JP2020089233A - Train constant position stop control device and train constant position stop control method - Google Patents

Abstract

To calculate a current position of an own train with good accuracy while using equipment other than a rail track.SOLUTION: A train constant position stop control device 110 comprises: an object position DB 113 which stores positional information which indicates a distance from a target stop position with respect to plural objects 121 installed outside a rail track; a relative distance calculation unit 112 which calculates a relative distance between at least any one of plural objects and an own train; a speed/position calculation unit 111 which calculates a train speed and a current position of the own train; and a control command calculation unit 115 which calculates and outputs a brake signal on the basis of the train speed and the current position which have been calculated by the speed/position calculation unit 111. The speed/position calculation unit 111 calculates the train speed on the basis of a speed signal which indicates a rotational speed of a wheel of the own train, and calculates the current position on the basis of the relative distance calculated by the relative distance calculation unit 112 and positional information which has been stored in the object position DB 113 with respect to the object 121 for which the relative distance had to be calculated.SELECTED DRAWING: Figure 2

Description

The present invention relates to a train fixed position stop control device and a train fixed position stop control method, and is preferably applied to a train fixed position stop control device and a train fixed position stop control method for controlling running of a train and stopping at a fixed position. It is a thing.

In recent years, the burden on crew members has increased due to the congestion of train operation schedules and the stricter train stop positions accompanying the maintenance of platform doors. The introduction of automatic train operation (ATO: Automatic Train Control) devices has been promoted for the purpose of reducing the burden on crew members and labor costs. 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 expected to introduce platform doors to existing line stations. As a result, it is being introduced to many routes.

Here, as a conventional technique of a train fixed position stop control device, for example, in Patent Document 1, "a signal from a point receiver for receiving a point signal generated by an installed ground signal generator and rotation of a train wheel" are disclosed. In the train speed signal from the speed detection unit that detects, and the automatic train driving device that automatically travels between stations by these signals, the distance between running stations and the distance of the point signal generation point are stored in the memory, By detecting the point detection error by constantly comparing and checking the accumulated traveling distance and the distance of the point where the point signal is generated, when the point detection error is detected, control is performed as if the point was received by the accumulated traveling distance information. As a result, the train is prevented from running excessively and the fixed position stop control is smoothly performed.

Further, for example, in Patent Document 2, "a speed/position calculating means for calculating a speed and a current position of a train, and a relative distance calculating means for calculating a relative distance between an object and a train installed in a station, The position calculating means discloses a train fixed position stop control device for calculating the current position of the train from the relative distance information input from the relative distance calculating means and the position information of the object.

JP-A-5-328506 Japanese Unexamined Patent Application Publication No. 2018-019470

However, in principle, the technique disclosed in Patent Document 1 requires a ground element as a facility in the track. In general, the cost of installing railway equipment varies greatly depending on whether the equipment is inside or outside the track. When equipment is installed on the track, high safety measures are required to avoid contact with the train, and costs are higher than when installed outside the track, such as on platforms. Therefore, when trying to introduce the train fixed position stop control device by the technique described in Patent Document 1, it becomes a problem that a large amount of cost is required. Further, since the ground elements are installed only discretely in consideration of the stop position of the train, there is also a problem that the current position cannot be continuously corrected.

On the other hand, Patent Document 2 has been made in consideration of the above problem, and proposes a train fixed position stop control device that determines the current position of the own train by using equipment outside the track. According to the technique disclosed in Patent Document 2, the equipment in the track is not required and the train top is also not required. Therefore, it is possible to introduce the train fixed position stop control device at low cost. .. Further, since the correction of the current position becomes continuous rather than discrete by the conventional ground element, the accuracy of the current position is improved. However, in the technology disclosed in Patent Document 2, there is a place where a plurality of facilities outside the track are detected in the case of a curved station, and there is a possibility that a wrong current position may be recognized due to a false recognition.

The present invention has been made in consideration of the above points, and it is possible to suppress misidentification even at a curved station and to calculate the current position of the own train with high accuracy by using equipment outside the track. A position stop control device and a train fixed position stop control method are proposed.

In order to solve such a problem, the present invention is a train fixed position stop control device that outputs a braking signal for stopping a train at a predetermined target stop position, each of a plurality of objects installed outside the track. Regarding the object position storage unit that stores the position information indicating the distance from the target stop position, a relative distance calculation unit that calculates a relative distance between at least one of the plurality of objects and the train, A speed/position calculation unit that calculates the train speed and the current position of the train, and a control command calculation that calculates and outputs the braking signal based on the train speed and the current position calculated by the speed/position calculation unit And a train fixed position stop control device. In this train fixed position stop control device, the speed/position calculation unit calculates the train speed based on a speed signal indicating the rotation speed of the wheels of the train, and the relative distance calculated by the relative distance calculation unit. And the current position based on the position information stored in the target object position storage unit for the target object for which the relative distance has been calculated.

In order to solve such a problem, the present invention provides the following train fixed position stop control method by a train fixed position stop control device that outputs a braking signal for stopping a train at a predetermined target stop position. In the train fixed position stop control device, position information indicating the distance from the target stop position for each of a plurality of objects installed outside the track is stored in advance in the first storage unit. The position stop control method includes a relative distance calculating step of calculating a relative distance between at least one of the plurality of objects and the train, and a speed/position calculating step of calculating a train speed and a current position of the train. And a control command calculation step of calculating and outputting the braking signal based on the train speed and the current position calculated in the speed/position calculation step, and in the speed/position calculation step, the train The train speed is calculated based on a speed signal indicating the rotation speed of the wheel, and the relative distance calculated in the relative distance calculation step and the first object for the relative distance calculation target object are calculated. The present position is calculated based on the position information stored in the storage unit.

According to the present invention, in the train fixed position stop control device and the train fixed position stop control method, it is possible to calculate the current position of the own train with high accuracy while using equipment outside the track.

It is a block diagram showing composition of a train fixed position stop control device (TASC device) contained in a general automatic train operation device (ATO device). It is a block diagram which shows the structure of the train fixed position stop control apparatus (TASC apparatus) which concerns on this Embodiment. It is a figure for demonstrating the image of the information stored in object position DB. It is a figure for demonstrating the image of the information stored in object priority DB. It is a flow chart which shows the example of a processing procedure of train speed and current position calculation processing.

Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. Each unit shown in the drawings is a processor, a storage medium, a program, or a device configured by combining them. For example, the processor reads a program stored in a storage medium to realize various functions.

(1) Configuration of General Train Fixed Position Stop Control Device First, an outline of a conventional general train fixed position stop control device 910 will be described.

FIG. 1 is a block diagram showing a configuration of a train fixed position stop control device (TASC device) included in a general automatic train operation device (ATO device).

A conventional general train fixed position stop control device 910 shown in FIG. 1 is a device that calculates and outputs a braking command for stopping a train (vehicle) at a fixed position, and a speed that calculates a speed signal and position information. A position calculation unit 911 and a control command calculation unit 912 that calculates a braking command are provided.

The speed/position calculation unit 911 can acquire a speed signal from the speed generator 920 installed on the wheel shaft and calculate the train speed based on this speed signal. Further, the speed/position calculation unit 911 acquires position information from the on-board child 940 that communicates with the ground child 930. Then, the speed/position calculation unit 911 calculates the current position from the position information of the departure station and the integrated value of the train speed. However, since an integrated error occurs in the integrated value of the train speed, the current position is corrected to the information from the ground element 930 when the position information from the ground element 930 is received. When the vehicle is between the ground terminals 930, the current position is calculated using the integrated value of the train speed.

The control command calculation unit 912 calculates a braking command based on the speed signal (train speed) and position information (current position) detected/calculated by the speed/position calculation unit 911, and the calculated braking command is transmitted to the vehicle information control device 950. Or to the braking/driving control device 960.

More specifically, the control command calculation unit 912 is configured to include a planning unit (not shown) having a planning function and a tracking unit (not shown) having a tracking function. The planning function is a function of calculating the target speed by comparing the current vehicle position with the braking speed to the station stop position which is held in advance. The follow-up function is a function of inputting a speed deviation between the target speed and the current train speed and calculating a braking force to be output.

As described above, the train fixed stop control device 910 includes the braking force calculated by the control command calculation unit 912 (planning unit, follow-up unit) in the braking command to control the vehicle information control device 950 and the braking/driving control device. Output to 960. Note that the braking command specifically includes a brake notch command and a torque command.

The vehicle information control device 950 is a device that manages information transmission on the vehicle, and upon receiving a braking command from the train fixed position stop control device 910, outputs the received braking command to the braking/driving control device 960. When the vehicle information control device 950 receives a braking/driving command for running/stopping the train from the mass controller 970, the vehicle information control device 950 outputs the received braking/driving command to the braking/driving control device 960. The mask controller 970 is a device (master controller) that remotely controls braking/driving of the vehicle, and outputs a braking/driving command to the braking/driving control device 960 via the vehicle information control device 950. Then, the braking/driving control device 960 controls running of the train based on the received braking command (or braking/driving command).

(2) Configuration of train fixed stop control device according to the present embodiment An outline of the train fixed stop control device 110 according to the present embodiment will be described.

FIG. 2 is a block diagram showing the configuration of the train fixed stop control device (TASC device) according to the present embodiment. In FIG. 2, configurations having the same functions as those of the conventional general train fixed position stop control device 910 illustrated in FIG. 1 are denoted by the same reference numerals, and the repetitive description thereof will be omitted. Note that the train fixed stop control device 110 shown in FIG. 2 can be incorporated into an automatic train operation device (ATO device) like the train fixed stop control device 910 of FIG. 1, but the present embodiment is not limited thereto. Without being limited to this, the train fixed position stop control device 110 may be incorporated in a train operation device that does not include an ATO device.

In this example, the train fixed position stop control for calculating the current position of the own train from the target object 121 installed in the station yard (home 120) and serving as a position correction reference, and the relative distance between the target object 121 and the own train. The device 110 will be described.

As shown in FIG. 2, the train fixed position stop control device 110 calculates a braking command for stopping the train (vehicle) at a fixed position, and the calculated braking command is braking/driving via the vehicle information control device 950. A device for outputting to the control device 960, which includes a speed/position calculation unit 111, a relative distance calculation unit 112, an object position database (DB) 113, an object priority order database (DB) 114, and a control command calculation unit 115. Prepared for. As one of the points different from the conventional general train fixed stop control device 910 shown in FIG. 1, the train fixed stop control device 110 according to the present embodiment is designed to calculate a braking command. And doesn't need a car child.

The speed/position calculation unit 111 acquires a speed signal, which is the rotation speed of the axle, from the speed generator 920 installed on the wheel shaft. Then, the speed/position calculation unit 111, the speed signal acquired from the speed generator 920, the circumferential length of the wheel, and the position information of the departure station (the means for acquiring these information are not limited, but for example, the vehicle information control device 950 or The current position (first current position) of the own train is calculated based on the current position (obtainable from the mass controller 970).

The above speed signal corresponds to the pulse signal (voltage) output from the speed generator 920 mounted on the axle. This speed signal has a narrow pulse width and a large amplitude when the number of rotations of the axle is high (that is, the train speed is fast), and is low when the number of rotations of the axle is low (that is, the train speed is slow). The pulse width becomes wider and the amplitude becomes smaller. The speed/position calculation unit 111 can calculate a highly reliable train speed by setting a predetermined threshold value for the amplitude in advance and counting the number of times the threshold value is exceeded for such a speed signal.

Further, the speed/position calculation unit 111 acquires the relative distance from the relative distance calculation unit 112 and the target position from the target position DB 113, respectively, and based on the acquired relative distance and target position, the current position of the own train. (Second current position) can be calculated.

Although the details will be described later with reference to FIG. 5, in the present embodiment, the speed/position calculation unit 111 executes the “train speed/current position calculation process” at predetermined calculation cycles, thereby The train speed and the current position are calculated and transmitted to the control command calculation unit 115. In this train speed/current position calculation processing, the speed/position calculation unit 111 calculates the second current position with higher accuracy than the first current position when the relative distance within the appropriate range is acquired. Then, the second current position is transmitted to the control command calculator 115 as the current position of the own train (steps S9 to S11 in FIG. 5). In the following description, the "current position of the own train" may be simply referred to as "current position".

The relative distance calculation unit 112 calculates the relative distance between the own train and the target object 121 that is installed outside the track (for example, the platform 120 in FIG. 2) and serves as a reference point for position correction. For one target stop position, at least one target object 121 may be installed near the target stop position. However, considering the possibility that the relative distance calculation unit 112 cannot recognize the target object 121 due to obstacles, climate conditions, etc., a plurality of target objects 121 are installed outside the track (on the home 120) for one target stop position. Preferably. Note that the relative distance calculation unit 112 can calculate the relative distance by performing image recognition on an image of an object captured by an imaging device such as a camera, but the present embodiment is not limited to this. The relative distance calculation unit 112 is not limited to the above method as long as it can calculate the distance between the train and the object 121 outside the track. For example, a radar or the like may be used instead of the imaging device such as a camera.

In addition, the relative distance calculation unit 112 moves the target object 121 to be recognized in the traveling direction when the current position is ahead of the currently recognized target position or when the relative distance is equal to or less than a predetermined threshold value. By switching to the next target object 121 above, the relative distance between the next target object 121 and the own train is calculated.

Further, in a curved station or in a situation where visibility is good, it is assumed that the camera (relative distance calculation unit 112) recognizes a plurality of objects 121. In such a case, the speed/position calculation unit 111 From the plurality of target objects 121 for which the relative distance calculation unit 112 has calculated the relative distance, one target object 121 having the highest priority is selected according to the priority order (priority) registered in the target object priority order DB 114. Then, the current position is calculated using the relative distance calculated by the relative distance calculation unit 112 with respect to the selected target object 121. Alternatively, in the above case, the relative distance calculation unit 112 refers to the object priority order DB 114, selects one object 121 having the highest priority, and calculates the relative distance with respect to the selected object 121. Alternatively, it may be output to the speed/position calculation unit 111.

In the present embodiment, the object 121 may be installed exclusively for the purpose of use by the train fixed position stop control device 110, or for other purposes such as a stop target position display board. Equipment already installed outside the track (provided that the equipment does not move) may be used. Further, the shape, color, number of installations, etc. of the object 121 are not limited.

FIG. 3 is a diagram for explaining an image of information stored in the object position DB. As illustrated in FIG. 3, for each object 121, a combination of an object 1131 showing its shape and an object position 1132 showing the distance from the target stop position is registered in the object position DB 113. .. The object 1131 can be used, for example, in image processing to identify which object 121 the object (relative distance calculation unit 112) recognizes. Further, in the case of FIG. 3, for the object position 1132, the distance to the object 121 when the target stop position is set to the distance “0” is shown, but the target stop position and the object position 1132 are set to other values. It may be represented by a number or the like (for example, an absolute distance from the departure station or the like).

FIG. 4 is a diagram for explaining an image of information stored in the object priority order DB. As illustrated in FIG. 4, in the object priority order DB 114, for each object 121, an object 1141 indicating the shape thereof (similar to the object 1131 in the object position DB 113) and a priority order 1142 indicating the priority degree. The combination with is registered. In the case of FIG. 4, the priority order 1142 means that the smaller the numerical value, the higher the priority.

In the present embodiment, it is preferable that the priority order 1142 be assigned a higher priority as it gets closer to the target stop position and a lower priority as it gets farther from the target stop position. This is because when the relative distance calculation unit 112 erroneously detects an object other than the object 121 located near the own train as the object 121 for some reason, the train fixed position stop control device 110 calculates the relative distance. This is because it is dangerous to mistakenly recognize that there is time to reach the target stop position based on the calculated relative distance. Therefore, by setting the object 121 close to the target stop position as a recognition target with a high priority, even if another object is erroneously detected as the target 121, the distance to the target stop position is excessively calculated. It is possible to prevent the accident and secure the safety and operability of the train.

The control command calculation unit 115 receives the train speed and the current position calculated by the speed/position calculation unit 111, and calculates and calculates the braking command from the speed deviation between the train speed of the own train and the TASC pattern speed at the current position. The braking command is output to the vehicle information control device 950 and the braking/driving control device 960.

(3) Train Speed/Current Position Calculation Processing FIG. 5 is a flowchart showing a processing procedure example of train speed/current position calculation processing. As described above, the "train speed/current position calculation process" is a process executed by the speed/position calculation unit 111 at every predetermined calculation cycle, calculates the train speed and the current position of the own train, and executes the control command. It is transmitted to the calculation unit 115. Of the data calculated by the train speed/current position calculation process in the past calculation cycle, at least the current position calculated in the previous calculation cycle (the current position transmitted to the control command calculation unit 115) is It is stored in the storage unit shown and can be acquired from the speed/position calculation unit 111.

According to FIG. 5, first, in step S1, the speed/position calculation unit 111 acquires a speed signal from the speed generator 920.

Next, in step S2, the speed/position calculation unit 111 calculates the train speed based on the speed signal, the circumferential length of the wheels, and the position information of the departure station.

Next, in step S3, the speed/position calculation unit 111 acquires the current position (previous current position) calculated in the previous calculation cycle.

現在位置が自列車の進行方向に昇順の場合、式１が適用され、現在位置が自列車の進行方向に降順の場合、式２が適用される。 Next, in S4, the speed/position calculation unit 111 calculates the current position (first current position) of the own train using the previous current position acquired in step S3, the train speed calculated in step S2, and the like. Specifically, the first current position can be calculated from Equation 1 or Equation 2 below.

When the current position is in the ascending order of the traveling direction of the own train, the formula 1 is applied, and when the current position is in the descending order of the traveling direction of the own train, the formula 2 is applied.

When the process of step S4 ends, the process proceeds to step S5, and the speed/position calculation unit 111 confirms whether or not the relative distance is input from the relative distance calculation unit 112. When the relative distance is input (YES in step S5), the speed/position calculation unit 111 acquires the relative distance from the relative distance calculation unit 112 (step S6), and proceeds to step S7. When the relative distance is not input (NO in step S5), the process proceeds to step S11.

In step S7, the speed/position calculation unit 111 refers to the object position DB 113 and acquires the object position 1132 of the object 121 whose relative distance is acquired in step S6. Specifically, when the relative distance calculation unit 112 recognizes a plurality of objects 121 with respect to the first current position calculated in step S4, the speed/position calculation unit 111 stores the object priority DB 114. With reference to the plurality of recognized objects 121, the object 121 (object 1141) having a higher priority order (priority order 1142) is searched. Next, the speed/position calculation unit 111 refers to the target object position DB 113 and acquires the target object position 1132 corresponding to the target object 1141 (target object 1131) having a high priority retrieved from the target object priority order DB 114. Note that when there is one target object 121 recognized by the relative distance calculation unit 112 with respect to the first current position calculated in step S4, the speed/position calculation unit 111 sets the target object priority DB 114. The object position 1132 of the object 121 may be acquired from the object position DB 113 without referring to it.

なお、式１，式２の場合と同様に、現在位置が自列車の進行方向に昇順の場合、式３が適用され、現在位置が自列車の進行方向に降順の場合、式４が適用される。 When the process of step S7 ends, the process proceeds to step S8, and the speed/position calculation unit 111 calculates the relative distance for verification. The verification relative distance is a value calculated to verify the soundness of whether the relative distance acquired from the relative distance calculation unit 112 in step S6 is appropriate. Specifically, the test relative distance can be calculated from the following Expression 3 or Expression 4 using the first current position calculated in step S4 and the object position acquired in step S7.

As in the case of Formula 1 and Formula 2, Formula 3 is applied when the current position is in the ascending order in the traveling direction of the own train, and Formula 4 is applied when the current position is in the descending order in the traveling direction of the own train. It

In the next step S9, the speed/position calculation unit 111 calculates a difference (absolute value) between the relative distance acquired in step S6 and the relative distance for verification calculated in step S8, and the difference is a predetermined value for verification. It is determined whether it is less than or equal to the threshold value. By making the determination, the soundness of the relative distance can be confirmed, and if an abnormal relative distance is input for some reason, by excluding the relative distance from the calculation of the current position, a braking command based on misidentification can be generated. Trains can be secured by preventing decisions.

If it is determined in step S9 that the difference is less than or equal to the predetermined threshold value (YES in step S9), it means that the relative distance acquired in step S6 is appropriate. Therefore, the process proceeds to step S10, and the relative distance is calculated. A more accurate current position (second current position) is calculated using this. On the other hand, if it is determined that the difference is not less than or equal to the predetermined threshold, that is, greater than the predetermined threshold (NO in step S9), it means that the relative distance acquired in step S6 is not appropriate, and thus step S10. The process proceeds to step S11 without performing the process.

式１〜式４と同様に、現在位置が自列車の進行方向に昇順の場合、式５が適用され、現在位置が自列車の進行方向に降順の場合、式６が適用される。 In step S10, the speed/position calculation unit 111 calculates the current position (second current position) of the own train, which is more accurate than the first current position, using the relative distance acquired in step S6. Specifically, the second current position can be calculated from Equation 5 or Equation 6 below.

Similar to Formulas 1 to 4, when the current position is in the ascending order in the traveling direction of the own train, Formula 5 is applied, and when the current position is in the descending order in the traveling direction of the own train, Formula 6 is applied.

Then, in step S11, the speed/position calculation unit 111 transmits the train speed and the current position calculated in the current calculation cycle to the control command calculation unit 115. As the current position transmitted in step S11, the second current position is used when passing through step S10, and when the current position is not passing through step S10 (NO in step S5, or step If it is determined to be NO in S9), the first current position is used.

When the process of step S11 ends, the speed/position calculation unit 111 stores the transmitted train speed and current position in a storage unit (not shown), and ends the train speed/current position calculation process in the current calculation cycle.

As described above, according to the train fixed-position stop control device 110 according to the present embodiment, the speed/position calculation unit 111 performs the train speed/current position calculation process to use the ground child and the car upper child. Instead, since the train speed and the current position of the own train can be calculated accurately by using the facility outside the track (for example, the object 121 of the platform 120), the control command calculation unit 115 calculates these calculation results. By using this, a braking command for stopping the train at the target stop position can be output with high accuracy. Particularly, unlike the position detection using the ground element, by using the plurality of objects 121, the current position can be calculated while being continuously corrected, so that the accuracy of the current position can be improved.

Further, in the train fixed stop control device 110 according to the present embodiment, as shown in steps S6 to S10 of FIG. 5, the speed/position calculation unit 111 calculates the relative distance calculated by the relative distance calculation unit 112. Whether to calculate the current position (second current position) by using the relative distance calculated by the relative distance calculation unit 112 and the train speed based on the speed signal from the highly reliable speed generator 920. The relative distance calculated by the relative distance calculation unit 112 by comparing the calculated current position (first current position) with the relative distance for verification calculated from the object position 1132 registered in the object position DB 113. You can check the soundness of. Then, only when the soundness is confirmed, by adopting the current position (second current position) calculated using the relative distance as the current position, the current position output to the control command calculation unit 115 The reliability can be increased. Thus, even when a plurality of objects 121 are detected (recognized) at a curved station or the like, it is possible to prevent control processing based on misidentification.

Further, in the train fixed-position stop control device 110 according to the present embodiment, even when the relative distance calculation unit 112 detects a plurality of facilities outside the track (for example, the target 121 of the platform 120), the target priority DB 114 is stored. By setting the priorities of the detection targets in advance, the speed/position calculation unit 111 can appropriately select the target object 121 used to calculate the current position, and while preventing misidentification, a more accurate current position can be obtained. It can be calculated.

It should be noted that the present invention is not limited to the above-described embodiment, and various modifications are included. For example, the above-described embodiments have been described in detail in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the configurations described. Further, it is possible to add/delete/replace other configurations with respect to a part of the configurations of the embodiments. Specifically, for example, the train fixed position stop control device 110 illustrated in FIG. 2 may further include a display unit that displays the train speed and the current position calculated/transmitted by the speed/position calculation unit 111. .. With this configuration, the train speed and the current position can be visually confirmed in real time in the train.

Further, the above-described respective configurations, functions, processing units, processing means, etc. may be realized by hardware by designing a part or all of them, for example, with an integrated circuit. Further, each of the above-described configurations, functions, and the like may be realized by software by a processor interpreting and executing a program that realizes each function. Information such as a program, a table, and a file that realizes each function can be stored in a memory, a recording device such as a hard disk and an SSD (Solid State Drive), or a storage medium such as an IC card, an SD card, and a DVD.

Further, in the drawings, control lines and information lines are shown as being considered necessary for explanation, and not all control lines and information lines are shown on a product. In practice, it may be considered that almost all configurations are connected to each other.

110 Train fixed position stop control device 111 Speed/position calculation unit 112 Relative distance calculation unit 113 Object position database (DB)
114 Target Object Priority Database (DB)
115 Control command calculation unit 120 Home 121 Object 910 Train fixed position stop control device 911 Speed/position calculation unit 912 Control command calculation unit 920 Speed generator 930 Ground child 940 Car upper child 950 Vehicle information control device 960 Braking control device 970 Mascon (master controller)

Claims (10)

A train fixed position stop control device for outputting a braking signal for stopping a train at a predetermined target stop position,
An object position storage unit that stores position information indicating a distance from the target stop position for each of a plurality of objects installed outside the track,
A relative distance calculation unit that calculates the relative distance between at least one of the plurality of objects and the train,
A speed/position calculation unit that calculates the train speed and the current position of the train,
A control command calculation unit that calculates and outputs the braking signal based on the train speed and the current position calculated by the speed/position calculation unit;
Equipped with
The speed/position calculator is
Calculate the train speed based on a speed signal indicating the rotation speed of the train wheels,
Based on the relative distance calculated by the relative distance calculation unit and the position information stored in the target object position storage unit for the target object for which the relative distance is calculated, the current position is calculated. Train fixed position stop control device characterized by calculating. Further comprising a target object priority storage unit that stores a priority order indicating a priority degree in the plurality of objects,
When the relative distance calculation unit calculates the relative distance for each of two or more objects among the plurality of objects in which the position information is stored in the object position storage unit,
The speed/position calculator is
While calculating the train speed based on the speed signal indicating the rotation speed of the train wheels,
One of the two or more objects is selected according to the priority stored in the object priority storage unit, and the relative distance to the selected object and the object position storage unit are stored. The train fixed stop control device according to claim 1, wherein the current position is calculated based on the position information of the target object. The priority order stored in the object priority order storage unit is given a higher priority degree to objects closer to the target stop position among the plurality of objects. Train fixed position stop control device. The speed/position calculation unit is for performing a calculation process for calculating the train speed and the current position of the train in every predetermined calculation cycle,
In the calculation process of one calculation cycle, the speed/position calculation unit
Calculate the train speed based on a speed signal indicating the rotation speed of the train wheels,
Calculating a first current position based on the train speed and the current position calculated in the calculation process in the previous calculation cycle;
Calculating a second current position based on the relative distance calculated by the relative distance calculation unit and the position information of the target object stored in the target position storage unit;
The soundness of the relative distance used for calculating the second current position is tested, and when it is determined that the relative distance has soundness, the second current position is calculated as the current position, The train fixed position stop control device according to claim 1, wherein the first current position is calculated as the current position when it is determined that the relative distance does not have soundness. In the relative distance soundness test, the difference between the calculated first current position and the position information of the object used to calculate the second current position is compared, and the difference is predetermined. The train fixed position stop control device according to claim 4, wherein the relative distance is determined to have soundness when the threshold is less than or equal to the threshold. A train fixed position stop control method by a train fixed position stop control device which outputs a braking signal for stopping a train at a predetermined target stop position,
In the train fixed position stop control device, position information indicating a distance from the target stop position for each of a plurality of objects installed outside the track is stored in advance in the first storage unit,
A relative distance calculating step of calculating a relative distance between at least one of the plurality of objects and the train,
A speed/position calculating step of calculating the train speed and the current position of the train,
A control command calculating step of calculating and outputting the braking signal based on the train speed and the current position calculated in the speed/position calculating step;
Equipped with
In the speed/position calculation step,
Calculate the train speed based on a speed signal indicating the rotation speed of the train wheels,
Based on the relative distance calculated in the relative distance calculation step and the position information stored in the first storage unit for the target object for which the relative distance is calculated, the current position is calculated. A train fixed position stop control method characterized by calculation. In the train fixed position stop control device, further, a priority order indicating a priority degree of the plurality of objects is stored in advance in a second storage unit,
In the relative distance calculating step, when the relative distance is calculated for two or more objects among the plurality of objects in which the position information is stored in the first storage unit,
In the speed/position calculation step,
Calculate the train speed based on a speed signal indicating the rotation speed of the train wheels,
One of the two or more objects is selected according to the priority order stored in the second storage unit, and the relative distance to the selected object and the first distance are stored in the first storage unit. The train fixed position stop control method according to claim 6, wherein the current position is calculated based on the position information of the target object. The priority order stored in the second storage unit is given a higher priority degree to an object closer to the target stop position among the plurality of objects. Train fixed position stop control method. In the speed/position calculation step, a calculation process of calculating the train speed and the current position of the train is executed in every predetermined calculation cycle,
In the calculation process of one calculation cycle,
Calculate the train speed based on a speed signal indicating the rotation speed of the train wheels,
Calculating a first current position based on the train speed and the current position calculated in the calculation process in the previous calculation cycle;
Calculating a second current position based on the relative distance calculated in the relative distance calculating step and the position information of the target object stored in the first storage unit;
The soundness of the relative distance used to calculate the second current position is tested,
When the relative distance is determined to have soundness by the test, the second current position is calculated as the current position, and when it is determined that the relative distance does not have the soundness, the first current position is calculated. The train fixed position stop control method according to claim 6, wherein the present position of the train is calculated as the present position. In the relative distance soundness test, the difference between the calculated first current position and the position information of the object used to calculate the second current position is compared, and the difference is predetermined. The fixed train position stop control method according to claim 9, wherein the relative distance is determined to have soundness when the threshold is less than or equal to the threshold value.

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