JPS5889005A - Automatic operation controller for train - Google Patents

Abstract

PURPOSE:To enhance the regeneration effective rate by detecting a trolley voltage and a travelling ground point and suitably switching operation modes. CONSTITUTION:A deceleration characteristic curve reader 4 and an operation mode switching ground point characteristic curve reader 5 input signals from a travel station discriminator 2 and an integrated mean trolley voltage detector 6, and read deceleration beta1, power notch-off point P1 in the station and a brake starting ground point B1. An operation mode switching command generator 3 applies a notch-off command to a vehicle controller 9 when the travelling ground point from a train travelling ground point detector 1 coincides with the power notch-off signal, and applies a brake start command and the deceleration B1 to the controller 9 when the travelling ground point coincides with the brake start ground point signal B1. In this manner, the best regeneration effective rate can be obtained.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an automatic train operation control device, and in particular to a train automatic operation control device, which is particularly useful for subway trains and suburban commuter trains by maximizing the effectiveness of regenerative braking for trains that have a regenerative braking function using chopper control or the like. It is well known that the number of trains operating during the morning and evening rush hours and during the daytime off-peak hours differs significantly; There are always other trains that consume the generated power, so power regeneration is effectively carried out.However, during off-peak hours, there are few other trains that serve as the regenerative load, so the regenerated power cannot be effectively received, and the regenerated power is There is a problem that efficiency decreases.

Examining this point from a technical perspective, Figure 1 shows the train speed vs. regenerative power characteristic curve in chopper type regenerative brake control, as shown by the solid line ◎-■ to the broken line ■-■. The instantaneous value (XW) of regenerative power generated by a vehicle applying regenerative braking changes from moment to moment as the train speed changes, and decreases with speed, even if regenerative braking with a constant deceleration is applied. It shows that you are going. Also,
For the same train, the instantaneous value of the regenerated power will be higher if the deceleration β is larger. In addition, in the figure, the upper right region whose boundary line is the line connecting points ■−■−■ constitutes a constraint region on the regenerative power characteristics based on the operating principle of the chopper control device, and is not directly related to the present invention. it doesn't matter.

(Incidentally, in such a speed range, even if the amount of regenerative braking is limited, the mechanical brake will automatically act supplementarily and the train will be able to brake at the commanded deceleration. (There is no operational problem.) Next, Figure 2 shows that when the overhead line voltage increases during regenerative braking, the main motor current is suppressed to suppress the regenerative current value and the generation of overhead line voltage. An example of the characteristic curve is shown below. In the example shown in FIG. 2, the overhead line voltage is /A
When fO■ is exceeded, the motor current begins to be limited, and the main motor current is reduced as the overhead line voltage increases. In other words, the uniform deceleration β borne by the regenerative braking force is reduced. When a train is under regenerative braking and the load on the overhead wire side that absorbs regenerative power is removed, the overhead wire voltage increases. However, by reducing the amount of regenerated power on the regenerative vehicle side using the method described above, the overhead wire voltage can be prevented from becoming excessive. The stability of the entire power supply system is maintained.

On the other hand, the jiJ diagram shows a regenerative power one-hour characteristic curve when the regenerative brake is activated from a certain speed V of the train. The points indicated by ■, ■, ■, ■, and U in the figure correspond to the points with the same reference numerals in FIG. When regenerative braking is applied at deceleration β = q, ox + u/h/s, the regenerative power amount (xwh) is indicated by points ■-■-■ in the figure.
It is shown by the area surrounded by the line connecting −〇−■−〇, and the amount of regenerated electric power (xwh) when regenerative braking is applied at the deceleration β−ko and OK m/h/s is the point ■−■− ■It is the area (shaded area) surrounded by the line connecting -a-a. According to the law of conservation of energy, the amount of kinetic energy converted when bringing a train from the same speed to a stop is the same regardless of whether the deceleration is high or low, so the regenerative power limit of the chopper control itself as shown in Figure 1 If we consider that the difference caused by the curve ■−■−〇 is sufficiently small, β−da. oxm/h/li
It is assumed that the above-mentioned areas corresponding to the regenerated electric energy in the case of β=ko and the regenerated electric energy in the case of OK m/h/e are almost equal. However, if the regenerative power absorption load on the overhead line side is too small to absorb the load power W, (KW) L/, and if the regenerative brake is operated at β = o, oKWL/h/a, then In the power range exceeding W in the middle, the overhead line voltage increases, and as a result of the regenerative power narrowing control shown in Fig. 2, the regenerative power is suppressed, and the regenerative power amount is reduced to the point ■-■-■ −■−〇−■−
It corresponds to the area surrounded by the line connecting ■. In other words, the power is reduced by an amount corresponding to the area surrounded by the point - - - the line connecting -. On the other hand, under the same conditions, β2 yo 0KI
When regenerative braking is applied at II/h/8, the amount of regenerated electric power does not decrease because it does not exceed wo. This means that J
This means that if the deceleration of the train is reduced and regenerative braking is applied, the effectiveness of regeneration will be improved.

However, in the conventional driving method used by train drivers, the guideline was based on point markers installed along the route to which commands for switching between power, coasting, and B brakes should be given. That is, FIG. 9 (&) shows seven examples of train operating curves and deceleration straight curves according to the conventional operating method. coasting switching point), and point Be
Since the operation is based on (coasting-brake switching point),
As the overhead line m'gt pressure increases, as shown by the dashed-dot line curve when the overhead line voltage is E, the operating curve passes through points A -S, -8, -B, and when the overhead line voltage is R, lower, Driving 111 m passing through points A-8, -s, -B on the solid curve of
In comparison, as shown in FIG. 9(b), in order to accelerate and coast at a higher speed, brake from a higher speed point S4, and stop at a predetermined point B, a larger deceleration β, will be required. This means that when the overhead wire voltage is high during quiet operation, the vehicle is operated in such a manner that the effective regeneration rate becomes even worse (third inspection M). Also, driving at higher speeds than necessary and arriving at the next station too early will consume too much energy when traveling.

The present invention has been made in view of the shortcomings of the conventional operation method, and provides a method for automatically performing operation in response to the overhead line voltage to save power and increase the regeneration efficiency when the vehicle is running. It is something.

First, the present invention has focused on the fact that it is more accurate to detect the overhead wire voltage value than to determine whether it is a quiet operation timetable. This is because when the regenerative load is low, the overhead line voltage on average becomes high and close to the no-load sending voltage of the substation. However, the overhead line voltage varies from point to point based on load fluctuations and the impedance of the overhead line, so it constantly fluctuates up and down, so in order to stably control trains, it is necessary to
The integrated average overhead line voltage is detected by detecting the average overhead line voltage value within the area, and depending on the magnitude of this detected voltage,
It is preferable to change the brake deceleration command applied to the train. In addition, the average voltage value for the above-mentioned predetermined period may be, for example, the average overhead wire voltage during the period when the train is running, or the average voltage during the running time of the station section that the train has just passed (seven times). It is also possible to take the average overhead line voltage (including rolling, coasting, and regenerative braking).

In addition, trains must run according to a predetermined operating schedule, but if only the deceleration during braking was adjusted appropriately as described above, the travel time between stations would fluctuate and the operating schedule would be disrupted. It turns out.

Therefore, in the present invention, by making the driving mode switching point variable when moving from coasting to coasting and from coasting to braking, the predetermined driving schedule can be maintained even when the brake deceleration is increased or decreased as described above. We are trying to get trains to run.

However, in general, the distance between each station and the slope, curve, etc. of the line between them are different for each station, so the point of notch-off (switching between coasting and coasting) and the braking action (switching between coasting and braking) are generally different. ) It is almost impossible to find a universal mathematical formula that uniquely determines the optimal point corresponding to the overhead wire voltage value.

Figure 5 is a characteristic curve obtained through simulation calculations of the deceleration corresponding to the integrated average overhead line voltage, in order to run on a predetermined schedule that takes into account substation intervals, route gradients, etc. between specific stations. . That is, in order to travel on a predetermined schedule, if the integrated average value of the overhead line voltage is, for example, E, the deceleration must be I.

This indicates that you should apply the brakes. The deceleration β in this case is an optimal command value that does not exceed the regenerative power W0 in FIG.

FIG. 6(a) is based on the characteristic curve shown in FIG.
Driving mode switching point characteristic curve diagram plotting the line notch off point characteristic curve (solid line) and brake start point characteristic curve (broken line) for operating on a predetermined operation schedule between specific stations A-B by simulation and calculation. It is. That is, when the integrated average overhead line voltage is E, the desired deceleration β can be found from Fig. 5. On the other hand, in order to arrive at station B at this deceleration β (Fig. 6 (C)), , 6th
As shown by the dashed line in Figure (b), if the car is notched off at point P2 and the brake operation is started at point B, it is possible to travel according to the prescribed operating schedule between stations A and B. Similarly, if the integrated average overhead line voltage is E, the sixth
It is sufficient to cause the train to run along the solid line in Figure (1)).

Figure 7 shows the above-mentioned Figure S and Figure 6 (al-IC).
FIG. 2 is a block diagram showing a device of the present invention for controlling automatic operation of a train using characteristics 1111m in
In the figure, the output of the train running point detector 1 is inputted by the train running station distance detector W and the operation mode switching command generator 3J, and the output of the running station distance discriminator λ is inputted by the train running station discriminator λ and the operation mode switching command generator 3J. The switching feature song is input to the iI Tsukuda device. The integrated average overhead line voltage detector 6 is installed in the continuous device S.
is connected to this detector B, and an overhead line voltage detector 7 is connected to this detector B.
is connected. The output of the driving mode switching point characteristic curve output device j is input to the driving mode switching command generating device 3, and the output of the deceleration characteristic curve reading device is input to the deceleration command value generating device t. The deceleration command value generating device g also receives the output from the driving mode switching command generating device 3, and each output from the generating device 3 and S is input to the vehicle control device f.

Note that the characteristic curves shown in FIG. 5 and FIG. 6(a) are stored in advance in the reading devices q and 6, respectively.

Next, the operation of a preferred embodiment of the automatic train operation control system according to the present invention shown in FIG. 7 will be described.

First, the train running point detector/ is a well-known device that detects the point where the train is currently running. Notify the reading device Tei Fupi 5 of the distance between stations. On the other hand, since the cumulative average overhead line voltage signal output from the detector unit is also input to the Tsudashi equipment station and S, if the cumulative average overhead line voltage is the disease shown in FIGS. 5 and 6(a), for example, First, the driving mode switching point characteristic curve succession device S reads out the desired line notch-off point P8 and the desired braking start point B between stations A and B from the characteristic curve for the station interval (FIG. 6(a)). It is sent to the operation mode switching command generation device 3, and on the other hand,
The deceleration characteristic curve reading device 1 reads the deceleration β1 corresponding to the voltage E1 from the characteristic surface a (FIG. 5) relating to the station A-B, and sends it to the deceleration command value generating device. The operation mode switching command generating device 3 first compares the row notch-off point P and signal read out from the reading device S with the running point signal from the train running point detector/, and when they match, outputs the row notch-off command signal. Vehicle control device? to switch the train from running mode to coasting mode.

When the train travels further and it is determined that the traveling point B has been reached, a brake start command signal is sent from the driving mode switching command generating device 3 to the vehicle control device D, and the brake operation is started and the deceleration is started. A brake start command signal is also sent to the command value generator g, and the deceleration β1, which is read out first, is sent to the vehicle control device? The train is controlled along the solid curve shown in Figure fb). The same control is performed when the integrated average overhead line voltage related to the dot-dash line curve (+1)) in FIG. 6 is 2.

As described above, according to the automatic train operation control device according to the present invention, the overhead line voltage and the running point are detected to appropriately switch the operation mode, and when braking, the appropriate brake deceleration is controlled. By issuing the command, it is possible to obtain the best regeneration efficiency rate, and achieve the most power-saving train operation by suppressing unnecessarily high-speed operation.

[Brief explanation of drawings]

Fig. 1 is a diagram showing an example of a speed-regenerative power characteristic curve in regenerative braking control, Fig. 2 is a diagram showing an example of an overhead line voltage suppression control characteristic curve during regenerative braking, and Fig. 3 is a regenerative power one-hour characteristic curve. A diagram showing an example of FIG. 9(a) E! : and (b) are diagrams showing an example of an operating curve and a brake deceleration curve in the conventional fixed point control system, respectively, and Figure S is a characteristic curve of deceleration-cumulative average overhead wire voltage between specific stations used in the present invention. Figure 6 (a) showing an example of +
(1)) and (C1 are diagrams showing an example of the driving mode switching point characteristic curve edge, the driving curve edge, and the brake deceleration curve between specific stations used in the present invention, respectively.
The figure is a block diagram showing an automatic train operation control device according to the present invention. /... Train running point detector, K... Train running station discriminator, J
...Driving mode switching command generation device, Pai...Deceleration characteristic curve succession device, S...Driving mode switching point characteristic curve reading device, 6..Accumulated average overhead line voltage detector, 7..Overhead line voltage detector, l ... Deceleration command value generation device, 9... Vehicle control device. In the figures, the same reference numerals refer to the same or corresponding parts. Agent Shin Kuzuno - 1 figure of flame, 2 figures of sheep, 3 figures of flame, 5 figures reduced

Claims (1)

[Claims] f/) An automatic train operation control device that is installed on a train made up of electric cars equipped with a regenerative braking function, and that maintains the travel time between predetermined stations at a value according to a predetermined service schedule. An overhead line voltage detector, an integrated average overhead line voltage detector that calculates an average overhead line voltage by integrating voltages detected by the overhead line voltage detector over a predetermined period, and a train running point detector; A driving mode switching command generating device which inputs the output of the train running point detector and issues either a row notch off command or a brake start command; a deceleration command generating device that issues a command; a running station discriminator that is connected to the output terminal of the train running point detector and that determines between which stations the train is currently running; inputting the output of the integrated average overhead line voltage detector;
In order to realize the train running according to the operation schedule in relation to the distance between each running station and the integrated average overhead wire voltage, the train running is based on the optimum row notch-off point characteristic curve data and brake start point characteristic curve data stored in advance in order to realize the train running according to the above-mentioned operation schedule. a first reading device that outputs an operation mode switching point signal obtained according to the inter-station and integrated average overhead line voltage to the operating mode switching command generation device; the running station discriminator; and the integrated average overhead line voltage detector. input the output of , and calculate the cumulative average overhead line voltage between the stations where the train is running and from the optimal brake mode deceleration characteristic curve data stored in advance in order to realize the train running according to the operation schedule with respect to the cumulative average overhead line voltage. a vehicle control device that receives each output of a one-speed switching command generating device and a deceleration command value generating device, and the driving mode switching command generating device is configured to control the driving mode when the train traveling point reaches the driving mode switching point. A power running notch-off command or a brake start command is sent to the ME vehicle's leg restraint device, and the deceleration command value generator waits for the deceleration command signal until it receives the brake start command, and receives the brake start command. An automatic train operation control device characterized in that the train automatic operation control device sends the deceleration command signal to the vehicle control device when the train is stopped.