JPS5851701A - Drive commanding device for train - Google Patents

Abstract

PURPOSE:To enable to drive a train by energy-saving by commanding a notch- off point or a brake start point responsive to a change of acceleration or deceleration force of the train simultaneously when the force is switched in response to the adhesion coefficient of rails. CONSTITUTION:An idle processor 4 reads out a notch-off speed 4a corrsponding to the running time from a table 7 or 8 responsive to weather information 13. A pattern generation processor 5 reads out an output 5a from a table 9 or 10 responsive to the information 13 when an idle command 20b is applied in case that the actual speed 16a becomes higher than the speed 4a. When a distance signal 17a becomes higher than the output 5a to provide a pattern generation signal 21a, a brake processor 6 reads out a speed 5a responsive to the distance signal 17a from a table 11 or 12 responsive to the information 13. A comparator 22 outputs an idle command 22a when the actual speed 16a is lower than the speed 6a, and outputs a brake command 22b when it is higher than the speed 6a.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an operation command device that provides guidance for train operation to a train driver.

Saving power costs for trains has been studied for a long time, and has been done by determining in advance the optimal type of semi-operated train and relying on luck. Due to changes in the operating schedule, etc., it is often not possible to operate according to standard operation, and in such cases the KFi driver's intuition is at fault. To back up this, a device has been devised in which a computer is installed on the vehicle, inputting changes in driving conditions, determining the optimal continuous notch handling, and instructing the driver on how to handle it. For example, if the dispatcher or train operation control device receives information about the time it will take to reach the next station, it will increase the number of trains needed to travel at that time! It determines the starting point and issues a coasting command when the train reaches that point.

general! The car uses an automatic acceleration/deceleration control device to accelerate and decelerate. It is known that if the acceleration/deceleration speed is set as high as possible, the power consumption for driving will be reduced. However, if the acceleration/deceleration force exceeds the adhesion force of the wheels, slips or skids may occur. ) f Exceeding that limit is negative +40 Therefore, it is necessary to use the acceleration/deceleration force at a level that does not cause slip or skid even when the track is in the worst condition, that is, in rainy weather. Therefore, when the weather is clear, greater acceleration and deceleration force can be produced, and by doing so, the power consumption t for running can be reduced. Figure 181 shows one line on which the train is running.
'h Conventional type, 2 shows the relationship between speed and distance when performing high acceleration/subtraction operation.

When performing such high-acceleration operation, energy savings cannot be achieved unless the coasting start point and the braking start point are changed so that the running time remains the same.

The object of the present invention is to provide guidance to the driver by inputting fair weather information and determining driving operations for energy-saving driving during clear weather.

182 is a block diagram showing the configuration of an embodiment of the present invention ◇ 3 is an operation command control section, a coasting processing section 4, a pattern generation It has a processing section 5 and a brake processing section 6. 7-1
2 is a storage unit for data referenced by each processing unit 3 to 5 F)
, 7.8 are running time versus notch-off speed tables that store data for sunny weather and rainy weather, respectively. The relationship is consistent as shown in FIG.

9.10 is the storage section of the brake pattern generation point, which is dsl and d in Fig. 4, and the next pattern 11.12
It is located before the stopping point by the length of .

Reference numeral 11 and 12 denote a storage section for the brake pattern table, which stores the distance-versus-velocity functions shown in FIG. 4, 11 and 12. This function actually depicts the trajectory that a train passes when it applies its brakes.

Next, its effect will be explained.

The travel time 14 and rain or shine information 13 are set before departure from the station by information transmission from the driver or the ground. Upon receiving this input, the coasting processing unit 4 commands the acceleration/deceleration force switch 18 of the vehicle to a higher side if the information 13 is clear, and reads the data of the travel time versus notch-off speed table 7 on the sunny side, and calculates the input travel time. Obtain the notch-off speed 4a corresponding to . Information 1
3 is rainy, the acceleration/deceleration force switch 18 of the F1 vehicle is set to the low side, and the data in the same table 8 is edited to obtain the equivalent notch-off speed 4a. This speed 4a and the value of the actual speed [16a obtained from the pulse from the axle generator 15 during actual driving are compared in the comparator 20, and while the actual speed f16m is low, a command 20m to continue moving is issued. Then coast command 2
0b is issued.'At the same time as this coasting command 20b, control is transferred to the next Opai-) generation processing section 5. The processing unit 5 uses table 9 when the rain/sunny information 13 is sunny, and table 1 when it rains.
0 is read out, and the distance signal 1 of the distance calculation unit 1 is obtained from the output 5m and the integrated value of the running pulses obtained from the actual running.
7a is compared with the actual distance signal 17a by the comparison unit 21, and when the actual distance signal 17a becomes larger than the value obtained from the table 9 or 10 (output Sa The processing unit 6 reads the table 11 when the information 13 is sunny and the table 12 when it is raining, and calculates the speed j6m corresponding to the value of the distance signal 17a.
is read from the table, and its speed II! 6 m and actual speed 1
116m in the comparison section 22. While the actual speed 16 is lower than the pattern speed 116a, a coasting command 221 is issued, and when the actual speed 16 becomes higher than the pattern speed 11 or a12, a brake command 22b is issued.

These coasting commands and brake commands may be conveyed to the driver by a single display or voice output, or an automatic train operation function may be added to directly control the train.

Dear LO [According to the present invention, there is a weight device that measures the amount of electricity traveled according to the running speed of the train, a device that inputs data regarding the time it takes to travel to the next destination, and a rail O adhesion coefficient &C [
It has either a device for inputting data, a device for determining the notch-off speed corresponding to the traveling time to the destination end, or a device for determining the i-brake starting point, and switches the vehicle's adding/subtracting force according to the rail's adhesion coefficient. At the same time, V is applied to command the corresponding notch-off point or brake pedal start point, so that energy-saving operation that exceeds normal acceleration and deceleration can be achieved by relying on the driver's intuition.

[Brief explanation of the drawing]

Fig. 1 is a diagram showing the speed characteristics of a train, Fig. 2 is a block diagram showing an embodiment of the present invention, Figs.
FIG. 9 is a ninth diagram illustrating a table according to the present invention. @4...coasting processing section, 5. turn generation processing section,
6...Brake processing unit, 1B...Acceleration/deceleration force switching command signal. (7317) Agent: Patent Attorney Noriyuki Chika (
1 other person) U'j Figure 1 Figure 2 Figure 3 Figure 4

Claims (1)

[Claims] Based on the information on the traveling time for the train to reach the next destination and the adhesion coefficient of the rail on which the train runs) - Based on the coasting ibs* that calculates the car's notch-off speed and the information on the adhesion coefficient above. A pattern for commanding the play start point for the arranged cars, a generation place, and a brake process ms for generating a brake pattern for the train according to the information on the adhesion coefficient and the running distance of the train, and the adhesion A train operation command *M that is intended to switch the acceleration/deceleration force of the train according to coefficient information.