TRAIN CONTROL DEVICE, TRAIN CONTROL SYSTEM, AND TRAIN CONTROL METHOD

Abstract

A train control device includes: a control unit that calculates a control speed of the train at a current position with respect to a target speed at a target position of the train, 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 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 from a head position to a tail position of the train at the target position.

Description

FIELD

The present disclosure relates to a train control device to be installed in a train, a train control system, and a train control method.

BACKGROUND

Conventionally, as for stop distance control, a train updates a train position every minute time or every 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 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 the stop target point.

CITATION LIST

Patent Literature

• Patent Literature 1 Japanese Patent Application Laid-open No. 860-167607

SUMMARY OF INVENTION

Problem to be Solved by the Invention

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 control device that requires quick response increases and a calculation error accumulates.

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 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 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 track on which the train is present.

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.

Means to Solve the Problem

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 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 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 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 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.

Effects of the Invention

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.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a diagram illustrating a configuration example of a train control device according to a first embodiment.

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 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 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 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.

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 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.

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 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 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 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 target position are superimposed in control of the train control device according to the third embodiment.

DESCRIPTION OF EMBODIMENTS

Hereinafter, a train control device, a train control system, and a train control method according to embodiments of the present disclosure will be described in detail with reference to the drawings.

First Embodiment

FIG. 1 is a diagram illustrating a configuration 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 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 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 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 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.

FIG. 2 is a view illustrating an image of a 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 the target position S₀, a reference character “h₀” indicates an altitude of the train 1 at the target position Se, a reference character “S_t” indicates a current position of the train 1, a reference character “v_t” indicates a control speed of the train 1 at the current position S_t, and a reference character “h_t” indicates an altitude of the train 1 at the current position S_t. Further, in FIG. 2, a reference character “L” indicates a train length which is a length of the train 1, a reference character “β_CBER” indicates a minimum guaranteed braking force of the brake device 13, which is a deceleration of the train 1, and a reference character “Δh” indicates an altitude difference between the altitude h_t at the current position S_t and the altitude h₀ at the target position S₀. Further, in FIG. 2, reference characters “G₀”, “G₂”, “G₄”, “G₆”, “G₈” and “G₁₀” 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 S_t is a position at which the train 1 starts braking with the brake device 13.

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 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 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. 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 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 gradient values corresponding to the gradient value change points P₅ and P₇.

$\begin{array}{cc}\mathrm{Formula}1& \\ {\mathrm{Curve}}_7=\frac{\left(G_6-G_8\right)}{P_7-P_8}s+G_8& \left(1\right)\end{array}$

In Equation (1), a reference character “a” 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 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 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 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.

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 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 adapted 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. 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 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 and G₂.

In a state illustrated in FIG. 2, it is assumed that a mass of the train 1 is N, a travel distance from the current position S_t to the target position S₀ of the train 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 S_t and kinetic energy and potential energy of the train 1 at the target position S₀.

$\begin{array}{cc}\mathrm{Formula}2& \\ \begin{array}{c}M{\beta }_{\mathrm{GBER}}\Delta S=\left(\frac{1}{2}{\mathrm{Mv}}_t^2-\frac{1}{2}{\mathrm{Mv}}_0^2\right)\\ +\left(g{\int }_{S_t}^{S_t+L}\frac{M}{L}h\left(s\right)\mathrm{ds}-g{\int }_{S_o}^{S_o+L}\frac{M}{L}h\left(s\right)\mathrm{ds}\right)\end{array}& \left(2\right)\end{array}$

In the train control device 10, the control unit 12 can obtain the control speed v_t as shown in Equation (3) by solving Equation (2) for the control speed v_t.

$\begin{array}{cc}\mathrm{Formula}3& \\ v_t={\left\{v_0^2+2{\beta }_{\mathrm{GBER}}\Delta S-2\frac{g}{L}\left({\int }_{S_t}^{S_t+L}h\left(s\right)\mathrm{ds}-{\int }_{S_o}^{S_o+L}h\left(s\right)\mathrm{ds}\right)\right\}}^{\frac{1}{2}}& \left(3\right)\end{array}$

Note that the control unit 12 can calculate the altitude h (s) of the train 1 by integrating the gradient 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 “s_init” indicates a position serving as a base point in calculating the altitude h(s) of the train 1, and a reference character “m” indicates a train position am 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 Equation (4) by integrating the gradient values from the position s_init to the position a illustrated in FIG. 6.

Formula 4:

h(s)=∫_sinit^sgrade(σ)dσ+h(s_init)  (4)

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 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 potential energy of the train 1 at the current position S_t 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 altitude h(s) of the train 1 and the absolute potential energy of the train 1 at the current position S_t 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.

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 information on the target position S₀, the target speed v₀, and the current position S_t, the control unit 12 calculates the altitude difference Δh between the current position S_t 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 S_t to the target 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 h_t at the current position S_t and the altitude ha at the target position S₀ that are stored in the storage unit 11.

The control unit 12 calculates potential energy of the train 1 at the current position S_t (step S2). Specifically, the potential energy of the train 1 at the current position S_t in 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 S_t and a position S_t+L on a rear side from the current position S_t by a train length L in FIG. 2, that is, in a section from a head position to a tail position of the train 1 at the current position S_t. In the following description, the potential energy at the current position S_t of the train 1 may be referred to as first potential energy.

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 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 position of the train 1 at the target position S₀. In the following description, the potential energy at the target position 99 of the train 1 may be referred to as second potential energy.

The control unit 12 generates an equation shown in Equation (2) and calculates the control speed v_t by solving Equation (2) for the control speed v_t (step S4).

In this manner, the control unit 12 calculates the travel distance ΔS from the current position S_t to the target position S₀ of the train 1 and the altitude difference Δh between the current position S_t and the target position S₀, with respect to the target speed ye at the target position S₀ of the train 1. In addition, the control unit 12 calculates the first potential energy 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 S_t, and the second potential energy 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 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 of the train 1”. Therefore, the control unit 12 can calculate the control speed v_t of the train 1 at the current position S_t by using these calculation results and the brake braking force of the brake device 13 of the train 1.

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 processing circuitry my be a memory and a processor that executes a program stored in the memory, or may be dedicated hardware.

FIG. 9 is a diagram illustrating an example in 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. Mien the processing circuitry 90 configured with the processor 91 and the memory 92, each function of the processing circuitry 90 of 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 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 procedure and a method of the train control device 10.

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 corresponds to a nonvolatile or volatile semiconductor memory such as a random access memory (RAN), a read only memory (RON), a flash memory, an erasable programmable ROM (EPROM), or an electrically EPROM (EEPROM, registered trademark), a magnetic disk, a flexible disk, an optical disk, a compact disk, a mini disk, or a digital versatile disc (DVD).

FIG. 9 is a diagram illustrating an example of a case where processing circuitry 93 included in the train 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 to, for example, a single circuit, a composite circuit, a programmed processor, a parallel-programed 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 be implemented by the processing circuitry 93, or the individual functions may be collectively implemented by the processing circuitry 93.

Note that some of the individual functions of the train control device 10 may be implemented by dedicated 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.

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 S_t is given, the control unit 12 calculates the altitude difference Δh between the altitude h_t at the current position S_t 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 S_t, and calculates the potential energy of the train 1 at the target position S₀. Furthermore, the control unit 12 calculate the control speed v_t from the relationship between the kinetic energy and the potential energy of the train 1 at the current position S_t and the kinetic energy and the potential energy of the train 1 at the target 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 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 can be performed.

Second Embodiment

In a second embodiment, a situation where passengers are on the train 1 will be described.

In the second embodiment, a configuration of the 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 v_t on the basis of a difference between potential energy at the current position S_t 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.

Specifically, when a difference between the potential energy at the current position S_t 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 S_t and the train 1 is vacant at the target position S₀, and calculates the control speed v_t 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 at the current position S_t and the potential energy at the target position S. of the train 1 is “ΔE_P”, the control unit 12 calculates a difference “ΔE_P” as shown in Equation (5).

$\begin{array}{cc}\mathrm{Formula}5& \\ \Delta E_p=g\int \frac{M+m}{I.}h\left(s\right)\mathrm{ds}-g\int \frac{M}{I.}h\left(s\right)\mathrm{ds}& \left(5\right)\end{array}$

Whereas, when the difference between the potential energy at the current position S_t and the potential energy at the target position S₀ of the train 1 is negative, the control unit 12 determines that the train 1 is vacant at the current position S_t and the train 1 is full at the target position S₀, and calculates the control speed v_t on the assumption of a case of the worst condition. In this case, the control unit 12 calculates the difference “ΔE_P” as in Equation (6).

$\begin{array}{cc}\mathrm{Formula}6& \\ \Delta E_p=g\int \frac{M}{L}h\left(s\right)\mathrm{ds}-g\int \frac{M+m}{L}h\left(s\right)\mathrm{ds}& \left(6\right)\end{array}$

That is, when the first potential energy is larger than the second potential energy, the control unit 12 determines that the train 1 is full at the current position S_t and the train 1 is vacant at the target position S₀, to calculate the control speed v_t. When the second potential energy is larger than the first potential energy, the control unit 12 determines that the train 1 is full at the target position S₀ and the train 1 is vacant at the current position S_t, to calculate the control speed v_t.

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 perform calculation, on the basis of positive or negative of a difference between potential energy at the current position S_t of the train 1 and potential energy at the target position S. 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 control speed v_t, for any boarding rate of the train 1.

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 a third embodiment, a situation where passengers are unevenly boarding on the train 1 will be described.

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 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 assumed in which the train 1 at the current position S_t 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 S_t and the train 1 at the target position S₀ are superimposed, in control of the train 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 current position S_t 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 the train 1 at the current position S_t, a reference character “H_e0” indicates a tail position of the train 1 at the current position S_t, a reference character “H_f1” indicates a head position of the train 1 at the target 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 S_t and the train 1 at the target position S₀ means bringing at least one of the train 1 at the current position S_t 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 S_t and the target position S₀ of the train 1.

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 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. 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 v_t by segmenting an integration section to perform integration 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 position of the train 1. In this way, when the train 1 at the current position S_t and the train 1 at the target position S₀ are superimposed, the control unit 12 determines that the passengers are unevenly present in the one having a larger altitude difference among the head position and the tail position, to calculate the control speed v_t.

In addition, when the train 1 includes a plurality of cars and the unevenness of the passengers is 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 S_t 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. 12, a reference character “H_s0” indicates an and portion of a car 2 of the train 1 at the current position S_t, a reference character “H_s1” indicates a connection position between the car 2 and a car 3 of the train 1 at the current position S_t, 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 S_t, and a reference character “H_s3” indicates an and portion of the car 4 of the train 1 at the current position S_t. 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 99, a reference 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 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 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 v_t.

In addition, although the overall altitude difference is similar between the train 1 at the current position S_t and the train 1 at the target position Se, the control unit 12 may assume that the passengers are unevenly present in a portion where the altitude h_t at the current position S_t 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 position S_t 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 “H_s1” indicate and portions of the train 1 at the current position S_t, reference characters “H_t0” and “H_t1” 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 S_t and the train 1 at the target position S₀ are superimposed. Integration processing in the control unit 12 is similar to the case of the example of FIG. 11. In this way, when the train 1 at the current position S_t and the train 1 at the target position S₀ are superimposed, the control unit 12 determines that passengers are unevenly present in a portion of the train 1 where the altitude h_t at the current position S_t is higher than the altitude h₀ at the target position S₀, to calculate the control speed v_t.

Kinetic energy, potential energy, and the control speed v_t 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 S_t and the 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 end of the train 1 to x[m] is (u/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 mass ‘m’ of the passengers of the train 1 remain in the equations.

$\begin{array}{cc}\mathrm{Formula}7& \\ \begin{array}{c}\left(M+\frac{m}{L}x\right){\beta }_{\mathrm{GEAR}}\Delta S=\left\{\frac{1}{2}\left(M+\frac{m}{L}x\right)v_t^2-\frac{1}{2}\left(M+\frac{m}{L}x\right)v_0^2\right\}\\ +\{\left(g{\int }_{\text{?}}^{\text{?}}\frac{\left(M+\frac{m}{L}\right)}{L}h\left(s\right)\mathrm{ds}+g{\int }_{\text{?}}^{\text{?}+L}\frac{M}{L}h\left(s\right)\mathrm{ds}\right)\\ -\left(g{\int }_{s_0}^{\text{?}+x}\frac{\left(M+\frac{m}{L}\right)}{L}h\left(s\right)\mathrm{ds}+g{\int }_{s_0+x}^{s_0+L}\frac{M}{L}h\left(s\right)\mathrm{ds}\right)\}\\ =\left\{\frac{1}{2}\left(M+\frac{m}{L}x\right)v_t^2-\frac{1}{2}\left(M+\frac{m}{L}x\right)v_0^2\right\}\\ +\{(g{\int }_{\text{?}}^{\text{?}+x}\frac{\left(M+\frac{m}{L}\right)}{L}h\left(s\right)\mathrm{ds}+g{\int }_{\text{?}+x}^{\text{?}+L}\frac{M}{L}h\left(s\right)\mathrm{ds}\\ -(g{\int }_{\text{?}}^{\text{?}+x}\frac{\left(M+\frac{m}{L}\right)}{L}h\left(s-\left(s_0-s_{\text{?}}\right)\right)\mathrm{ds}\\ +g{\int }_{\text{?}+x}^{\text{?}+L}\frac{M}{L}h\left(s-\left(s_0-s_t\right)\right)\mathrm{ds}\}\\ =\frac{1}{2}\left(M+\frac{m}{L}x\right)v_t^2-\frac{1}{2}\left(M+\frac{m}{L}x\right)v_0^2\}\\ +\{(g{\int }_{\text{?}}^{\text{?}+x}\frac{\left(M+\frac{m}{L}\right)}{L}\Delta h\left(s\right)\mathrm{ds}\\ +g{\int }_{\text{?}+x}^{\text{?}+L}\frac{M}{L}\Delta h\left(s\right)\mathrm{ds})\}\end{array}& \left(7\right)\end{array}$ $\text{?}\text{indicates text missing or illegible when filed}$ $\begin{array}{cc}\mathrm{Formula}8& \\ v_t={\left\{v_0^2+2{\beta }_{\mathrm{GEAR}}\Delta S-2\frac{g}{L}\left({\int }_{\text{?}}^{\text{?}+x}\Delta h\left(s\right)\mathrm{ds}+{\int }_{\text{?}+x}^{\text{?}+L}\frac{M}{M+\frac{m}{L}x}\Delta h\left(s\right)\mathrm{ds}\right)\right\}}^{\frac{1}{2}}& \left(8\right)\end{array}$ $\text{?}\text{indicates text missing or illegible when filed}$

Here, being full refers to a state in which 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, (2) a standard mass of the passengers, and (3) a maximum congestion rate of the train 1.

“m”=(capacity of train 1)×(standard mass of passengers)×(maximum congestion rate of train 1)  (9)

The capacity of the train 1 is defined as a 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 maxima congestion rate of the train 1 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 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 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”.

Next, a maximum value of a passenger density per unit train length when passengers are unevenly present is 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 character “L” is the train length of the train 1 as described above.

Maximum value of passenger density=“m/L”  (10)

As described above, according to the present 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 plurality of sections in accordance with unevenness of the passengers to perform the integration processing.

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 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

• • 1 train; 2 to 4 car; 10 train control device; 11 storage unit; 12 control unit; 13 brake device; 14 train control system.

Claims

1. A train control device to be installed in a train, the train control device comprising:

a storage 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

processing circuitry

to 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 processing circuitry 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 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 from a head position to a tail position of the train at the target position, and performing calculation based on a relationship between: kinetic energy and the first potential enemy of the train at the current position, and kinetic energy and the second potential energy of the train at the target position.

2. The train control device according to claim 1, wherein

the processing circuitry 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.

3. The train control device according to claim 1, wherein

the processing circuitry calculates the 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 change point and a second gradient value corresponding to 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.

4. The train control device according to claim 1, wherein

the storage further stores information on an altitude at each position of the track, and

the processing circuitry 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.

5. The train control device according to claim 1, wherein

the processing circuitry calculates the control speed in such a manner that, when the first potential energy is larger than the second potential energy, the processing circuitry determines that the train is full at the current 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 processing circuitry determines that the train is full at the target position and the train is vacant at the current position to calculate the control speed.

6. The train control device according to claim 1, wherein

when the train at the current position and the train at the target position are superimposed, the processing circuitry determines that passengers are unevenly present at one of the head position or the tail position having a larger altitude difference, to calculate the control speed.

7. The train control device according to claim 6, wherein

when the train includes a plurality of cars and a mass of passengers in each of the cars is known, the processing circuitry determines that passengers are unevenly present in each of the cars, to calculate the control speed.

8. The train control device according to claim 1, wherein

when the train at the current position and the train at the target position are superimposed, the processing circuitry 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.

9. A train control system comprising:

the train control device according to claim 1; and

a brake device.

10. A train control method of a train control device to be installed in a train, wherein

the train control device includes a storage 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,

the train control method comprising:

calculating a control speed of the train at a current position with respect to a target speed at a target position of the train, 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 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 from a head position to a tail position of the train at the target position, and based on a relationship between: kinetic energy and the first Potential energy of the train at the current position, and kinetic enemy and the second potential energy of the train at the target position.

11. The train control method according to claim 10, wherein

in the calculating, a gradient value of the track in a section from the current position to the target position is integrated to calculate the altitude difference, the gradient value being stored in the storage.

12. The train control method according to claim 10, wherein

in the calculating, the gradient value at a train position is calculated 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 change point and a second gradient value corresponding to 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.

13. The train control method according to claim 10, wherein

the storage further stores information on an altitude at each position of the track, and

in the calculating, the altitude difference is calculated from a difference between an altitude at the current position and an altitude at the target position that are stored in the storage.

14. The train control method according to claim 10, wherein

in the calculating, when the first potential energy is larger than the second potential energy, it is determines that the train is full at the current 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, it is determines that the train is full at the target position and the train is vacant at the current position to calculate the control speed.

15. The train control method according to claim 10, wherein

in the calculating, when the train at the current position and the train at the target position are superimposed, it is determines that passengers are unevenly present at one of the head position or the tail position having a larger altitude difference, to calculate the control speed.

16. The train control method according to claim 15, wherein

in the calculating, when the train includes a plurality of cars and a mass of passengers in each of the cars is known, it is determines that passengers are unevenly present in each of the cars, to calculate the control speed.

17. The train control method according to claim 10, wherein

in the calculating, when the train at the current position and the train at the target position are superimposed, it is 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.