JP6357372B2 - Automatic train driving device and automatic train driving method - Google Patents

Description

  The present invention relates to an automatic train operation device and an automatic train operation method, and particularly suitable for application to an automatic train operation device and an automatic train operation method that control train travel by utilizing vehicle characteristics learned from travel results. It is.

  In recent years, automatic train control (ATO) devices have been introduced for the purpose of reducing the burden on crew members and labor costs against the backdrop of overcrowded train operation schedules and improved maintenance of platform doors. Among the ATO devices, the Train Automatic Stop Control (TASC) device, which stops the train by accurately aligning the vehicle door position with the platform door position, is being introduced as the platform doors are introduced to existing line stations. It has been actively introduced on many routes.

  Patent Document 1 discloses a technique related to an ATO device. Specifically, the data acquired at the time of train travel is processed online, and the control parameters, train characteristics and route characteristics at train travel are automatically learned during train travel based on the data processed online and the data acquired in advance. An automatic train driving device that automatically operates a train using train characteristics and route characteristics that are automatically learned is disclosed.

  In addition, the train characteristics are estimated using the test driving results before sales, and if the estimated results are characteristic values that cannot actually occur or are outside the limit values that can actually occur, the estimated result is A technique for correcting within the characteristic value is disclosed.

  According to Patent Document 1, it is possible to automatically learn train characteristics and route characteristics online while traveling, and it is possible to perform automatic train operation using the results of automatic learning. In addition, by correcting the estimation result of train characteristics, it is possible to avoid using this inappropriate estimation result for control when an estimation result that cannot be expected is obtained.

Japanese Patent No. 3940649

  However, in the technique described in Patent Document 1, it is assumed that the train characteristics are estimated using the test running result before sales, but the test running before sales (or running after sales) includes disturbance events such as idling or gliding. In this case, when the train characteristics are estimated using the traveling result including the disturbance event, the estimation result may not be clearly determined to be abnormal.

  If the estimation result cannot be clearly determined to be abnormal, an inappropriate estimation result may be used for control. In this case, there is a problem that the followability for appropriately following the actual vehicle speed to a predetermined target speed is deteriorated, and the stop position accuracy and the ride comfort are deteriorated.

  The present invention has been made in view of the above points, and proposes an automatic train driving device that can prevent the deterioration of followability and improve the stop position accuracy and ride comfort.

In order to solve such a problem, in the present invention, automatic train operation provided with a vehicle characteristic learning unit that learns vehicle characteristics based on the speed of the own train and a braking command for controlling the running of the own train In the device, the vehicle characteristic learning unit newly adds a vehicle characteristic estimation unit that estimates the vehicle characteristic, a vehicle characteristic reflection availability determination unit that determines whether or not the vehicle characteristic is reflected in a braking command, and the vehicle characteristic. A vehicle characteristic reflecting unit that reflects the braking command scheduled to be calculated, and the vehicle characteristic estimating unit calculates a generated deceleration actually generated in the own train based on the speed of the own train, Based on the braking command, the command deceleration commanded to the own train is calculated, and the calculated deceleration and the command deceleration are compared, and the difference between the time axis direction and the deceleration axis direction is calculated as the vehicle characteristic. Estimated as Both characteristics reflecting determination unit, the generated deceleration based on said command deceleration and the vehicle characteristics, determines whether to reflect the braking command of the newly calculated planned said vehicle characteristics, said vehicle characteristics reflect The unit reflects the vehicle characteristic estimated by the vehicle characteristic estimation unit in the newly calculated braking command only when the vehicle characteristic reflection possibility determination unit determines that the vehicle characteristic can be reflected. .

In order to solve such a problem, in the present invention, an automatic train including a vehicle characteristic learning unit that learns vehicle characteristics based on the speed of the own train and a braking command for controlling the running of the own train. in automatic train operation method of operating apparatus, the vehicle characteristic learning section includes a first step of estimating the vehicle characteristics, a second step of determining whether to reflect the vehicle characteristics in braking command, before And a third step of reflecting the vehicle characteristics in the braking command to be newly calculated . In the first step, the generated deceleration actually generated in the own train is calculated based on the speed of the own train. On the other hand, based on the braking command, the command deceleration commanded to the own train is calculated, and the calculated deceleration and the command deceleration are compared, and the time axis direction and the deceleration axis direction are compared. The difference between the vehicle characteristics and In the second step, based on the generated deceleration, the command deceleration, and the vehicle characteristic, it is determined whether or not the vehicle characteristic is newly reflected in a braking command scheduled to be calculated, In the third step, the vehicle characteristic is reflected in the newly calculated braking command only when it is determined in the second step that reflection is possible .

  According to the present invention, it is possible to prevent the deterioration of followability and improve the stop position accuracy and the ride comfort.

It is a functional lineblock diagram of a train fixed position stop control device. It is a related figure of vehicle speed, instruction | command deceleration, generation | occurrence | production deceleration, and elapsed time. It is a functional block diagram of the train fixed position stop apparatus provided with the vehicle characteristic learning function. FIG. 6 is a relationship diagram between vehicle speed and elapsed time when sliding and re-adhesion occur. It is a related figure of command deceleration and generation deceleration, and elapsed time. It is a functional lineblock diagram of the automatic train operation device in a 1st embodiment. It is explanatory drawing explaining a residual deviation. It is a related figure of vehicle speed, instruction | command deceleration, generation | occurrence | production deceleration, and elapsed time. It is a related figure of vehicle speed, instruction | command deceleration, generation | occurrence | production deceleration, and elapsed time. It is a flowchart which shows the adjustment parameter update process of 1st Embodiment. It is a functional block diagram of the automatic train driving device in 2nd Embodiment. It is a related figure of the vehicle speed at the time of sliding occurrence, and elapsed time. It is a figure which shows the characteristic which appears in the generation | occurrence | production deceleration waveform at the time of gliding. It is a figure which shows the deceleration waveform when a brake command is turned ON / OFF in small increments. It is a flowchart which shows the adjustment parameter update process of 2nd Embodiment. It is a functional lineblock diagram of the automatic train operation device in a 3rd embodiment. It is a flowchart which shows the adjustment parameter update process of 3rd Embodiment.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. 1-4 is explanatory drawing explaining the structure and subject of a train fixed position stop control apparatus (TASC apparatus) contained in a general automatic train operation apparatus (ATO apparatus), and FIGS. FIG. 2 is an explanatory diagram illustrating a configuration of an automatic train driving device (particularly, a train fixed position stop control device) in the present embodiment.

  Each unit illustrated in FIGS. 1 to 14 is a device configured by any one or combination of a processor, a storage medium, and a program. For example, the processor implements various functions by reading a program stored in a storage medium.

(1) Outline of Train Fixed Position Stop Control Device FIG. 1 shows a functional configuration of a train fixed position stop control device (TASC device). The TASC device detects a speed signal from a speed generator installed on the wheel shaft and detects position information from a vehicle upper piece communicating with the ground element by a speed position detection unit. In addition, the TASC device calculates a braking command based on the acquired speed signal and position information by the control command calculation unit, and outputs the calculated braking command to the vehicle information control device.

  There are two major functions of the TASC device as described above. That is, a speed position detecting function for detecting a speed signal and position information and a control command calculating function for calculating a braking command. Among these, the control command calculation unit having the control command calculation function is composed of a plan unit having a plan function and a follower unit having a follow function.

  The planning function is a function for calculating the target speed by comparing the current vehicle position with the braking speed to the station stop position held in advance. The tracking function is a function for inputting a speed deviation between the target speed and the current vehicle speed and calculating a braking force to be output. The TASC device includes the calculated braking force in the braking command and outputs the braking command to the vehicle information control device.

  The braking command includes a brake notch command and a torque command. The vehicle information control device is a device that manages information transmission on the vehicle. When a braking command is input from the TASC device, the vehicle information control device outputs the input braking command to the braking / driving control device. The braking / driving control device controls the traveling of the train based on the input braking command.

  Normally, there is a slight difference between the time when the braking command is output from the TASC device and the time when the operation based on the braking command is actually reflected on the train. It is also known that some deviation occurs between the braking force included in the braking command from the TASC device and the braking force that actually works on the train.

  FIG. 2 shows the relationship between the vehicle speed, the command deceleration, the generated deceleration, and the elapsed time. The vehicle speed is indicated by a dotted line, the command deceleration is indicated by a solid line, and the generated deceleration is indicated by a one-dot chain line. As shown in FIG. 2, there is a slight difference between the time when the braking command instructing deceleration is output from the TASC device and the time when the command deceleration included in this braking command is actually reflected on the train. Has occurred. This is called dead time.

  There is also a slight difference between the command deceleration and the generated deceleration actually acting on the train. This is called a deceleration deviation. As the dead time and the deceleration deviation are larger, the followability to follow the target speed is worsened. Therefore, when introducing the TASC device, it is necessary to sufficiently adjust various parameters by the worker, and to reduce the adverse effect on the stop position accuracy due to the dead time and the deceleration deviation as much as possible.

  On the other hand, in order to reduce the man-hours required for adjustment work by workers, in recent years, the vehicle characteristics (dead time and deceleration deviation) are automatically learned and controlled based on the running results obtained when the train actually runs. Development of functions to reflect is underway. This function is called a vehicle characteristic learning function.

  FIG. 3 shows a functional configuration of a TASC device including a vehicle characteristic learning unit. The vehicle characteristic learning unit is a function that inputs a braking command and a current speed, estimates a dead time and deceleration deviation related to deceleration, and outputs an adjustment parameter including a vehicle characteristic value to a control command calculation unit.

  The control command calculation unit calculates a predicted position and a predicted speed after the dead time with respect to the position and speed of the vehicle, and performs the predictive control in consideration of a delay corresponding to the dead time. Also, the braking force command value is corrected in consideration of the deceleration deviation.

  Here, in estimating the vehicle characteristics, as shown in FIG. 2, the waveform of the command deceleration and the waveform of the generated deceleration are approximately similar, and both are moved in parallel in the time axis direction and the deceleration axis direction. Waveforms can be superimposed. In this case, the dead time and deceleration deviation values can be estimated appropriately.

  However, if the vehicle characteristics are to be estimated based on the traveling performance including disturbance events such as idling or sliding, the adjustment parameters used when controlling the traveling of the train cannot be set appropriately. In this case, the followability of the target speed is deteriorated, and the stop position accuracy and the riding comfort are lowered.

  FIG. 4A shows the relationship between vehicle speed and elapsed time when sliding and re-adhesion occur. FIG. 4B shows the relationship between the command deceleration and the generated deceleration when sliding and re-adhesion occur, and the elapsed time. The vehicle speed is indicated by a dotted line, the command deceleration is indicated by a solid line, and the generated deceleration is indicated by a one-dot chain line.

  As shown in FIGS. 4A and 4B, when sliding and re-adhesion occur during braking, the vehicle speed is disturbed due to repeated sliding and re-adhesion even though a constant command deceleration is output. The waveform of the generated deceleration calculated from the vehicle speed is greatly undulating. In this case, it is difficult to properly estimate the vehicle characteristics by comparing the waveform of the command deceleration and the waveform of the generated deceleration.

(2) First Embodiment In the first embodiment, a residual deviation is calculated by comparing a command deceleration waveform and a generated deceleration waveform, a disturbance event occurs, and the residual deviation exceeds a predetermined threshold value. In such a case, an automatic train operation device (ATO) that updates the value of the adjustment parameter is updated only when the residual deviation is smaller than a predetermined threshold value without updating the value of the adjustment parameter used when controlling the traveling of the train. Device) will be described.

(2-1) Configuration of Automatic Train Operation Device FIG. 5 shows a functional configuration of the automatic train operation device 501 in the first embodiment. The automatic train driving device 501 calculates the braking command and outputs the calculated braking command to the actuator 503 via the braking / driving control device 502 to control the traveling of the train.

  The automatic train driving device 501 acquires the position and speed of the own train by the speed position detection unit 504, and acquires the vehicle characteristic value by the vehicle characteristic learning unit 505. Then, the automatic train operation device 501 calculates the braking command by inputting the position and speed from the speed position detection unit 504 and the vehicle characteristic value from the vehicle characteristic learning unit 505 by the control command calculation unit 506.

  The speed position detecting unit 504 detects the speed of the own train by, for example, a method of detecting by multiplying the wheel rotational speed by the wheel circumferential length using a speed signal from a speed generator installed on the wheel shaft. And a method of measuring the speed difference from the ground using Doppler radar.

  Next, the vehicle characteristic learning unit 505 will be described. The vehicle characteristic learning unit 505 includes a vehicle characteristic estimation unit 507, a vehicle characteristic reflection availability determination unit 508, and a vehicle characteristic reflection unit 509.

  The vehicle characteristic estimation unit 507 inputs the position and speed of the own train from the speed position detection unit 504 and the braking command for the own train from the control command calculation unit 506, and estimates the vehicle characteristic of the own train.

  Based on the vehicle characteristic estimated by the vehicle characteristic estimation unit 507 and the deceleration waveform used in the estimation process, the vehicle characteristic reflection availability determination unit 508 uses the vehicle characteristic estimated by the vehicle characteristic estimation unit 507 to travel the train. It is determined whether or not to reflect the adjustment parameter used in the control, and if it is reflected, the vehicle characteristic is output to the vehicle characteristic reflecting unit 509.

  The vehicle characteristic reflecting unit 509 accumulates and statistically processes the vehicle characteristic values determined to be reflected by the vehicle characteristic reflecting availability determining unit 508, and outputs them to the control command calculating unit 506.

  Next, details of the vehicle characteristic estimation unit 507 will be described. The vehicle characteristic estimation unit 507 includes a travel performance data accumulation unit 510, a command deceleration waveform calculation unit 511, a generated deceleration waveform calculation unit 512, and a waveform shift amount calculation unit 513.

  The travel record data storage unit 510 stores the position and speed of the own train from the speed position detection unit 504 and the braking command of the own train from the control command calculation unit 506 as data indicating the travel record.

  The command deceleration waveform calculation unit 511 calculates time-series data (command deceleration waveform) of deceleration commanded at the time of braking based on the braking command stored by the travel record data storage unit 510. The generated deceleration waveform calculation unit 512 calculates time-series data (generated deceleration waveform) of the deceleration generated during braking based on the position and speed stored by the travel record data storage unit 510.

  In the process of calculating the waveform of deceleration generated during braking, the influence of the gradient resistance on the generated deceleration is removed by referring to the route gradient information (not shown) using the position data of the own train, and the train actually The generated deceleration can be calculated more accurately.

  The waveform shift amount calculation unit 513 inputs the command deceleration waveform calculated by the command deceleration waveform calculation unit 511 and the generated deceleration waveform calculated by the generated deceleration waveform calculation unit 512.

  Then, the waveform shift amount calculation unit 513 calculates a waveform shift amount indicating how much (difference) the two waveforms are shifted in the time axis direction and the deceleration axis direction. This waveform shift amount is a vehicle characteristic value estimated by the vehicle characteristic estimation unit 507.

  Next, details of the vehicle characteristic reflection propriety determination unit 508 will be described. The vehicle characteristic reflection possibility determination unit 508 includes a residual deviation calculation unit 514 and a residual deviation threshold determination unit 515.

  The residual deviation calculation unit 514 inputs the command deceleration waveform, the generated deceleration waveform, and the waveform shift amount calculated by the waveform shift amount calculation unit 513, and calculates the residual deviation.

  FIG. 6 is an explanatory diagram for explaining the residual deviation. Residual deviation is the absolute value of the deviation in the deceleration direction remaining between the command deceleration waveform and the waveform after the generated deceleration waveform is shifted by the waveform shift amount (corrected generated deceleration waveform). It is an average of values per time, and is a quantitative value expressing the difference in shape between the command deceleration waveform and the generated deceleration waveform.

  FIG. 7A shows the relationship between the vehicle speed, the command deceleration, the generated deceleration, and the elapsed time when the residual deviation is small. The shape of the command deceleration waveform during deceleration and the shape of the generated deceleration waveform are in good agreement, and in this case, the vehicle characteristics can be appropriately estimated based on the waveform shift amount for superimposing both waveforms. .

  FIG. 7B shows the relationship between the vehicle speed, the command deceleration, the generated deceleration, and the elapsed time when the residual deviation is large. The shape of the command deceleration waveform and the shape of the generated deceleration waveform are greatly different. In this case, the vehicle characteristics cannot be estimated appropriately based on the waveform shift amount for superimposing both.

  The command deceleration waveform shown in FIG. 7B is a waveform in which a large step change notch command is manually added during deceleration by the automatic train operation apparatus 501. In the generated deceleration waveform, it is shown that primary delay and vibration elements are formed in response to the command deceleration. Another example of the case where the residual deviation becomes large is a case where regeneration invalidation occurs during deceleration using an electric brake.

  If regenerative invalidation occurs, the proportion of the air brake that is more effective than the electric brake increases, so even if a constant braking command is maintained, that is, even if the command deceleration is constant, the generated deceleration is not Will increase. As a result, a difference in shape occurs between the command deceleration waveform and the generated deceleration waveform, and the residual deviation increases.

  The residual deviation calculated by the residual deviation calculation unit 514 is output to the residual deviation threshold value determination unit 515. The residual deviation threshold value determination unit 515 determines whether or not the input residual deviation is smaller than a predetermined residual deviation threshold value. When the residual deviation is smaller than the residual deviation threshold value, the residual deviation threshold value determination unit 515 outputs the waveform shift amount calculated by the waveform shift amount calculation unit 513 to the vehicle characteristic reflection unit 509.

  Next, details of the vehicle characteristic reflecting unit 509 will be described. The vehicle characteristic reflection unit 509 includes a vehicle characteristic data storage unit 516 and a vehicle characteristic statistical processing unit 517. The vehicle characteristic data storage unit 516 stores the waveform shift amount from the vehicle characteristic reflection availability determination unit 508 in the database as a vehicle characteristic value.

  The vehicle characteristic statistical processing unit 517 refers to the set of vehicle characteristic values stored in the vehicle characteristic data storage unit 516, determines a representative value from the set of vehicle characteristic values by performing statistical processing, and receives a control command The adjustment parameter held in the calculation unit 506 is updated with the representative value.

  The control command calculation unit 506 calculates a braking command using the updated adjustment parameter and outputs the calculated braking command to the actuator 503 via the braking / driving control device 502 to control the traveling of the train. .

(2-2) Flowchart FIG. 8 shows a processing procedure of adjustment parameter update processing executed by the vehicle characteristic learning unit 505. First, the vehicle characteristic estimation unit 507 acquires the position of the own train detected by the speed position detection unit 504, and determines whether or not the own train has reached the TASC control start point (a predetermined distance before the arrival station). (SP1).

  If the vehicle characteristic estimation unit 507 obtains a negative result in the determination at step SP1, the vehicle characteristic estimation unit 507 continuously acquires the position of the own train detected by the speed position detection unit 504 at regular intervals and repeats the determination at step SP1.

  On the other hand, when the vehicle characteristic estimation unit 507 obtains a positive result in the determination at step SP1, the vehicle characteristic estimation unit 507 accumulates the subsequent position and speed of the own train and the braking command in the travel result data storage unit 510 as travel result data. (SP2).

  Next, the vehicle characteristic estimation unit 507 determines whether or not the TASC control is finished (SP3). When the vehicle characteristic estimation unit 507 obtains a negative result in the determination at step SP3, the vehicle performance estimation unit 507 continuously accumulates the travel record data in the travel record data storage unit 510 at regular intervals.

  On the other hand, when the vehicle characteristic estimation unit 507 obtains a positive result in the determination at step SP3, the command deceleration waveform calculation unit 511 causes the command deceleration waveform based on the travel result data accumulated by the travel result data accumulation unit 510. And the generated deceleration waveform calculation unit 512 calculates the generated deceleration waveform (SP4).

  Next, the vehicle characteristic estimation unit 507 causes the waveform shift amount calculation unit 513 to shift and correct the generated deceleration waveform by a predetermined amount in the time axis direction and the deceleration axis direction so as to approach the command deceleration waveform. Then, the amount shifted at this time is calculated as a waveform shift amount (SP5), and the calculated waveform shift amount is output to the vehicle characteristic reflection availability determination unit 508.

  When the vehicle characteristic reflection possibility determination unit 508 receives the waveform shift amount from the vehicle characteristic estimation unit 507, the residual deviation calculation unit 514 inputs the command deceleration waveform, the corrected generated deceleration waveform, and the waveform shift amount. Based on this, a residual deviation is calculated (SP6).

  Next, the vehicle characteristic reflection possibility determination unit 508 determines whether the residual deviation calculated in step SP6 is smaller than a predetermined threshold by the residual deviation threshold determination unit 515 (SP7).

  If the vehicle characteristic reflection propriety determination unit 508 obtains a negative result in the determination at step SP7, the process ends. On the other hand, when the vehicle characteristic reflection possibility determination unit 508 obtains a positive result in the determination at step SP7, it outputs the waveform shift amount calculated by the vehicle characteristic estimation unit 507 to the vehicle characteristic reflection unit 509.

  When the vehicle characteristic reflection unit 509 receives the waveform shift amount from the vehicle characteristic reflection availability determination unit 508, the vehicle characteristic reflection unit 509 stores the waveform shift amount in the vehicle characteristic data storage unit 516 as vehicle characteristic data (SP8).

  Next, the vehicle characteristic reflecting unit 509 performs vehicle characteristic data statistical processing using the vehicle characteristic statistical processing unit 517 as a population of a set of vehicle characteristic data stored in the vehicle characteristic data storage unit 516 (SP9). The mode value processing is an example of the vehicle characteristic data statistical processing, but the content of the statistical processing may be other processing content as long as the representative value is determined.

  Finally, the vehicle characteristic reflecting unit 509 reflects the representative value determined by the vehicle characteristic data statistical processing in the control command calculating unit 506, and updates the value of the adjustment parameter in the control command calculating unit 506 (SP10). This process is terminated.

(2-3) Effects of First Embodiment As described above, according to the first embodiment, a residual deviation is calculated by comparing a command deceleration waveform and a generated deceleration waveform, and a disturbance event is detected. Since the adjustment parameter value is updated only when the residual deviation is smaller than the predetermined threshold value, the adjustment parameter value is not updated when the residual deviation exceeds the predetermined threshold value. Train travel can be controlled based on appropriate adjustment parameters. Therefore, it is possible to prevent the follow-up performance with respect to the target speed from being deteriorated and improve the stop position accuracy and the riding comfort.

(3) Second Embodiment In the second embodiment, a feature amount existing in the generated deceleration waveform is calculated, and an adjustment parameter when a disturbance event occurs and the feature amount is equal to or greater than a predetermined threshold value. Another automatic train operation device (ATO device) that updates the value of the adjustment parameter only when the feature value is smaller than a predetermined threshold value without updating the value will be described. Note that the same components as those in the first embodiment are denoted by the same reference numerals and description thereof is omitted.

(3-1) Configuration of Automatic Train Driving Device FIG. 9 shows a functional configuration of an automatic train driving device 501A in the second embodiment. The vehicle characteristic learning unit 505A includes a vehicle characteristic estimation unit 507, a vehicle characteristic reflection availability determination unit 508A, and a vehicle characteristic reflection unit 509. Here, description of the vehicle characteristic estimation unit 507 and the vehicle characteristic reflection unit 509 will be omitted, and the vehicle characteristic reflection availability determination unit 508A will be described.

  Based on the generated deceleration waveform calculated by the vehicle characteristic estimation unit 507, the vehicle characteristic reflection availability determination unit 508A determines whether to reflect the vehicle characteristic estimated by the vehicle characteristic estimation unit 507 in the control command calculation unit 506. When it is determined and reflected, the vehicle characteristic is output to the vehicle characteristic reflection unit 509.

  Next, details of the vehicle characteristic reflection propriety determination unit 508A will be described. The vehicle characteristic reflection possibility determination unit 508A includes a generated deceleration waveform feature amount calculation unit 514A and a waveform feature amount threshold determination unit 515A.

  The generated deceleration waveform feature amount calculation unit 514A receives the generated deceleration waveform calculated by the generated deceleration waveform calculation unit 512, and calculates a feature amount existing in the generated deceleration waveform.

  10 and 11 are explanatory diagrams for explaining the feature amount. Specifically, FIG. 10A is a diagram showing the relationship between the vehicle speed and the elapsed time when the sliding occurs, and FIG. 10B is a diagram showing the relationship between the generated deceleration waveform and the elapsed time when the sliding occurs. FIG. 11 is a diagram showing a deceleration waveform when the brake command is turned ON / OFF in small increments.

  As an example of the feature quantity existing in the generated deceleration waveform, the number of “the moment when the generated deceleration is zero or a negative value sandwiched between the positive sections of the generated deceleration” can be cited. Such a phenomenon occurs at the time of braking during braking and ON / OFF of a fine brake notch.

  When sliding occurs during braking or when there is a fine brake notch ON / OFF, there is a difference between the shape of the command deceleration waveform and the generated deceleration waveform, and the generated deceleration occurs in the time axis direction and deceleration axis direction. Even if the waveform is shifted, a large residual deviation remains. Therefore, the vehicle characteristic value cannot be estimated appropriately.

  The feature amount calculated by the generated deceleration waveform feature amount calculation unit 514A is output to the waveform feature amount threshold value determination unit 515A. The waveform feature amount threshold determination unit 515A determines whether or not the input feature amount is smaller than a predetermined threshold.

  When the feature amount is smaller than the predetermined threshold value, the waveform feature amount threshold value determination unit 515A outputs the waveform shift amount calculated by the waveform shift amount calculation unit 513 to the vehicle characteristic reflection unit 509.

(3-2) Flowchart FIG. 12 shows a processing procedure of adjustment parameter update processing executed by the vehicle characteristic learning unit 505A. Since the processing of steps SP11 to SP15 is the same as the adjustment parameter update processing (FIG. 8: SP1 to SP5) in the first embodiment, a description thereof is omitted here.

  In step SP16, the vehicle characteristic reflection possibility determination unit 508A receives the generated deceleration waveform calculated by the vehicle characteristic estimation unit 507, and the generated deceleration waveform feature amount calculation unit 514A has a feature existing in the input generated deceleration waveform. The amount is calculated (SP16).

  Next, the vehicle characteristic reflection possibility determination unit 508A determines whether or not the feature amount calculated in step SP16 is smaller than a predetermined threshold value by the waveform feature amount threshold determination unit 515A (SP17).

  If a negative result is obtained in the determination in step SP17, the vehicle characteristic reflection availability determination unit 508A ends this process. On the other hand, when the vehicle characteristic reflection possibility determination unit 508A obtains a positive result in the determination at step SP7, the vehicle characteristic reflection unit 508A outputs the waveform shift amount calculated by the vehicle characteristic estimation unit 507 to the vehicle characteristic reflection unit 509.

  Subsequent steps SP18 to SP20 are the same as the adjustment parameter update processing (FIG. 8: SP8 to SP10) in the first embodiment, and thus description thereof is omitted here.

(3-3) Effects of the Second Embodiment As described above, according to the second embodiment, the feature amount existing in the generated deceleration waveform is calculated, and a disturbance event occurs to make the feature amount predetermined. Since the adjustment parameter value is updated only when the feature amount is smaller than the predetermined threshold value, the adjustment parameter value is updated only when the feature value is smaller than the predetermined threshold value. Train travel can be controlled. Therefore, it is possible to prevent the follow-up performance with respect to the target speed from being deteriorated and improve the stop position accuracy and the riding comfort.

(4) Third Embodiment In the third embodiment, a feature amount existing in the command deceleration waveform is calculated, and when a disturbance event occurs and the feature amount is equal to or greater than a predetermined threshold, an adjustment parameter Another automatic train operation device (ATO device) that updates the value of the adjustment parameter only when the feature value is smaller than a predetermined threshold value without updating the value will be described. Note that the same components as those in the first embodiment are denoted by the same reference numerals and description thereof is omitted.

(4-1) Configuration of Automatic Train Operation Device FIG. 13 shows a functional configuration of an automatic train operation device 501B in the third embodiment. The vehicle characteristic learning unit 505B includes a vehicle characteristic estimation unit 507, a vehicle characteristic reflection availability determination unit 508B, and a vehicle characteristic reflection unit 509. Here, descriptions of the vehicle characteristic estimation unit 507 and the vehicle characteristic reflection unit 509 are omitted, and the vehicle characteristic reflection availability determination unit 508B will be described.

  Based on the command deceleration waveform calculated by the vehicle characteristic estimation unit 507, the vehicle characteristic reflection availability determination unit 508B determines whether to reflect the vehicle characteristic estimated by the vehicle characteristic estimation unit 507 in the control command calculation unit 506. When it is determined and reflected, the vehicle characteristic is output to the vehicle characteristic reflection unit 509.

  Next, details of the vehicle characteristic reflection propriety determination unit 508B will be described. The vehicle characteristic reflection possibility determination unit 508B includes a command deceleration waveform feature amount calculation unit 514B and a waveform feature amount threshold determination unit 515B.

  The command deceleration waveform feature value calculation unit 514B receives the command deceleration waveform calculated by the command deceleration waveform calculation unit 511, and calculates a feature value existing in the command deceleration waveform.

  As an example of the feature quantity existing in the command deceleration waveform, the number of “moments when the command deceleration becomes zero when the command deceleration is sandwiched between positive sections” can be given. Such a phenomenon occurs when a fine brake notch is turned ON / OFF (FIG. 11).

  When there is a fine ON / OFF of the brake notch, there is a discrepancy between the shape of the command deceleration waveform and the generated deceleration waveform, and even if the waveform is shifted in the time axis direction and the deceleration axis direction, a large residual deviation will occur. Remain. Therefore, the vehicle characteristic value cannot be estimated appropriately.

  The feature amount calculated by the command deceleration waveform feature amount calculation unit 514B is output to the waveform feature amount threshold value determination unit 515B. The waveform feature amount threshold value determination unit 515B determines whether or not the input feature amount is smaller than a predetermined threshold value.

  When the feature amount is smaller than the predetermined threshold value, the waveform feature amount threshold value determination unit 515B outputs the waveform shift amount calculated by the waveform shift amount calculation unit 513 to the vehicle characteristic reflection unit 509.

(4-2) Flowchart FIG. 14 shows a processing procedure of adjustment parameter update processing executed by the vehicle characteristic learning unit 505B. Since the processing of steps SP21 to SP25 is the same as the adjustment parameter update processing (FIG. 8: SP1 to SP5) in the first embodiment, a description thereof is omitted here.

  In step SP26, the vehicle characteristic reflection propriety determination unit 508B receives the command deceleration waveform calculated by the vehicle characteristic estimation unit 507, and the command deceleration waveform feature value calculation unit 514B has a feature existing in the input command deceleration waveform. The amount is calculated (SP26).

  Next, the vehicle characteristic reflection possibility determination unit 508B determines whether or not the feature amount calculated in step SP26 is smaller than a predetermined threshold value by the waveform feature amount threshold determination unit 515B (SP27).

  If a negative result is obtained in the determination in step SP27, the vehicle characteristic reflection availability determination unit 508B ends this process. On the other hand, if the vehicle characteristic reflection possibility determination unit 508B obtains a positive result in the determination at step SP27, the vehicle characteristic reflection unit 507B outputs the waveform shift amount calculated by the vehicle characteristic estimation unit 507 to the vehicle characteristic reflection unit 509.

  Subsequent steps SP28 to SP30 are the same as the adjustment parameter update processing (FIG. 8: SP8 to SP10) in the first embodiment, and thus description thereof is omitted here.

(4-3) Effects According to Third Embodiment As described above, according to the third embodiment, the feature amount existing in the command deceleration waveform is calculated, and a disturbance event occurs to make the feature amount predetermined. Since the adjustment parameter value is updated only when the feature amount is smaller than the predetermined threshold value, the adjustment parameter value is updated only when the feature value is smaller than the predetermined threshold value. Train travel can be controlled. Therefore, it is possible to prevent the follow-up performance with respect to the target speed from being deteriorated and improve the stop position accuracy and the riding comfort.

(5) Other Embodiments In the first to third embodiments, the automatic train driving device that appropriately reflects the estimated vehicle characteristics to the control based on the estimation accuracy of the vehicle characteristics has been described. The application target is not limited to the automatic train driving device, and may be applied to, for example, a vehicle state diagnosis device that notifies a driver or a service provider of the vehicle state.

  In this case, the vehicle characteristic value output from the vehicle characteristic statistical processing unit 517 (FIGS. 5, 9, and 13) is not limited to whether it is on / ground, during operation / after operation for the driver or operator. Be notified. The notification includes, for example, a screen display or a voice notification.

  The driver can realize more stable transportation by changing the driving operation based on the notified vehicle state. For example, if you are notified of a vehicle condition that the deceleration deviation is smaller than usual, that is, the deceleration is harder than usual, use a larger brake notch or apply the brake from the front, The possibility of overrun when the station stops can be reduced.

  In addition, the service provider can realize more stable transportation by formulating a maintenance plan based on the notified vehicle condition. For example, if the vehicle status is reported that the deceleration deviation is gradually decreasing, that is, the generated deceleration is decreasing for the same command, the controller is suspected to be deteriorated and the vehicle maintenance timing is set. By speeding up, the possibility of an unsafe event that the brake does not work can be reduced.

  In addition, if the vehicle condition is reported that the deceleration deviation is small only between specific stations on the route, it is suspected that there is a problem with the ground equipment at the relevant location, The inspection plan can be optimized to reduce the possibility of unsafe events.

501, 501 A, 501 B Automatic train operation device 502 Braking / driving control device 503 Actuator 504 Speed position detection unit 505, 505 A, 505 B Vehicle characteristic learning unit 506 Control command calculation unit 507 Vehicle characteristic estimation unit 508, 508 A, 508 B Whether vehicle characteristic is reflected Part 509 Vehicle characteristic reflecting part

Claims (7)

In an automatic train driving device having a vehicle characteristic learning unit that learns vehicle characteristics based on the speed of the own train and a braking command for controlling the traveling of the own train,
The vehicle characteristic learning unit
A vehicle characteristic estimation unit for estimating the vehicle characteristic;
A vehicle characteristic reflection availability determination unit that determines whether to reflect the vehicle characteristic in a braking command;
A vehicle characteristic reflecting unit that reflects the vehicle characteristic in a braking command to be newly calculated,
The vehicle characteristic estimation unit
Based on the speed of the own train, the generated deceleration actually generated in the own train is calculated. On the other hand, based on the braking command, the command deceleration commanded to the own train is calculated, and the generated reduction is calculated. Comparing the speed and the commanded deceleration, the difference between the time axis direction and the deceleration axis direction is estimated as the vehicle characteristic,
The vehicle characteristic reflection availability determination unit
Based on the generated deceleration, the command deceleration and the vehicle characteristics, it is determined whether or not to reflect the vehicle characteristics in a braking command to be newly calculated,
The vehicle characteristic reflecting unit is
The automatic train operation characterized in that the vehicle characteristic estimated by the vehicle characteristic estimation unit is reflected in the newly calculated braking command only when the vehicle characteristic reflection possibility determination unit determines that the vehicle characteristic can be reflected. apparatus. The vehicle characteristic reflection availability determination unit
Based on the vehicle characteristics, the generated deceleration is corrected by shifting in the time axis direction and the deceleration axis direction, and the difference in the deceleration axis direction between the corrected generated deceleration and the commanded deceleration remains. The calculation as a deviation, and based on whether or not the residual deviation is smaller than a predetermined threshold value, it is determined whether or not the vehicle characteristic is newly reflected in a braking command to be calculated. The automatic train driving device described. In an automatic train driving device having a vehicle characteristic learning unit that learns vehicle characteristics based on the speed of the own train and a braking command for controlling the traveling of the own train,
The vehicle characteristic learning unit
A vehicle characteristic estimation unit for estimating the vehicle characteristic;
A vehicle characteristic reflection availability determination unit that determines whether to reflect the vehicle characteristic in a braking command;
A vehicle characteristic reflecting unit that reflects the vehicle characteristic in a braking command to be newly calculated,
The vehicle characteristic reflecting unit is
Only when it is determined by the vehicle characteristic reflection possibility determination unit that reflection is possible, the vehicle characteristic estimated by the vehicle characteristic estimation unit is reflected in the newly calculated braking command,
The vehicle characteristic estimation unit
Based on the speed of the train, calculate the actual deceleration that occurred on the train,
The vehicle characteristic reflection availability determination unit
Based on the feature quantity present in the generated deceleration, automatic train operation system you wherein the determining whether to reflect the vehicle characteristics braking command of newly calculated expected. The vehicle characteristic reflection availability determination unit
The automatic train driving device according to claim 3 , wherein the number of occurrences at the moment when the value of the generated deceleration becomes zero or a negative value is calculated as the feature amount. In an automatic train driving device having a vehicle characteristic learning unit that learns vehicle characteristics based on the speed of the own train and a braking command for controlling the traveling of the own train,
The vehicle characteristic learning unit
A vehicle characteristic estimation unit for estimating the vehicle characteristic;
A vehicle characteristic reflection availability determination unit that determines whether to reflect the vehicle characteristic in a braking command;
A vehicle characteristic reflecting unit that reflects the vehicle characteristic in a braking command to be newly calculated,
The vehicle characteristic reflecting unit is
Only when it is determined by the vehicle characteristic reflection possibility determination unit that reflection is possible, the vehicle characteristic estimated by the vehicle characteristic estimation unit is reflected in the newly calculated braking command,
The vehicle characteristic estimation unit
Based on the braking command, calculate the command deceleration commanded to the own train,
The vehicle characteristic reflection availability determination unit
Based on the feature quantity present in the command deceleration, automatic train operation system you wherein the determining whether to reflect the vehicle characteristics braking command of newly calculated expected. The vehicle characteristic reflection availability determination unit
The automatic train driving device according to claim 5, wherein the number of occurrences at the moment when the value of the command deceleration becomes zero is calculated as the feature amount. In the automatic train operation method of the automatic train operation device provided with the vehicle characteristic learning unit that learns the vehicle characteristic based on the speed of the own train and the braking command for controlling the traveling of the own train,
The vehicle characteristic learning unit
A first step of estimating the vehicle characteristics;
A second step of determining whether to reflect the vehicle characteristics in a braking command;
And a third step of reflecting the previous SL vehicle characteristics braking command of the newly calculated expected,
In the first step,
Based on the speed of the own train, the generated deceleration actually generated in the own train is calculated. On the other hand, based on the braking command, the command deceleration commanded to the own train is calculated, and the generated reduction is calculated. Comparing the speed and the commanded deceleration, the difference between the time axis direction and the deceleration axis direction is estimated as the vehicle characteristic,
In the second step,
Based on the generated deceleration, the command deceleration and the vehicle characteristics, it is determined whether or not to reflect the vehicle characteristics in a braking command to be newly calculated,
In the third step,
The automatic train operation method , wherein only when it is determined that the reflection is possible in the second step, the vehicle characteristic is reflected in the newly calculated braking command .

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