JP7728149B2 - Train control device and train control method - Google Patents

Description

Article 30, paragraph 2 of the Patent Act applies. 1. Date: November 5, 2020 - November 6, 2020. 2. Name and location of the meeting: 57th Railway Cybernetics Symposium, Hotel Metropolitan Ikebukuro (1-6-1 Nishi-Ikebukuro, Toshima-ku, Tokyo). 3. Disclosed by: Hiroki Karasawa, Naoto Shimada, Masashi Okino, Masashi Tateiwa, Kazuya Hashimoto, Hiroaki Kurashima.

Embodiments of the present invention relate to a train control device and a train control method.

Train control devices that control trains based on speed patterns corresponding to the distance between ground contacts are in practical use. However, if the train's wheels spin or slide while traveling between ground contacts, there is a risk that the train's speed cannot be accurately calculated.

JP 2013-205248 A

The problem that this invention aims to solve is to provide a train control device and train control method that can suppress erroneous control even when wheel slip or slide occurs.

The train control device of this embodiment includes an acquisition unit, a set reference speed calculation unit, and a control unit. The acquisition unit acquires speed information corresponding to each of three or more axles in the train set. The set reference speed calculation unit uses the speed information to calculate a representative speed, excluding the maximum and minimum speeds corresponding to each axle, as the set reference speed. The control unit uses at least the set reference speed to control the acceleration of the train set.

FIG. 1 is a block diagram showing the configuration of an automatic train operation system according to an embodiment of the present invention. FIG. 1 is a diagram illustrating an example of the overall configuration of a train. FIG. 2 is a diagram schematically illustrating an example of the configuration of a leading car. FIG. 1 is a block diagram illustrating calculation of a composition reference rate of a digital transmission device. FIG. 2 is a block diagram showing an example of the configuration of an automatic acceleration/deceleration control device. 10A and 10B are diagrams showing examples of a driving schedule pattern, a TASC pattern, and a position correction ground coil. FIG. 10 is a diagram showing examples of internal speed limits, target speeds, TASC patterns, trip plan patterns, and train speeds under dry conditions. FIG. 4 is a block diagram showing an example of the configuration of a speed distance calculation unit. FIG. 3 is a block diagram showing an example of the configuration of a first speed-distance calculation unit and a second speed-distance calculation unit of the speed-distance calculation unit. FIG. 4 is a block diagram showing an example of the configuration of a composition reference speed correction unit. 10 is a flowchart showing an example of calculation processing and control of a composition reference speed of a digital transmission device. FIG. 10 is a diagram showing an example of a process for controlling stopping according to a TASC pattern under wet conditions. 4 is a flowchart showing an example of a process in which the automatic acceleration/deceleration control device 20 performs stop control according to a TASC pattern.

Hereinafter, a train control device and a train control method according to an embodiment of the present invention will be described in detail with reference to the drawings. Note that the embodiment described below is an example of an embodiment of the present invention, and the present invention should not be interpreted as being limited to these embodiments. Furthermore, in the drawings referred to in this embodiment, identical parts or parts having similar functions are given the same or similar reference numerals, and repeated explanations thereof may be omitted. Furthermore, for convenience of explanation, the dimensional ratios of the drawings may differ from the actual ratios, and some components may be omitted from the drawings.
(One embodiment)

Figure 1 is a block diagram showing the configuration of an automatic train operation system 1 according to this embodiment. As shown in Figure 1, the automatic train operation system 1 is a system mounted on, for example, a train, and includes a train control device 2, a brake control device 3, a vehicle control device 4, an on-board coil 5, a departure button 6, a powering handle 7, a brake handle 8, an automatic train stop (ATS) device 30, and a tachometer generator (TG) 40. The train control device 2 is a device that automatically operates the train formation, and includes a digital transmission device 10 and an automatic acceleration/deceleration control device 20. Figure 1 also shows a ground coil G and a driver's cab.

The brake control unit (BCU) 3 controls, for example, the compressed air supplied to the brake cylinder. For example, the brake control unit 3 controls the deceleration to a constant level according to the brake command level from the digital transmission device 10. That is, the brake control unit 3 is capable of outputting the torque (deceleration force) of the notch command. The brake control unit 3 is also capable of varying the braking force according to, for example, the number of passengers or the weight of cargo. For this reason, the brake receiver of the brake control unit 3 uses a sensor to detect the pressure of the air springs supporting the vehicle body, calculates the required braking force, and controls the electric brakes and air brakes. This braking force information is supplied to the digital transmission device 10, the automatic acceleration/deceleration control device 20, etc.

The vehicle control device 4 converts electricity into a power source for running the train and drives the traction motor (motor). The vehicle control device 4 controls the drive of the traction motor (motor) in response to notch commands from, for example, the digital transmission device 10. This drive control information is supplied to the digital transmission device 10, the automatic acceleration/deceleration control device 20, and other devices.

The on-board terminal 5 receives information (beam terminal information) from the ground terminal G installed near the tracks. The on-board terminal 5 supplies the beam terminal information to the automatic train stop (ATS) device 30. The automatic train stop (ATS) device 30 then supplies the beam terminal information to the digital transmission device 10, automatic acceleration/deceleration control device 20, etc.

The start button 6 is a button for starting automatic driving via the automatic acceleration/deceleration control device 20. The powering handle 7 is operated by the driver to supply a manual powering notch command to the digital transmission device 10. The brake handle 8 is operated by the driver to supply a manual brake notch command to the digital transmission device 10. For example, these manual notch commands are powering step 5 and braking step 7. In this embodiment, the start button 6, powering handle 7, and brake handle 8 are located in the driver's cab.

The digital transmission device 10 controls the running of the vehicle and service equipment, and is configured to include, for example, a CPU (Central Processing Unit). The digital transmission device 10 controls the brake control device 3 and vehicle control device 4 in accordance with the driver's operation of the powering handle 7, brake handle 8, etc. Furthermore, during automatic operation when the driver presses the start button 6, the digital transmission device 10 controls the brake control device 3 and vehicle control device 4 in accordance with the control of the automatic acceleration/deceleration control device 20, etc. Furthermore, the digital transmission device 10 generates the train set reference speed.

The train set reference speed is the speed of each axle in the train set, excluding specific values corresponding to wheel slip, sliding, etc., and is a representative value for the speed of the entire train set. For example, the digital transmission device 10 collectively determines and processes the axle speeds of all axles in the train set obtained from the brake control device 3 of each vehicle, and calculates the train set reference speed. Details of the train set reference speed will be described later.

The automatic acceleration/deceleration control device 20 is a device that automatically controls the acceleration and deceleration of the train's speed, and is configured to include, for example, a CPU (Central Processing Unit). The automatic acceleration/deceleration control device 20 has acceleration/deceleration data for powering/braking notch commands, and is able to determine the notch commands based on factors such as vehicle speed. Details of the automatic acceleration/deceleration control device 20 will be described later. Note that the digital transmission device 10 and automatic acceleration/deceleration control device 20 according to this embodiment may be configured as an integrated unit.

The automatic train stop (ATS) device 30 is capable of controlling the stopping of trains using ground signal information from the ground signal G supplied by the on-board signal generator 5. The tachometer generator (TG) 40 is mounted on the axle of the train's vehicle and outputs an AC signal, which is a voltage with a phase difference corresponding to the rotation of the axle. In other words, the frequency of the AC signal is proportional to the rotational speed of the axle (axle speed).

Figure 2 is a diagram showing a schematic example of the overall configuration of a train. The train consists of multiple leading cars T10 and intermediate cars T20. One of the leading cars T10 becomes the leading car depending on the direction of travel of the train. As shown in Figure 2, the leading car T10 is equipped with an automatic acceleration/deceleration control device 20. On the other hand, the intermediate car T20 in this embodiment does not have an automatic acceleration/deceleration control device 20. In addition, the digital transmission devices 10 communicate with each other and obtain the axle speeds of all axles from the speed generators TG1 to TG4 of each car via the brake control device 3.

Figure 3 is a diagram showing a schematic example of the configuration of the lead car T10. In the lead car T10, the automatic acceleration/deceleration control device 20 calculates the speed using pulse information from the two tachometer generators TG2 and TG3.

Figure 4 is a block diagram related to the calculation of the composition reference speed of the digital transmission device 10. As shown in Figure 4, the digital transmission device 10 comprises an acquisition unit 100, a composition reference speed calculation unit 102, and an output unit 104. Note that the composition reference speed calculation unit 102 in this embodiment corresponds to the first calculation unit.

In each vehicle, the brake control device 3 calculates the BCU axle speed from the pulses of the tachometer generators TG1 to TG4 and notifies the digital transmission device 10. The acquisition unit 100 acquires the notified BCU axle speed (axle speed). In other words, this acquisition unit 100 acquires speed information corresponding to each of the three or more axles in the train.

The composition reference speed calculation unit 102 calculates the speed for each axle from the wheel diameter corresponding to each axle. For example, the composition reference speed calculation unit 102 calculates the average speed for all axles, excluding the speeds at the top and bottom. In this way, the composition reference speed calculation unit 102 calculates statistical values for the speeds of each axle, excluding the maximum and minimum speeds. These statistical values include averages, medians, and the like. This allows the calculation of the speed of the entire train, excluding, for example, singular values of wheels that are spinning or sliding. Furthermore, even if the wheel diameters used in the calculation differ from the wheel diameters of the actual trains, the composition reference speed calculation unit 102 can exclude these as singular values, thereby calculating a more accurate composition reference speed. In this way, the composition reference speed calculation unit 102 can generate a calculated speed based on the axle speeds of the entire train (excluding at least one of spinning axles, sliding axles, and axles with misaligned wheel diameters). In other words, the train set reference speed calculation unit 102 can calculate the train set reference speed during acceleration or deceleration, excluding axles that are spinning or sliding.

Furthermore, the knitting reference speed calculation unit 102 can calculate the knitting reference speed excluding the axles with misaligned wheel diameters at constant speed, during acceleration closer to constant speed motion, and during deceleration closer to constant speed motion. Axles with misaligned wheel diameters generally exhibit maximum or minimum speeds at constant speed. Therefore, the knitting reference speed calculation unit 102 can calculate the knitting reference speed excluding the speeds of axles with misaligned wheel diameters at constant speed, during acceleration closer to constant speed motion, and during deceleration closer to constant speed motion.

The train set reference speed calculation unit 102 may also calculate the variance of the speed for each axle, and calculate the statistical value of the speed for each axle, excluding speeds that deviate by values such as 2 sigma (σ) or 3 sigma (σ). In this way, the train set reference speed calculation unit 102 can generate the train set reference speed by excluding axles that are spinning or sliding, or axles with deviated wheel diameters, from the statistically significant number of speeds corresponding to each axle.

Furthermore, the train set reference speed calculation unit 102 calculates the variance of the speed for each axle during constant speed operation, and determines that the wheel diameter used in the calculation for axles corresponding to speeds with deviations such as 2 sigma (σ) or 3 sigma (σ) is a deviation from the wheel diameter of the actual vehicle. The train set reference speed calculation unit 102 then calculates the train set reference speed during acceleration and deceleration, excluding axles whose wheel diameters are determined to be deviated. This allows the train set reference speed calculation unit 102 to calculate the train set reference speed with greater accuracy, excluding axles with deviated wheel diameters, axles that are spinning, and axles that are slipping.

The output unit 104 outputs the train set reference speed to the automatic acceleration/deceleration control device 20 at predetermined time intervals, for example, 100 milliseconds (ms).

Figure 5 is a block diagram showing an example configuration of the automatic acceleration/deceleration control device 20. The automatic acceleration/deceleration control device 20 includes a memory unit 200, a speed/distance calculation unit 202, a selection unit 204, a driving plan unit 206, a pattern generation unit 208, and a control unit 210. The control unit 210 includes a driving control unit 212 and a fixed-position stop control unit 214.

The memory unit 200 is composed of, for example, an HDD (hard disk drive) or SSD (solid state drive). The memory unit 200 stores track conditions, including information on the gradient of the running line, curves, distance between stations, speed limits, and the position of the position correction ground coil, as well as vehicle conditions such as train length and power braking performance, and operating conditions such as running time between stations.

The speed/distance calculation unit 202 calculates the speed and distance (track location) of the train set using at least information on the train set reference speed. The selection unit 204 selects at least one of a speed and distance appropriate for the control purpose from among multiple speeds and distances. Details of the speed/distance calculation unit 202 and the selection unit 204 will be described later.

Figure 6 shows examples of trip planning patterns, Track Attack Control (TASC) patterns, and position correction ground coils. The horizontal axis indicates position, and the vertical axis indicates speed. ▲ indicates the position of the position correction ground coil, the speed pattern in the range marked "acceleration control" indicates the trip planning pattern, and the speed pattern in the range marked "TASC (Train Attack Control System)" indicates the TASC pattern.

Figure 7 shows examples of internal speed limit L100, target speed L102, TASC pattern L104, trip plan pattern L106, and train speed L108 under dry conditions. The horizontal axis represents position, and the vertical axis represents speed. The ranges indicated by circles 1 and 3 are the acceleration range, the range indicated by circle 2 is the constant speed range, and the range indicated by circle 4 is the TASC pattern range.

The running plan unit 206 generates a running plan pattern L106, as shown in Figures 6 and 7, for example. This running plan unit 206 generates the running plan pattern L106, which specifies the speed and acceleration at which the train will operate from its current position to the stop position at the next station. In other words, the running plan unit 206 generates control information such as powering, braking, coasting, and constant speed running at each point within a range equal to or less than the internal speed limit L100 stored in the memory unit 200, as running plan pattern L106. The internal speed limit L100 is set in advance for each station and is a speed that must not be exceeded.

The pattern generation unit 208 generates, for example, the TASC pattern L104 shown in FIG. 7. For example, when the pattern generation unit 208 detects a TASC pattern generating ground coil just before a stop station, it generates the TASC pattern L104, which is a braking pattern toward the target stop position. In this way, the pattern generation unit 208 generates, for example, a deceleration control pattern equivalent to five brake notches as a TASC pattern. The TASC pattern L104 may be pre-stored in the storage unit 200 as a speed pattern table. In this case, the storage unit 200 may store in advance a speed pattern table in which the range of the ground coil distance (a combination of an upper threshold and a lower threshold), information indicating the safety level, information indicating the speed limit, and the TASC pattern L104 as control data are associated. As a result, the pattern generation unit 208, for example, references the speed pattern table and outputs the TASC pattern L104 associated with the ground coil distance and control-related information.

The running control unit 212 of the control unit 210 controls the acceleration and speed of the train using at least the train set reference speed. As shown in FIG. 7, the running control unit 212 determines control commands to the digital transmission device 10 using the speed and distance information selected by the selection unit 204 based on the running plan pattern L106 generated by the running plan unit 206. For example, the running control unit 212 selects a notch in accordance with the running plan pattern L106 generated by the running plan unit 206 and outputs a control command to the digital transmission device 10. For example, when running at a constant speed, the running control unit 212 selects a notch so that the train runs within a certain range (plus or minus 3 km/h) of the target speed L102 (a speed -5 km/h from the internal speed limit L100). In this way, the running control unit 212 determines control commands using the speed and distance information selected by the selection unit 204, enabling control that suppresses the effects of wheel slip, skidding, wheel diameter deviation, etc.

As shown in FIG. 7, the fixed position stop control unit 214 of the control unit 210 determines a control command to the digital transmission device 10 using the speed and distance information selected by the selection unit 204 based on the TASC pattern L104 generated by the pattern generation unit 208. For example, the fixed position stop control unit 214 selects a notch in accordance with the TASC pattern L104 and outputs a control command to the digital transmission device 10. Furthermore, when decelerating, the notch is selected based on the predicted position and speed several seconds from now so that the vehicle can decelerate to an appropriate speed at the target position. At this time, the travel control unit 212 determines the control command using the speed and distance information selected by the selection unit 204, enabling control that suppresses the effects of skidding, wheel diameter deviation, etc.

Here, the speed and distance calculation unit 202 and the selection unit 204 will be described in detail using Figures 8 to 10. Figure 8 is a block diagram showing an example configuration of the speed and distance calculation unit 202. Figure 9 is a block diagram showing an example configuration of the first speed and distance calculation unit 202a and second speed and distance calculation unit 202b of the speed and distance calculation unit 202. Figure 10 is a block diagram showing an example configuration of the composition reference speed correction unit 202c of the speed and distance calculation unit 202.

As shown in Figure 8, the speed/distance calculation unit 202 has a first speed/distance calculation unit (second calculation unit) 202a, a second speed/distance calculation unit (third calculation unit) 202b, and a composition-standard speed correction unit 202c. The first speed/distance calculation unit 202a uses information about the axle speed of the speed generator TG2 (see Figures 2 and 3) to calculate the speed and travel distance of the corresponding vehicle. At this time, the first speed/distance calculation unit 202a can calculate the vehicle speed and travel distance by correcting speed errors due to slippage and sliding of the axle on which the speed generator TG2 is located. The travel distance corresponds to the train's location on the track. In this embodiment, the first speed/distance calculation unit 202a corresponds to the second calculation unit, and the second speed/distance calculation unit 202b corresponds to the third calculation unit.

Similarly, the second speed-distance calculation unit 202b uses information on the axle speed of the tachometer generator TG3 (see Figures 2 and 3) to calculate the corresponding vehicle speed and travel distance. At this time, the second speed-distance calculation unit 202b can calculate the vehicle speed and travel distance by correcting for speed errors due to spinning and sliding of the axle on which the tachometer generator TG2 is located. Note that, although the speed-distance calculation unit 202 according to this embodiment uses information on the axle speeds of the two tachometer generators TG2 and TG3, this is not limiting. For example, the speed-distance calculation unit 202 may use information on the axle speeds of three or more tachometer generators.

The composition reference speed correction unit 202c calculates the corrected composition speed and travel distance using composition reference speed information generated by the digital transmission device 10 (see Figures 1, 2, and 3). In this case, the composition reference speed correction unit 202c can calculate the corrected composition speed and travel distance based on the time interval between output times from the output unit 104, for example, a time interval of 100 milliseconds (ms).

The selection unit 204 selects at least one of a speed and distance appropriate for the control purpose from among multiple speeds and distances. When a train passes its intended stopping position (regular stop), reverse control occurs, leading to delays in departure times, etc. For this reason, the selection unit 204 selects the maximum speed from among multiple speeds, for example, when controlling deceleration. This reduces the possibility of passing the intended stopping position.

More specifically, the selection unit 204 selects at least one of a speed and a distance suitable for the control purpose from among the multiple speeds, train reference speeds, and multiple distances generated by the first speed-distance calculation unit 202a, the second speed-distance calculation unit 202b, and the train reference speed correction unit 202c, etc. The multiple speeds generated by the first speed-distance calculation unit 202a and the second speed-distance calculation unit 202b are speeds corrected for speed errors due to slippage, sliding, etc. The train reference speed may also be a train reference speed corrected from the train reference speed corrected according to the output interval of the output unit 104 (see Figure 4). Similarly, for control during deceleration, for example, the selection unit 204 selects the longest distance from the three distances. In this way, during automatic stopping processing, the selection unit 204 selects a speed and distance that is on the safe side of the stopping position (regular stopping position), i.e., does not overrun, from among the speeds that suppress the effects of wheel slippage, sliding, etc. and the train set reference speed, thereby enabling the train to stop accurately at the determined stopping position (regular stopping position).

Here, using Figure 9, an example configuration of the first speed-distance calculation unit 202a and the second speed-distance calculation unit 202b will be described. As shown in Figure 9, the first speed-distance calculation unit 202a and the second speed-distance calculation unit 202b have the same configuration, and each of the first speed-distance calculation unit 202a and the second speed-distance calculation unit 202b includes a pulse processing unit 11, a speed calculation processing unit 12, a skid/slide detection speed correction unit 13, a distance calculation processing unit 14, and a ground sensor distance calculation processing unit 16.

The pulse processing unit 11 processes the AC signal output from the tachometer generator TG mounted on the axle of the train's carriages. For example, the pulse processing unit 11 is a pulse converter that converts the AC signal from the tachometer generator TG into a pulse signal and outputs it.

The speed calculation processing unit 12 is a speed calculation unit that calculates the train's running speed (first speed) based on the pulse signal output from the pulse processing unit 11. The speed calculation processing unit 12 calculates the first speed based on the frequency of the pulse signal and the specifications of the vehicle's wheels, etc. In other words, the first speed is the axle speed converted based on the wheel diameter, etc.

The skid/slide detection speed correction unit 13 detects the start of a skid/slide based on the first speed. The skid/slide detection speed correction unit 13 detects the occurrence of a skid or slide based on the first speed and the train's specific vehicle performance. The skid/slide detection speed correction unit 13 also detects the end of a skid/slide based on the first speed.

For example, if the acceleration/deceleration is higher than expected in response to the notch command output by the control unit 210, the skid/slide detection speed correction unit 13 determines that the first speed has resulted in a skid/slide. When skid/slide detection speed correction unit 13 detects a slide, it calculates the speed using the deceleration of the brake notch command output by the control unit 210. This speed is used as the corrected speed when a slide is detected.

Similarly, when a skid is detected, the skid detection speed correction unit 13 calculates the speed using the acceleration of the powering notch command output by the control unit 210. This speed is used as the corrected speed when a skid is detected.

The spin/slide detection speed correction unit 13 determines that the vehicle has recovered from a spin/slide state when the vehicle speed approaches the corrected speed. Furthermore, if the spin/slide state has been ongoing for a long time and there is a large discrepancy between the vehicle speed and the corrected speed, the unit determines that the vehicle has recovered from a spin/slide state when the acceleration/deceleration approaches the acceleration/deceleration of the notch command output by the control unit 210.

The distance calculation processing unit 14 calculates the train's location on the track based on information from the pulse processing unit 11 and the skid detection speed correction unit 13. In this case, the distance calculation processing unit 14 calculates the train's location on the track using the corrected speed during the period when skid detection detected by the skid detection speed correction unit 13 occurs.

The on-board distance calculation processor 16 calculates the distance between adjacent on-board devices based on the on-board device information supplied from the on-board device 5. The on-board distance calculation processor 16 calculates the distance between adjacent on-board devices based on the timing at which the on-board device information is received, i.e., the timing at which the train passes over the on-board device G. More specifically, when on-board device information is received, the on-board distance calculation processor 16 calculates the distance between adjacent on-board devices based on the difference between the timing at which the current on-board device information was received and the timing at which the previous on-board device information was received, and the train's speed during that time. In this case, the on-board distance calculation processor 16 calculates the distance between adjacent on-board devices based on the train's speed using the corrected speed during the period when a skid is occurring as detected by the skid detection speed correction processor 13. Note that the automatic train operation system 1 according to this embodiment includes a on-board distance calculation processor 16, but is not limited to this. For example, a system may be adopted in which location information is received as a telegram from the on-board device when the on-board device is detected.

Here, an example configuration of the composition reference speed correction unit 202c will be described using Figure 10. As shown in Figure 10, the composition reference speed correction unit 202c has a speed correction unit 17, a distance calculation processing unit 140, and an inter-ground coil distance calculation processing unit 160.

The speed correction unit 17 corrects the speed based on the time interval between output times from the output unit 104, for example, 100 milliseconds (ms), and calculates the corrected composition reference speed. The speed correction unit 17 calculates the corrected composition reference speed using the timing t1 at which the composition reference speed was calculated and the acceleration at timing t1 at which the composition reference speed was calculated. That is, the speed correction unit 17 generates the corrected composition reference speed by adding the composition reference speed at timing t2 supplied from the digital transmission device 10 to a speed calculated from the acceleration at timing t1 and the difference between timing t2 and timing t1. The speed correction unit 17 can also calculate the acceleration/deceleration from the composition reference speed calculated by the composition reference speed calculation unit 102 and the composition reference speed calculated by the composition reference speed calculation unit 102 a certain time ago, and then calculate the speed after a certain time from the calculated acceleration/deceleration to generate the corrected composition reference speed.

The distance calculation processing unit 140 calculates the train's location on the track based on information from the speed correction unit 17. That is, the distance calculation processing unit 140 calculates the train's location on the track by integrating the product of the composition reference speed corrected by the speed correction unit 17 and time.

The distance calculation unit 160 calculates the distance between adjacent beacons based on the beacon information supplied from the on-board unit 5. The distance calculation unit 16 calculates the distance between beacons based on the timing at which the beacon information is received, i.e., the timing at which the train passes the beacon G. More specifically, when the distance calculation unit 16 receives beacon information, it calculates the distance between beacons based on the difference between the timing at which the current beacon information was received and the timing at which the previous beacon information was received, and the corrected train-set reference speed generated by the speed correction unit 17 during that time. Note that the automatic train operation system 1 according to this embodiment includes the distance calculation unit 160, but is not limited to this. For example, a system may be adopted in which location information is received as a telegram from the beacon when the beacon is detected.

Figure 11 is a flowchart showing the calculation process of the composition reference speed of the digital transmission device 10 and an example of control by the control unit 210. As shown in Figure 11, the acquisition unit 100 first acquires speed information corresponding to each of three or more axles in the train (step S10). Next, the composition reference speed calculation unit 102 calculates the speed for each axle from the wheel diameter corresponding to each axle, and calculates a representative value of the speed for each axle, excluding at least one of the maximum and minimum speed values, as the composition reference speed (step S12). The control unit 210 then controls the acceleration of the train using the composition reference speed (step S14). In this way, the control unit 210 can control the acceleration of the train using the composition reference speed, excluding the speed corresponding to at least one of a spinning axle, a sliding axle, and an axle with a misaligned wheel diameter, thereby enabling more accurate acceleration control of the train.

Figure 12 shows an example of processing for stop control according to a TASC pattern under wet conditions. The horizontal axis represents position, and the vertical axis represents speed. Figure 12 shows the TASC pattern L104, train speed L108, corrected train set reference speed L114, single-axle speed L112, and selection control line L116, which indicates the selection of the corrected train set reference speed L114. A high level on the selection control line L116 indicates the selection of the corrected train set reference speed L114, and a low level indicates the non-selection of the corrected train set reference speed L114. Note that in Figure 12, the train speed L108 and the corrected train set reference speed L114 are graphically represented as approximately the same line.

Figure 13 is a flowchart showing an example of the process in which the automatic acceleration/deceleration control device 20 according to this embodiment performs stop control in accordance with a TASC pattern. Here, we will explain an example of the stop process after detecting a ground coil for generating a pattern, with reference to Figure 12.

As shown in FIG. 13, when the automatic acceleration/deceleration control device 20 detects a ground coil for pattern generation, it causes the pattern generation unit 208 to obtain the TASC pattern associated with the ground coil G from the storage unit 200 and generate the TASC pattern L104 (step S102). In FIG. 12, the first ground coil for pattern generation is detected near 1470 mile. As a result, the fixed position stop control unit 214 causes the pattern generation unit 208 to obtain the TASC pattern associated with the detected ground coil G corresponding to the vicinity of 1470 mile from the storage unit 200 and generate the TASC pattern L104.

Next, the first speed-distance calculation unit 202a calculates the first speed based on the axle on which the tachometer generator TG2 is located (step S104a). In Figure 12, the first speed is calculated as the speed L112 on a single axle. Note that because the conditions are wet, the speed L112 fluctuates slightly due to sliding, etc.

Next, the slip/slide detection speed correction unit 13 calculates a first corrected speed that corrects for slip and slide based on the first speed (step S106a). Furthermore, the distance calculation processing unit 14 then calculates the first on-track position of the train using the first corrected speed (step S108a).

Similarly, the second speed-distance calculation unit 202b calculates the first speed based on the axle on which the tachometer generator TG3 is located (step S104b). This is omitted from Figure 12 to avoid complicating the drawing.

Next, the slip/slide detection speed correction unit 13 calculates a second corrected speed that corrects for slip and slide based on the first speed (step S106b). Furthermore, the distance calculation processing unit 14 then calculates the second on-track position of the train using the second corrected speed (step S108b).

At this time, the composition reference speed correction unit 202c acquires the composition reference speed generated by the digital transmission device 10 (step S104c). Next, the speed correction unit 17 calculates a composition reference speed with corrected output timing based on the composition reference speed (step S106c). In FIG. 12, the corrected composition reference speed is calculated as the corrected composition reference speed L114. Next, the distance calculation processing unit 140 calculates the third on-track position of the train using the corrected composition reference speed (step S108c).

Next, the selection unit 204 selects the location closest to the stopping position from among the first location position, second location position, and third location position (step S110). At this time, if the higher-order location position is the same, the selection unit 204 selects the fastest speed from among the first corrected speed, second corrected speed, and corrected train set reference speed that indicated that location. In FIG. 12, the timing when the corrected train set reference speed is selected is indicated by a high level of the selection control line L116. That is, a high level of the selection control line L116 indicates that the third location position based on the corrected train set reference speed is closest to the stopping position than the first location position and the second location position. Note that in control that prioritizes speed, the fastest speed from among the first corrected speed, second corrected speed, and corrected train set reference speed may be selected, and if the higher-order speed is the same, the location closest to the stopping position may be selected from among the first location position, second location position, and third location position that indicated that speed.

Next, the fixed position stop control unit 214 determines a control command to be sent to the digital transmission device 10 using the on-track position (distance information) and speed selected by the selection unit 204 based on the TASC pattern L104 generated by the pattern generation unit 208, and causes the digital transmission device 10 to perform deceleration control (step S112).

Next, the stop-in-position control unit 214 determines whether the train has stopped (step S114). If it determines that the train has not stopped (NO in step S114), it repeats the processing from steps S104a, S104b, and S104c. On the other hand, if it determines that the train has stopped (YES in step S114), it ends the stop control using TASC pattern L104.

As explained above, according to this embodiment, the train set reference speed calculation unit 102 generates a representative value of the speeds of each axle, excluding at least one of the maximum and minimum speeds, as the train set reference speed, and the control unit 210 uses the train set reference speed to control the acceleration of the train set. This allows the control unit 210 to control the acceleration of the train set using the train set reference speed, excluding the speeds corresponding to at least one of a spinning axle, a sliding axle, and an axle with a misaligned wheel diameter, enabling more accurate acceleration control of the train set.

Although several embodiments of the present invention have been described above, these embodiments are presented as examples and are not intended to limit the scope of the invention. These novel embodiments can be embodied in a variety of other forms, and various omissions, substitutions, and modifications can be made without departing from the spirit of the invention. These embodiments and their variations are included within the scope and spirit of the invention, as well as within the scope of the invention and its equivalents as set forth in the claims.

2: Train control device, 17: Speed correction unit, 100: Acquisition unit, 102: Formation reference speed calculation unit (first calculation unit), 202a: First speed/distance calculation unit (second calculation unit), 202b: Second speed/distance calculation unit (third calculation unit), 204: Selection unit, 208: Pattern generation unit, 210: Control unit.

Claims (10)

an acquisition unit that acquires speed information corresponding to each of three or more axles in a train;
a composition reference speed calculation unit that calculates, as a composition reference speed, a representative value of the speeds excluding the maximum and minimum values of the speeds corresponding to each of the axles, using the speed information;
a control unit that controls the acceleration of the train using the train-formation reference speed;
A train control device comprising: The train control device according to claim 1, wherein the unit reference speed calculation unit calculates the unit reference speed as a statistical value of speeds excluding the maximum and minimum values. The train control device according to claim 2, wherein the composition-unit reference speed calculation unit calculates either an average value or a median value as the statistical value. The speed is calculated based on the rotational speed of the axle and the corresponding wheel diameter;
4. The train control device according to claim 1, wherein the set reference speed calculation unit is capable of generating the set reference speed excluding speeds corresponding to axles whose actual wheel diameters are deviated from the wheel diameters used for calculation. a second calculation unit that calculates a second speed based on the rotational speed of a single axle;
a selection unit that selects either the second speed or the composition reference speed;
Furthermore,
The train control device according to claim 1 , wherein the control unit performs control related to the acceleration using either the second speed selected by the selection unit or the composition reference speed. The train control device described in claim 5, wherein the selection unit selects the greater of the second speed and the train-set reference speed. A train control device according to any one of claims 1 to 6, wherein the train set reference speed generated by the train set reference speed calculation unit is output to the control unit at predetermined time intervals, and the control unit controls the acceleration of the train set using a train set reference speed obtained by correcting the train set reference speed based on the predetermined time intervals. The train control device according to claim 7, further comprising a speed correction unit that calculates acceleration/deceleration from the train set reference speed calculated by the train set reference speed calculation unit and the train set reference speed calculated by the train set reference speed calculation unit a certain time ago, calculates the speed after a certain time from the calculated acceleration/deceleration, and generates the corrected train set reference speed. a third calculation unit that calculates a third speed based on the rotational speed of a single axle;
The train control device according to claim 5 , wherein the selection unit selects one of the second speed, the third speed, and the composition reference speed. an acquiring step of acquiring speed information corresponding to each of three or more axles in the train;
a calculation step of calculating, using the speed information, a representative value of the speeds excluding the maximum and minimum values of the speeds corresponding to each of the axles, as a composition reference speed;
a control step of controlling the acceleration of the train using the train set reference speed;
A train control method comprising: