description
FORM 2
THE PATENTS ACT, 1970
(39 of 1970)
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
[See section 10, Rule 13]
TRAIN CONTROL DEVICE, TRAIN CONTROL SYSTEM, AND TRAIN
CONTROL METHOD;
MITSUBISHI ELECTRIC CORPORATION, A CORPORATION ORGANISED
AND EXISTING UNDER THE LAWS OF JAPAN, WHOSE ADDRESS IS 7-3,
MARUNOUCHI 2-CHOME, CHIYODA-KU, TOKYO 100-8310, JAPAN
THE FOLLOWING SPECIFICATION PARTICULARLY DESCRIBES THE
INVENTION AND THE MANNER IN WHICH IT IS TO BE PERFORMED.
2
DESCRIPTION
TITLE OF THE INVENTION:
TRAIN CONTROL DEVICE, TRAIN CONTROL SYSTEM, AND TRAIN
5 CONTROL METHOD
Field
[0001] The present disclosure relates to a train control
device to be installed in a train, a train control system,
10 and a train control method.
Background
[0002] Conventionally, as for stop distance control, a
train updates a train position every minute time or every
15 prescribed distance from a current position, and calculates
a speed at each train position. When there is a gradient
in a track on an on-rail section of the train, the train
calculates a speed at the train position in consideration
of an influence of the gradient by a method such as
20 performing proportional distribution of the gradient of the
track. Patent Literature 1 discloses a technique for
generating a speed pattern such that a speed at a stop
target point becomes zero on the basis of a distance and a
height difference between a current position of a car and
25 the stop target point.
Citation List
Patent Literature
[0003] Patent Literature 1: Japanese Patent Application
30 Laid-open No. S60-167607
Summary of Invention
Problem to be solved by the Invention
3
[0004] However, according to the conventional technique
described above, the calculation is repeated every minute
time or every prescribed distance. Therefore, there has
been a problem in that a computation load of a train
5 control device that requires quick response increases and a
calculation error accumulates.
[0005] In addition, a train is an object having a
length. When there is a gradient on a track on which the
train is present, potential energy is different between a
10 head position of the train and a tail position of the
train. In the conventional technique described above, a
gradient of a track on which the train is present is not
considered. Therefore, when conditions at the current
position and the stop target point are the same, a similar
15 speed pattern is generated even if the gradient of the
track on which the train is present is different.
Therefore, there is a possibility that car speed control
for setting a speed at the stop target point to zero cannot
be performed smoothly, depending on the gradient of the
20 track on which the train is present.
[0006] The present disclosure has been made in view of
the above, and an object thereof is to obtain a train
control device capable of smoothly performing speed control
of a train while reducing a computation load.
25
Means to Solve the Problem
[0007] In order to solve the problems and achieve an
object, the present disclosure is directed to a train
control device to be installed in a train. The train
30 control device includes: a storage unit to store a gradient
value of a gradient of a track on which the train travels
and store a gradient value change point that is a point at
which the gradient value changes; and a control unit to
4
calculate a control speed of the train at a current
position with respect to a target speed at a target
position of the train, the control unit performs
calculation by using a travel distance from the current
5 position to the target position of the train, an altitude
difference between the current position and the target
position, a braking force of a brake device of the train,
first potential energy including an influence of an
altitude difference based on a gradient of the track in a
10 section from a head position to a tail position of the
train at the current position, and second potential energy
including an influence of an altitude difference based on a
gradient of the track in a section from a head position to
a tail position of the train at the target position.
15
Effects of the Invention
[0008] According to the present disclosure, a train
control device has an effect of enabling smooth speed
control of a train while reducing a computation load.
20
Brief Description of Drawings
[0009] FIG. 1 is a diagram illustrating a configuration
example of a train control device according to a first
embodiment.
25 FIG. 2 is a view illustrating an image of a gradient
of a track on which a train to be installed with the train
control device according to the first embodiment travels.
FIG. 3 is a table illustrating an example of gradient
values and gradient value change points stored in a storage
30 unit of the train control device according to the first
embodiment.
FIG. 4 is a table illustrating another example of
gradient values and gradient value change points stored in
5
the storage unit of the train control device according to
the first embodiment.
FIG. 5 is a view illustrating an image of the gradient
values in relation to the gradient value change points in
5 FIG. 4 stored in the storage unit of the train control
device according to the first embodiment.
FIG. 6 is a graph illustrating an image when a control
unit of the train control device according to the first
embodiment obtains an altitude of the train by computation.
10 FIG. 7 is a flowchart illustrating an operation of the
train control device according to the first embodiment.
FIG. 8 is a diagram illustrating an example of a case
where processing circuitry included in the train control
device according to the first embodiment is configured with
15 a processor and a memory.
FIG. 9 is a diagram illustrating an example of a case
where processing circuitry included in the train control
device according to the first embodiment is configured with
dedicated hardware.
20 FIG. 10 is a view illustrating a state before a train
at a current position and a train at a target position are
superimposed in control by a train control device according
to a third embodiment.
FIG. 11 is a first view illustrating a state in which
25 the train at the current position and the train at the
target position are superimposed in control of the train
control device according to the third embodiment.
FIG. 12 is a second view illustrating a state in which
the train at the current position and the train at the
30 target position are superimposed in control of the train
control device according to the third embodiment.
FIG. 13 is a third view illustrating a state in which
the train at the current position and the train at the
6
target position are superimposed in control of the train
control device according to the third embodiment.
FIG. 14 is a fourth view illustrating a state in which
the train at the current position and the train at the
5 target position are superimposed in control of the train
control device according to the third embodiment.
Description of Embodiments
[0010] Hereinafter, a train control device, a train
10 control system, and a train control method according to
embodiments of the present disclosure will be described in
detail with reference to the drawings.
[0011] First Embodiment.
FIG. 1 is a diagram illustrating a configuration
15 example of a train control device 10 according to a first
embodiment. As illustrated in FIG. 1, the train control
device 10 is installed in a train 1. The train control
device 10 controls traveling of the train 1 by controlling
a speed of the train 1. Specifically, the train control
20 device 10 controls traveling of the train 1 by controlling
a brake device 13 that is installed in the train 1 and
decelerates the train 1. The train control device 10
includes a storage unit 11 and a control unit 12. The
storage unit 11 stores a gradient value of a gradient of a
25 track on which the train 1 travels and stores a gradient
value change point which is a point at which the gradient
value changes. When a target position of the train 1 and a
target speed which is a speed at the target position are
given, the control unit 12 calculates a control speed which
30 is a speed at a current position of the train 1 such that
the target speed is achieved at the target position. When
an actual speed at the current position of the train 1
exceeds the control speed, the control unit 12 performs
7
control to decelerate by controlling the brake device 13.
Note that, in the train 1, the train control device 10 and
the brake device 13 constitute a train control system 14.
[0012] FIG. 2 is a view illustrating an image of a
5 gradient of a track on which the train 1 with the train
control device 10 according to the first embodiment
installed travels. In FIG. 2, a reference character “S0”
indicates a target position of the train 1, a reference
character “v0” indicates a target speed of the train 1 at
10 the target position S0, a reference character “h0”
indicates an altitude of the train 1 at the target position
S0, a reference character “St” indicates a current position
of the train 1, a reference character “vt” indicates a
control speed of the train 1 at the current position St,
15 and a reference character “ht” indicates an altitude of the
train 1 at the current position St. Further, in FIG. 2, a
reference character “L” indicates a train length which is a
length of the train 1, a reference character “βGBER”
indicates a minimum guaranteed braking force of the brake
20 device 13, which is a deceleration of the train 1, and a
reference character “Δh” indicates an altitude difference
between the altitude ht at the current position St and the
altitude h0 at the target position S0. Further, in FIG. 2,
reference characters “G0”, “G2”, “G4”, “G6”, “G8”, and “G10”
25 indicate gradient values of gradients of the track on which
the train 1 travels, and reference characters “P0” to “P11”
indicate gradient value change points. The current
position St is a position at which the train 1 starts
braking with the brake device 13.
30 [0013] FIG. 3 is a table illustrating an example of
gradient values and gradient value change points stored in
the storage unit 11 of the train control device 10
according to the first embodiment. Examples of the
8
gradient value and the gradient value change point
illustrated in FIG. 3 correspond to gradients of the track
on which the train 1 illustrated in FIG. 2 travels. As
described above, the storage unit 11 of the train control
5 device 10 stores the gradient values and the gradient value
change points as data in which gradients of the track on
which the train 1 travels are linearly approximated. In
FIGS. 2 and 3, the gradient values G0, G2, G4, G6, G8, and
G10 are sections each having constant gradient values.
10 Whereas, in FIGS. 2 and 3, sections each between adjacent
ones of the gradient values G0, G2, G4, G6, G8, and G10 are
sections in which the gradient value changes. The gradient
value in the section in which the gradient value changes
can be calculated using gradient values preceding and
15 subsequent to the section in which the gradient value
changes. For example, as illustrated in FIG. 3, a gradient
value Curve7 in a section where the gradient value between
the gradient value change points P8 and P7 changes, is
expressed by Equation (1) by proportional distribution of
20 gradient values corresponding to the gradient value change
points P8 and P7.
[0014] Formula 1:
[0015] In Equation (1), a reference character “s”
25 indicates a train position between the gradient value
change points P8 and P7, and is in a range of 0≤s≤P7-P8. As
a result, the train control device 10 can express the
gradient of the track on which the train 1 travels by a
finite number of pieces of data stored in the storage unit
30 11, that is, a finite number of gradient values and
gradient value change points. That is, in the train
control device 10, the control unit 12 can calculate a
9
gradient value at a train position by using: a difference
between a first gradient value change point and a second
gradient value change point; a difference between a first
gradient value corresponding to the first gradient value
5 change point and a second gradient value corresponding to
the second gradient value change point; a train position of
the train 1 between the first gradient value change point
and the second gradient value change point; and the first
gradient value or the second gradient value.
10 [0016] Note that the method of calculating the gradient
value in the section in which the gradient value changes is
not limited to the example of Equation (1). For example,
the section in which the gradient value changes may be
treated as a section in which the gradient value is
15 constant by using, as the gradient value in the section in
which the gradient value changes, a larger gradient value
or a smaller gradient value preceding and subsequent to the
section in which the gradient value changes. Furthermore,
with respect to FIG. 3, a modified configuration may be
20 adopted in which an identical gradient value change point
is registered in association with different gradient
values, data which treats each of all the sections as a
section with a constant gradient value is defined, and no
section in which the gradient value changes appears. FIG.
25 4 is a table illustrating another example of gradient
values and gradient value change points stored in the
storage unit 11 of the train control device 10 according to
the first embodiment. FIG. 5 is a view illustrating an
image of the gradient values in relation to the gradient
30 value change points in FIG. 4 stored in the storage unit 11
of the train control device 10 according to the first
embodiment. For example, in FIGS. 4 and 5, the gradient
value change point P2 corresponds to two gradient values G1
10
and G2.
[0017] In a state illustrated in FIG. 2, it is assumed
that a mass of the train 1 is M, a travel distance from the
current position St to the target position S0 of the train
5 1 is ΔS, and an altitude of the train 1 is h(s). In this
case, a relationship as shown in Equation (2) is
established with respect to kinetic energy and potential
energy of the train 1 at the current position St and
kinetic energy and potential energy of the train 1 at the
10 target position S0.
[0018] Formula 2:
[0019] In the train control device 10, the control unit
12 can obtain the control speed vt as shown in Equation (3)
15 by solving Equation (2) for the control speed vt.
[0020] Formula 3:
[0021] Note that the control unit 12 can calculate the
altitude h(s) of the train 1 by integrating the gradient
20 values. FIG. 6 is a graph illustrating an image when the
control unit 12 of the train control device 10 according to
the first embodiment obtains the altitude h(s) of the train
1 by computation. In FIG. 6, a reference character “sinit”
indicates a position serving as a base point in calculating
25 the altitude h(s) of the train 1, and a reference character
“s” indicates a train position as a target for calculating
the altitude h(s) of the train 1. The control unit 12 can
obtain the altitude h(s) of the train 1 as shown in
11
Equation (4) by integrating the gradient values from the
position sinit to the position s illustrated in FIG. 6.
[0022] Formula 4:
5 [0023] In addition, the control unit 12 can calculate
potential energy of the train 1 by integrating gradient
values of the track on which the train 1 is present twice,
that is, by further integrating the altitude h(s) of the
train 1. Here, when the control unit 12 calculates the
10 altitude h(s) of the train 1 and the potential energy of
the train 1, constant terms are generated in the altitude
h(s) and the potential energy of the train 1 by the
integration processing. However, as shown in Equation (2),
the control unit 12 obtains a difference between the
15 potential energy of the train 1 at the current position St
and the potential energy of the train 1 at the target
position S0, in the second bracket on the right side. At
this time, the constant terms are canceled out. That is,
the control unit 12 does not need to calculate the absolute
20 altitude h(s) of the train 1 and the absolute potential
energy of the train 1 at the current position St and the
target position S0 of the train 1, and only needs to
calculate a relative difference, and thus does not need to
consider the constant terms to be canceled out.
25 [0024] An operation of the train control device 10 will
be described with reference to a flowchart. FIG. 7 is a
flowchart illustrating an operation of the train control
device 10 according to the first embodiment. In the train
control device 10, when the control unit 12 acquires
30 information on the target position S0, the target speed v0,
and the current position St, the control unit 12 calculates
the altitude difference Δh between the current position St
12
and the target position S0 of the train 1 (step S1).
Specifically, the control unit 12 calculates the altitude
difference Δh by integrating gradient values of the track
in a section from the current position St to the target
5 position S0 that are stored in the storage unit 11. Note
that, when the storage unit 11 further stores information
on an altitude at each position on the track, the control
unit 12 may calculate the altitude difference Δh from a
difference between the altitude ht at the current position
10 St and the altitude h0 at the target position S0 that are
stored in the storage unit 11.
[0025] The control unit 12 calculates potential energy
of the train 1 at the current position St (step S2).
Specifically, the potential energy of the train 1 at the
15 current position St is potential energy including an
influence of an altitude difference based on a gradient of
the track in a section in which the train 1 is located
between the current position St and a position St+L on a
rear side from the current position St by a train length L
20 in FIG. 2, that is, in a section from a head position to a
tail position of the train 1 at the current position St.
In the following description, the potential energy at the
current position St of the train 1 may be referred to as
first potential energy.
25 [0026] The control unit 12 calculates potential energy
of the train 1 at the target position S0 (step S3).
Specifically, the potential energy of the train 1 at the
target position S0 is potential energy including an
influence of an altitude difference based on a gradient of
30 the track in a section in which the train 1 is located
between the target position S0 and the position S0+L on a
rear side of the target position S0 by the train length L
in FIG. 2, that is, from the head position to the tail
13
position of the train 1 at the target position S0. In the
following description, the potential energy at the target
position S0 of the train 1 may be referred to as second
potential energy.
5 [0027] The control unit 12 generates an equation shown
in Equation (2) and calculates the control speed vt by
solving Equation (2) for the control speed vt (step S4).
[0028] In this manner, the control unit 12 calculates
the travel distance ΔS from the current position St to the
10 target position S0 of the train 1 and the altitude
difference Δh between the current position St and the
target position S0, with respect to the target speed v0 at
the target position S0 of the train 1. In addition, the
control unit 12 calculates the first potential energy
15 including an influence of an altitude difference based on a
gradient of the track in the section from the head position
to the tail position of the train 1 at the current position
St, and the second potential energy including an influence
of an altitude difference based on a gradient of the track
20 in the section from the head position to the tail position
of the train 1 at the target position S0. The present
embodiment uses a relationship between a potential energy
difference of the train 1 and a value of “braking force of
the brake device 13 of the train 1×the travel distance ΔS
25 of the train 1”. Therefore, the control unit 12 can
calculate the control speed vt of the train 1 at the
current position St by using these calculation results and
the brake braking force of the brake device 13 of the train
1.
30 [0029] Next, a hardware configuration of the train
control device 10 will be described. In the train control
device 10, the storage unit 11 is a memory. The control
unit 12 is implemented by processing circuitry. The
14
processing circuitry may be a memory and a processor that
executes a program stored in the memory, or may be
dedicated hardware.
[0030] FIG. 8 is a diagram illustrating an example in
5 which processing circuitry 90 included in the train control
device 10 according to the first embodiment is configured
with a processor 91 and a memory 92. When the processing
circuitry 90 configured with the processor 91 and the
memory 92, each function of the processing circuitry 90 of
10 the train control device 10 is implemented by software,
firmware, or a combination of software and firmware. The
software or the firmware is described as a program and
stored in the memory 92. In the processing circuitry 90,
the processor 91 reads and executes the program stored in
15 the memory 92 to implement each function. That is, the
processing circuitry 90 includes the memory 92 for storage
of a program by which processing of the train control
device 10 is executed as a result. Further, it can also be
said that these programs cause a computer to execute a
20 procedure and a method of the train control device 10.
[0031] Here, the processor 91 may be a central
processing unit (CPU), a processing device, an arithmetic
device, a microprocessor, a microcomputer, a digital signal
processor (DSP), or the like. Further, the memory 92
25 corresponds to a nonvolatile or volatile semiconductor
memory such as a random access memory (RAM), a read only
memory (ROM), a flash memory, an erasable programmable ROM
(EPROM), or an electrically EPROM (EEPROM, registered
trademark), a magnetic disk, a flexible disk, an optical
30 disk, a compact disk, a mini disk, or a digital versatile
disc (DVD).
[0032] FIG. 9 is a diagram illustrating an example of a
case where processing circuitry 93 included in the train
15
control device 10 according to the first embodiment is
configured with dedicated hardware. When the processing
circuitry 93 is configured with dedicated hardware, the
processing circuitry 93 illustrated in FIG. 9 corresponds
5 to, for example, a single circuit, a composite circuit, a
programmed processor, a parallel-programmed processor, an
application specific integrated circuit (ASIC), a field
programmable gate array (FPGA), or a combination thereof.
The individual functions of the train control device 10 may
10 be implemented by the processing circuitry 93, or the
individual functions may be collectively implemented by the
processing circuitry 93.
[0033] Note that some of the individual functions of the
train control device 10 may be implemented by dedicated
15 hardware, and some of the individual functions may be
implemented by software or firmware. In this manner, the
processing circuitry can implement the individual functions
described above by dedicated hardware, software, firmware,
or a combination thereof.
20 [0034] As described above, according to the present
embodiment, in the train control device 10, when
information on the target position S0, the target speed v0,
and the current position St is given, the control unit 12
calculates the altitude difference Δh between the altitude
25 ht at the current position St and the altitude h0 at the
target position S0 of the train 1, calculates the potential
energy of the train 1 at the current position St, and
calculates the potential energy of the train 1 at the
target position S0. Furthermore, the control unit 12
30 calculates the control speed vt from the relationship
between the kinetic energy and the potential energy of the
train 1 at the current position St and the kinetic energy
and the potential energy of the train 1 at the target
16
position S0. As a result, the train control device 10 can
smoothly perform speed control of the train 1 while
reducing the computation load. In addition, since the
train control device 10 does not need to repeatedly perform
5 calculation, there is no concern of accumulation of a
calculation error. Since the train control device 10
calculates the potential energy by detailed calculation
including an altitude difference of an on-rail position of
the train 1, efficient brake control of the brake device 13
10 can be performed.
[0035] Second Embodiment.
In a second embodiment, a situation where passengers
are on the train 1 will be described.
[0036] In the second embodiment, a configuration of the
15 train control device 10 is similar to the configuration of
the train control device 10 in the first embodiment
illustrated in FIG. 1. In the second embodiment, assuming
that passengers are on the train 1, the control unit 12
calculates the control speed vt on the basis of a
20 difference between potential energy at the current position
St and potential energy at the target position S0 of the
train 1, to enable the train 1 to reliably stop at the
target position S0 even when a boarding rate of the train 1
is also taken into consideration.
25 [0037] Specifically, when a difference between the
potential energy at the current position St and the
potential energy at the target position S0 of the train 1
is positive, the control unit 12 determines that the train
1 is full at the current position St and the train 1 is
30 vacant at the target position S0, and calculates the
control speed vt on the assumption of a case of the worst
condition. When a mass of passengers when the train 1 is
full is “m”, and a difference between the potential energy
17
at the current position St and the potential energy at the
target position S0 of the train 1 is “ΔEp”, the control
unit 12 calculates a difference “ΔEp” as shown in Equation
(5).
5 [0038] Formula 5:
[0039] Whereas, when the difference between the
potential energy at the current position St and the
potential energy at the target position S0 of the train 1
10 is negative, the control unit 12 determines that the train
1 is vacant at the current position St and the train 1 is
full at the target position S0, and calculates the control
speed vt on the assumption of a case of the worst
condition. In this case, the control unit 12 calculates
15 the difference “ΔEp” as in Equation (6).
[0040] Formula 6:
[0041] That is, when the first potential energy is
larger than the second potential energy, the control unit
20 12 determines that the train 1 is full at the current
position St and the train 1 is vacant at the target
position S0, to calculate the control speed vt. When the
second potential energy is larger than the first potential
energy, the control unit 12 determines that the train 1 is
25 full at the target position S0 and the train 1 is vacant at
the current position St, to calculate the control speed vt.
[0042] As described above, according to the present
embodiment, in the train control device 10, the control
unit 12 determines whether the train 1 is full or vacant to
30 perform calculation, on the basis of positive or negative
of a difference between potential energy at the current
18
position St of the train 1 and potential energy at the
target position S0 of the train 1. As a result, the
control unit 12 can calculate a sufficiently long stop
distance to the target position S0 and a sufficiently low
5 control speed vt, for any boarding rate of the train 1.
[0043] Third Embodiment.
In the second embodiment, the train is full in which
passengers are on the train 1 or the train is vacant in
which no passenger is on the train 1 has been assumed. In
10 a third embodiment, a situation where passengers are
unevenly boarding on the train 1 will be described.
[0044] In the third embodiment, a configuration of the
train control device 10 is similar to the configuration of
the train control device 10 in the first embodiment
15 illustrated in FIG. 1. In the train 1, the train control
device 10 can grasp an actual mass of the train 1 including
passengers, from a boarding rate of the train 1 estimated
by a camera (not illustrated) or the like or from a
variable load device or the like. Here, a situation is
20 assumed in which the train 1 at the current position St and
the train 1 at the target position S0 are superimposed.
FIG. 10 is a view illustrating a state before the train 1
at the current position St and the train 1 at the target
position S0 are superimposed, in control of the train
25 control device 10 according to the third embodiment.
Although a state and an expression method of the train 1
are different, the view is similar to that obtained by
extracting the train 1 from FIG. 2. FIG. 11 is a first
view illustrating a state in which the train 1 at the
30 current position St and the train 1 at the target position
S0 are superimposed, in control of the train control device
10 according to the third embodiment. In FIGS. 10 and 11,
a reference character “H_f0” indicates a head position of
19
the train 1 at the current position St, a reference
character “H_e0” indicates a tail position of the train 1
at the current position St, a reference character “H_f1”
indicates a head position of the train 1 at the target
5 position S0, and a reference character “H_e1” indicates a
tail position of the train 1 at the target position S0.
Note that, superimposing the train 1 at the current
position St and the train 1 at the target position S0 means
bringing at least one of the train 1 at the current
10 position St or the train 1 at the target position S0 toward
another, to align at least one position among a head
position, a tail position, and a center position of the
train 1 at the current position St and the target position
S0 of the train 1.
15 [0045] Here, as illustrated in FIG. 11, it is assumed
that passengers are loaded from a tail position that has a
large altitude difference among the head position and the
tail position of the trains 1. At this time, a density of
passengers with respect to a unit length of the train 1 is
20 m/L. As described above, the reference character “m” is
the mass of passengers when the train 1 is full, and the
reference character “L” is the train length. When an
actual mass “m_p” of the passengers is obtained by a
variable load device or the like, in the example of FIG.
25 11, the control unit 12 may assume that the passengers are
unevenly present in a section of “m_p”÷(m/L), that is,
“m_p”/m*L from the tail position in the train 1 having a
large altitude difference, and obtain the control speed vt
by segmenting an integration section to perform integration
30 processing. Specifically, the control unit 12 performs the
integration processing with changing a target mass of the
train 1 for a section from the tail position of the train 1
to “m_p”/m*L and for a section from “m_p”/m*L to the head
20
position of the train 1. In this way, when the train 1 at
the current position St and the train 1 at the target
position S0 are superimposed, the control unit 12
determines that the passengers are unevenly present in the
5 one having a larger altitude difference among the head
position and the tail position, to calculate the control
speed vt.
[0046] In addition, when the train 1 includes a
plurality of cars and the unevenness of the passengers is
10 known for each car, the control unit 12 may segment the
integration section of the train 1 for each car to perform
the integration processing. FIG. 12 is a second view
illustrating a state in which the train 1 at the current
position St and the train 1 at the target position S0 are
15 superimposed, in control of the train control device 10
according to the third embodiment. In FIG. 12, a reference
character “H_s0” indicates an end portion of a car 2 of the
train 1 at the current position St, a reference character
“H_s1” indicates a connection position between the car 2
20 and a car 3 of the train 1 at the current position St, a
reference character “H_s2” indicates a connection position
between the car 3 and a car 4 of the train 1 at the current
position St, and a reference character “H_s3” indicates an
end portion of the car 4 of the train 1 at the current
25 position St. Similarly, a reference character “H_t0”
indicates an end portion of the car 2 of the train 1 at the
target position S0, a reference character “H_t1” indicates
a connection position between the car 2 and the car 3 of
the train 1 at the target position S0, a reference
30 character “H_t2” indicates a connection position between
the car 3 and the car 4 of the train 1 at the target
position S0, and a reference character “H_t3” indicates an
end portion of the car 4 of the train 1 at the target
21
position S0. Although the target is changed from the unit
of the train 1 to the unit of the cars 2 to 4, the details
of control in the control unit 12 are similar to the case
of the example of FIG. 11. As described above, when the
5 train 1 includes the plurality of cars 2 to 4 and a mass of
passengers for each of the cars 2 to 4 is known, the
control unit 12 determines that the passengers are unevenly
present for each of the cars 2 to 4, to calculate the
control speed vt.
10 [0047] In addition, although the overall altitude
difference is similar between the train 1 at the current
position St and the train 1 at the target position S0, the
control unit 12 may assume that the passengers are unevenly
present in a portion where the altitude ht at the current
15 position St of the train 1 is higher than the altitude h0
at the target position S0 of the train 1, and perform the
integration processing by segmenting the integration
section of the train 1. FIG. 13 is a third view
illustrating a state in which the train 1 at the current
20 position St and the train 1 at the target position S0 are
superimposed, in control of the train control device 10
according to the third embodiment. In FIG. 13, reference
characters “H_s0” and “Hs1” indicate end portions of the
train 1 at the current position St, reference characters
25 “H_t0” and “Ht1” indicate end portions of the train 1 at
the target position S0, and a reference character “H_s=H_t”
indicates a center position when the train 1 at the current
position St and the train 1 at the target position S0 are
superimposed. Integration processing in the control unit
30 12 is similar to the case of the example of FIG. 11. In
this way, when the train 1 at the current position St and
the train 1 at the target position S0 are superimposed, the
control unit 12 determines that passengers are unevenly
22
present in a portion of the train 1 where the altitude ht
at the current position St is higher than the altitude h0
at the target position S0, to calculate the control speed
vt.
5 [0048] Kinetic energy, potential energy, and the control
speed vt of the train 1 when passengers are unevenly
present on the train 1 in the third embodiment will be
described. FIG. 14 is a fourth view illustrating a state
in which the train 1 at the current position St and the
10 train 1 at the target position S0 are superimposed, in
control of the train control device 10 according to the
third embodiment. FIG. 14 assumes a state in which
passengers of the train 1 are full from an end of the train
1 to x[m]. In FIG. 14, a mass of the passengers from the
15 end of the train 1 to x[m] is (m/L)×x[kg]. In this case,
in the third embodiment, Equations (7) and (8) are
established with respect to Equations (2) and (3) of the
first embodiment. In Equations (7) and (8), unlike
Equations (2) and (3), the mass “M” of the train 1 and the
20 mass “m” of the passengers of the train 1 remain in the
equations.
[0049] Formula 7:
23
[0050] Formula 8:
[0051] Here, being full refers to a state in which
24
passengers ride on the train 1 as much as possible.
Specifically, the mass “m” of the passengers at the time of
being full can be calculated as in Equation (9), for
example, on the basis of: (1) a capacity of the train 1,
5 (2) a standard mass of the passengers, and (3) a maximum
congestion rate of the train 1.
[0052] “m”=(capacity of train 1)×(standard mass of
passengers)×(maximum congestion rate of train 1) ··· (9)
[0053] The capacity of the train 1 is defined as a
10 specification for each car. Further, as the standard mass
of the passengers, for example, a value of 60 kg is used.
Moreover, as the maximum congestion rate of the train 1,
for example, 2.5 is used. Note that a method may be
adopted in which the maximum congestion rate of the train 1
15 may be determined by a railway company in accordance with
each train operation standard. Further, the mass of
passengers may also be changed in accordance with an actual
situation of train operation. Alternatively, when the
train 1 includes a variable load device, an actual maximum
20 value of a mass of passengers may be measured, and the mass
“m” of the passengers when the train 1 is full may be
determined on the basis of the maximum value. In this way,
when the actual value is used, a value equal to or larger
than the actual value may be used as the mass “m” of the
25 passengers at the time of being full, by multiplying the
actual value by a coefficient equal to or larger than “1”,
for example, “1.1”.
[0054] Next, a maximum value of a passenger density per
unit train length when passengers are unevenly present is
30 set to a value that does not exceed the full state
described above, even if the passengers are on the entire
train at the corresponding passenger density. This can be
expressed as Equation (10). Note that the reference
25
character “L” is the train length of the train 1 as
described above.
[0055] Maximum value of passenger density=“m/L” ··· (10)
[0056] As described above, according to the present
5 embodiment, in the train control device 10, even when there
is unevenness of passengers on the train 1, the control
unit 12 can perform the brake control of the brake device
13 based on an actual distribution of the passengers of the
train 1, by segmenting the integration section into a
10 plurality of sections in accordance with unevenness of the
passengers to perform the integration processing.
[0057] The configurations illustrated in the above
embodiments illustrate one example and can be combined with
another known technique, and it is also possible to combine
15 embodiments with each other and omit and change a part of
the configuration without departing from the subject matter
of the present disclosure.
Reference Signs List
20 [0058] 1 train; 2 to 4 car; 10 train control device;
11 storage unit; 12 control unit; 13 brake device; 14
train control system.
26
We Claim :
[Claim 1] A train control device to be installed in a
train, the train control device comprising:
a storage unit to store a gradient value of a gradient
5 of a track on which the train travels and store a gradient
value change point that is a point at which the gradient
value changes; and
a control unit to calculate a control speed of the
train at a current position with respect to a target speed
10 at a target position of the train, the control unit
performs calculation by using a travel distance from the
current position to the target position of the train, an
altitude difference between the current position and the
target position, a braking force of a brake device of the
15 train, first potential energy including an influence of an
altitude difference based on a gradient of the track in a
section from a head position to a tail position of the
train at the current position, and second potential energy
including an influence of an altitude difference based on a
20 gradient of the track in a section from a head position to
a tail position of the train at the target position.
[Claim 2] The train control device according to claim 1,
wherein
25 the control unit integrates a gradient value of the
track in a section from the current position to the target
position to calculate the altitude difference, the gradient
value being stored in the storage unit.
30 [Claim 3] The train control device according to claim 1 or
2, wherein
the control unit calculates the gradient value at a
train position by using: a difference between a first
27
gradient value change point and a second gradient value
change point; a difference between a first gradient value
corresponding to the first gradient value change point and
a second gradient value corresponding to the second
5 gradient value change point; the train position of the
train between the first gradient value change point and the
second gradient value change point; and the first gradient
value or the second gradient value.
10 [Claim 4] The train control device according to claim 1,
wherein
the storage unit further stores information on an
altitude at each position of the track, and
the control unit calculates the altitude difference
15 from a difference between an altitude at the current
position and an altitude at the target position that are
stored in the storage unit.
[Claim 5] The train control device according to any one of
20 claims 1 to 4, wherein
the control unit calculates the control speed in such
a manner that, when the first potential energy is larger
than the second potential energy, the control unit
determines that the train is full at the current position
25 and the train is vacant at the target position to calculate
the control speed, and when the second potential energy is
larger than the first potential energy, the control unit
determines that the train is full at the target position
and the train is vacant at the current position to
30 calculate the control speed.
[Claim 6] The train control device according to any one of
claims 1 to 4, wherein
28
when the train at the current position and the train
at the target position are superimposed, the control unit
determines that passengers are unevenly present at one of
the head position or the tail position having a larger
5 altitude difference, to calculate the control speed.
[Claim 7] The train control device according to claim 6,
wherein
when the train includes a plurality of cars and a mass
10 of passengers in each of the cars is known, the control
unit determines that passengers are unevenly present in
each of the cars, to calculate the control speed.
[Claim 8] The train control device according to any one of
15 claims 1 to 4, wherein
when the train at the current position and the train
at the target position are superimposed, the control unit
determines that passengers are unevenly present in a
portion of the train where an altitude at the current
20 position is higher than an altitude at the target position,
to calculate the control speed.
[Claim 9] A train control system comprising:
the train control device according to any one of
25 claims 1 to 8; and
a brake device.
[Claim 10] A train control method of a train control
device to be installed in a train, wherein
30 the train control device includes a storage unit to
store a gradient value of a gradient of a track on which
the train travels and store a gradient value change point
that is a point at which the gradient value changes,
29
the train control method comprising:
a control step of calculating, by a control unit, a
control speed of the train at a current position with
respect to a target speed at a target position of the
5 train, the calculation being performed by using a travel
distance from the current position to the target position
of the train, an altitude difference between the current
position and the target position, a braking force of a
brake device of the train, first potential energy including
10 an influence of an altitude difference based on a gradient
of the track in a section from a head position to a tail
position of the train at the current position, and second
potential energy including an influence of an altitude
difference based on a gradient of the track in a section
15 from a head position to a tail position of the train at the
target position.
[Claim 11] The train control method according to claim
10, wherein
20 in the control step, the control unit integrates a
gradient value of the track in a section from the current
position to the target position to calculate the altitude
difference, the gradient value being stored in the storage
unit.
25
[Claim 12] The train control method according to claim
10 or 11, wherein
in the control step, the control unit calculates the
gradient value at a train position by using: a difference
30 between a first gradient value change point and a second
gradient value change point; a difference between a first
gradient value corresponding to the first gradient value
change point and a second gradient value corresponding to
30
the second gradient value change point; the train position
of the train between the first gradient value change point
and the second gradient value change point; and the first
gradient value or the second gradient value.
5
[Claim 13] The train control method according to claim
10, wherein
the storage unit further stores information on an
altitude at each position of the track, and
10 in the control step, the control unit calculates the
altitude difference from a difference between an altitude
at the current position and an altitude at the target
position that are stored in the storage unit.
15 [Claim 14] The train control method according to any
one of claims 10 to 13, wherein
in the control step, when the first potential energy
is larger than the second potential energy, the control
unit determines that the train is full at the current
20 position and the train is vacant at the target position to
calculate the control speed, and when the second potential
energy is larger than the first potential energy, the
control unit determines that the train is full at the
target position and the train is vacant at the current
25 position to calculate the control speed.
[Claim 15] The train control method according to any
one of claims 10 to 13, wherein
in the control step, when the train at the current
30 position and the train at the target position are
superimposed, the control unit determines that passengers
are unevenly present at one of the head position or the
tail position having a larger altitude difference, to
31
calculate the control speed.
[Claim 16] The train control method according to claim
15, wherein
5 in the control step, when the train includes a
plurality of cars and a mass of passengers in each of the
cars is known, the control unit determines that passengers
are unevenly present in each of the cars, to calculate the
control speed.
10
[Claim 17] The train control method according to any
one of claims 10 to 13, wherein
in the control step, when the train at the current
position and the train at the target position are
15 superimposed, the control unit determines that passengers
are unevenly present in a portion of the train where an
altitude at the current position is higher than an altitude
at the target position, to calculate the control speed.