U.S. patent application number 16/314242 was filed with the patent office on 2019-07-04 for train control device and method and computer program product.
This patent application is currently assigned to Kabushiki Kaisha Toshiba. The applicant listed for this patent is Kabushiki Kaisha Toshiba, Toshiba Infrasture Systems & Solutions Corporation. Invention is credited to Yohei HATTORI, Satoshi IBA, Yasuyuki MIYAJIMA, Junko YAMAMOTO.
Application Number | 20190202484 16/314242 |
Document ID | / |
Family ID | 60912787 |
Filed Date | 2019-07-04 |
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United States Patent
Application |
20190202484 |
Kind Code |
A1 |
YAMAMOTO; Junko ; et
al. |
July 4, 2019 |
TRAIN CONTROL DEVICE AND METHOD AND COMPUTER PROGRAM PRODUCT
Abstract
According to a train control device, generally, a train-speed
position detector that detects a speed and a position of a train
that includes a driving and braking control device for controlling
driving and braking. A control-command calculator calculates a
positional deviation of the train on the basis of a result of the
detection the train-speed position detector, a train-speed estimate
being an estimated value of the speed of the train after a certain
length of time, a train-position estimate being an estimated value
of the position of the train after the certain length of time, and
a certain target deceleration pattern for stopping the train at a
certain position, and selects a control command for the driving and
braking control device on the basis of the calculated positional
deviation.
Inventors: |
YAMAMOTO; Junko; (Yokohama,
JP) ; IBA; Satoshi; (Hachioji, JP) ; HATTORI;
Yohei; (Koto, JP) ; MIYAJIMA; Yasuyuki;
(Kunitachi, JP) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Kabushiki Kaisha Toshiba
Toshiba Infrasture Systems & Solutions Corporation |
Minato-ku
Kawasaki-shi |
|
JP
JP |
|
|
Assignee: |
Kabushiki Kaisha Toshiba
Minato-ku
JP
Toshiba Infrastructure Systems & Solutions
Corporation
Kawasaki-shi
JP
|
Family ID: |
60912787 |
Appl. No.: |
16/314242 |
Filed: |
June 30, 2017 |
PCT Filed: |
June 30, 2017 |
PCT NO: |
PCT/JP2017/024234 |
371 Date: |
December 28, 2018 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60T 2270/86 20130101;
B61L 25/021 20130101; B60T 8/17 20130101; B60L 2240/62 20130101;
B60T 7/12 20130101; B60L 7/26 20130101; B61L 25/025 20130101; B60T
8/172 20130101; B60T 8/1705 20130101; B60L 2260/50 20130101; B60L
15/2009 20130101; B61L 3/008 20130101; B61L 27/00 20130101; B60L
15/40 20130101; B60L 2200/26 20130101; B60L 7/24 20130101; B60L
2240/12 20130101 |
International
Class: |
B61L 3/00 20060101
B61L003/00; B61L 25/02 20060101 B61L025/02 |
Foreign Application Data
Date |
Code |
Application Number |
Jul 5, 2016 |
JP |
2016-133524 |
Claims
1: A train control device comprising: a train-speed position
detector configured to detect a speed and a position of a train
that includes a driving and braking control device for controlling
driving and braking of the train; and a control-command calculator
configured to calculate a positional deviation of the train on the
basis of a result of the detection of the train-speed position
detector, a train-speed estimate, a train-position estimate, and a
certain target deceleration pattern, and to select a control
command for the driving and braking control device on the basis of
the calculated positional deviation, the train-position estimate
being an estimated value of the speed of the train after a certain
length of time, the train-position estimate being an estimated
value of the position of the train after the certain length of
time, the certain target deceleration pattern being preset for
stopping the train at a certain position.
2: The train control device according claim 1, wherein the
positional deviation is a deviation between the train-position
estimate and a train position on the target deceleration pattern
corresponding to the train-speed estimate after the certain length
of time.
3: The train control device according claim 1, wherein the
control-command calculator selects the control command such that
the positional deviation falls within a certain allowable
range.
4: The train control device according claim 3, wherein when the
positional deviation does not fall within the allowable range, the
control-command calculator selects a control command for a largest
driving force or a smallest braking force from among control
commands whose train-position estimates come before the certain
position and the train position on the target deceleration pattern
corresponding to the train-speed estimate after the certain length
of time.
5: The train control device according claim 3, wherein the
control-command calculator sets the allowable range to a narrower
range as a speed indicated by the target deceleration pattern
decreases.
6: The train control device according claim 1, wherein the
control-command calculator selects the control command on the basis
of a time deviation from the target deceleration pattern.
7: The train control device according claim 6, wherein the time
deviation is a deviation between a required length of time and a
remaining-time estimate after the certain length of time, the
required length of time being taken to a target stop position from
the train position on the target deceleration pattern corresponding
to the train-position estimate after the certain length of
time.
8: The train control device according claim 6, wherein the
control-command calculator selects the control command such that
the positional deviation and the time deviation fall within
respective allowable ranges.
9: The train control device according claim 8, wherein when unable
to select the control command such that the positional deviation
and the time deviation fall within the respective allowable ranges,
the control-command calculator selects a control command on the
basis of a ratio at which the positional deviation is offset from
the allowable range and a ratio at which the time deviation is
offset from the allowable range.
10: The train control device according claim 1, wherein the
control-command calculator selects the control command such that an
amount of change in the control command or in acceleration or
deceleration of the train falls within a certain range.
11: The train control device according claim 6, wherein the control
command is a notch output, and the target deceleration pattern is
generated from certain brake notches, the train control device
further comprising: a characteristic-parameter storage configured
to store therein a deceleration characteristic model of the train;
and a characteristic-parameter adjuster configured to adjust the
deceleration characteristic model stored in the
characteristic-parameter storage on the basis of transition of the
control command and the train speed.
12: A method to be executed by a train control device that controls
a train including a driving and braking control device for
controlling driving and braking, the method comprising: detecting a
speed and a position of the train; calculating a positional
deviation of the train on the basis of a result of the detection, a
train-speed estimate, a train-position estimate, and a certain
target deceleration pattern, the train-position estimate being an
estimated value of the speed of the train after a certain length of
time, the train-position estimate being an estimated value of the
position of the train after the certain length of time, the certain
target deceleration pattern being preset for stopping the train at
a certain position, and selecting a control command for the driving
and braking control device on the basis of the calculated
positional deviation.
13: A computer program product including programmed instructions
embodied in and stored on a non-transitory computer readable
medium, wherein the instructions, when executed by a computer,
cause a computer to control a train control device that controls a
train including a driving and braking control device for
controlling driving and braking, and cause the computer to perform:
detecting a speed and a position of the train; calculating a
positional deviation of the train on the basis of a result of the
detection, a train-speed estimate, a train-position estimate, and a
certain target deceleration pattern, the train-position estimate
being an estimated value of the speed of the train after a certain
length of time, the train-position estimate being an estimated
value of the position of the train after the certain length of
time, the certain target deceleration pattern being preset for
stopping the train at a certain position, and selecting a control
command for the driving and braking control device on the basis of
the calculated positional deviation.
Description
FIELD
[0001] Embodiments of the present invention relate generally to a
train control device and method, and a computer program.
BACKGROUND
[0002] In recent years, automatic train operation systems and train
automatic stop-position controllers that handle only position stop
control among the functions of the automatic train operation
systems have been continuously deployed.
[0003] This aims to reduce burdens on train operators, personnel
expenses by operation without conductors, and achieve stable train
operation including accurately stopping trains at platform-door
positions regardless of train operators' skills to prevent delay
due to stop-position adjustments.
[0004] A known automatic train stop control method at certain
position of a station is to control the trains to run at the speed
following a target deceleration pattern generated based on certain
deceleration.
[0005] In order to accurately stop trains at certain positions in
the case of proportional control, for example, trains' following
performance may be enhanced by increasing a proportional gain or by
proportional integral control. However, control systems with high
gain are likely to become unstable, which may deteriorate stop
accuracy and passengers' comfortability on the train.
CITATION LIST
Patent Literature
[0006] Patent Literature 1: Japanese Patent Application Laid-open
No. 2011-205738
[0007] Patent Literature 2: Japanese Patent Application Laid-open
No. H06-209503
[0008] Patent Literature 3: Japanese Patent Application Laid-open
No. H11-212650
SUMMARY OF THE INVENTION
Problem to be Solved by the Invention
[0009] After the train sufficiently decreases in speed through the
speed following control, the train control following the target
deceleration pattern may be switched to stop-position control for
adjusting brake notches for each control period to stop the train
at a target stop position. This may however disrupt the notch
operation due to the switching of the controls, and unnecessary
shift-ups and shift-downs of the notch may deteriorate the
passengers' comfortability.
[0010] An object of the present invention is to provide a train
control device and method and a program which can prevent
deterioration of passengers' comfortability due to disrupted notch
operation under train automatic stop-position control.
Means for Solving Problem
[0011] according to one embodiment, in general, a train control
device includes a train-speed position detector configured to
detect a speed and a position of a train that includes a driving
and braking control device for controlling driving and braking of
the train; and a control-command calculator configured to calculate
a positional deviation of the train on the basis of a result of the
detection of the train-speed position detector, a train-speed
estimate, a train-position estimate, and a certain target
deceleration pattern, and to select a control command for the
driving and braking control device on the basis of the calculated
positional deviation. The train-position estimate is an estimated
value of the speed of the train after a certain length of time. The
train-position estimate is an estimated value of the position of
the train after the certain length of time. The certain target
deceleration pattern is preset for stopping the train at a certain
position.
BRIEF DESCRIPTION OF DRAWINGS
[0012] FIG. 1 is a schematic configuration block diagram of a train
control system according to an embodiment.
[0013] FIG. 2 illustrates a relationship between a target
deceleration pattern and a train automatic stop-position
control.
[0014] FIG. 3 is a flowchart of processing in a first
embodiment.
[0015] FIG. 4 illustrates an example of setting of a
positional-deviation allowable value.
[0016] FIG. 5 is a flowchart of a brake-command selecting
process.
[0017] FIG. 6 is an explanatory diagram of exemplary selected brake
command candidates.
[0018] FIG. 7 is a flowchart of processing in a second
embodiment.
[0019] FIG. 8 is a flowchart of a brake-command selecting process
of the second embodiment.
DETAILED DESCRIPTION
[0020] Exemplary embodiments of a train control system will be
described with reference to the accompanying drawings.
First Embodiment
[0021] FIG. 1 is a schematic configuration block diagram of a train
control system according to a first embodiment. A train control
system SYS includes a pair of rails 10, a ground ATC device 20, and
a train 30.
[0022] Between the rails 10, a ground element 11 is provided. The
ground element 11 stores therein point information and can transmit
signals to an on-train element 151 of the train 30.
[0023] The ATC ground device 20 detects the presence of a train on
the rails in each block section via the rails (track circuit) 10
and transmits, from the rails 10, a signal indication corresponding
to presence or absence of the train on the rails to an on-vehicle
ATC device 140 via a receiver 152.
[0024] The train 30 is provided with a speed generator (TG) 150, a
motor 161, an air brake device 160, the receiver 152, and the
on-train element 151. The wheels are driven and braked by the motor
161 and the air brake device 160, whereby the train 30 travels on
the rails 10. The motor 161 can apply brakes, serving as a
regenerative brake.
[0025] The train 30 includes a train control device 100, a speed
position detector 120, the on-vehicle ATC device 140, and a
driving/braking control device 130.
[0026] The train control device 100 includes a storage 101, a
vehicle-characteristic model storage 102, a
characteristic-parameter storage 103, a control-command calculator
104, a deceleration-ratio calculator 105, a
characteristic-parameter adjuster 106, and a brake determiner 107.
The train control device 100 uses the above elements to calculate a
brake command for stopping the train 30 at a certain position
(target stop position) of a station and outputs the brake command
to the driving/braking control device 130. The train control device
100 may further calculate a power-running command and a brake
command for operating the train to travel between stations while
maintaining the speed under speed limits.
[0027] The storage 101 stores therein route information and
operation information. The route information includes gradients of
a route, curves (radii of curvatures), speed limit information and
block length (distance of block section) of each block section, and
linear information (alignment of block sections). The operation
information includes a target stop position of each station, stops
for each operation type, and certain traveling time between the
stations.
[0028] The vehicle-characteristic model storage 102 stores therein
vehicle information. The vehicle information includes the length
and weight of the train 30, acceleration and deceleration
characteristics (acceleration characteristic model and deceleration
characteristic model) in response to the power-running command and
the brake command, air resistance information, gradient resistance
information, curve resistance information, and start and end of
electro-pneumatic switching.
[0029] A deceleration characteristic model MD includes specified
deceleration, dead time, and time constant corresponding to each
brake command (notch), and is stored for each type of brakes. In
the present embodiment, the stored deceleration characteristic
model MD represents a first deceleration characteristic model MD1
to be used when a regenerative brake is applied and a second
deceleration characteristic model MD2 to be used when an air brake
is applied.
[0030] The first deceleration characteristic model MD1 in
combination with a first characteristic parameter PR1, as described
later, are used to derive the deceleration of the train 30 in
consideration of a response delay when the motor 161 applies a
regenerative brake in response to a brake command.
[0031] The second deceleration characteristic model MD2 in
combination with a second characteristic parameter PR2, as
described later, are used to derive the deceleration of the train
30 in consideration of a response delay when the air brake device
160 applies an air brake in response to a brake command.
[0032] The air resistance information is information representing
the deceleration due to air resistance based on the speed of the
train 30, the gradient resistance information is information
representing the deceleration due to gradient resistance based on
the gradient, and the curve resistance is information representing
the deceleration due to curve resistance based on the
curvature.
[0033] The characteristic-parameter storage 103 stores therein a
characteristic parameter PR for each of the regenerative brake and
the air brake. The characteristic parameter PR is a parameter for
correcting the deceleration characteristic model stored in the
vehicle-characteristic model storage 102 to an actual deceleration
characteristics of the train 30 for use. In the present embodiment,
the stored characteristic parameters PR are the first
characteristic parameter PR1 for the regenerative brake and the
second characteristic parameter PR2 for the air brake.
[0034] The present embodiment describes an example in which the
information containing the combined characteristic parameter PR and
deceleration characteristic model MD is used as deceleration
information (=deceleration pattern) indicating the deceleration of
the train when the brake is applied.
[0035] However, it is not intended to limit the deceleration
information to the combination of the characteristic parameter PR
and the deceleration characteristic model MD. For example, the
deceleration characteristic model MD may be copied to the
characteristic-parameter storage 103 from the
vehicle-characteristic model storage 102, and the
characteristic-parameter adjuster 106 may directly adjust the
copied deceleration characteristic model MD in place of the
characteristic parameter PR, and calculate the deceleration of the
train from only the adjusted deceleration characteristic model
MD.
[0036] The control-command calculator 104 calculates a brake
command for stopping the train 30 at a target stop position, on the
basis of the speed and position of the train 30 detected by the
speed position detector 120, the route information and operation
information read from the storage 101, the vehicle information read
from the vehicle-characteristic model storage 102, and the
characteristic parameter read from the characteristic-parameter
storage 103.
[0037] Which one of the combinations of the first deceleration
characteristic model MD1 and the first characteristic parameter PR1
and the second characteristic parameter PR2 and the second
deceleration characteristic model MD2 to be used is determined on
the basis of a result of the determination of the brake determiner
107.
[0038] Thus, the control-command calculator 104 in the present
embodiment calculates a brake command for the train 30 in
accordance with the current speed and position of the train 30, the
deceleration characteristic model MD, and the characteristic
parameter PR, so as to stop the train 30 at the target stop
position that is based on the route information and the operation
information.
[0039] The deceleration-ratio calculator 105 calculates a
deceleration ratio indicating a difference between an actual
deceleration due to the brake and the deceleration calculated from
the deceleration characteristic model when the brake is applied in
response to the brake command. The deceleration-ratio calculator
105 in the present embodiment calculates the deceleration ratio by
different methods according to which of the air brake and the
regenerative brake is being applied. In the present embodiment,
although the deceleration ratio is calculated in consideration of
the gradient resistance, the curve resistance, and the air
resistance of the train 30, the curve resistance of the train 30
does not need to be used.
[0040] The characteristic-parameter adjuster 106 adjusts the
characteristic parameter (the first characteristic parameter PR1 or
the second characteristic parameter PR2) in accordance with the
deceleration ratio calculated by the deceleration-ratio calculator
105. The characteristic parameter is one item of the deceleration
information to derive a brake command and is stored in the
characteristic-parameter storage 103.
[0041] The deceleration ratio calculated by the deceleration-ratio
calculator 105 is an example of degree of deceleration indicating
the difference between the actual deceleration of the train 30 and
the deceleration of the train 30 calculated based on the
deceleration characteristic model MD. Alternatively, the difference
may be represented by deviation (deceleration difference) in place
of ratio (deceleration ratio), for example. In this case, the
characteristic parameter is also adjusted as an index indicating
the deviation in deceleration. Corresponding characteristic
parameters may be prepared for the dead time and the time constant
of the deceleration characteristic model, so that the
deceleration-ratio calculator 105 calculates the ratio or the
deviation and the characteristic-parameter adjuster 106 adjusts
characteristic parameters, as with the deceleration.
[0042] The brake determiner 107 determines, based on a regeneration
valid signal from the driving/braking control device 130, which of
the regenerative brake and the air brake is in operation. For
example, the brake determiner 107 determines that the regenerative
brake is in operation when the regeneration valid signal is in ON
state and that the air brake is in operation when the regeneration
valid signal is in OFF state.
[0043] The train control device 100 may further include a
target-speed calculator for controlling the train to run between
stations following the speed limit, and a travel-schedule
calculator for allowing the train to run between the stations in a
preset length of time. The control-command calculator 104 may
calculate a power-running command and a brake command for the train
to travel to a next station in accordance with the target speed and
the travel schedule.
[0044] The speed position detector 120 receives a pulse signal from
the TG 150 and the point information from the ground element 11 via
the on-train element 151 and detects the speed and position of the
train 30 from the pulse signal and the point information.
[0045] The on-vehicle ATC device 140 outputs to the driving/braking
control device 130, separately from the control-command calculator
104, a brake command for inhibiting the train 30 from coming too
close to a preceding train 30P or inhibiting the train 30 from
exceeding the speed. Upon receiving a signal indication from the
ATC ground device 20 via the receiver 152, the on-vehicle ATC
device 140 compares the speed limit based on the signal indication
with the speed of the train 30 detected by the speed position
detector 120. When the speed of the train 30 exceeds the speed
limit, the on-vehicle ATC device 140 outputs a brake command to the
driving/braking control device 130.
[0046] The driving/braking control device 130 controls the air
brake device 160 or the motor 161 in accordance with a brake
command from the on-vehicle ATC device 140, a power-running command
and a brake command from the control-command calculator 104 of the
train control device 100, and a power-running command and a brake
command from a master controller (hereinafter referred to as
master) that a train operator operates.
[0047] Next, the following will describe the operation of the train
control device 100 under automatic stop-position control over the
train 30 to stop at a target stop position.
[0048] A target deceleration pattern BP for use in the automatic
stop-position control of the train 30 may be stored in advance for
each station in the storage 101 and read or may be calculated by
the control-command calculator 104 at the time of departing a
station or approaching a next station.
[0049] In the following, thus, the control-command calculator 104
calculates the target deceleration pattern BP by combining the
characteristic parameter PR and the deceleration characteristic
model MD, prior to the train automatic stop-position control.
[0050] Then, when the train 30 approaches a next station of
arrival, traveling between stations, the control-command calculator
104 starts the train automatic stop-position control.
[0051] In this case, until the train 30 approaches the next station
of arrival (before the train automatic stop-position control), the
train operator may operate the master to output the power-running
command and brake command. Alternatively, until the train 30
approaches the next station of arrival, the control-command
calculator 104 may calculate the power-running command and brake
command for the train 30 to follow a target speed set under the
speed limit, or may calculate the power-running command and brake
command according to the travel schedule.
[0052] The control-command calculator 104 determines start of the
train automatic stop-position control as in any of the following
(1) to (3), for example, and starts the control based on a result
of the determination.
[0053] (1) Determination on whether a remaining distance to the
target stop position in the next stop is less than or equal to a
certain value
[0054] (2) Determination on whether the speed and position of the
train detected by the speed position detector 120 have approached
the target deceleration pattern BP
[0055] (3) Determination on whether a stop position, which is
estimated from the speed and position of the train detected by the
speed position detector 120 and from a certain brake command, is
close to the target stop position
[0056] Upon start of the train automatic stop-position control, the
control-command calculator 104 calculates, in each control period,
a brake command for stopping the train at the target stop position
from positional deviation from a target deceleration pattern, by
the following procedure.
[0057] FIG. 2 illustrates a relationship between the target
deceleration pattern and the train automatic stop-position
control.
[0058] The target deceleration pattern BP illustrated in FIG. 2
represents a trajectory (speed-distance curve) at a certain
deceleration or at a deceleration by a certain brake command, the
trajectory which is calculated in advance by the control-command
calculator 104 as distance (position) and speed data at a certain
time interval while traveling back in time from the target stop
position.
[0059] After adjusting the characteristic parameter PR (=the first
characteristic parameter PR1 and the second characteristic
parameter PR2) depending on the actual deceleration of the train
30, the control-command calculator 104 generates a target
deceleration pattern by a certain brake command. Thereby, the
control-command calculator 104 can reduce the number of changes of
the brake command at the time of deceleration, following the target
deceleration pattern BP.
[0060] Next, actual operation procedure in the first embodiment
will be described.
[0061] FIG. 3 is a flowchart of processing of the first
embodiment.
[0062] First, the characteristic-parameter adjuster 106 corrects
the first characteristic parameter PR1 or the second characteristic
parameter PR2 indicating the effectiveness of the brake, in
accordance with the brake command output from the control-command
calculator 104, the transition of speed contained in the speed and
positional information detected by the speed position detector 120,
and the regeneration valid signal obtained from the driving/braking
control device 130 via the brake determiner 107 (Step S11).
[0063] Next, the control-command calculator 104 extracts candidates
for a brake command and a power-running command whose amount of
change in a brake command value and a power-running command value
from the currently output brake command and power-running command
or amount of change in acceleration or deceleration falls within an
allowable range (Step S12).
[0064] For extracting the brake command candidates, while
outputting a power-running command immediately after starting the
train automatic stop-position control, the control-command
calculator 104 excludes higher power-running commands
(power-running commands for larger drive force) than the currently
output power-running command from the candidates. While outputting
a brake command or a coasting command (no output of a power-running
command and a brake command), the control-command calculator 104
excludes higher power-running commands than the coasting command
(for larger drive force than the drive force at the time of the
coasting command) from the candidates.
[0065] Then, the control-command calculator 104 estimates the
behavior of the train in the case of outputting each brake command
candidate for a first certain time as an actual brake command, on
the basis of the speed and the position of the train 30 detected by
the speed position detector 120, the route information read from
the storage 101, the vehicle information read from the
vehicle-characteristic model storage 102, and the characteristic
parameter PR read from the characteristic-parameter storage 103, to
thereby calculate a train-position estimate and a train-speed
estimate (Step S13).
[0066] The first certain time is defined as a value greater than or
equal to a response delay of the deceleration with respect to the
change of the brake command.
[0067] When the brake determiner 107 determines that the
regenerative brake is in operation from the ON state of the
regeneration valid signal, the control-command calculator 104
estimates the behavior of the train 30 from the first deceleration
characteristic model MD1 and the first characteristic parameter
PR1.
[0068] Meanwhile, when the brake determiner 107 determines that the
air brake is in operation from Off state of the regeneration valid
signal, the control-command calculator 104 estimates the behavior
of the train 30 from the second deceleration characteristic model
MD2 and the second characteristic parameter PR2.
[0069] Next, the control-command calculator 104 finds a position on
the target deceleration pattern BP which exhibits the same speed as
the train-speed estimate, and calculates a deviation of the train
position by subtracting the found position from the train-position
estimate. It further calculates an allowable value of the
positional deviation by multiplying the train-speed estimate by a
second certain time (Step S14).
[0070] FIG. 4 illustrates an exemplary setting of the allowable
value of positional deviation.
[0071] The second certain time may be set to different values
depending on the deviation values of the train position with
respect to the position on the target deceleration pattern BP which
exhibits the same speed as the train-speed estimate. Positive
deviation values (excessive side) of the train position indicate
that a train-position estimate is farther than the position on the
target deceleration pattern BP. Negative deviation values
(insufficient side) indicate that the train-position estimate is
closer than the position on the target deceleration pattern BP. The
second certain time may be set to different values for the
excessive side and the insufficient side, for example, 0.5 seconds
for the excessive side and 1.0 second for the insufficient
side.
[0072] As illustrated in FIG. 4, the positional-deviation allowable
value is set to the same speed of the target deceleration pattern
BP as the train-speed estimate+(speed).times.0.5 seconds for the
excessive-side (=excessive-side position-deviation allowable value
curve dx+) and set to the same-(speed).times.1.0 second for the
insufficient-side (=insufficient-side position-deviation allowable
value curve dx-). Under the conventional speed following control,
the positional-deviation allowable value is set to the same speed
of the target deceleration pattern BP as the train-speed estimate+1
km/h for the excessive-side (=excessive-side speed-deviation
allowable value curve dv+) and the same-2 km/h for the
insufficient-side (=insufficient-side speed-deviation allowable
value curve dv-). It can be thus seen that the ranges of allowable
deviation of the present embodiment and the conventional speed
following control substantially match each other.
[0073] Then, the control-command calculator 104 compares the
calculated positional deviation with the positional-deviation
allowable value to select a brake command (Step S5).
[0074] FIG. 5 is a flowchart of a brake-command selecting
process.
[0075] First, the control-command calculator 104 compares the
positional deviation with the positional-deviation allowable value
to determine whether the positional deviation by the current brake
command falls within the positional-deviation allowable value range
(Step S21).
[0076] When determining that the positional deviation by the
current brake command falls within the positional-deviation
allowable value range at Step S21 (Yes at Step S21), the
control-command calculator 104 continuously maintains the current
brake command without necessity to select a brake command again
(Step S22) and ends the process.
[0077] When determining that the positional deviation by the
current brake command falls outside the positional-deviation
allowable value range at Step S21 (No at Step S21), the
control-command calculator 104 determines whether there are
candidates, among the brake-command candidates, whose amount of
change in the brake command value from the currently output brake
command or amount of change in the acceleration or deceleration
falls within the allowable range (Step S23).
[0078] When determining at Step S23 that there are brake command
candidates with the positional deviation falling in the
positional-deviation allowable value range (Yes at Step S23), the
control-command calculator 104 selects one, among the brake command
candidates with the positional deviation falling in the
positional-deviation allowable value range, whose amount of change
in the brake command value from the current brake command value is
smallest (Step S25).
[0079] When determining that there is no brake command candidate
with the positional deviation falling in the positional-deviation
allowable value range (No at Step S23), the control-command
calculator 104 selects, among the brake command candidates with the
positional deviation at the same speed not exceeding the position
of the target deceleration pattern BP on the insufficient-side
(negative value), a brake command candidate having a smallest
braking force (highest brake command candidate on the power-running
side) (Step S24).
[0080] FIG. 6 illustrates an example of selected brake command
candidates.
[0081] In the example in FIG. 6, specifically, there are brake
command candidates X, Y, and Z with the positional deviation at the
same speed not exceeding the position of the target deceleration
pattern BP on the insufficient-side (negative value). The brake
command candidate X is to be selected.
[0082] As in the foregoing, according to the first embodiment, the
brake command candidates are selected based on the positional
deviation with respect to the target deceleration pattern from the
beginning of the train automatic stop-position control. Thereby, it
is possible to select the brake command that allows an error in the
stop position to fall within an allowable range, from the timing at
which the train-speed estimate becomes 0 km/h. With no need for
switching of the control methods, it is made possible to provide a
train control device that does not disrupt the notch operation
during the station stop control, preventing deterioration of
passengers' comfortability on the train. Moreover, the control
methods can be reduced to one from two, which can attain the
reduction in time and effort in adjusting the control parameters
and the simplification of the software configuration.
Second Embodiment
[0083] Next, a second embodiment will be described with reference
to the accompanying drawings.
[0084] A train control system of the second embodiment is similar
to the train control system illustrated in FIG. 1, therefore, the
same detailed description will apply thereto.
[0085] The second embodiment differs from the first embodiment in
that time deviation is taken into consideration in addition to the
positional deviation.
[0086] Next, actual processing in the second embodiment will be
described.
[0087] FIG. 7 is a flowchart of the processing in the second
embodiment.
[0088] First, as with the first embodiment, the control-command
calculator 104 corrects the first characteristic parameter PR1 or
the second characteristic parameter PR2 indicating the
effectiveness of the brake (Step S31), and extracts brake command
candidates whose amount of change in the brake command value from
the currently output brake command fall or amount of change in
acceleration or deceleration falls within the allowable range (Step
S32).
[0089] Then, as with the first embodiment, on the basis of the
speed and the position of the train 30 detected by the speed
position detector 120, the route information read from the storage
101, the vehicle information read from the vehicle-characteristic
model storage 102, and the characteristic parameter PR read from
the characteristic-parameter storage 103, the control-command
calculator 104 estimates the behavior of the train in the case of
outputting each brake command candidate for the first certain time
as an actual brake command, to thereby calculate a train-position
estimate and a train-speed estimate. The control-command calculator
104 finds a required period of time (pattern remaining time) on the
target-deceleration pattern from the position on the
target-deceleration pattern corresponding to the train-position
estimate to the target stop position, and calculates the time
deviation by subtracting the required period of time from an
estimated remaining-time value (Step S33). The remaining-time
estimate refers to a value found by subtracting "elapsed time from
departure+the first certain time" from a certain inter-station
traveling time, and the lower limit value thereof is set to zero
second.
[0090] In this case, the upper limit value of the time deviation is
set to the pattern remaining time. The storage 101 stores a preset
time-deviation allowable value in advance. The time-deviation
allowable value can be set, for example, to different values for
early arrival and for late arrival, such as 10 seconds for early
arrival and 5 seconds for late arrival.
[0091] Then, as with the first embodiment, the control-command
calculator 104 finds a position on the target deceleration pattern
BP at which the speed coincides with the train-speed estimate, and
calculates the positional deviation of the train by subtracting the
found position from the train-position estimate. The
control-command calculator 104 further calculates the
positional-deviation allowable value by multiplying the train-speed
estimate by the second certain time, and calculates the time
deviation in the second embodiment (Step S34).
[0092] The time deviation is calculated by finding the required
period of time (pattern remaining time) on the target deceleration
pattern from the position on the target-deceleration pattern
corresponding to the train-position estimate to the target stop
position, and by subtracting the required period of time from the
remaining-time estimate.
[0093] Then, the control-command calculator 104 compares the
calculated positional deviation with the positional-deviation
allowable value and compares the calculated time deviation with a
time-deviation allowable value stored in advance, to select and
decides a brake command in the following procedure (Step S35).
[0094] FIG. 8 is a flowchart of selecting brake commands in the
second embodiment.
[0095] In the operation at Step S35, the control-command calculator
104 first compares the positional deviation with the
positional-deviation allowable value to determine whether the
positional deviation by the current brake command falls within the
positional-deviation allowable value range (Step S41).
[0096] Upon determining at Step S21 that the positional deviation
by the current brake command is within the positional-deviation
allowable value range and the time deviation is within the
time-deviation allowable value range (Yes at Step S41), the
control-command calculator 104 continuously maintains the current
brake command without the need to select a brake command again
(Step S42) and ends the processing.
[0097] Upon determining at Step S41 that the positional deviation
by the current brake command falls outside the positional-deviation
allowable value range, the time deviation by the current brake
command falls outside the time-deviation allowable value range, or
both the positional deviation and the time deviation fall outside
the deviation-allowable value ranges (No at Step S41), the
control-command calculator 104 calculates the ratio at which the
positional deviation of each brake command candidate is offset from
the positional-deviation allowable value and the ratio at which the
time deviation is offset from the time-deviation allowable value
(Step S43).
[0098] Specifically, if the positional deviation is 600 cm on the
insufficient-side and the positional-deviation allowable value of
the insufficient-side is 500 cm, the ratio at which the positional
deviation is offset from the positional-deviation allowable value
is found by (600-500)/500.times.100=20%, for example. If the
positional deviation is 400 cm on the insufficient-side and the
positional-deviation allowable value of the insufficient-side is
500 cm, the positional deviation does not fall outside the
positional-deviation allowable value, therefore, the ratio of the
positional deviation offset from the positional-deviation allowable
value is set to 0%.
[0099] Similarly, if the time deviation is 20 seconds on the
insufficient-side and the time-deviation allowable value of the
insufficient-side is 15 seconds, the ratio at which the time
deviation is offset from the time-deviation allowable value is
found by (20-15)/15.times.100=33%, for example. If the time
deviation is 10 seconds on the insufficient-side and the
time-deviation allowable value of the insufficient-side is 15
seconds, the time deviation does not fall outside the
time-deviation allowable value, therefore, the ratio of the time
deviation offset from the time-deviation allowable value is set to
0%.
[0100] Subsequently, the control-command calculator 104 calculates
an average value of the ratio at which the positional deviation is
offset from the positional-deviation allowable value and the ratio
at which the time deviation is offset from the time-deviation
allowable value (Step S44).
[0101] The control-command calculator selects, from the brake
command candidates, a brake command candidate exhibiting the
average of the ratios, at which the positional deviation is offset
from the positional-deviation allowable value and at which the time
deviation is offset from the time-deviation allowable value,
closest to zero, and ends the processing (Step S45).
[0102] As in the foregoing, according to the second embodiment, the
lower limit value of the remaining-time estimate is set to zero
second and the upper limit value of the time deviation is set to
the pattern remaining time. This can decrease the range of possible
values of the time deviation as the train approaches the target
stop position, allowing the time deviation to fall in the range of
the time-deviation allowable values.
[0103] Thus, in the vicinity of the target stop position, the brake
commands can be selected in consideration of accuracy of the stop
position alone, and the accuracy of stop position can be prevented
from decreasing due to the consideration of the time deviation.
[0104] Upon additionally considering the time deviation, it is
possible to not only prevent the deterioration of passengers'
comfortability due to disrupted notch operation during the station
stop control but also select brake commands upon considering both
punctuality and the performance of following the target
deceleration pattern, which can thereby prevent early arrival or
late arrival of the train.
[0105] According to the first and second embodiments, the train
control system can calculate proper brake commands, thereby
preventing the deterioration of the accuracy of stop position and
passengers' comfortability on the train. This enables the train to
stably stop irrespective of the train operators' skills, to improve
the passengers' comfortability by stable train operation and to
alleviate the burdens on the train operators in performing the stop
control.
[0106] While a number of embodiments of the present invention have
been exemplified in the foregoing, those embodiments are presented
as mere examples and are not intended to limit the scope of the
invention. Those novel embodiments described herein may be embodied
in various other forms, and various omissions, substitutions, and
modifications can be made without departing from the scope of the
invention. Those embodiments and the modifications thereof are
included in the scope and spirit of the invention and are included
in the scope of the invention stated in the appended claims and the
scope of the equivalents thereof.
* * * * *