U.S. patent application number 13/903798 was filed with the patent office on 2013-12-05 for train control device.
This patent application is currently assigned to Kabushiki Kaisha Toshiba. The applicant listed for this patent is Kabushiki Kaisha Toshiba. Invention is credited to Satoshi Iba, Yasuyuki Miyajima, Junko YAMAMOTO.
Application Number | 20130325224 13/903798 |
Document ID | / |
Family ID | 49671229 |
Filed Date | 2013-12-05 |
United States Patent
Application |
20130325224 |
Kind Code |
A1 |
YAMAMOTO; Junko ; et
al. |
December 5, 2013 |
TRAIN CONTROL DEVICE
Abstract
A train control device includes a detector that detects the
current location and speed of the train, a clock unit that tracks
the current time, a schedule input section by which the schedule
data including the scheduled arrival time of the train at each
station on the line is input, and a computing unit that computes an
operating schedule according to which the train runs at the
detected location and the detected speed to the next station, based
on a target operation time that is obtained by subtracting the
current time from the scheduled arrival time at the next station,
operation characteristics of the train and a condition of the
line.
Inventors: |
YAMAMOTO; Junko; (Kanagawa,
JP) ; Iba; Satoshi; (Tokyo, JP) ; Miyajima;
Yasuyuki; (Tokyo, JP) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Kabushiki Kaisha Toshiba |
Tokyo |
|
JP |
|
|
Assignee: |
Kabushiki Kaisha Toshiba
Tokyo
JP
|
Family ID: |
49671229 |
Appl. No.: |
13/903798 |
Filed: |
May 28, 2013 |
Current U.S.
Class: |
701/20 ;
701/19 |
Current CPC
Class: |
B61L 3/006 20130101;
B61L 25/025 20130101; B61L 27/0016 20130101; B61L 3/008 20130101;
B61L 15/0027 20130101; B61L 27/0022 20130101; B61L 25/021 20130101;
B61L 25/026 20130101; B61L 3/221 20130101 |
Class at
Publication: |
701/20 ;
701/19 |
International
Class: |
B61L 27/00 20060101
B61L027/00 |
Foreign Application Data
Date |
Code |
Application Number |
May 30, 2012 |
JP |
2012-123725 |
Claims
1. A control device for a train, comprising: a detector configured
to detect a current location and a speed of the train; a clock unit
configured to track a current time; a schedule input section
configured to receive an input of schedule data including a
scheduled arrival time of the train at each station on a line; and
a computing unit configured to compute an operating schedule
according to which the train runs at the detected current location
and the detected speed to the next station, based on a target
operation time that is obtained by subtracting the current time
from a scheduled arrival time at the next station, operation
characteristics of the train and a condition of the line.
2. The control device according to claim 1, wherein the train has a
speed braking pattern that is determined based on the condition of
the line, and the operating schedule is computed so that the speed
of the train is adjusted to be closer to the speed braking
pattern.
3. The control device according to claim 1, wherein the train has a
speed braking pattern that is determined based on the condition of
the line, and the operating schedule is computed so that the speed
of the train is adjusted to decelerate earlier than specified by
the speed braking pattern.
4. The train control device according to claim 1, wherein the
schedule data includes scheduled passing time of the train at
non-stop stations on the line; and when the next station is a
non-stop station, the computing unit is configured to compute the
operating schedule based on a target operation time that is
obtained by subtracting the current time from the scheduled passing
time at the next station.
5. The control device according to claim 1, further comprising: a
notification unit that provides a warning when an actual operating
time has deviated from the target operation time.
6. The control device according to claim 1, wherein the computing
unit is configured to re-compute the operation schedule after
having decelerated to maintain a gap of a predetermined size or
larger between the train and a preceding train.
7. The control device according to claim 6, further comprising: a
receiving unit configured to receive a number that indicates the
number of closed sections between the train and the preceding
train, wherein the computing unit is configured to re-compute the
operating schedule after the received number becomes a
predetermined number or more.
8. A method of controlling a train that is scheduled to run on a
line having a plurality of stop stations and non-stop stations,
comprising: acquiring a current location and speed of the train,
and a current time; determining a target operation time to a next
station by subtracting the current time from a scheduled arrival or
passing time at the next station; and computing an operating
schedule for the train based on the target operation time,
operation characteristics of the train, and a condition of the
line.
9. The method according to claim 8, wherein the condition of the
line determines a maximum allowable speed of the train.
10. The method according to claim 9, wherein the maximum allowable
speed of the train is set based on a separation gap between the
train and a preceding train.
11. The method according to claim 10, wherein the maximum allowable
speed of the train is increased when the separation gap
increases.
12. The method according to claim 10, wherein the maximum allowable
speed of the train is decreased when the separation gap
decreases.
13. The method according to claim 9, wherein the maximum allowable
speed of the train is set as the maximum speed at which the train
can run on the line.
14. The method according to claim 8, wherein a speed braking
pattern is associated with the condition of the line and the
operating schedule is computed so that the speed of the train is
adjusted to be closer to the speed braking pattern.
15. The method according to claim 8, wherein a speed braking
pattern is associated with the condition of the line and the
operating schedule is computed so that the speed of the train is
adjusted to decelerate earlier than specified by the speed braking
pattern.
16. The method according to claim 8, further comprising:
decelerating the train; determining a new target operation time to
the next station by subtracting the current time from the scheduled
arrival or passing time at the next station; and re-computing the
operation schedule for the train based on the new target operation
time, the operation characteristics of the train, and the condition
of the line.
17. A train that is scheduled to run on a line having a plurality
of stop stations and non-stop stations, comprising: a driving and
braking control device configured to drive and stop the train based
on a powering command and a braking command; and a control device
configured to determine a target operation time to a next station
by subtracting a current time from a scheduled arrival or passing
time at the next station, compute an operating schedule for the
train based on the target operation time, operation characteristics
of the train, and a condition of the line, and generate the
powering command or the braking command according to the operating
schedule.
18. The train according to claim 17, further comprising: a receiver
configured to receive a maximum allowable speed of the train from
an external device, the maximum allowable speed of the train being
representative of a separation gap between the train and a
preceding train or a maximum speed at which the train can run on
the line.
19. The train according to claim 17, wherein a speed braking
pattern is associated with the condition of the line and the
operating schedule is computed so that the speed of the train is
adjusted to be closer to the speed braking pattern or to decelerate
earlier than specified by the speed braking pattern.
20. The train according to claim 17, wherein the control device is
further configured to determine a new target operation time to the
next station by subtracting the current time from the scheduled
arrival or passing time at the next station and re-compute the
operation schedule for the train based on the new target operation
time, the operation characteristics of the train, and the condition
of the line.
Description
CROSS-REFERENCE TO RELATED APPLICATION
[0001] This application is based upon and claims the benefit of
priority from Japanese Patent Application No. 2012-123725, filed
May 30, 2012; the entire contents of which are incorporated herein
by reference.
FIELD
[0002] Embodiments described herein relate generally to a train
control device.
BACKGROUND
[0003] Conventionally, a car such as a train car has a device for
Automatic Train Operation (ATO) to prevent delays and to maintain
regular operations. The ATO follows the predefined operating
schedule for a section between one station and the next station,
and regulates a variety of controls such as an operating speed
control and braking control.
[0004] An operating schedule of the ATO is computed according to
the line data or the train model data so that an operation time of
the operating schedule approximates the predefined operation time
for each station. However, it is not prepared considering the
arrival time at the next station. Thus, in the related art, once
departure is delayed, arrival time at the next station may also be
delayed.
DESCRIPTION OF THE DRAWINGS
[0005] FIG. 1 is a block diagram illustrating the configuration of
a train control device according to a first embodiment.
[0006] FIG. 2 is a flow chart illustrating one example of the
operation of the train control device according to the first
embodiment.
[0007] FIG. 3 is a conceptual diagram illustrating an operating
schedule.
[0008] FIG. 4 is a conceptual diagram illustrating an operating
schedule with a passing station.
[0009] FIG. 5 is a conceptual diagram illustrating an operating
schedule with a passing station.
[0010] FIG. 6 is a conceptual diagram illustrating an operating
schedule with a passing station.
[0011] FIG. 7 is a block diagram illustrating the configuration of
a train control device according to a second embodiment.
[0012] FIG. 8 is a conceptual diagram illustrating a relationship
between a speed braking pattern estimated from the speed limit and
the operating schedule.
[0013] FIG. 9 is a conceptual diagram illustrating an example of
re-computing the operating schedule when a gap with preceding train
expands.
DETAILED DESCRIPTION
[0014] In general, according to one embodiment, a train control
device of the present embodiment will be described below with
reference to the drawings.
[0015] In order to solve the above problem, a train control device
in the present embodiment includes a detector that detects a
current location and speed of the train, a clock unit that tracks a
current time, a schedule input section by which schedule data
including a scheduled arrival time of the train at each station on
a line is input, and a computing unit that computes an operating
schedule according to which the train runs at the detected current
location and the detected speed to the next station based on a
target operation time that is obtained by subtracting the current
time from the scheduled arrival time at the next station, operation
characteristics of the train and a condition of the line.
First Embodiment
[0016] FIG. 1 is a block diagram illustrating the exemplary
configuration of a train control device 1 according to a first
embodiment. As shown in FIG. 1, a train T is equipped with the
train control device 1, and a driving and braking control device 3
that drives and stops the train T based on a powering command and a
braking command from the train control device 1. The driving and
braking control device 3 drives or brakes wheels 2 and the train T
runs on a rail R. The driving and braking control device 3 includes
an inverter to control a motor, and a brake controller for
controlling a pneumatic brake by a braking device and an electric
brake by a motor.
[0017] The train control device 1 includes: a speed and location
detector 10, an on-board automatic train control (ATC) device 20,
an ATO device 30, a schedule input unit 31, a database 32, a timing
unit 33, and a display device 60. The speed and location detector
10 detects a speed of the train T on the rail R and a location of
the train on the line. More specifically, the speed and location
detector 10 detects a speed of the train T from the output value of
a TG (tacho generator) 12 that is coordinated with the rotation of
the wheel 2. The TG 12 can be a pulse generator (PG) that is
coordinated with the rotation of the wheel 2. The speed and
location detector 10 detects the current location of the train T on
the line based on the travel distance calculated by integrating the
speed of the train T and a signal, which a pickup coil on an
on-board antenna 11 receives from an inductive coil of a beacon 13.
The current speed and location of the train T, which the speed and
location detector 10 detects, are output to the on-board ATC device
20 and the ATO device 30 as the speed and location information.
[0018] The on-board ATC device 20 receives information through a
receiver 21 from a sideway ATC device 22 as an analog signal via a
track circuit 23 of a rail R, and outputs a braking command to the
driving and braking control device 3 based on the received
information and the speed of the train T. The information received
from the sideway ATC device 22 includes a signal indication speed
that indicates maximum speeds (shown as "speed limit" in the
drawings) at a block section where the train T is located. The
on-board ATC device 20 compares the signals indication speed, as
notified by the sideway ATC device 22, and the speed of the train T
and outputs a braking command to the driving and braking control
device 3 if the speed of the train T exceeds the signal indication
speed. The on-board ATC device 20 also transfers the signal
indication speed to the ATO device 30.
[0019] The ATO device 30 outputs a powering command and a braking
command under the control of the on-board ATC device 20 to the
driving and braking control device 3. More specifically, the ATO
device 30 outputs a control command (a notch command) such as a
powering command and a braking command to the driving and braking
control device 3 so that the train T is operated at a speed within
the signal indication speed, which is output by the on-board ATC
device 20 and is based on the current location of the train T
detected by the speed and location detector 10.
[0020] The ATO device 30 also computes the operating schedule
according to which the train T with the current location and the
speed, as detected by the speed and location detector 10, operates
and approaches the next station based on the operation
characteristics and the condition of the line (detail will be
described below). This operating schedule is data that defines
sections and curve lines for powering, coasting, and braking, in
order to stop the train T at a target position, which is the next
stop, at a predetermined operating time. The ATO device 30 then
operates the train T based on the operating schedule that it
computed.
[0021] During automatic operation, the ATO device 30 outputs the
powering command and the braking command to the driving and braking
control device 3 based on the operating schedule. Consequently, the
train control device 1 operates the train T in accordance with the
operating schedule. During manual operation, the ATO device 30
displays a target speed based on the operating schedule on the
display device 60. An operator operates a master controller (not
shown) based on the target speed displayed on the display device 60
and manually operates the train T in accordance with the operating
schedule.
[0022] The schedule input unit 31 accepts the schedule data
including a scheduled arrival (passing) time of the train T at each
station on the line. More specifically, the schedule data is
accepted by either a wireless communication mediated by a
communication device 40 or loading the data stored in a memory unit
52 of a work card 51, which is an IC card connected via an I/F
interface device 50. The schedule data input into the schedule
input unit 31 is recorded as an operating condition in the database
32.
[0023] The schedule data for each train on the line is managed at
an operation control center 41. The schedule data is notified via
lines of communication to a station controller 42 on the line of
the train T. The station controller 42 notifies the schedule data
of the train T, as notified from the operation control center 41,
by wireless communication to the communication device 40 on the
train T, or by writing to the memory unit 52 of the work card 51,
which is inserted to the I/F interface device 50 at the beginning
of operation by the operator to the train T.
[0024] The communication device 40 performs a wireless
communication with the station controller 42 and receives a GPS
signal. The communication device 40 receives the schedule data
notified by a wireless communication from the station controller 42
and outputs to the schedule input unit 31. The I/F interface device
50 can be a card reader; the interface device loads the schedule
data stored in the memory unit 52 of the work card 51 and outputs
to the schedule input unit 31.
[0025] The database 32 stores the data required for the operation
of the train T such as a condition of the line (inclination,
curvature factor and maximum speed, etc.), an operation condition
(a target stop position at each station and a schedule data
including scheduled arrival or passing time at each station), and a
vehicle performance (vehicle operation characteristics such as
vehicle body weight, and accelerating and decelerating
performance). More specifically, the database 32 can be a hard
drive mounted within the train T or an IC card the operator
carries. In the case of the IC card, the database 32 can be used by
inserting the card into the I/F interface device 50 at the
beginning of the operation.
[0026] The timing unit 33 has a Real Time Clock (RTC) function to
provide the current time. The current time clocked by the timing
unit 33 is output to the ATO device 30. The current time clocked by
the timing unit 33 is synchronized with the current time, which is
referred to when the schedule data is prepared at the operation
control center 41. More concretely, the current time is
synchronized to the GPS time included in the GPS signal at the
operation control center 41 and the train T. The current time can
also be synchronized to the operation control center 41 when
stopping at the station by wireless communication.
[0027] Next, computing of the operating schedule by the ATO device
30 and the operation of the train T according to the computed
operating schedule will be described below. FIG. 2 is a flow chart
illustrating an example of the operation of the train control
device 1 according to the first embodiment.
[0028] As shown in FIG. 2, when steps are initiated, the ATO device
30 acquires the current location of the train T, the current time,
and the current speed through the speed and location detector 10
and the timing unit 33 (S1). Next, the ATO device 30 determines if
there is an operating schedule to the next station (S2). If the
train is stopped at the station before departure, or updating of
the next station occurs in S14, the ATO device 30 determines that
there is no operating schedule, because the operating schedule has
not been computed yet. But, if the operating schedule to the next
station has been computed and the train is running according to the
computed operating schedule, the ATO device 30 determines that
there is an operating schedule.
[0029] Without an operating schedule, as determined in S2, the ATO
device 30 refers to the operating condition stored in the database
32, which has been input from the schedule input unit 31, and
acquires the scheduled arrival (passing) time at the next station
(S3). The ATO device 30 then computes the target operation time
that is obtained by subtracting the current time from the scheduled
arrival (passing) time at the next station (S4), and computes the
operating schedule based on the condition of the line and the
vehicle performance recorded in the database 32 (S5). Thereafter,
the ATO device 30 performs an automatic operation according to the
computed operating schedule or displays data for manual
operation.
[0030] FIG. 3 is a conceptual diagram illustrating an operating
schedule P. As shown in FIG. 3, the train T is at station ST1 and
is headed for station ST2 with the scheduled arrival time of
12:02:30. If the departure time from the station ST1 is 12:00:18,
the target operation time between the stations ST1 and ST2 is
0:02:12. The ATO device 30 computes the operating schedule P
defining the powering, coasting and braking sections and curves
within a range of the maximum speed at the line condition recorded
in the database 32 according to a known method that estimates the
operation behavior of the train T using a mechanical train model
based on vehicle performance, for example, the method described in
the JP-A-1992(Heisei 4)-284684, so that the operation time of the
operating schedule becomes closer to the target operation time
between the stations.
[0031] When there is a time lag between the operation time of the
operating schedule P and the target operation time following the
above computation, in other words, if they cannot be matched due to
a slower operation than the operating schedule as may be caused by
a delay of the departure or some operation between the stations by
the operator despite an effort to match the operation time of the
operating schedule P to the target operation time, the ATO device
30 notifies the operator by displaying a warning on the display
device 60, to indicate that the train will not arrive at the next
station on time. More specifically, a delay time showing the delay
with respect to the operation time of the operating schedule P, and
the scheduled arrival time, will be displayed on the display device
60 to notify the operator. This notification can be performed by a
warning sound by a speaker; the notification can be issued to
operators other than the train operator, such as the station
controller 42 and the operation control center 41, via the
communication device 40.
[0032] Referring back to FIG. 2, if there is an operating schedule
in S2, that is, if the train is running according to the computed
operating schedule, the ATO device 30 determines if rescheduling of
the operating schedule is required or not (S6). More specifically,
when the speed of the train T detected by the speed and location
detector 10 or the time indicated by the timing unit 33 is out of
alignment with the operating schedule by more than a threshold;
when the signal indication speed (speed limit) is changed in the
analog ATC; or upon achieving a sufficient gap with the preceding
train after coming close to the preceding train and reducing the
speed, rescheduling is determined to be required. If there is not a
sufficient gap with the preceding train after coming close to the
preceding train and reducing the speed, rescheduling is not
required because the decelerating control (S11), which does not
depend on the operating schedule, will be performed. For example,
when the signal indication speed notified by the on-board ATC
device 20 increases to indicate that the gap with the preceding
train has expanded, and a predetermined time has passed after that
speed matches the maximum speed at the current running location of
the line, the ATO device 30 determines that there is a sufficient
gap with the preceding train and that a rescheduling is
required.
[0033] When rescheduling is required in S6, as similar to S4 and
S5, the ATO device 30 computes the target operation time that is
obtained by subtracting the current time, at which rescheduling is
performed, from the scheduled arrival (passing) time at the next
station (S7), and computes the operating schedule based on the
target operation time, and the condition of the line and the
vehicle performance stored in the database 32 (S8). Consequently,
the ATO device 30 performs an automatic operation or a manual
operation according to the operating schedule as recomputed.
Therefore, even after coming closer to the preceding train between
stations, for example, if the gap with the preceding train becomes
sufficient thereafter, an operation without a lag from the schedule
can be maintained because a new operating schedule is computed.
[0034] Next, when running according to the operating schedule, the
ATO device 30 determines if it is coming closer to a preceding
train or not (S9). More specifically, the ATO device 30 compares
the maximum speed at the condition of the line at the current
running location and the signal indication speed notified from the
on-board ATC device 20; the device determines that it is coming
closer to a preceding train if there is a reduction of the signal
indication speed. If the signal indication speed increases and a
predetermined time has passed after the signal indication speed
matches the maximum speed at the condition of the line, the ATO
device 30 determines that there is a sufficient gap with the
preceding train.
[0035] When there is a sufficient gap with the preceding train in
S9 (including the case when there is no preceding train), the ATO
device 30 continues the operation according to the operating
schedule (S10). When coming closer to the preceding train in S9,
the ATO device 30 performs the decelerating control so as to
achieve a sufficient gap with the preceding train (S11).
[0036] Following from S10 and S11, the ATO device 30 determines if
the next station is a non-stop station or not (next
station=non-stop station?) (S12). If the next station is a non-stop
station in S12 (next station=non-stop station), the ATO device 30
determines if the train T has come close enough to the next station
(non-stop station) based on the speed and location information from
the speed and location detector 10 (S13). Regarding the approach of
the train to the next station (non-stop station), it shall be
determined whether the train T has come within a predetermined
distance to the next station (non-stop station); more specifically,
the train has come close enough when the first car of the train T
approaches an approaching point of each station (which is defined
below). When the train has not yet come close enough to the next
station and there is a gap, the ATO device 30 goes back to S1. When
it has comes close enough to the next station, the ATO device 30
sets the second next station as the next station (S14).
[0037] When the next station is not a non-stop station but a
stopping station in S12 (next station =stopping station), the ATO
device 30 determines if the train T has arrived at the next station
(stopping station) or not based on the speed and location
information from the speed and location detector 10 (S15). More
specifically, arrival at the stopping station is determined by the
approach of the train T at the target stop position of the stopping
station. In case of arrival at the next station (stopping station)
in S15, the ATO device 30 finishes the process of operation from
the departure station to the stopping station. In the case, it has
not yet arrived at the next station, the ATO device 30 goes back to
S1 and continues the process of operation from the departure
station to the stopping station.
[0038] FIGS. 4 to 6 are conceptual diagrams illustrating operating
schedule P1 to P5 when there are non-stop stations STa to STd. As
shown in FIG. 5, when there are non-stop stations STa to STd
between the stations ST1 and ST2, the operating schedule P1 to P5
for each non-stop station are computed according to the flowchart
described above, and the operation of the train T is performed. The
target stop position M1 is a foremost position of the train T when
the train T stops at each station, and a base position for the
scheduled arrival (passing) time of the train T for each station.
The approaching point M2 is a position where the train T has
started approaching each station.
[0039] More specifically, if the departure time of the station ST1
is 12:00:12 and the scheduled passing time of the non-stop station
STa stored in the database 32 is 12:02:15, the operating schedule
P1, according to which the train passes the non-stop station STa at
a predetermined speed with the target operation time as 0:02:03, is
computed. Thus, as shown in FIG. 5, the operation is carried out in
accordance with the operating schedule P1 in the range of the
target stop position M1 of the station ST1 and the target stop
position M1 of the non-stop station STa. Next, the target operation
time of the operating schedule P2 based on the time approaching the
non-stop station STa (arriving the approaching point M2) and the
scheduled passing time of the non-stop station STb 12:04:45, is
computed. Thus, as shown in FIG. 6, the operation is carried out in
accordance with the operating schedule P2 in the range of the
approaching point M2 of the non-stop station STa and the target
stop position M1 of the non-stop station STb. Regarding the
overlapping section of the operating schedule P1 and the operating
schedule P2, the operation according to the operating schedule P1
is implemented until the train arrives the approaching point M2 and
the operating schedule P2 is computed, and then switched to the
operation according to the operating schedule P2 after operating
schedule P2 is computed, so as not to lose the operating schedule.
Similarly, operating schedules P3 to P5 of the operation time based
on the arrival time at the non-stop stations STb to STd and the
scheduled arrival (passing) time at the next station are computed,
and an operation in accordance with the operating schedules P3 to
P5 is implemented.
[0040] As described above, when there are non-stop stations STa to
STd in between the stations ST1 and ST2, a hardware resource and
load required for computing the operating schedule can be reduced
by separately computing operating schedules for every non-stop
station. When operating the train T by computing the operating
schedule for every non-stop station, even the delay occurs for
passing non-stop station, the delay can be canceled while passing
the other non-stop station, enabling it to maintain punctuality of
the train T.
Second Embodiment
[0041] Though the analog ATC is used in the first embodiment
described above, a configuration using the digital ATC is described
in a second embodiment.
[0042] FIG. 7 is a block diagram illustrating a configuration of a
train control device la relates to the second embodiment. As shown
in FIG. 7, an on-board ATC device 20a receives information from a
sideway ATC device 22a through a receiver 21a as a digital signal
via the track circuit 23 of the rail R, and then outputs the
braking command to the driving and braking control device 3 based
on the received information and the speed of the train T. In the
digital ATC, the amount of information that the sideway ATC device
22a can notify can be greater than the analog ATC, and the
information notified by the sideway ATC device 22a includes the
signal indication speed at the closed section where the train T
runs in addition to the number of opened block sections. This
number of opened block sections denotes the number of closed
sections between the closed section where the preceding train runs
and the closed section where the train T runs. The on-board ATC
device 20 outputs the signal indication speed, which the receiver
21a received, and the number of opened block sections to the ATO
device 30.
[0043] As similar to the explanation for the first embodiment with
reference to FIG. 2, the operating schedule P is computed by the
ATO device 30 also in the second embodiment. If the operation time
of the computed operating schedule P is longer than the target
operation time (when the train is delayed from the target operation
time even with a maximum operating schedule), the ATO device 30
adjusts the operating schedule P, within a range up until a "speed
braking pattern" of the on-board ATC device 20a is matched, so that
the speed of the train T, as it decelerates, comes closer to the
speed braking pattern (e.g., by making the braking stronger). As
used herein, the "speed braking pattern" corresponds to the speed
pattern that is observed when the maximum allowable braking is
applied and is estimated by the on-board ATC device 20a based on
the speed limit. When the train is estimated to arrive too early
when following the operating schedule P (e.g., when the train
gained a higher rate of acceleration than expected in the operating
schedule P due to the higher voltage of the overhead wire while
running), the ATO device 30 adjusts the operating schedule P so as
to decelerate the train T earlier (so as to decrease the magnitude
of deceleration when decelerating).
[0044] FIG. 8 is a conceptual diagram illustrating the relationship
of a speed braking pattern BP estimated from the speed limit and
the operating schedule P. As shown in FIG. 8, the operating time
can be shortened by making the deceleration start position be
closer to the speed braking pattern BP and employing an operating
schedule Pb which dictates the speed of the train T to follow more
closely to the speed braking pattern BP. Also, the operating
schedule P can be changed to extend the operation time by employing
an operating schedule Pa which dictates the deceleration start
position to be earlier as compared to the speed braking pattern BP.
The ride quality is improved by a mitigation of rapid deceleration
compared to the operating schedule Pb.
[0045] The ATO device 30 determines if the gap with the preceding
train is sufficient or not when there is a preceding train (FIG. 2,
S9) by determining the number of opened block sections and checking
if it is more than a predetermined number or not. Thus, the
operation having the preferable the gap with the preceding train
can be performed.
[0046] FIG. 9 is a conceptual diagram illustrating the re-computing
of the operating schedule when the gap with a preceding train T1
expands. As shown in FIG. 9, if the train T that is running in
accordance with an operating schedule P10 between the station ST1
and ST2 comes closer to the preceding train T1, the train T will
decelerate according to the speed braking pattern BP1. Due to train
T's deceleration, there will be a greater number of opened block
section between the train T and the preceding train T1, and a
distance sufficient for not contacting the braking pattern BP1 will
be made as the preceding train T1 progresses forward. After keeping
the train in lower speed, the ATO device 30 will compute a new
operating schedule P20 after the number of opened block sections
have become enough to prevent deceleration according to the speed
braking pattern BP and continue to operate heading to the station
ST2. Therefore, the ATO device 30 can maintain the operation with a
smaller deviation from the schedule while maintaining the gap with
the preceding train T1
[0047] While certain embodiments have been described, these
embodiments have been presented by way of example only, and are not
intended to limit the scope of the inventions. Indeed, the novel
embodiments described herein may be embodied in a variety of other
forms; furthermore, various omissions, substitutions and changes in
the form of the embodiments described herein may be made without
departing from the spirit of the inventions. The accompanying
claims and their equivalents are intended to cover such forms or
modifications as would fall within the scope and spirit of the
inventions.
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