JP6563757B2 - Travel pattern creation device, automatic train operation system with travel pattern creation device and automatic train operation device, and drive support system with travel pattern creation device and operation support device - Google Patents

Description

The present invention relates to a travel pattern creation device, an automatic train operation system including a travel pattern creation device and an automatic train operation device, and a drive support system including a travel pattern creation device and a drive support device.
More specifically, a travel pattern creation device that creates a travel pattern between stations of a vehicle, in particular, a travel pattern creation device that creates a travel pattern between stations so that power consumption is minimized according to actual travel results, and travel. The present invention relates to an automatic train operation control system including a pattern creation device and an automatic train operation device, and a driving support system including a travel pattern creation device and an operation support device.

Automatic train operation (ATO) equipment has been introduced on many routes for the purpose of reducing the burden on crew and reducing labor costs due to the congestion of train schedules and the improvement of platform doors.
In recent years, ATO devices have been required to reduce power consumption in addition to scheduled operations and labor saving, which are the original purposes. On the other hand, the introduction of a driving support device that assists the driver in driving operation so that the vehicle can travel with a travel pattern with low power consumption for a route where an ATO device is not introduced has been promoted.
The ATO device and the driving support device implement driving control and driving operation support based on a driving pattern with a small amount of power consumption derived in advance by simulation. However, in actual travel, it may not be possible to travel according to the travel pattern derived by the simulation due to conditions (for example, air resistance, boarding rate, etc.) different from the simulation preconditions.

  There exists Unexamined-Japanese-Patent No. 2013-146166 (patent document 1) as background art. Patent Document 1 discloses a technique for correcting a travel pattern according to an actual travel performance. Specifically, when traveling between stations with a combination of constant speed traveling and coasting, information on the distance between the stations where the vehicle travels and the target traveling time when traveling between the stations are used to travel between the stations. A vehicle travel control device for determining a speed at which constant speed travel is performed with reference to constant speed travel speed information calculated and recorded in advance by simulation of the relationship between the travel time required between stations and the power consumption required for travel between stations, and A vehicle travel support device is disclosed.

JP 2013-146166 A

In the technique described in Patent Document 1, the speed at which constant speed traveling is performed is determined before departure from the station with reference to constant speed traveling speed information calculated by simulation. For this reason, for example, when the power running performance differs from the design value due to fluctuations in the overhead wire voltage, the time to reach the speed at which the constant speed running is performed differs from the time calculated by the simulation.
Thus, when the shift | offset | difference for driving time by the difference in power running performance generate | occur | produces, in patent document 1, the shift | offset | difference of time will be absorbed by adjusting a coasting start point.
However, there is a problem that can be applied only between stations where coasting exists in the traveling pattern. Also, if the power running performance is different from the design value and the time required for power running changes, it may be possible to reduce the power consumption by adjusting the constant speed running speed rather than adjusting the coasting position. In addition, Patent Document 1 has a problem that a travel pattern with a small amount of power consumption cannot be selected.

  The present invention has been made in consideration of the above points. When a difference occurs in the actual driving performance from the design value assumed as a precondition for the simulation, for example, it is defined by a combination of position and speed, and the design value Even if the speed at a certain position of the actual travel pattern is different from the design speed between the target travel pattern and the actual travel pattern, the travel pattern that satisfies the target travel time and reduces the power consumption. The purpose is to provide a technology capable of creating

  In order to solve the above problems, a typical travel pattern creation device of the present invention, an automatic train operation system including a travel pattern creation device and an automatic train operation device, and a drive support system including a travel pattern creation device and a drive support device One of them is a travel pattern creation device that creates travel patterns between stations where vehicles travel, and calculates the arrival target time and the remaining travel time from the current time to the next station or passing station or passing point. A remaining travel time calculation unit, and a travel pattern from the remaining travel time, the current position of the vehicle, and the current speed to the next station or passing station or passing point are created.

According to the present invention, a travel pattern in which power consumption is reduced while satisfying a target travel time according to actual travel performance, for example, between stations where power consumption is minimized according to actual travel performance. The travel pattern can be created, and the ATO device and the driving support device can be controlled based on the travel pattern.
Problems, configurations, and effects other than those described above will be clarified by the following description of embodiments.

It is a block diagram which shows the functional structure of the relationship between the vehicle information control apparatus mounted in the train, an automatic train driving device (ATO apparatus), and a braking / driving control apparatus, and an automatic train driving apparatus (ATO apparatus). It is a block diagram which shows the function structure of the traveling pattern production apparatus in Example 1 of this invention. It is a flowchart which shows the traveling pattern creation process of the traveling pattern creation apparatus of FIG. It is a schematic diagram which shows the structural example of a constant speed start determination table. It is explanatory drawing for demonstrating the driving | running | working pattern from which power consumption becomes the minimum. It is explanatory drawing showing the relationship between target travel time and power consumption. It is a schematic diagram which shows the structural example of a coasting start determination table. It is a block diagram which shows the relationship between the vehicle information control apparatus mounted in the train, a driving assistance apparatus, and a braking / driving control apparatus. It is a block diagram which shows the function structure of the traveling pattern production apparatus in Example 2 of this invention.

  Hereinafter, embodiments will be described with reference to the drawings. Each unit of each device illustrated in FIGS. 1 to 9 is a device configured by any one or combination of a processor, a storage medium, and a program. For example, the processor implements various functions by reading a program stored in a storage medium.

(1) Overview of Automatic Train Driving Device (ATO Device) 203 FIG. 1 shows a vehicle information control device 201 mounted on a train 1, an automatic train driving device (hereinafter referred to as an ATO device) 203, and a braking / driving control device. 2 is a functional configuration block diagram showing the relationship between 210 and a master controller (hereinafter abbreviated as “mascon”) 208. The train 1 may be referred to as a vehicle constituting the train in some cases.

The ATO device 203 has two major functions as described below. One is a speed position detection function that detects a speed signal and a position, and one is a control command calculation function that calculates a braking / driving command.
Therefore, the ATO device 203 includes a speed / position detection unit 2031 that executes a speed / position detection function and a control command calculation unit 2032 that executes a control command calculation function.

That is, the ATO device 203 detects a speed signal from the speed generator 22 installed on the wheel shaft of the train 1 and detects a position from the vehicle upper element 11 communicating with the ground element 21 by the speed / position detecting unit 2031. To do. The vehicle upper element 11 is installed on the bottom surface of the train 1 so as to face the ground element 21.
Further, the ATO device 203 calculates a braking / driving command based on the acquired speed signal and position signal by the control command calculation unit 2032, and sends the calculated braking / driving command to the vehicle information control device 201 and the braking / driving control device 210. Output.

  The control command calculation unit 2032 further includes a planning unit 20321 that executes a planning function, a tracking unit 20322 that executes a tracking function, and a speed deviation calculation unit 20323.

The planning unit 20311 receives the position information from the speed / position detection unit 2031 and plans the target speed of the train 1.
The speed deviation calculation unit 20313 receives the target speed from the plan unit 20311 and the speed from the speed / position detection unit 2031, calculates a difference between these speeds, that is, a speed deviation, and outputs the difference to the follower 20312.
The follower 20312 receives the speed deviation calculated by the speed deviation calculator 20313 and outputs braking / driving force.

The planning function in the planning unit 20321 is a function for calculating a target speed by comparing the current position with respect to the inter-station traveling pattern stored in advance.
The tracking function in the tracking unit 20322 is a function that inputs a speed deviation between the target speed calculated by the speed deviation calculation unit 20323 and the current speed and calculates a braking / driving force to be output.

The ATO device 203 includes the braking / driving force calculated by the follower 20322 in the braking / driving command and outputs the braking / driving force to the vehicle information control device 201 and the braking / driving control device 210.
The braking / driving control device 210 controls the traveling of the train 1 based on the input braking / driving command.

  The braking / driving commands from the mascon 2091 and the ATO device 203 include a notch command and a torque command. The vehicle information control device 201 is a device that manages information transmission on the vehicle. When the braking / driving command is input from the ATO device 203, the vehicle information control device 201 outputs the input braking / driving command to the braking / driving control device 210. The mascon 208 is a switch device that remotely controls the output and speed of the railway vehicle, and is generally installed in the cab 209 of the railway vehicle.

  Next, the traveling pattern creation device 202 in the train 1 on which the vehicle information control device 201, the traveling pattern creation device 202, and the ATO device 203 are mounted will be described.

  FIG. 2 is a diagram illustrating a configuration example of the travel pattern creation device 202 arranged between the vehicle information control device 201 and the ATO device 203 in the first embodiment.

The travel pattern creation device 202 receives the operation pattern, diagram information, position information, and speed information from the vehicle information control device 201.
The travel pattern creation device 202 creates a travel pattern from the remaining travel time, the current position of the train, and the current speed, which will be described later, to the next station, passing station, or passing point. For example, a travel pattern from the current position / current speed to the next station, or a braking / driving command, that satisfies the arrival time of the next station (arrival time when the vehicle 1 arrives at the next station) and that reduces power consumption. .
In addition, the travel pattern creation device 202 transmits the created travel pattern or braking / driving command to the ATO device 203.
The data format between the travel pattern creation device 202 and the ATO device 203 is not limited.

  The travel pattern creation device 202 includes a remaining travel time calculation unit 204 and a travel pattern creation unit 205. Hereinafter, functions in each unit will be described.

The remaining travel time calculation unit 204 calculates the arrival target time of the next station from the operation pattern and diagram information, for example.
In this embodiment, in order to calculate the arrival target time, the operation pattern and diagram information are received from the vehicle information control apparatus 201, and the next station arrival target time is specified using the information. The calculation method and the data to be used are not limited as long as the hour and minute can be calculated.
The remaining travel time calculation unit 204 calculates the remaining travel time from the current time, and transmits the remaining travel time together with the arrival target time to the travel pattern creation unit 205.

  The traveling pattern creation unit 205 creates a traveling pattern or braking / driving command from the current position / current speed to the next station, and transmits the traveling pattern or braking / driving command to the ATO device 203. The traveling pattern or braking / driving command is a traveling pattern or braking / driving command that reduces the amount of power consumption while satisfying the arrival time of the next station from the remaining traveling time, current position, and current speed.

The travel pattern creation unit 205 includes a constant speed start determination unit 206 and a coasting start determination unit 207.
The constant speed start determination unit 206 determines the timing for shifting to constant speed operation. The coasting start determining unit 207 is configured to determine the timing for shifting to the coasting operation.
It can be said that the constant speed start determination unit 206 and the coasting start determination unit 207 are pattern difference detection units that detect a running pattern difference.

In this embodiment, as described above, a configuration example in which the braking / driving command created by the travel pattern creation device 202 is transmitted to the ATO device 203 will be described.
When the travel pattern expressed in the position / speed format is transmitted to the ATO device 203, the travel pattern creation unit 205 calculates the travel pattern from the braking / driving command and the vehicle condition / route condition using the equation of motion. To.

  In the present embodiment, a description will be given of a configuration in which the brake operation immediately before the speed limit and the brake operation at a station stop are controlled by the ATO device 203.

  When the traveling pattern creation device 202 outputs the braking operation immediately before the speed limit or the braking operation when the station stops to the ATO device 203 as a back traveling pattern or a braking / driving command, the operation pattern, diagram information, current position, current time Based on the above, the distance between the stations where the own train is traveling is specified, the brake pattern between the stations where the own train is traveling is acquired from the brake pattern held in advance, and the traveling pattern is calculated. The braking / driving command calculates the braking / driving command capable of following the brake pattern 501 (see FIG. 5) using the logic of the ATO device 203.

  FIG. 3 is a flowchart showing a processing procedure for creating a braking / driving command (braking / driving command for commanding driving and driving of a vehicle) that defines a work pattern executed by the traveling pattern creation unit 205. The same processing procedure is used when creating a driving pattern for a vehicle.

In steps 301 to 307, a braking / driving command, for example, an emotional driving instruction, a constant speed driving instruction, a caulking driving instruction, a braking driving instruction, or the like for controlling the driving of the vehicle is created. This process is executed every operation cycle of the travel pattern creation device 202.
Steps 301 to 302 correspond to the process of the coasting start determination unit 207 in the travel pattern creation unit 205 in FIG. 2, and steps 303 to 307 correspond to the constant speed start determination unit 206 in the travel pattern creation unit 205 in FIG. 2. Corresponds to processing.
The operation based on the flowchart of FIG. 3 is as follows.

Step 301:
Based on the current position and the current speed, the coasting start determination table 71 (FIG. 7) is referred to, and the value (running time) described in the table is acquired. Next, a difference between the value in the coasting start determination table and the remaining running time is detected. For example, the time in the coasting start determination table is compared with the remaining travel time to determine whether or not they match.
If it is determined in step 301 that the remaining running time and the value in the table match (Yes), the process proceeds to step 302. If the remaining running time does not match the value in the table (No), the process proceeds to step 303. Here, the remaining travel time and the table value coincide with each other as long as they coincide with each other as well as substantially exactly (coasting start table value≈remaining travel time).

Note that a certain allowable error may be recognized in determining whether the remaining travel time and the value in the table coincide with each other. For example, a crew member / maintenance worker may be able to change the allowable error from the cab display. The permissible error is determined with reference to the permissible error time (here, ± 15 seconds) allowed for the travel time between stations. Further, the allowable error may be a value obtained by dividing the allowable error time allowed for the inter-station travel time by the number of coasting sections included in the inter-station travel pattern previously held by the ATO device 203.
Needless to say, the calculation method of the allowable error is not limited to the above. Details of the coasting start determination table 71 will be described later.

Step 302:
Step 302 is a state where it is determined that the travel time between stations can be satisfied when coasting operation is started from the current position / current speed. For this reason, in this step, coasting operation is set (information operation instruction) in the braking / driving command.

Step 303:
Based on the current position and the current speed, the coasting start determination table 71 is referred to, and the value described in the coasting start determination table 71 is acquired. Next, the value in the coasting start determination table 71 is compared with the remaining running time.
If it is determined in step 303 that the remaining travel time is smaller than the value in the coasting start determination table 71 (coasting start table value> remaining travel time) (Yes), the process proceeds to step 304. If the remaining running time is larger than the value in the coasting start determination table 71 (coasting start table value <remaining running time) (No), the process proceeds to step 305.

Step 304:
Step 304 is a state in which it is determined that it takes more time than the traveling time between stations when coasting from the current position / current speed. In step 304, using the constant speed start determination table 41, it is determined whether it is better to power run from the current position / current speed or to operate at a constant speed.
Based on the current position and current speed of the train 1, the constant speed start determination table 41 (FIG. 4) is referred to, and the values described in the table are acquired. Next, the value in the constant speed start determination table 41 is compared with the remaining running time.
If it is determined in step 304 that the remaining travel time is greater than the value in the constant speed start determination table (constant speed start determination table value <remaining travel time) (Yes), the process proceeds to step 306. If it is determined that the remaining travel time is smaller than the value in the constant speed start determination table 41 (constant speed start determination table value> remaining travel time) (No), the process proceeds to step 307. Details of the constant speed start determination table 41 will be described later.

Step 305:
Step 305 is a state where it is determined to arrive early when coasting operation is started from the current position / current speed. For this reason, in this step, the braking operation is set to the braking / driving command (braking operation instruction). The value of the braking notch to be set in the braking / driving command may be held in advance, or may be changed by a crew member / maintenance staff from a cab display (not shown) installed in the cab of the train 1.

Step 306:
Step 306 is a state in which it is determined that the traveling time between stations can be satisfied when the constant speed operation is started from the current position / current speed. Therefore, in this step, constant speed operation at the current speed is set in the braking / driving command (constant speed operation instruction).

Step 307:
Step 307 is a state in which even if the constant speed operation is started from the current position / current speed, it is determined that the running time between stations is not in time, that is, power running is necessary. For this reason, in this step, the power running operation is set to the braking / driving command (power running operation instruction).
The value of the power running notch to be set in the braking / driving command may be held in advance, or may be changed by a crew member / maintenance staff from a cab display (not shown) installed in the cab.

  Next, the constant speed start determination table 41 will be described. FIG. 4 is a diagram illustrating a configuration example of the constant speed start determination table 41.

  The constant speed start determination table 41 is held in a position / speed matrix. The step size of the position and the step size of the speed are defined so as to satisfy an allowable error time between stations by performing a simulation in advance. The value described in each cell of the matrix will be described in detail below.

  Of the travel patterns from a certain position / speed to a certain position / speed, the travel pattern that consumes the least amount of power varies depending on the time given to travel from a certain position / speed to a certain position / speed.

  FIG. 5 is a diagram showing the relationship between the position (horizontal axis) and speed (vertical axis) of the train 1, showing the brake pattern 501 and the traveling patterns 502 to 505 between the points 1 and 2, and FIG. It is a figure which shows the relationship between target travel time (horizontal axis) and power consumption (vertical axis).

In the figure, the current position / speed is point 1 and the next station or the next target point is point 2.
Then, the coasting operation is performed from the point 1, and from the time when the brake pattern 501 up to the point 2 is violated, the traveling time (hour 1) of the traveling pattern 502 that is operated along the brake pattern 501 is used as the reference traveling time 601. (See FIG. 6).

When the travel time from point 1 to point 2 is shorter than the standard travel time 601 (hour 1), the brake pattern from point 1 to point 2 (see FIG. 5) 501) until the point of conflict, the vehicle is shifted to coasting operation (constant speed operation → coasting operation) through constant speed operation. From the point of time when the brake pattern up to the point 2 (501 in FIG. 5) conflicts, the travel pattern (503 in FIG. 5) is operated along the brake pattern 501. This travel pattern minimizes power consumption.
When the travel time from point 1 to point 2 is further shortened to travel time 603 (hour / minute 3), the vehicle travels from point 1 to coasting operation (constant speed operation → coasting operation) through constant speed operation. From the pattern (504 in FIG. 5), until the point where it conflicts with the brake pattern (501 in FIG. 5) from point 1 to point 2, transition to constant speed operation through power running (power running ⇒ constant speed operation) Next, the traveling pattern (505 in FIG. 5) is set to shift from the constant speed operation to the coasting operation (constant speed operation → coasting operation). As a result, a running time 603 (hour / minute 3) in which the power consumption is reduced appears. This running time becomes a value described in the constant speed start determination table 41. Although not shown, the constant speed start determination table 41 is held in a storage unit (DB).

That is, in the constant speed start determination table 41, the running time (which is a boundary between whether the shift to the constant speed operation at a certain position / speed is small or the power running is the boundary of whether the power running is small ( Value).
If the remaining running time is smaller than the value (running time) of the constant speed start determination table 41, it is determined that it is necessary to continue powering, and if the remaining running time is large, it may shift to constant speed operation. I can judge.

  In this way, when the constant speed start determination table 41 is used, when a difference occurs in the actual travel performance (actual travel pattern) from the design value (target travel pattern) assumed as a precondition for the simulation, for example, Even if the speed at a certain position of the actual travel pattern differs from the design value speed between the target travel pattern based on the design value and the actual travel pattern The target speed can be calculated, and it is possible to determine the travel pattern and the travel method that minimize the power consumption while satisfying the target travel time.

Next, the coasting start determination table 71 will be described. FIG. 7 shows a configuration example of the coasting start determination table 71.
The coasting start determination table 71 is held in a position / speed matrix. The step size of the position and the step size of the speed are defined so as to satisfy the allowable error time by performing a simulation or the like in advance. The coasting start determination table 71 is stored in a storage unit (DB) (not shown).
In each cell of the matrix, the time required for traveling to the next station or the next target point when the coasting operation is performed from the position / speed corresponding to the cell is described.

The coasting start determination table 71 is used to adjust the difference in travel time that occurred during constant speed operation.
This is because there may be a difference between the speed determined to start constant speed due to operation delay or the like and the actual constant speed operation speed. The actual running time and the running time assumed in the constant speed start determination table 41 This is because there is a difference between the two.

In the present embodiment, the constant speed start determination table 41 and the coasting start determination table 71 at all positions / speeds between stations are described as being stored in the storage unit. It is also possible not to hold a table for the position / velocity area.
At this time, if the train enters a position / speed that does not hold the table, the average speed is calculated from the remaining travel time and the remaining travel distance, and the vehicle is operated at a constant speed at the average speed. In this way, the data capacity required for holding the constant speed start determination table 41 and the coasting start determination table 71 can be reduced, and the constant speed start determination table 41 and the coasting start determination table 71 are created in advance. The amount can also be reduced.

  Further, the constant speed start determination table 41 and the coasting start determination table 71 held by the travel pattern creation device 202 may be rewritten remotely. Further, the vehicle characteristics may be learned from actual traveling results, and may be reflected in the simulation preconditions when the constant speed start determination table 41 and the coasting start determination table 71 are created. In this way, the difference between the simulation conditions and the actual travel performance is less likely to occur, and a stable travel pattern and braking / driving command can be calculated.

  The constant speed start determination table 41 may be replaced with a constant speed operation speed determination table (not shown). The constant speed operation speed determination table describes the optimum constant speed operation speed corresponding to the position, speed, and remaining running time. The optimum constant speed operation speed is calculated in advance by simulation. The constant speed start determination unit 206 refers to a constant speed operation speed determination table corresponding to the current position, current speed, and remaining travel time. The table value is compared with the current speed, and if the current speed is smaller than the table value, it is determined that the train has not reached the optimum constant speed operation speed, and the power running instruction is continued. On the other hand, when the value in the table matches the current speed, the shift to the constant speed operation is determined and a constant speed operation instruction is output.

As described above, according to the first embodiment, the constant speed start determination unit 206 adjusts the constant speed start position when there is a difference from the design value assumed as a precondition for simulation in the running performance during power running. Differences in travel time can be absorbed.
In addition, when a difference in running time occurs from the design value assumed as a precondition for simulation when the driving performance during constant speed driving occurs, the coasting start determination unit 207 adjusts the coasting start position so that the difference can be absorbed. Become.
As a result, it is possible for a train equipped with the ATO device 203 to travel with a travel pattern that minimizes the amount of power consumption while satisfying the travel time between target stations.

(1) Overview of Driving Support Device 903 FIG. 8 is a functional configuration block diagram showing the relationship among the vehicle information control device 901, the driving support device 903, and the braking / driving control device 910 mounted on the train 1.

  The driving support device 903 receives the speed and position from the vehicle information control device 901. The driving support device 903 includes a control command calculation unit 9032 that calculates a braking / driving command by comparing the current speed and position with a travel pattern held between stations in advance. The control command calculation unit 9032 corresponds to the control command calculation unit 2032 in FIG. 1 and will not be described in detail.

  The driving support device 903 notifies the driver of the braking / driving command calculated by the control command calculating unit 9032 as a braking / driving operation command. For example, the driver is notified by a display (not shown) provided in the cab 909 or by voice communication. The driver operates the master controller 9091 of the cab 909 in accordance with the braking / driving operation instruction.

  The vehicle information control device 901 is a device that manages information transmission on the vehicle. When a braking / driving command is input from the mass control 9091, the vehicle information control device 901 outputs the input braking / driving command to the braking / driving control device 910. The braking / driving control device 0 controls the traveling of the train based on the input braking / driving command.

  Next, a travel pattern creation device 902 located between the vehicle information control device 901 (corresponding to the vehicle information control device 201 in FIG. 2) mounted on the vehicle 1 and the driving support device 903 will be described.

FIG. 9 is a block diagram illustrating a configuration example of the travel pattern creation device 902 of the present invention.
The travel pattern creation device 902 receives the operation pattern, diagram information, vehicle mass, overhead line voltage, current position, and current speed from the vehicle information control device 901.
The travel pattern creation device 902 creates a travel pattern from the current position / current speed to the next station where power consumption is reduced while satisfying the arrival time of the next station.
The travel pattern creation device 902 transmits the created travel pattern to the driving support device 903.

  The travel pattern transmitted to the driving support device 903 is generally in the form of position / speed, but the braking / driving command itself may be transmitted to the driving support device 903. It is only necessary that the driving support device 903 can notify the driver of a driving operation instruction so that the vehicle travels according to the driving pattern created by the driving pattern creation device 902, and the data format between the driving pattern creation device 902 and the driving support device 903 is not limited.

  The travel pattern creation device 902 includes a remaining travel time calculation unit 904 (corresponding to the remaining travel time calculation unit 204 in FIG. 2), a position / speed prediction unit 905, and a travel pattern creation unit 906 (in the travel pattern creation unit in FIG. 2). Equivalent). Hereinafter, the details of the functions in each unit will be described.

The remaining travel time calculation unit 904 calculates the arrival target time of the next station from the operation pattern and diagram information.
In the present embodiment, the schedule is specified by using the operation pattern for calculating the arrival target time, but it is only necessary to be able to calculate the arrival target time of the next station, and any calculation method and data to be used are usable.
The remaining travel time calculation unit 904 calculates the remaining travel time from the arrival target time and the current time, and transmits the remaining travel time to the travel pattern creation unit 906.

  Since the driving support device 903 needs to notify the driver of the cab 909 of the driving operation in advance, it is necessary to know the change of the traveling pattern in advance. Therefore, a function for determining a travel pattern using a future position / speed is required for the travel pattern creation device 902 of the train 1 on which the driving support device 903 is mounted.

  The position / speed prediction unit 905 predicts the position / speed of the own train when a predetermined time elapses from the vehicle conditions / route conditions held in advance and the vehicle mass / overhead voltage acquired from the vehicle information control device 901.

The predetermined time is determined by how many seconds before the driving operation is notified to the driver in the driving support device 903 from the change timing of the driving operation. For example, when the driver is notified of the driving operation 10 seconds before the change timing of the driving operation, the position / speed after 10 seconds is predicted.
The prediction of the position / speed of the own train may be calculated by solving an equation of motion, or may be calculated from an approximate expression obtained experimentally. In short, it is only necessary to be able to predict the position / velocity when a predetermined time has elapsed, and any means can be used. The position / speed prediction unit 905 transmits the predicted position / speed to the travel pattern creation unit 906.

The travel pattern creation unit 906 further includes a constant speed start determination unit 907 that determines timing for shifting to constant speed operation and a coasting start determination unit 908 that determines timing for shifting to coasting operation.
The processing in the travel pattern creation unit 906 may be performed by replacing the current position / current speed of the processing described in the first embodiment with the position / speed predicted by the position / speed prediction unit.

According to the second embodiment, when a running result (actual running pattern) during power running differs from a design value (target scan pattern) assumed as a precondition for simulation, for example, a combination of position and speed If the speed at a certain position of the actual travel pattern is different from the design value speed between the target travel pattern based on the design value and the actual travel pattern, the constant speed start determination unit 907 adjusts the constant speed start position. By doing so, it will be possible to absorb the difference in running time.
In addition, in the case where there is a difference in traveling time from the design value assumed as a precondition for the simulation of the traveling performance during constant speed driving, the coasting start determination unit 908 can adjust the coasting start position to absorb the difference. become.
As a result, it is possible for a train equipped with a driving support device to travel with a travel pattern that minimizes the amount of power consumption while satisfying the travel time between target stations.

In the above-described Examples 1 and 2, in order to satisfy the traveling time between stations, the operation mode of power running / constant speed / coasting / braking is determined for each operation cycle, and the running results and the assumptions assumed in the simulation are The difference is always corrected. In this way, it is possible to correct the traveling pattern or the braking / driving command in real time according to the traveling performance of the train.
If it is confirmed that the actual driving results during the current vehicle test or driving are close to the assumptions assumed in the simulation, stop the judgment of the operation mode of power running / constant speed / coasting / braking for each operation cycle. Also good. Specifically, only after starting the coasting operation, only the coasting start determination is performed, and once the coasting operation is performed, the operation mode is not determined. In this way, unnecessary changes in the braking / driving command can be reduced.

In addition, this invention is not limited to the Example mentioned above, Various modifications are included. For example, the above-described embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described. Further, a part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment. Further, it is possible to add, delete, and replace other configurations for a part of the configuration of each embodiment.
Each of the above-described configurations, functions, processing units, processing means, and the like may be realized by hardware by designing a part or all of them with, for example, an integrated circuit. Each of the above-described configurations, functions, and the like may be realized by software by interpreting and executing a program that realizes each function by the processor. Information such as programs and tables for realizing each function can be stored in a recording device such as a memory, a hard disk, an SSD (Solid State Drive), or a recording medium such as an IC card, an SD card, or a DVD.

1 Train (vehicle)
201, 901 Vehicle information control device 202, 902 Travel pattern creation device 203 Automatic train operation device (ATO device)
204, 904 Remaining travel time calculation unit 205, 906 Travel pattern creation unit 206, 907 Constant speed start determination unit 207, 908 Coasting start determination unit 903 Driving support device 905 Position / speed prediction unit

Claims (5)

In a travel pattern creation device that creates travel patterns between stations where vehicles travel,
An estimated time of arrival at which the vehicle arrives at each station and a remaining travel time calculating unit for calculating the remaining travel time from the current time to the next station or passing station or passing point;
A travel pattern creation unit for creating a travel pattern up to the next station or passing station or passing point,
The travel pattern creation unit
The remaining travel time calculated by the remaining travel time calculation unit and the current position and current speed of the vehicle, or the travel pattern of the vehicle from the previously predicted position / speed to the next station or passing station or passing point, Or a braking / driving command for instructing driving of the vehicle,
The travel pattern creation unit
It has a constant speed start determination unit, the 惰 row start determination unit,
The constant speed start determination unit
The running time of the coasting start judgment value and the constant speed start judgment value described in the position / speed matrix in the storage unit are compared with the running time of the coasting start judgment value. If the running time of the constant speed start determination value is smaller than the remaining running time, the constant speed operation instruction is output to the automatic train driving device or the driving support device.
When the running time of the coasting start determination value is not larger than the remaining running time, a braking operation instruction is output to the automatic train driving device or the driving support device,
When the running time of the constant speed start determination value is larger than the remaining running time, a power running instruction is output to the automatic train driving device or the driving support device ,
If the difference in travel time - the target running pattern of the assumed design values as a prerequisite actual traveling pattern and simulation in the running performance of power running operation occurs, adjust the constant-speed start position by the constant-speed start determination unit by absorbs the difference of the travel time -,
The coasting start determination unit
When the coasting start determination value in the storage unit is compared with the coasting start determination value and the coasting start determination value matches or approximates the coasting start time, the coasting operation instruction is automatically controlled to automatically control the driving of the vehicle. Output to a train driving device or a driving support device that supports driving of the vehicle,
If the difference in travel time - the target travel patterns of the design values assumed as a prerequisite for actual traveling pattern and simulation in the running performance of the constant-speed operation has occurred, to adjust the coasting start position by the coasting start determination unit it is, to absorb the difference of the travel time -,
The travel pattern creation device characterized in that the travel pattern or the braking / driving command can be corrected in accordance with the train performance. In the traveling pattern creation device according to claim 1 ,
The travel pattern creation unit
From the current position and current speed of the vehicle to the next station or passing station or passing point, the first power consumption when the constant speed operation is shifted to coasting operation, and the transition from power running operation to constant speed operation, Compare the second power consumption when shifting from constant speed operation to coasting operation by changing the target travel time from the current position and current speed to the next station or the passing station or the passing point, The fixed time for determining a timing at which the vehicle shifts to a constant speed operation in which the vehicle shifts from a power running operation to a constant speed operation when the second power consumption amount becomes smaller than the first power consumption amount. A travel pattern creation device that stores the constant speed start determination value for high-speed operation. In the traveling pattern creation device including the traveling pattern creation unit according to claim 1,
Comprising a position and speed prediction unit that predicts the position and speed of the train when the lapse of a predetermined time from the vehicle mass-trolley voltage obtained from the held vehicle condition-route condition and the vehicle information control device Me pre,
The position / speed prediction unit
Predicts the position and speed of the own train when a predetermined time elapses from the vehicle conditions and route conditions stored in advance in the storage unit and the vehicle mass and overhead line voltage from the vehicle information control unit that controls the vehicle information of the vehicle. Then, the predicted position / velocity is replaced with the current position and the current speed and transmitted to the travel pattern creation unit. An automatic train operation system equipped with automatic train operation for inputting the vehicle information control unit braking drive command and the traveling pattern creating device comprising a travel pattern creation unit according to claim 1 or claim 3,
The travel pattern creation device includes:
Receiving information including operation pattern, diagram information, current position, current speed or current time information from the vehicle information control device, and based on the information, identify between stations where the vehicle is traveling, A brake pattern between stations where the vehicle is traveling is acquired from a brake pattern held in advance, the braking pattern or the braking / driving command that can follow the brake pattern is calculated, the traveling pattern, or the A braking / driving command is input to the automatic train driving device,
The automatic train driving device is
An automatic train operation comprising a travel pattern creation device and an automatic train operation device, wherein the travel pattern input from the travel pattern creation device or the driving speed of the vehicle is automatically controlled based on the braking / driving command system. A driving support system with a a traveling pattern creating device and the driving support device including a travel pattern creation unit according to claim 1 or claim 3,
The travel pattern creation device includes:
Information including operation pattern, diagram information, current position, prediction information for predicting the current speed is received from the vehicle information control device, and based on the information, the station where the vehicle is traveling is specified, A brake pattern between stations where the vehicle is traveling is acquired from the brake pattern held, a braking / driving command that can follow the traveling pattern or the brake pattern is calculated, and the traveling pattern or the braking / driving is calculated. A command is input to the driving support device;
The driving support device includes:
A driving unit provided with a traveling pattern creation device and a driving support device, characterized by having a notification unit for notifying the driver side of the traveling pattern inputted from the traveling pattern creation device or a driving instruction based on the braking / driving command Support system.

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