[0032] Furthermore, the deceleration ratio calculation unit 102 adopts the value measured immediately before crossing the thresholds 111 to 115 for changing the notch command 119 as the latest actual deceleration 118. In other words, when the notch command 119 is changed, the deceleration ratio calculation unit 102 calculates the deceleration ratio using the actual deceleration 118 measured immediately before the change from among the actual deceleration 118 measured in the above period. In Figure 2(a), this corresponds to the case where the train speed 116 crosses the threshold 113 at point Q3 and the notch command 119 is issued. The deceleration ratio calculation unit 102 then calculates the deceleration ratio using the actual deceleration 118 measured immediately before the notch command 119 is issued. The notch calculation unit 103 then uses the deceleration ratio calculated immediately before crossing the thresholds 111 to 115 to correct the deceleration adjustment rate. As a result, in Figure 2(a), at point Q3, control is performed to weaken the brake as a notch command 119.

[0033] As shown at point Q3 in Figure 2(a), the notch command 119 is changed when the train speed 116 exceeds the threshold 111-113 so that it deviates from the target speed 110. On the other hand, as shown at point Q4 in Figure 2(a), the notch command 119 is not changed when the train speed 116 exceeds the threshold 111-113 so that it approaches the target speed 110. In other words, when the train speed 116 deviates from the target speed 110, it is necessary to change the notch command 119 and adjust the deceleration. On the other hand, when the train speed 116 approaches the target speed 110, it means that the train speed 116 is moving in a favorable direction, and there is no need to adjust the deceleration. Therefore, it is not necessary to change the notch command 119. Furthermore, this embodiment is applied when the train 100 is decelerating. Therefore, as shown at point Q1 in Figure 2(a), when the notch command 119 is 0 and the train is serpentine, the notch command 119 is not changed even if the threshold 111-113 is exceeded. The same applies when train 100 is accelerating.

[0034] Figure 3 is a flowchart illustrating the process of correcting the deceleration adjustment rate with the deceleration ratio. First, in step S200, the notch calculation unit 103 issues a notch command 119 to follow the target speed 110. This notch command 119 corresponds to the "current notch command" in equation (1) above. Also, in Figure 2(a), it corresponds to point Q2. After step S200 is executed, step S201 is executed. In step S201, the notch calculation unit 103 determines whether the measurement conditions for the actual deceleration 118 are met. Satisfying the measurement conditions for the actual deceleration 118 means that the preconditions for correctly measuring the actual deceleration 118 are met. For example, this includes the fact that wheel slip detection is not in progress, the minimum measurement time is met, and the driver has not manually intervened. If the measurement conditions for the actual deceleration 118 are met (Y (Yes)), step S202 is executed. Conversely, if the measurement conditions for the actual deceleration 118 are not met (N (No)), step S203 is executed. In step S202, the deceleration ratio calculation unit 102 measures the actual deceleration 118 and calculates the deceleration ratio. After step S202 is executed, step S204 is executed. In step S203, the deceleration ratio calculation unit 102 stops measuring the actual deceleration 118 because the measurement conditions for the actual deceleration 118 are not met. After executing step S203, step S206 is executed.

[0035] In step S204, the notch calculation unit 103 determines whether the notch command condition has been met. In other words, the notch calculation unit 103 determines whether the condition for changing the notch command 119 has been met. If the notch command condition is met (Y), step S205 is executed. Conversely, if the notch condition is not met (N), step S201 is executed. The notch command condition is met when, as described above, train 100 is decelerating and the train speed 116 exceeds the threshold 111-113 so that it deviates from the target speed 110. This corresponds to point Q3 in Figure 2(a). In step S205, the notch calculation unit 103 corrects the deceleration adjustment rate using the most recently calculated deceleration ratio upon confirmation that the notch command condition has been met. After step S205 is executed, the process is terminated. In step S206, since the actual deceleration 118 and the deceleration ratio could not be calculated from the train speed 116, the notch calculation unit 103 corrects the deceleration adjustment rate using the deceleration ratio registered as an initial value. After executing step S206, the process ends.

[0036] By using the above process, the deceleration ratio calculation unit 102 determines whether the actual deceleration 118 can be measured and calculates the deceleration ratio, and the notch calculation unit 103 can correct the deceleration adjustment rate. This prevents deceleration measurement under conditions where measurement is impossible and prevents a decrease in correction accuracy. In addition, the deceleration ratio is set to a predetermined initial value. Then, as in step S206, Notch calculation unit 103 This initial value is used when the measurement conditions for an actual deceleration of 118 are not met. Correct the deceleration adjustment rate. Therefore, even under conditions where the actual deceleration 118 cannot be measured, the notch calculation unit 103 uses the deceleration ratio registered as an initial value. This reduces the effects caused by the difference between the planned deceleration and the actual deceleration 118.

[0037] Figure 4 is a flowchart illustrating the process for measuring the actual deceleration of 118. First, in step S300, a notch command 119 is issued to bring the vehicle up to the target speed 110. After step S300 is executed, step S301 is executed. In step S301, the deceleration ratio calculation unit 102 determines whether or not the jerk time 117 associated with the change in the notch command 119 has elapsed. In this case, as shown in Figure 2(a), the deceleration ratio calculation unit 102 determines whether or not the jerk time 117 has elapsed after point Q2. If the jerk time 117 associated with the change in the notch command 119 has elapsed (Y), step S302 is executed. Conversely, if the jerk time 117 associated with the change in the notch command 119 has not elapsed (N), step S301 is repeated. In step S302, the deceleration ratio calculation unit 102 determines whether sufficient time has been secured for measuring deceleration before the notch command condition is met. In other words, the deceleration ratio calculation unit 102 determines whether sufficient time has been secured for measuring deceleration before the condition for changing the notch command 119 is met. If sufficient time for measuring deceleration is available before the notch command condition is met (Y), step S303 is executed. Conversely, if sufficient time for measuring deceleration is not available before the notch command condition is met (N), step S304 is executed.

[0038] In step S303, the deceleration ratio calculation unit 102 measures the actual deceleration 118 and calculates the deceleration ratio. After step S303 is executed, the process ends. In step S304, the deceleration ratio calculation unit 102 cancels the measurement of the actual deceleration 118 because sufficient time for measuring the deceleration could not be secured before the notch command (change) condition was met. After step S304 is executed, the process ends.

[0039] By using the above process, the deceleration ratio calculation unit 102 can measure the actual deceleration 118 within conditions that avoid jerks caused by changes in the notch command 119 and ensure a constant deceleration measurement time. This also reduces the influence of jerks and errors in speed calculations.

[0040] Furthermore, the deceleration ratio registered as the initial value is subject to correction. Figure 5 is a flowchart illustrating the process of correcting the deceleration ratio registered as an initial value. First, in step S400, the initial value of the deceleration ratio is recognized. This is the currently set initial value before correction. Next, in step S401, the notch calculation unit 103 determines whether the calculated deceleration ratio is below a certain threshold based on the initial value for all of the specified number of times. If the calculated deceleration ratio is below a certain threshold based on the initial value for all of the specified number of times (Y), step S402 is executed. On the other hand, if the calculated deceleration ratio exceeds a certain threshold based on the initial value even once out of the specified number of times (N), step S403 is executed. In other words, for example, if train 100 is inspected and the environment or trends change, the initial value that was set until now may no longer be usable. In that case, the calculated deceleration ratio and the initial value that was set until now may exceed a certain threshold. In step S401, the notch calculation unit 103 determines whether such a phenomenon has occurred. In step S402, the notch calculation unit 103 corrects the initial value using the average value of the deceleration ratio calculated over a specified number of times. That is, the initial value is corrected based on the calculated deceleration ratio. After executing step S402, the process ends.

[0041] In step S403, the notch calculation unit 103 determines whether the maximum difference in the deceleration ratio calculated over a specified number of times is below a certain threshold. If the maximum difference in the deceleration ratio calculated over the specified number of iterations is less than or equal to a certain threshold (Y), step S402 is executed. Conversely, if the maximum difference in the deceleration ratio calculated over the specified number of iterations exceeds a certain threshold (N), step S404 is executed. In step S404, the notch calculation unit 103 clears the correction value for the deceleration ratio that is registered as an initial value. After executing step S404, the process is terminated.

[0042] In other words, if the maximum difference in the calculated deceleration ratio is below a certain threshold, it means that the variation in the calculated deceleration ratio is small, and the calculated deceleration ratio is considered reliable. Therefore, in step S402, the initial value is corrected using the average value of the deceleration ratio calculated over the specified number of times. On the other hand, if the maximum difference in the calculated deceleration ratio exceeds a certain threshold, it means that the variation in the calculated deceleration ratio is large, and the calculated deceleration ratio is considered unreliable. Therefore, the initial value is not corrected using this value, and the correction value of the deceleration ratio registered as the initial value is cleared. In this case, the initial value is set again.

[0043] By using the above process to correct the deceleration ratio registered as the initial value, the accuracy of the initial value can be improved when it is not possible to measure the actual deceleration of 118. Furthermore, if the difference between the planned deceleration and the actual deceleration of 118 changes during driving after vehicle inspection, the correction of the initial value is reset based on the difference in the deceleration ratio trend. That is, as in step S404, the initial value is cleared if it does not match the trend of the calculated deceleration ratio. This prevents errors from occurring in the correction of the initial value.

[0044] According to the configuration described above, when decelerating train 100, its ability to follow the target speed 110 can be improved. In addition, the number of times the notch command 119 needs to be changed can be reduced, resulting in an improved ride comfort for train 100.

[0045] Furthermore, in order to reduce errors in the measurement results of the actual deceleration 118, the average value obtained from multiple acquisitions may be set as the actual deceleration 118. Furthermore, while the actual deceleration of 118 was calculated using the formula (2) above, (actual deceleration) = deceleration obtained from train speed - running resistance - gradient resistance, it is not limited to this. For example, running resistance and gradient resistance can be excluded, and (actual deceleration) = deceleration obtained from train speed. Furthermore, the deceleration adjustment rate may be corrected for all speed ranges each time the deceleration ratio is calculated, or it may be corrected for any speed range unit. Furthermore, the deceleration ratio registered as an initial value may be applied to all speed ranges as a single type, or multiple types may be applied to any given speed range. In the example described above, the notch command 119 is changed when the train speed 116 exceeds the threshold 111-113. However, it is of course possible that the notch command 119 may be changed due to other factors, such as manual intervention by the driver.

[0046] <Explanation of train control methods> Here, the process performed by the on-board control device 101 can be understood as a train control method in which, when decelerating the train 100, the device calculates a deceleration ratio, which is the ratio between the actual deceleration 118 that actually occurs in the train 100 and the planned deceleration, and when the actual deceleration exceeds thresholds 111 to 115 set according to the degree of deviation of the train 100 from the target speed 110, it performs a calculation to correct the deceleration adjustment ratios 1 to 5, which are deceleration adjustment rates set according to thresholds 111 to 115, using the deceleration ratio in order to bring the speed of the train 100 to follow the target speed 110.

[0047] Although this embodiment has been described above, the technical scope of the present invention is not limited to the scope described in the above embodiment. It is clear from the claims that various modifications or improvements made to the above embodiment are also included in the technical scope of the present invention. [Explanation of Symbols]

[0048] 1...Train operation system, 100...Train, 101...Onboard control device, 102...Deceleration ratio calculation unit, 103...Notch calculation unit, 104...Speed ​​position acquisition unit, 105...Train track database, 106...Train safety device, 107...Information management device, 108...Track, 109...Speed ​​limit, 110...Target speed, 111~115...Threshold, 116...Train speed, 117...Jerk time, 118...Actual deceleration, 119...Notch command, F...Blowout, Q1~Q4...Location

Claims

1. A deceleration ratio calculation unit calculates a deceleration ratio, which is the ratio between the actual deceleration that occurs in the train and the planned deceleration, when the train is decelerated. A calculation unit performs a calculation to correct the deceleration adjustment rate, which is the deceleration adjustment rate set according to the threshold, by the deceleration ratio in order to bring the train's speed to follow the target speed when the deviation from the target speed of the aforementioned train exceeds a threshold, A train control system equipped with the following features.

2. The train control system according to claim 1, wherein the threshold is a threshold for changing the command for controlling the speed of the train.

3. The train control system according to claim 2, wherein the actual deceleration is measured after the jerk time, which is the time until the jerk generated by the command ends.

4. The train control system according to claim 3, wherein the actual deceleration is measured at a predetermined period after the jerk time.

5. The train control system according to claim 4, wherein the deceleration ratio calculation unit calculates the deceleration ratio using the actual deceleration measured immediately before the change from among the actual deceleration measured in the period when the command is changed.

6. The train control system according to claim 2, wherein the command is modified when the speed of the train exceeds the threshold so that it deviates from the target speed, and is not modified when the speed of the train exceeds the threshold so that it approaches the target speed.

7. The train control system according to claim 2, wherein the planned deceleration is the product of the deceleration set according to the command and the deceleration adjustment rate.

8. The train control system according to claim 1, wherein the actual deceleration is the value obtained by subtracting running resistance and gradient resistance from the deceleration calculated from the speed of the train.

9. The train control system according to claim 1, wherein the calculation unit performs the calculation when the speed of the train is within a predetermined speed range, and does not perform the calculation when the speed is not within the predetermined speed range.

10. The train control system according to claim 1, wherein the deceleration ratio is set to a predetermined initial value.

11. The train control system according to claim 10, wherein the calculation unit corrects the deceleration adjustment rate using the initial value when the actual deceleration measurement conditions are not satisfied.

12. The train control system according to claim 10, wherein the initial value is corrected based on the calculated deceleration ratio.

13. The train control system according to claim 10, wherein the correction value of the deceleration ratio registered in the initial value is cleared if it does not match the trend of the calculated deceleration ratio.

14. When slowing down a train, the deceleration ratio is calculated, which is the ratio between the actual deceleration occurring in the train and the planned deceleration. When the degree to which the train deviates from its target speed exceeds a threshold, a calculation is performed to correct the deceleration adjustment rate, which is the deceleration adjustment rate set according to the threshold, by the deceleration ratio, in order to bring the train's speed closer to the target speed. Train control method.

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