JP3160793B2 - Scheduled operation control device for vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a train operation control device for controlling the running time of a railway vehicle between stations to a desired value.

[0002]

2. Description of the Related Art As a known technique relating to this type of control device in a railway vehicle, there is JP-A-57-36505 entitled "Automatic Train Operation Control Method". This known example is provided with a plurality of traveling patterns (indicating the relationship between the traveling position of the vehicle and the target speed) having different traveling times between stations, and provides information on a desired traveling time between stations as an input command to optimize the traveling time. In this case, an appropriate driving pattern is selected, and the thrust control device of the vehicle is operated accordingly. By the way, this known example does not disclose a method for holding data of a traveling pattern in a control device. Therefore, it is assumed that the target speed is continuously held as data with respect to the traveling position of the vehicle between the stations. If the data reading cycle during the traveling of the vehicle is 1 second, the speed is 8 km at a speed of 300 km / h.
Data at a pitch of 3 m is required. If the vehicle speed is lower than this, data at an even shorter pitch is required. For example, data of 200 points or more is required between stations of 18 km. Since two data of the travel position and the target speed are required for one point, the amount of data necessary to hold one travel pattern is enormous, 4000 or more. In the case of railway vehicles, the arrival time of the vehicle at the station is generally
It is managed with an accuracy of about ± 10 to 20 seconds. Further, in consideration of the difference in the setting of the traveling time for each vehicle depending on the driving diagram, the recovery operation at the time of delay, and the like, it is necessary to assume a large fluctuation range in the traveling time of the vehicle between stations. For example,
The variation between stations with a standard running time of 5 minutes is-
It seems that it is necessary to consider about 1 to +3 minutes. Since the known example does not disclose a method for deriving an optimal traveling pattern, the traveling pattern is stored as data every 20 seconds between stations.
The required number of patterns is as large as 13 patterns. As described above, in the related art, the data amount required by the control device becomes enormous. In the above example, the position and speed are 5
This requires more than 200 data, which is not practical and difficult to put into practical use.

[0003]

SUMMARY OF THE INVENTION It is an object of the present invention to solve the above-mentioned problems of the prior art, and to keep a small amount of data in a control device and to obtain a high resolution for a traveling position. Another object of the present invention is to provide a regular operation control device for a vehicle having a traveling pattern with high time accuracy.

[0004]

In order to achieve the above object, there is provided means for calculating a travel pattern by inputting a target time amount relating to a travel time between specific points on a route, and driving based on the travel pattern. Means for operating the device, wherein the means for calculating the running pattern includes a maximum speed for each section obtained by dividing a plurality of sections between specific points on the route in a plurality of operation times during a plurality of running times. Means for holding data for calculating acceleration and deceleration, and calculating a traveling pattern for the target speed for each of the sections based on the data. Here, from the maximum speed, acceleration, and deceleration for each section on the route in the operation amount of the travel time stored as the data, a value as the operation amount of the travel time for which no data is stored is obtained by interpolation.

[0005]

When the maximum speed, acceleration, and deceleration for each pattern operation unit section in the travel time operation amount held as data in the control device are determined, the speed of the vehicle is as high as possible within this range. If you run on
The traveling pattern and the traveling time between stations are determined to be the first place, and the traveling time becomes shorter as the traveling time operation amount becomes larger. That is, it is possible to obtain a traveling pattern and an inter-station traveling time at an arbitrary traveling time operation amount from the data held in the control device. Also, a value as a travel time operation amount for which no data is stored is obtained by interpolation from the maximum speed, acceleration, and deceleration for each pattern operation unit section in the travel time operation amount stored as data. In this manner, the maximum speed, acceleration, and deceleration for each pattern operation unit section in all travel time operation amounts are determined to the first place. Therefore, when a desired inter-station travel time is given, the travel time manipulated variable that realizes this can be obtained using a numerical solution method of a known equation, and the travel pattern is also obtained from this.

[0006]

Embodiments of the present invention will be described below. First, a regular operation control device for a vehicle to which the present invention is applied generally includes hardware constituted by a microcomputer or the like and a processing program for the hardware. FIG.
Is a block diagram depicting the configuration from the viewpoint of functions, which has been conventionally used, and has the same configuration in the present invention. 7, the scheduled operation control device 1 includes a traveling pattern setting unit 5, a target speed generation unit 6, and a speed control unit 7. Before the vehicle departs from the station, the scheduled operation control device 1 sends the target travel time 9 between the stations from the travel time setting device 2.
Is set and input to the traveling pattern setting unit 5. The traveling pattern setting unit 5 calculates a traveling pattern 10 for realizing the target traveling time 9 from the traveling pattern setting data 14. The traveling pattern 10 shows the relationship between the position of the vehicle and the target speed of traveling of the vehicle as shown in the figure. When the vehicle leaves the station, the vehicle position 15 obtained from the position / speed detector 4 is input to the target speed generator 6, and the vehicle speed 13 is input to the speed controller 7. The target speed generator 6 is configured to output the vehicle position 1
The target speed 11 is obtained by checking 5 with the running pattern 10. Further, the speed control unit 7 compares the target speed 11 with the actual vehicle speed 13 by a known feedback control technique,
Compensation calculation for stabilizing the control system is performed, a thrust command 12 is determined, and is added to the thrust control device 3. As a result, the vehicle
The vehicle travels between the stations along the traveling pattern 10 at the target traveling time 9.

FIG. 1 shows an example of travel pattern setting data 14 according to the present invention. Here, in the present invention, a pattern operation unit section and a travel time operation amount are introduced as a new concept when creating a travel pattern and retaining data. The pattern operation unit section is the minimum operation unit section on the track when setting a traveling pattern.
Within this minimum operation unit section, the maximum speed, acceleration and deceleration that the vehicle can take are assumed to be constant. Therefore, the track between stations is usually divided into a plurality of pattern operation unit sections. On the other hand, the travel time operation amount refers to a dimensionless amount that has a monotonous correspondence with the vehicle travel time between stations. In the present invention, any two or more travel time operation amounts are selected, and for each value, the maximum speed, acceleration and deceleration of the vehicle are determined for each pattern operation unit section between the stations by the control device. Is stored as data. At this time, in the same pattern operation unit section, the values of the maximum speed, acceleration, and deceleration as the large travel time operation amount are larger or equal to the respective values as the small travel time operation amount. Here, as an example, consider a route in which the safety speed limit of the vehicle which the vehicle must absolutely observe is set as shown in the figure and the gradient changes as shown in the figure. In this case, it is general to set the illustrated seven sections as pattern operation unit sections. That is, since sections a and b and f and g have different speed limits, they are separate sections, and sections b, c, d, e, and f have different slopes and have different acceleration / decelerations that the vehicle can take. And another section.
In addition, the travel time operation amount is a maximum speed for each pattern operation unit section for any travel time operation amount of two or more values.
The acceleration and the deceleration are determined, and these are set as the traveling pattern setting data 14. At this time, in the same pattern operation unit section, the values of the maximum speed, the acceleration, and the deceleration in the large travel time operation amount are greater than or equal to the respective values in the small travel time operation amount. In the example of FIG. 1, the maximum speed, acceleration, and deceleration assume the maximum values allowed for the vehicle when the travel time manipulated variable = 1, and the maximum values when the travel time manipulated variable = 0. The values shown are small.

Further, it is assumed that the traveling pattern 10 has a target speed as large as possible within the range of the maximum speed, acceleration and deceleration determined for each pattern operation unit section.
Thus, the travel pattern 10 for each travel time operation amount according to the travel pattern setting data 14 determined in FIG.
Is determined first as shown in FIG. In the figure, ● indicates a change point of the acceleration / deceleration, and parentheses indicate a position and a target speed at the change point. Therefore, assuming that the position at the i-th change point is Li, the speed is Vi, and the maximum value of i is MI, the traveling time of the vehicle is obtained by the following equation.

(Equation 1) From this, when the travel time manipulated variable = 1, the travel time =
In the case of 5.09 minutes and the running time operation amount = 0, the running time = 6.38 minutes is obtained. In addition, the maximum speed, acceleration, and deceleration for each pattern operation unit section in the travel time operation amount that is not defined in the travel pattern setting data 14 will be obtained from the travel pattern setting data 14 by interpolation. That is, the maximum speed, acceleration, and deceleration when the travel time manipulated variable = 0.5 can be set as shown in FIG. 3, and the traveling pattern shown is obtained from this. Further, the running time = 5.55 minutes is obtained from the above equation. In other words, the running pattern 10 and the running time can be determined to be first from the running time operation amount.

Therefore, a travel time operation amount for realizing a required travel time is obtained by using a numerical solution of a known equation. FIG. 4 is a processing program of the traveling pattern setting unit 5 when the scissoring method (for example, “Numerical calculation method by computer”, page 303, published by The Japan Computer Association) is used. First, at step 21, the travel time operation amount is initialized to an arbitrary value. Next, in step 22, as shown in FIG. 3, the maximum speed, acceleration, and deceleration for each pattern operation unit section according to the travel time operation amount are calculated by interpolation. In step 23, the traveling pattern 10 is obtained from the maximum speed, acceleration, and deceleration for each pattern operation unit section as shown in FIGS. 2 and 3, and in step 24, the traveling time T is calculated from the above equation (1). Calculate. In step 25, if the difference between the target travel time 9 and the travel time T calculated in step 24 is equal to or smaller than the allowable error, the process ends.
On the other hand, if the error exceeds the allowable error, in step 26, the travel time operation amount is corrected by the following equation, and the process returns to step 22.

(Equation 2) Thereafter, in step 25, the above calculation is repeated until the difference between the target travel time 9 and the travel time T becomes equal to or smaller than the allowable error. In this calculation method, the position resolution and time accuracy of the traveling pattern 10 can be infinitely high in principle, but are actually determined by a trade-off with the calculation time. As described above, according to the present invention, it is possible to provide a regular operation control device for a vehicle having a traveling pattern with a high resolution with respect to the traveling position and a high time accuracy only by holding a small amount of data in the control device. . In the example of FIGS.
The required maximum speed, acceleration and deceleration data number is 4
2, which is about 1/100 of the above-mentioned prior art.

In a railway vehicle, the speed may be temporarily limited in some sections on the route due to the weather, the occurrence of a fault on the route, the failure of equipment, and the like.
In such a case, in the method of generating the traveling pattern described with reference to FIGS. 1 to 4, the actual speed of the vehicle exceeds the temporary speed limit,
A security control device (not shown) operates to apply an emergency brake, thereby deteriorating ride comfort and failing to maintain a desired inter-station traveling time. Another embodiment of the present invention which solves the above problems is shown in FIG. FIG. 5 differs from FIG. 4 in that step 31 is added between step 22 and step 23. That is, in this embodiment, in step 31, the maximum speed for each pattern operation unit section calculated in step 22 is compared with the temporary limit speed, and the smaller one is set as the new maximum speed. Then, in step 23,
The running pattern 10 is obtained using this value.

FIG. 6 shows an example of the processing result of step 31 when the temporary limit speed is provided and the travel time operation amount is 0.5 in the example of the route shown in FIGS.
That is, as indicated by the broken line in the figure, the temporary speed limit 41
Is set in the second half of the pattern operation unit section d, the section d is divided into the first half d-1 and the second half d-2, and the maximum speed of the second half d-2 is 200, which is the value of the temporary limit speed.
km / h is different from FIG. This way,
Since the influence of the temporary speed limit 41 is reflected on the traveling pattern 10 determined in step 23 and the traveling time calculated in step 24, the problems of the above-described embodiment can be improved.

As described above, in the embodiment of the present invention, the target travel time 9 between stations is input to the travel pattern setting section 5, but the travel pattern setting section 5 is provided with a clock function so that the outside can be connected to the station. The target arrival time is input, and the target traveling time 9 is calculated from the difference between the two. For example, various ways of giving the target traveling time 9 to the traveling pattern setting unit 5 are possible. In the embodiment of the present invention, the maximum speed, acceleration and deceleration are given as data for the travel time operation amount and the pattern operation unit section as the travel pattern creation data 14, but only the maximum speed is used as data. Given, acceleration and deceleration,
Even if all the same values are simply used, a rough running pattern can be calculated with a smaller amount of data. In FIG. 7, the case where the speed control unit 7 performs automatic driving using feedback control technology in order to make the actual vehicle speed 13 follow the target speed 11 has been described. The present invention can also be used for a guidance device that is displayed and provided for the driver's reference. Furthermore, in the embodiment of the present invention, in the same pattern operation unit section, the values of the maximum speed, acceleration, and deceleration as a large travel time operation amount are:
It was set to be greater than or equal to each value as a small travel time operation amount. However, it is apparent that there is a monotonically increasing relationship between the running time manipulated variable and the running time even if the running time is small or equal, and the running pattern that achieves the target running time can be calculated in the same manner as in the above embodiment. . In the embodiment of the present invention, an example in which data indicating the relationship between the traveling position of the vehicle and the target speed is used as the traveling pattern has been described. Is used, the relationship between the traveling position and the target speed can be derived from the target speed generating section 6 from this, so that the same effect can be obtained.

[0014]

As described above, according to the present invention,
Compared to the conventional technology, it is possible to obtain a running pattern with a high resolution for the running position and a high time accuracy by only holding a small amount of data in the control device, thereby realizing the scheduled driving control of the vehicle. , Its industrial effect is great.

[Brief description of the drawings]

FIG. 1 shows an embodiment of the present invention.

FIG. 2 is a diagram for explaining the present invention.

FIG. 3 is a diagram for explaining the present invention.

FIG. 4 is a diagram for explaining the present invention.

FIG. 5 is a diagram showing another embodiment of the present invention.

FIG. 6 is a diagram for explaining another embodiment.

FIG. 7 is a diagram for explaining the background of the present invention including the related art.

[Explanation of symbols]

 Reference Signs List 1 Regular operation control device 2 Travel time setting device 3 Thrust control device 4 Position / speed detector 5 Travel pattern setting unit 6 Target speed generation unit 7 Speed control unit 9 Target travel time 10 Travel pattern 11 Target speed 14 Travel pattern setting data

──────────────────────────────────────────────────続 き Continuing from the front page (72) Inventor Yoji Takahashi 7-1-1, Omika-cho, Hitachi City, Ibaraki Prefecture Within Hitachi Research Laboratory, Hitachi, Ltd. (72) Inventor Toyoharu Uchiyama 7-1-1, Omika-cho, Hitachi City, Ibaraki Prefecture No. 1 Hitachi, Ltd. Hitachi Research Laboratories (72) Inventor Toyoji Tanaka 1-4-1 Meieki Station, Nakamura-ku, Nagoya City, Aichi Prefecture Inside Tokai Passenger Railway Co., Ltd. (72) Inventor Kenichi Fukami Name of Nakamura-ku, Nagoya City, Aichi Prefecture Station No. 1-4, Tokai Passenger Railway Co., Ltd. (72) Inventor Hiroshi Suzuki 4-chome, Kanda Surugadai, Chiyoda-ku, Tokyo Within Hitachi Techno Engineering Co., Ltd. (56) References JP-A-5-15013 (JP, A) (58) Field surveyed (Int. Cl. ⁷ , DB name) B60L 1/00-15/42

Claims (2)

(57) [Claims] 1. A fixed time vehicle comprising: means for calculating a travel pattern by inputting a target time amount relating to a travel time between specific points on a route; and means for operating a drive device based on the travel pattern. In the driving control device, the means for calculating the travel pattern includes data for calculating the maximum speed, acceleration, and deceleration for each of a plurality of divisions between the specific points on the route in the operation amounts for a plurality of travel times. A scheduled driving control device for a vehicle, comprising means for holding and calculating a traveling pattern for a target speed for each of the sections based on the data. 2. The operation amount for a travel time for which no data is stored according to the maximum speed, acceleration, and deceleration for each section on the route in the operation amount for the travel time stored as the data, according to claim 1. A scheduled operation control device for a vehicle, wherein a value as a value is obtained by interpolation.