JPH05221320A - Operation supporting device for rolling stock - Google Patents

Abstract

PURPOSE:To embody the fixed time operation of a rolling stock in response to the disturbance such as the delay of preceding train and the extra ordinary speed limiting. CONSTITUTION:In a ground operation supporting device, the acceleration and deceleration data as the relationship of the travelling distance and the speed to the travelling time of a concerned train, the operating method at the time of planning, and the operating method at the maximum speed travelling are prepared, and the operation supporting system onboard is loaded with these data (step 101) to correct the operating method at the time of planning in response to the delay of the train (step 105) and correct the operating method at the time of planning when the special speed limit is generated (step 107) with the acceleration and the deceleration data. Since the necessary data are prepared previously, the high speed correction is enabled, and the processing quantity onboard is reduced.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving support method effective for dealing with disturbances such as delay of a forward train, temporary speed limitation, etc., and realizing regular operation of a railway train.

[0002]

2. Description of the Related Art Regarding a driving support method of giving a driving instruction to a driver of a railway train in order to perform a driving to stop or pass the railway train to a next station at a scheduled time,
The ones described in Japanese Patent Application No. 63-171852 and Japanese Patent Application No. 2-188075 are proposed.

In the method of Japanese Patent Application No. 63-171852, (1) the train operating method between stations is obtained in advance as the train speed with respect to the position, and (2) it is displayed to the driver according to the train position,
(3) In the case of temporary speed limitation, the driving support method is to repeat the simulation of driving in the remaining section, search for a vehicle that can run on time, and display it. This conventional example also proposes a method of performing fuzzy evaluation in order to reduce the number of simulations and evaluate energy consumption in addition to running time.

In the conventional example of Japanese Patent Application No. 2-188075, the same method as the above (1) and (2) is performed. The simulation of (3) above requires a large amount of calculation and calculation time, and is not suitable for actual calculation on the vehicle. Therefore, in Japanese Patent Application No. 2-188075, a table of the relationship between the travel time and the travel speed with respect to the travel distance is created in advance, and the travel time for the remaining section is calculated using this table, and the table is modified so that the vehicle can run on time. Proposing a method. In this conventional example, in order to further reduce the number of times the travel time is calculated, the target speed to be corrected in the remaining section is used as an unknown variable, the amount of change in the travel time with respect to the change in that variable is calculated, and the unknown variable is determined based on the calculated amount. Are doing.

[0005]

The problems in the prior art are as follows.

The method utilizing the simulation of Japanese Patent Application No. 63-171852 is large in the amount of calculation and the calculation time, and is not suitable for the correction requiring real-time performance on the train while the train is running. Therefore, in Japanese Patent Application No. 2-188075, a table of the relationship between the travel time and the travel speed with respect to the travel distance is prepared in advance, and the travel time is calculated by searching it.

However, these methods, for example, when there is a temporary speed limitation between stations, correct only the section behind the position where the speed is reduced due to the speed limitation. Therefore, the section before that is not the target of the correction, and the correction cannot be performed so that the spare time is properly distributed.

[0008]

Means for achieving the above objects are as follows.

First of all, before driving the train,
The relationship between train position and train speed with respect to travel time is created by computer simulation or the like. At the same time, we seek a similar relationship when running at maximum speed. These are (t, x, v) depending on the traveling time t, the train position x, and the train speed v.
Record it as a table of data.

The operating time (Tsch) at the time of planning between stations is a margin time (Tmar) with respect to the traveling time (Tmin) at the maximum speed.
g) is added.

FIG. 2 is a diagram in which the running of the train is expressed by the relationship between the running time and the train position.

Reference numeral 201 is a time axis, which is based on the departure time of the departure station of the train. Hereinafter, the time is represented by t. Reference numeral 202 denotes an axis representing the train position, which is based on the departure station of the train. Hereinafter, the train position is represented by x.

Reference numeral 203 denotes the relationship between the train position and the time when the vehicle travels at the maximum speed between the departure station and the arrival station, where x = x
Expressed as min (t). Although not shown in the figure, the relationship of speed with respect to time t is represented by v = vmin (t). 204 is the one that is shifted by the margin time Tmarg between stations, and x = xmi
It is represented by n (t-Tmarg). 205 is the relationship between the train position and the running time in the planned driving method, and x
= Xsch (t). Although not shown in the figure, the relationship of speed with respect to time t is represented by v = vsch (t). 203-205
The inverse relationship (relationship of time to position) of t =
tmin (x), t = tsch (x), t = tmin (x) + Tmarg,
Express with.

In FIG. 2, the slope of the curve represents speed.
The corresponding train cannot run faster than 203 (to the left on the graph). If it is later than 204 (shifts to the right on the graph), recovery is impossible. In addition, the train can travel arbitrarily if the speed limit between 203 and 204 is observed.

Curve 2 of the planned driving method at the train position x
05 and the travel time difference tsch (x) -tmin (x) between the maximum speed traveled curve 203 and the curve 203, which is the spare time at that position, and is represented by tmarg (x).

[0016] Driving support for a railway train is performed by displaying a traveling speed according to a train position according to a planned driving method and a margin time at that position. The problem with the conventional technology is that when the planned operating method is modified due to the occurrence of disturbance during train travel, the simulation requires a large amount of calculation time and amount of calculation, and the modification target is only the latter half of the current position. That is the point.

Hereinafter, a method of correcting the driving method according to the present invention will be described for the case where the own train is delayed and the case where the temporary speed limit is generated.

FIG. 3 is an explanatory view of a method of correcting the train operation method of the present invention for recovering the delay of the own train. 201 to 205 are the same as those in FIG. Reference numeral 301 denotes the actual traveling result of the corresponding train. At the current time t ₀ , the train position is x ₀ , and a delay of time Tdel has occurred. Let v _{0 be} the train speed at the current time t ₀ , and v max be the maximum speed that the train in question can output between the stations.

The conditions for modifying the planned operation method are as follows:
This means that you will arrive at the arrival station at the scheduled time (t = Tsch). Here, in order to consume the spare time as late as possible, (1) the maximum speed vmax from the current position x ₀
(302) and (2) When the relationship between the time and the train position is as planned (time t ₁ , position x ₁ ) and thereafter, the operation is as planned (205). ..

FIG. 4 is a diagram for explaining a method of correcting the planned driving method when the temporary speed limitation occurs. 20
1 to 205 are the same as in FIG. 401 is the actual running result of the corresponding train, and at the current time t ₀ , the train position is x ₀ . At this time t ₀ , the position x ₁
From x to x ₂ , it is assumed that a temporary speed limit has occurred,
Let the speed limit be Vlim. This is from x ₁ to x in FIG.
_In the range of ₂ , it means that the vehicle cannot run on a straight line with an inclination of Vlim or more.

Here, the reason why the margin is provided instead of the situation in which the occurrence is recognized only after entering the temporary speed limit section is that the method for coping with the situation has already been described in Reference 2. ..

The conditions for modifying the planned operation method are as follows:
Observing this speed limit means arriving at the scheduled time (t
= Tsch). Here, in order to reduce the number of unnecessary acceleration / deceleration in consideration of energy saving, (1) the vehicle travels at the maximum speed vmax from the current position x ₀ to the start position x ₁ of the temporary speed limit section (402) and starts. time positions x ₁ and t _1, (2) from a start position x ₁ to the end position x ₂ is traveling at the extraordinary speed limit Vlim, the time positions x ₂ and t _2, (3) then unnecessary acceleration In order to avoid (t ₂ , x ₂ ) and the planned operating method 205
Then, the correction is made according to the policy of traveling on the straight line connecting the points (t ₃ , x ₃ ) where the traveling 204, which is the maximum speed traveling shifted by the margin time, intersects.

In the above description of the correction method, the expression that the vehicle travels from the current speed v ₀ to the maximum speed v max is used. However, the train speed cannot instantaneously change from v ₁ to vmax or from vmax to v ₁ . Therefore, acceleration for such speed changes,
It is necessary to find the time and distance required for deceleration. The method of the present invention will be described below.

Normally, the acceleration and deceleration forces of a train change according to the train speed and are not constant. Therefore, it cannot be calculated as constant acceleration and constant deceleration. Also,
Generally, the acceleration and deceleration sections to be modified are short,
The error is small even if the line gradient is ignored. Therefore, when the gradient is set to 0 in advance, the train speed and train mileage with respect to the travel time of the corresponding train when accelerating from speed 0 to maximum speed vmax and decelerating from maximum speed vmax to speed 0 Seeking a relationship. Hereinafter, this is referred to as acceleration / deceleration data. This acceleration / deceleration data can be obtained by numerically analyzing the equation of motion of train running by simulation or the like.

FIG. 5 shows the case of accelerating acceleration / deceleration data, where (a) shows the relationship between speed and traveling time, and (b) shows the relationship between train traveling distance and traveling time. These relationships are represented by v = va (t) and x = xa (t). These inverse relationships are represented by t = tva (v) and t = txa (x).

FIG. 6 shows the case of deceleration of the acceleration / deceleration data, where (a) shows the relationship between the traveling time and the speed, and (b) shows the relationship between the traveling time and the train traveling distance. These relationships are represented by v = vd (t) and x = xd (t). The inverse relationship between them is represented by t = tvd (v) and t = txd (x).

FIG. 7 is a diagram showing a situation in which the vehicle speed is accelerated from the speed v ₁ to the speed v ₂ . 701 is a straight line of velocity v ₁ , 70
2 is a straight line of velocity v ₂ .

FIG. 7A is an explanatory diagram of a process of obtaining the acceleration end time t ₂ and the position x ₂ when the current position is x ₁ and the current time is t ₁ . First, from FIG. 5A, time τ ₁ = tva (v ₁ ), τ ₂ = tv corresponding to the velocity v ₁ and the velocity v ₂
a (v ₂ ) is obtained, and the difference is Δτ = τ ₂ −τ ₁ . next,
From FIG. 5B, the positions ξ ₁ = xa corresponding to the times τ ₁ and τ ₂
(τ ₁ ), ξ ₂ = xa (τ ₂ ), and the difference is Δξ = ξ ₂ −ξ ₁
And Acceleration end time t ₂ and position x ₂ are t ₂ = t ₁ +
It is calculated as Δτ, x ₂ = x ₁ + Δξ.

In FIG. 7B, a certain position x ₀ and time t _0.
FIG. 5 is an explanatory diagram of a process of obtaining an acceleration start time t ₁ and a position x ₁ , and an acceleration end time t ₂ and a position x ₂ when the speed changes from v ₁ to v ₂ centering on the center of FIG. First, the time ΔΔ required for acceleration and the distance Δξ are obtained by the above method. It suffices that a point (t ₁ + Δτ, x ₁ + Δξ) obtained by shifting the point (t ₁ , x ₁ ) on the straight line 701 of the speed v ₁ by the acceleration state is on the straight line 702 of the speed v ₂ .

A straight line 701 having a velocity v _{1 and} a straight line 7 having a velocity v ₂
02, respectively, represented by the _{x-x 0 = v 1 ·} (t-t 0) ... ( number _{1) x-x 0 = v} 2 · (t-t 0) ... ( Equation 2). Therefore, the acceleration start point is (t ₁ , x ₁ ) = (t ₁ , x ₀ + v ₁ · (t ₁ −t ₀ )) (Equation 3). If this is shifted by the acceleration state, it becomes (t ₁ + Δτ, x ₀ + v ₁ · (t ₁ −t ₀ ) + Δξ) (Equation 4). Since this satisfies (Equation 2), t ₁ = t ₀ − (v ₂ · Δτ −Δξ) / (v ₂ −v ₁ ) (Equation 5) x ₁ = x ₀ −v ₁ · (v ₂ · The acceleration start point is obtained as Δτ−Δξ) / (v ₂ −v ₁ ) (Equation 6).

Here, since v ₂ −v ₁ > 0, v ₂ ·
It must be Δτ-Δξ> 0. This is the integral of Δξ from τ ₁ to τ ₂ of velocity v, and v monotonically increases from v ₁ to v ₂ in that range, so Δξ <v ₂ · (τ ₂ −τ ₁ ) = v ₂ · Δτ (Equation 7) The acceleration end point is obtained by using (Equation 5) and (Equation 6) as t ₂ = t ₁ + Δτ (Equation 8) x ₂ = x ₁ + Δξ (Equation 9).

FIG. 8 is a diagram showing a situation in which the speed is reduced from v ₁ to v ₂ . 801 is a straight line of speed v ₁ , 80
2 is a straight line of velocity v ₂ .

FIG. 8A is an explanatory view of a process of obtaining the deceleration end time t ₂ and the position x ₂ when the current position is x ₁ and the current time is t ₁ . This time is the same as in the case of acceleration. First from FIG. 6 (a), the speed v _1, the time tau ₁ corresponding to the velocity v _2, determine the tau _2, to the difference between .DELTA..tau. next,
From FIG. 6B, the positions ξ ₁ , ξ corresponding to the times τ ₁ , τ ₂
Find ₂ and let the difference be Δξ. The time t _{2 at} which deceleration ends and the position x ₂ are obtained as t ₂ = t ₁ + Δτ, x ₂ = x ₁ + Δξ.

In FIG. 8 (b), deceleration start time t ₁ and position x ₁ , deceleration end time when the speed changes from v ₁ to v ₂ centering on a certain position x ₀ and time t _0. it is an explanatory view of a process of obtaining a t ₂ and position x _2. This time is the same as in the case of acceleration. Time t ₁ and position x ₁ are (Equation 5) (Equation 6)
The time t ₂ and the position x ₂ are calculated by (Equation 8) and (Equation 9).

However, since v ₂ −v ₁ <0 here, it must be v ₂ · Δτ−Δξ <0. This is the integration of Δξ from τ ₁ to τ ₂ of velocity v, and v monotonically decreases from v ₁ to v ₂ in that range, so Δξ> v ₂ · (τ ₂ −τ ₁ ) = v ₂ · Δτ (Equation 10)

[0036]

According to the railway train driving support method of the present invention, when the planned driving method is modified, a table of the relationship between the traveling time and the traveling speed with respect to the traveling distance is prepared in advance, and the traveling time and the traveling time are calculated by searching the table. By calculating the distance and running speed, (1) it enables faster modification by executing simulations, etc. (2) reduces the amount of processing on the vehicle, and reduces the speed when temporary speed limitation occurs. By sandwiching the section where the restriction has occurred and modifying the front and back, (3)
It has become possible to make corrections so that the spare time can be distributed well.

[0037]

[Embodiment] FIG. 9 is a system configuration of a train operation support system in an embodiment of the present invention. This system includes on-board systems 901 to 907 whose main function is to display a train operation method planned in advance as shown in FIG. , The ground systems 908 to 91 whose main function is to create a train operation method displayed by the on-board system shown in FIG.
It consists of two systems:

In the train driving support system according to the present embodiment, the train to be supported for driving has only one running route, which includes a plurality of stations, and all running trains stop at each station. To do. In the following, in order to simplify the description, the target is fixed between two stations on the line.

In the train operation method creation unit 908, the acceleration / deceleration data described in the means for solving the problems, the train operation method at the time of planning, and the train operation method by maximum speed running are referred to as (running time, position, speed). It is created as a table of format data and stored in the train operation method data file 911. These data are created by referring to necessary data in the vehicle characteristic data file 912 and the route condition data file 913.

The vehicle characteristic data stored in the vehicle characteristic data file 912 is the vehicle characteristic data of the target train.
These are driving force characteristics and deceleration characteristics according to train speed, running resistance that is a quadratic function of train speed, train formation, train weight, and the like. In addition, the line condition data stored in the line condition data file 913 is the position of the station (stop target position), speed limit information (start position of the speed limit section, speed limit) based on the start point of the line. , Gradient information (start position,
Gradient), and so on. Since there is only one line, there are only two types of data, upstream and downstream.

The created acceleration / deceleration data, the train operation method at the time of planning, and the train operation method by maximum speed running must be transferred to the on-board system. There are various means for this, but here it is assumed that an IC card is used to transfer data from the ground system to the on-board system. The train operation method creation unit 908 searches the train operation method data file 911 for data corresponding to the target train and station, extracts the data, and sends the data to the IC card writer 914. The IC card writer writes the sent data in the IC card 915. The IC card 915 in which the data is written is the same as the IC card 906 in the on-board system.

The driving support unit 901 has an IC before the departure of the train.
Acceleration / deceleration data, a train operating method at the time of planning, and a train operating method based on maximum speed traveling are read from the card 906 and stored in the train operating method data file 904 of the on-board computer. Further, the driving support unit displays the current train position, the target speed at that position, the run curve in the planned train operation method, etc. according to the train position. The position of the train is calculated by the vehicle position detecting unit 905 measuring the wheel rotation speed and correcting the position around the station or the like where the position can be accurately known.

FIG. 10 shows an example of the CRT display screen of the on-board system in this embodiment. In FIG. 10, the speed limit 10
01, the run curve 100 in the train operation method at the time of planning and the correction result, and the run curve 100 as the actual running result
3. An indication 1004 of the current position of the train on the run curve is graphically displayed. In addition, the current position 1
A target speed 1006 at the current position, a current speed 1007, a current time 1009, and a delay time 1009 are displayed.

FIG. 1 is a flowchart showing a driving support method including correction of the train driving method in the train driving support unit 101 on the side of the on-board system in this embodiment.

In step 101, the IC is placed before the departure of the train.
The acceleration / deceleration data described in the means for solving the problem, the train operation method at the time of planning, and the train operation method by the maximum speed running are read from the card 906 and stored in the train operation method data file 904 of the on-board system.

Steps 102 to 108 are a driving support cycle.

In step 102, the run curves 1002 and the like 1001 to 1009 shown in FIG. 10 according to the train operation method at the time of planning or the train operation method as a result of modification thereof are displayed.

In step 103, the delay time Tdel which is the difference between the scheduled time tsch at the current position and the current time t
Ask for. In step 104, the delay time Tdel
Determines whether the delay time exceeds the allowable delay time. If the delay time Tdel is larger than the allowable delay time, step 105.
Then, the process of correcting the train operation method for the delay is performed.

The method of correction processing is as follows. Figure 3
FIG. 4 is an explanatory diagram of a method of correcting a train operation method for delay in one embodiment of the present invention. Reference numeral 301 indicates the result of running up to the present. Also, the current position is x ₀ , and the current time is t
₀ and the current speed is v ₀ .

At this time, (1) the maximum speed vma from the current position x ₀ described in the means for solving the problem.
Amended by the policy that the vehicle runs at x (302) and (2) when the relationship between time and train position is as planned (time t ₁ , position x ₁ ), the operation is as planned (205). To do.

According to the above policy (1), the driving method is modified such that the vehicle travels at the maximum speed vmax after time t ₀ .
Since it is impossible to change the speed instantaneously, it is necessary to find a driving method in the acceleration section that accelerates to the maximum speed vmax.

The time required for this acceleration is Δt ₀₁ and the distance is Δx ₀₁ . These can be obtained by the method described in the means for solving the problem. The time in FIG. 5A corresponding to the speed v ₀ and the speed vmax is tva.
(v ₀ ), tva (vmax). Therefore, Δt ₀₁ = tva (vmax) −tva (v ₀ ) ... (Equation 11). The corresponding positions on FIG. 5 (b) are xa
(tva (v ₀ )) and xa (tva (vmax)). Therefore, Δx ₀₁ = xa (tva (vmax)) − xa (tva (v ₀ )) (Equation 12). As a result, when the time at which the maximum speed vmax is reached is t ₀₁ and the position is x ₀₁ , t ₀₁ = t ₀ + Δt ₀₁ , x ₀₁ = x ₀ + Δx ₀₁ (Equation 13).

The position and velocity data with respect to the time from the time t ₀ to the time t ₀₁ when the maximum velocity vmax is reached is obtained by the method described in the means for solving the problem shown in FIG.
X = x ₀ + (xa (tva (v ₀ ) + t−t ₀ ) −xa (tva (v ₀ ))), v = v ₀ + (va (tva (v ₀ ) + t− t ₀ ) -va (tva (v ₀ ))), (t ₀ ≦ t ≦ t ₀₁ ) ... (Equation 14).

In accordance with the above policy (2), after time t ₀₁ ,
The travel speed 302 is corrected to the maximum speed vmax, but it is necessary to determine the deceleration method near the time t ₁ at which it intersects the driving method 205 at the time of planning. Driving at maximum speed vmax 302
Is the time at the point where the operation method 205 at the time of planning intersects with t ₁ ,
Let the position be x ₁ . The time t ₁ and the position x ₁ are obtained as follows. The point on the run 302 at the maximum speed vmax is expressed as (t, x ₀₁ + vmax · (t−t ₀₁ )) (Equation 15). Since the points on the plan when the operating method 205 is (t, xsch (t)) , in order from t = t _01, x ₀₁
By comparing + vmax (t-t ₀₁ ) with xsch (t), t which is the first increase in the former may be t ₁ and xsch (t ₁ ) may be x ₁ . Let v ₁ be the speed at the time of planning at time t ₁ .

The deceleration start time around time t ₁ is t ₁₁ , its position is x ₁₁ , the deceleration end time is t ₁₂ , its position is x ₁₂ ,
Let the differences be Δt ₁₁ and Δx ₁₁ . These are the same as those described in the means for solving the problem (Equation 5).
It can be calculated from (Equation 6). The times in FIG. 6A corresponding to vmax and v ₁ are tvd (vmax) and tvd (v ₁ ). Therefore, Δt ₁₁ = tvd (v ₁ ) −tvd (vmax) (Equation 16). The corresponding positions on FIG. 6B are xd
(tvd (vmax)) and xd (tvd (v ₁ )). Therefore, Δx ₁₁ = xd (tvd (vmax)) − xd (tvd (v ₀ )) (Equation 17). t ₁₂ and x ₁₂ can be obtained in the same manner as (Equation 13).

From the above, the modification of the operating method is as follows. From time t ₀₁ to time t ₁₁ , the vehicle is corrected to travel at the maximum speed vmax. That is, x = x ₀₁ + vmax · (t−t ₀₁ ), v = vmax, (t ₀ ≦ t ≦ t ₀₁ ) ... (Equation 18).

From time t ₁₁ to time t ₁₂ , the maximum speed vma
Modify the driving method to decelerate from x to v ₁ . The position and speed data with respect to the time at that time can be obtained from FIG. 6 by the method described in the means for solving the problem. _{That, x = x 11 + (xd} (tvd (vmax) + t-t 11) -xd (tvd (vmax))), v = v 11 + (vd (tvd (vmax) + t-t 11) -vd (tvd (vmax))), (t ₁₁ ≤t ≤t ₁₂ ) (Equation 19). After the time t _12, it is as planned (205). That is, x = xsch (t), v = vsch (t), (t ₁₂ ≦ t ≦ Tsch) (Equation 20).

Returning to FIG. 1, when the delay time Tdel is equal to or less than the allowable delay time, the routine proceeds to step 106, where it is judged whether or not there is an input to generate the temporary speed limit. Occurrence of the temporary speed limit is input from the keyboard 902 of the on-vehicle system. The temporary speed limit section is the start position and end position of the section,
Characterized by the speed limit, these values are also entered from the keyboard 902.

If the temporary speed limit is generated, the process proceeds to step 107 when the temporary speed limit is generated, and the train operating method is corrected when the temporary speed limit is generated.

FIG. 4 is an explanatory diagram of a method of correcting the train operating method when the temporary speed limit occurs. Reference numeral 401 represents the running result up to the present. Further, the current position is x ₀ , the current time is t ₀ , and the current speed is v ₀ . The temporary speed limit section is from x ₁ to x ₂ , and the speed limit is Vlim.

At this time, the above-mentioned (1) present position x
_The vehicle runs at maximum speed vmax from ₀ to the start position x ₁ of the temporary speed limit section (302), the time of the start position x ₁ is t _1, and (2) the temporary position is restricted from the start position x ₁ to the end position x _2. The vehicle travels at the speed Vlim, the time at the position x ₂ is t ₂ ,
(3) After that, (t ₂ , x ₂ ) and the operation method 205 of the plan
The correction is made according to the policy of traveling on a straight line connecting the points (t ₃ , x ₃ ) at which the traveling 204, which is obtained by shifting the maximum speed traveling by the margin time, intersects.

According to the above policy (1), the driving method is modified so that the vehicle travels at the maximum speed vmax after time t ₀ .
Since it is impossible to change the speed instantaneously, it is necessary to find a driving method in the acceleration section that accelerates to the maximum speed vmax. This can be determined in the same way as the correction for the delay described above.

The time required for this acceleration Δt ₀₁ , the distance Δx ₀₁
Is calculated by (Equation 11) and (Equation 12). The time t _{01 at} which the maximum speed vmax is reached and the position x ₀₁ are obtained by (Equation 13). From the time t ₀ to the time t ₀₁ when the maximum speed vmax is reached, the position and speed data with respect to the time is
It is calculated by (Equation 14).

After time t ₀₁ , the running speed 402 is changed to the maximum speed vmax until the start point x ₁ of the temporary speed limit section is reached. At time t _{1 at} position x ₁ , the point on 402 is (Equation 1
Since it can be expressed by the same equation as 5), t ₁ = (x ₁ −x ₀₁ ) / vmax + t ₀₁ (Equation 21).

From time t ₁ , the maximum deceleration force is applied to the speed limit Vlim.
Modify the driving method to decelerate to. This is v ₀
The acceleration from vmax to vmax only changes to deceleration from vmax to Vlim.

The time required for deceleration Δt ₁₁ and the distance Δx ₁₁ are Δt ₀₁ = tvd (Vlim) -tvd (vmax) (Equation 22) Δx ₀₁ = xd (tvd (Vlim))-xd (tvd (vmax)) (Equation 23) Time t _{11 at which} the vehicle is decelerated to the speed limit Vlim, position x
₁₁ is obtained by (Equation 13). Position and velocity data with respect to time are x = x ₁ + (xd (tvd (v ₁ ) + t−t ₁ ) −xd (tvd (v ₁ ))), v = v ₁ + (vd (tvd (v _{1 ) + t-t 1) -vd} (tvd (v 1))), a _{(t 1 ≦ t ≦ t 11} ) ... ( Equation 24).

According to the above policy (2), the speed limit V is reached after the time t ₁₁ until the end point x ₂ of the temporary speed limit section is reached.
Change to lim running 403. Time t at position x _2
2 , the point on 403 is represented by (t, x ₁₁ + Vlim · (t−t ₁₁ )) (Equation 25), so that t ₂ = (x ₂ −x ₁₁ ) / Vlim + t ₁₁ (Equation 26 ) Is. Therefore, the data of the position and the velocity with respect to the time are as follows: x = x ₁₁ + Vlim · (t−t ₁₁ ), v = Vlim, (t ₁₁ ≦ t ≦ t ₂ ) ... (Equation 27)

In accordance with the above policy (3), after the time t ₂ when the vehicle exits the temporary speed limit section, after accelerating with the maximum acceleration force, it is necessary to travel at a speed that smoothly intersects with the planned driving method (driving method 404). Fix it. Speed operating mode 404, since the contact with the operating method of the planning at time t _3, the speed v ₃ at time t _3. In this case as well, it is not possible to change the speed instantaneously, so it is necessary to find a driving method for the acceleration section that accelerates to the speed v ₃ . This can be determined in the same way as the correction for the delay described above.

The time required for this acceleration Δt ₂₁ , the distance Δx ₂₁
Is Δt ₂₁ = tva (v ₃ ) −tva (Vlim) (Equation 28) Δx ₂₁ = xa (tva (v ₃ )) − xa (tva (Vlim)) (Equation 29) Time t _{21 at} which the maximum speed vmax is reached, position x
₂₁ is t ₂₁ = t ₂ + Δt ₂₁ , x ₂₁ = x ₂ + Δx ₂₁ (Equation 30). From time t ₂ to time t ₂₁ when speed v ₃ is reached,
Position and velocity data with respect to time are x = x ₂ + (xa (tva (Vlim) + t−t ₂ ) −xa (tva (Vlim))), v = v ₂ + (va (tva (Vlim) + t− t ₂ ) -va (tva (Vlim))), (t ₂ ≤t ≤t ₂₁ ) (Equation 31).

[0070] time t ₂₁ and later, until it reaches the position x ₃ to change the running 404 at a speed v _3. At this time, the position and velocity data with respect to time are x = x ₂₁ + v ₃ · (t−t ₂₁ ), v = v ₃ , (t ₂₁ ≦ t ≦ t ₃ ) ... (Equation 32).

After the time t _3, it is as planned (205). That, x = xsch (t), v = vsch (t), a _{(t 3 ≦ t ≦ Tsch)} ... ( number 33).

If the temporary speed limit has not occurred, the routine proceeds to step 108, where it is judged whether or not the vehicle arrives at the arrival station. This shall be done by comparing the current position of the train with the position of the arrival station. If it is determined that the vehicle arrives at the arrival station, the process proceeds to step 109 to end the driving support.
If it is not determined that you have arrived at the arrival station, step 1
The processing from 02 is repeated.

[0073]

According to the method for supporting operation of a railway train of the present invention, a table of the relationship between the travel distance and the travel speed with respect to the travel time is prepared in advance when the planned operation method is corrected, and the travel time is searched by searching the table. Since the mileage and the traveling speed are calculated, there are effects that (1) the correction can be performed faster than by executing a simulation, etc., and (2) the amount of processing on the vehicle is small. In addition, since the temporary speed limit is generated, the correction before and after the section in which the speed limit is generated is performed. Therefore, there is an effect that (3) the correction can be made so that the spare time is properly distributed.

[Brief description of drawings]

FIG. 1 is a flowchart of a driving support method according to an embodiment of the present invention.

FIG. 2 is a diagram showing a train operating method at the time of planning and a train operating method based on maximum speed running in one embodiment of the present invention.

FIG. 3 is a diagram for explaining a method of correcting a train operation method with respect to a delay of its own train.

FIG. 4 is a diagram for explaining a method of correcting the train operation method when a temporary speed limit occurs.

FIG. 5 is an explanatory diagram showing acceleration / deceleration data during acceleration.

FIG. 6 is an explanatory diagram showing acceleration / deceleration data during deceleration.

FIG. 7 is an explanatory diagram of a correction method of a driving method when accelerating.

FIG. 8 is an explanatory diagram of a method of correcting the driving method when decelerating.

FIG. 9 is a block diagram of a driving support system according to an embodiment of the present invention.

FIG. 10 is an explanatory diagram of a CRT display example in the on-vehicle system in the driving support system according to the embodiment of the present invention.

[Explanation of symbols]

203 ... Driving method at maximum speed, 205 ... Driving method at the time of planning, 901 ... Driving support unit, 908 ... Train driving method creation unit, 904,911 ... Train driving method data file.

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Masataka Takaoka 1070 Ige, Katsuta City, Ibaraki Prefecture Hitachi Ltd. Mito Plant

Claims (7)

[Claims] 1. A driving method for a predetermined section of a railway train line that has been planned in advance and a correction result according to the surrounding conditions thereof are displayed to assist the driver of the railway train.
In the railway train driving support method, the modification of the driving method planned according to the surrounding situation is expressed as a relationship between the train positions corresponding to the driving time of the driving method, and the correction is performed by correcting the relationship. A method for assisting operation of a railway train, wherein the result is regarded as the planned driving method and is subject to correction again. 2. The railway train operation support method according to claim 1, wherein the operation method is modified according to the surrounding conditions when the own train is delayed or when a temporary speed limit occurs. 3. The method according to claim 1, wherein the operation method is modified in accordance with the surrounding conditions, and data concerning the relationship between the travel distance and the travel speed with respect to the travel time at the time of acceleration and deceleration when the line gradient of the train is ignored. A railway train operation support method that is created in advance and that data is used. 4. The relationship between the traveling distance and the traveling speed with respect to the traveling time at the time of acceleration and deceleration when ignoring the route gradient of the train concerned, according to claim 2, wherein the operation method is modified according to the surrounding conditions. A method for supporting railway train operation by creating data in advance and using the data. 5. The train according to claim 2, wherein the own train is delayed when the delay time, which is the difference between the actual travel time of the corresponding train and the planned travel time by the operating method, exceeds the allowable delay time. Deemed to be, a method for supporting the operation of a railway train that corrects the above-mentioned driving method. 6. The method according to claim 5, wherein the operation method is modified by accelerating with a maximum acceleration force after a delay has occurred and, after reaching a maximum speed, traveling at a constant speed at the maximum speed, and performing the same operation as the operation method described above. After the method is completed, a method for supporting the operation of the railway train is modified such that the operation method is the same as the operation method described above. 7. The method according to claim 2, wherein the operation method is modified when a temporary speed limit occurs, the maximum acceleration force is applied after the temporary speed limit occurs, and the maximum speed is reached. It runs at a constant speed, decelerates with the maximum deceleration force up to the temporary speed limit after the temporary speed limit section starts, and after reaching the temporary speed limit, runs at the temporary speed limit at a constant speed. After the end of the speed limit section, the vehicle accelerates with the maximum acceleration force, and after reaching a speed that can smoothly match the same operating method as the above operating method without accelerating or decelerating, run at a constant speed at that speed. However, after the driving method is the same as the driving method, the driving method according to the driving method is corrected, and so on.