JPH08156794A - Method and device for drawing up running curve - Google Patents

Abstract

PURPOSE: To draw up a running curve of a train capable of running the train smoothly on a high density schedule by computing a critical condition in order to run the train without being interfered by the former and rear trains and drawing a running curve based on the critical condition as a constraint condition. CONSTITUTION: A schedule memory device 13 memorizes schedule of trains, a data base device 14 for simulation condition stores performance of trains and line conditions and a data base device 12 for time interval running curves stores time interval data which is used in order to calculate minimum running time interval. Each devices 12, 13, 14 are connected to a computer 11. In the computer 11, at first, a critical running condition is computed by a critical running condition computing program 16 in order to run the trains without being interfered by the former and rear trains. In the next, a respective running curve corresponding to each of trains is drawn up based on the critical running condition as constraint condition by a program 17 for drawing up running curves.

Description

Detailed Description of the Invention

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a railway vehicle running curve creating method and apparatus. Further, the present invention relates to a train control system using a running curve creation device.

2. Description of the Related Art Conventionally, automatic train operation devices have been put to practical use on routes such as subways. Since the automatic driving device controls the speed of the train according to a predetermined running curve, the quality of the running curve is directly linked to the quality of train operation. Conventionally, there is a method disclosed in Japanese Patent Laid-Open No. 5-193502 as a method of creating a running curve according to a schedule. In Japanese Patent Application Laid-Open No. 5-193502, when creating a running curve for a train, the running curve is created on condition that the running time on the train schedule is satisfied. The diamond will be described below. The timetable defines the departure / stop / passing times for each train station. The constraint conditions for creating a timetable are as follows. [Conditions for creating a timetable] (1) The operating time between train stations should be equal to or greater than the predetermined standard operating time (2) The operating time interval, which is the time interval between trains at stations,
At least a predetermined minimum operating time interval These standard operating time intervals and minimum operating time intervals are both determined from a diagram called an operation curve diagram. The operating curve diagram is
The figure shows how a train runs between stations based on train performance and route conditions (line gradients, curves, etc.).
The operation curve diagram and the method for creating the operation curve diagram are described in detail in Chapter 7 of "Operation Theory", edited by Japan Railway Driving Association. The standard operating time is the running time between stations of a train when the train runs according to the above operation curve diagram, and in the diagram creation, the train does not run between stations in a time less than the standard operating time. It is assessed as impossible. The minimum operating time interval is a time interval at a station, which represents a time interval at which trains before and after each other can travel according to their respective operation curve diagrams. Whether or not the vehicle can run according to the driving curve diagram is determined by the signal of the route. To calculate the minimum operating time interval,
A diagram called a time-space curve is used, and the time-space curve and a method for creating the time-space curve are described in Chapter 9, Section 4 of "Driving theory". From the definition of the minimum operating time interval, it is guaranteed that the operating time interval on the timetable is equal to or greater than the minimum operating time interval and that trains in front of and behind each other will not be decelerated by the signal when traveling according to the operation curve diagram. It In this way, when a timetable that satisfies the conditions of the standard operating time and the minimum operating time is given, if the operating curve that satisfies the operating time on the timetable is created, the train time interval at the station will be the minimum operating time or more. Becomes Therefore, in the conventional operation curve creation method, if there is no obstacle between trains if the operating time on the timetable is satisfied,
The operation curve was created on condition that the operation time was met.

In recent years, high-density train schedules have been developed, and it is necessary to realize automatic operation of high-speed train schedules or realization of driving support by displaying a driving curve on a driver's cab. However, in the conventional method for creating a running curve, the running curve is created so as to satisfy only the running time on the timetable, and therefore it is not suitable for high-density running as shown below. FIG. 2 shows a line without overtaking facilities. In FIG. 2, the line is composed of a track 21 and a station 22, and a train 23 runs on the track 21. Here, the track 21 is divided into sections called block sections 24, and when the train exists in a block section, the speed limit signal 25 becomes lower in the section behind the train as it approaches the section where the train exists. Is displayed. This signal system is, for example, an automatic train control device (hereinafter referred to as ATC) described in JP-A-48-64604. FIG. 3 is a diagram showing an example of the schedule of the route of FIG. 2, and in this example, two trains running one after the other (a train 1 is a train running in the front and a train 2 is running in the rear). In the diagram of Fig. 3, the case where the driving gap is close to the minimum driving gap is shown in Fig. 4. When each train runs as specified in the driving curve diagram as indicated by the broken line in Fig. 4. It is possible to guarantee that the vehicle will not be decelerated by the signal only, where the broken line in Fig. 4 indicates the change in the signal due to the movement of the preceding train, and the running locus of the train 2 is in contact with it. However, in general, the driving time on the timetable is set to a value that adds some margin time to the standard driving time, so it is created only to satisfy the departure and arrival times at the station. The curve is the driving song used to assess the time interval In other words, in the conventional creation method that considers only departure and arrival times at stations, an operation curve as shown in Fig. 5 may be created. When the train is operated, the train is braked in the section that intersects the polygonal line, not only the train cannot be operated according to the operation curve, but also delay due to loss time due to brake deceleration may occur. In the figure, the thick broken line is the operation curve created by the conventional technique, and the thick solid line shows the movement of the train that has been decelerated by the signal (that is, the train cannot be driven according to the operation curve created by the conventional technique). In particular, since trains that depart, stop, and pass by are densely packed near the station during high-density operation, the delay that has occurred is likely to spread to subsequent trains, and the conventional operation curve creation method It can not carry out automatic operation using the made the operation curve.
Furthermore, when train rescheduling, which is a timetable change to restore the timetable disorder, is carried out, the trains will be closer to the station than in normal times, so the disorder cannot be recovered even if the operating curve is created by the conventional method. The above problem is caused by the fact that the conventional method for creating an operation curve considers only the operation time on the timetable. The present invention has been made to solve the above problems,
The objects of the present invention are as follows. The purpose of the present invention is to
It is an object of the present invention to provide a method and a device for creating an operation curve that does not interfere with front and rear trains at a station. Another object of the present invention is to provide an automatic driving device that realizes driving that does not interfere with front and rear trains at stations. Another object of the present invention is to provide a driving support device for realizing driving that does not interfere with front and rear trains at a station.

According to the present invention, in order to solve the above problems, a train schedule storage means, a train performance storage means, a route condition storage means, a target train for creating an operation curve, and the train. The traveling limit condition calculating means for calculating the limit that the train can travel as traveling limit conditions so that the front and rear trains can travel without hindrance, and the traveling limit conditions calculated by the traveling limit condition calculating means as constraint conditions. An operation curve creating means for creating an operation curve based on train performance and route conditions. Further, in the present invention, the train travels so that the train schedule storage means, the train performance storage means, the route condition storage means, the target train for creating an operation curve, and the trains before and after the train do not interfere with each other. Travel limit condition calculation means for calculating possible limits as travel limit conditions, and operation curve creation for creating operation curves based on train performance and route conditions with the travel limit conditions calculated by the travel limit condition calculation means as constraint conditions And a driving curve tracking control means for controlling the train by following the driving curve. Further, in the present invention, the train travels so that the train schedule storage means, the train performance storage means, the route condition storage means, the target train for creating an operation curve, and the trains before and after the train do not interfere with each other. Travel limit condition storage means for storing possible limits as travel limit conditions, and operation curve creation for creating operation curves based on train performance and route conditions with the travel limit conditions stored in the travel limit condition storage means as constraints And a driving curve tracking control means for controlling the train by following the driving curve. Further, in the present invention,
A train schedule storage means, a train performance storage means, a route condition storage means, a target train for which an operation curve is created, and trains before and after the train do not interfere with each other. On the basis of train performance and route conditions, the traveling limit condition calculating means for calculating as a condition, the traveling limit condition calculated by the traveling limit condition calculating means, the departure station departure time of the train, and the stop station arrival time as constraint conditions. A driving curve creation means for creating a driving curve and a driving curve display means for displaying the driving curve together with the state of the train are provided. Further, in the present invention, the train schedule storage means, the train performance storage means, the route condition storage means, each train from the departure station of the target train to create the operation curve to the stop station, the train before and after the train. Travel limit condition storage means for storing, as travel limit conditions, the limit at which the train can travel to arrive and depart on the street, travel limit conditions calculated by the travel limit condition storage means, departure time of the train departure station, and stop A train curve creating means for creating a train curve based on train performance and route conditions with the arrival time at the station as a constraint condition, and a train curve display means for displaying the train curve together with the state of the train. Here, in the above, the travel limit condition calculation means calculates, as a travel limit condition, a limit at which the train can travel so that the train and the trains before and after the train do not interfere with each other.
The running curve creating means creates a running curve with the traveling limit condition and the train station departure / arrival times as constraint conditions. The operation curve follow-up control means operates the train following the created operation curve. The driving curve display means displays the created driving curve and the state of the train to the driver.

BEST MODE FOR CARRYING OUT THE INVENTION

(First Embodiment) FIG. 1 shows the configuration of the first embodiment of the present invention. The first embodiment of the present invention includes a train storage device 13 for storing train schedules, train performance data such as train acceleration performance, deceleration performance or maximum speed, and line gradients or curves or speed limit data by curves. Simulation condition database device 1 for storing route condition data
4, a computer 11 and a computer 11 to which a time-distance curve database device 12 that stores time-distance curve data used when calculating the minimum operation time-distance and an operation curve storage device 15 that stores the created operation curve are connected. , A train running simulation program 18 that simulates the running of a single train and outputs the simulation results as running curve data, a running limit calculation program 16 that calculates running limits from timetables and time-spaced curve data, with running limits as conditions It is composed of a running curve creation program 17 for creating a running curve. First, the data in each database device will be described. FIG. 6 shows a data unit in the timetable storage device 13. In the timetable data, a train performance type ID for searching for train performance data described later,
Train ID, station ID, used track ID, a flag indicating whether the train starts, stops, or passes at a station,
The time is stored and is stored in the form of a two-way link with the data units before and after the train in order of time for each train / station, and the trains before and after the station can be searched immediately. The data stored in the simulation condition database 14 is, for each train type, speed-acceleration curve data representing the acceleration performance of the train, speed-deceleration curve data representing the deceleration performance of the train, the maximum speed of the train, and a slope section. There are gradient data consisting of a set of a curve and a gradient, curve data consisting of a pair of a curve section and a curve radius, and speed limit data consisting of a pair of a speed limit section and a speed limit. Details of the data structure are omitted because these are data that are generally used when creating an operation curve. FIG. 7 shows data in the time-space curve database device 12. Time-space curve data is station ID, forward train type,
Forward train flag that indicates whether the forward train departs, stops, or passes, front train use number line, forward train position that indicates the position of the forward train at the signal change time when the time interval is determined on the time curve, and time interval The time difference between the time when the signal changes on the curve and the train departure / arrival / passing time of the train ahead, the train difference behind, the train type behind, and the rear indicating whether the train starts, stops, or passes. Train flag, rear train use number line, rear train position indicating the position of the rear train at the signal change time determined by the time gap on the time curve, signal change time determined by the time gap on the time curve, and station of the rear train It consists of the rear train time difference, which shows the difference in departure / arrival / passing times, and the signal display in front of the rear train immediately before the signal change. In the case of the example of FIG. 4, the signal change time, the front train position, the front train time difference, the rear train position, and the rear train time difference are as shown in FIG. Next, the operations of the travel limit condition calculation program 16 and the operation curve creation program 17 that create an operation curve using the above data will be described.
The train running simulation program 18 is a program that uses data in the simulation condition database device 14 to simulate train running so as to keep the speed limit specified by the running curve creation program.
It is possible to use a program that is used when a running curve diagram is obtained by simulation. FIG. 9 shows a flowchart of the travel limit calculation program. When the travel limit calculation program is started by designating the train for which the operation curve is to be created, steps 91 to 95 are repeated for the number of stations from the departure station of the train for which the operation curve is created to the next stop (step 90). First, the timetable data unit at the station of the operation curve creation target train is taken out, and the timetable data units of the front and rear trains at the station are taken out (step 91).
Next, the time-series curve data corresponding to the combination of the train data creation target train timetable data unit and the preceding train timetable data unit is read (step 92). Next, front time interval limit time = time in front train timetable data unit +
The time difference between the front trains of the time curve data is calculated, and it is stored together with the signal showing data of the time curve data as the front time limit condition at the station of the train for which the operation curve is to be created (step 93). Then, the time-series curve data corresponding to the combination of the train data creation target train timetable data unit and the rear train timetable data unit is read (step 94). Next, rear time limit time = time of rear train timetable data unit +
Calculate the rear train time difference of the time-space curve data and store it as the rear-time space limit condition at the station of the train for which the operation curve is to be created, together with the rear train distance limit position = data indicating the front train position signal of the time-space curve data (step 95). From the above,
A front time interval limit condition and a rear time interval limit condition for each station, which are the travel limit conditions from the departure station of the train for which the operation curve is to be created to the next stop station, are calculated. In the first embodiment of the present invention, the position and speed of the train at the front time interval limit time are not subject to the partial brake due to the front time interval signal indication, and the train passes the rear time interval limit position before the rear time interval limit time. However, if the travel limit condition is represented by a set of position and time, a set of position, time and speed, or a plurality of sets of position, time and speed, Any form may be used as long as it represents a constraint on the time-space curve, such as passing the front time-space limit position thereafter and passing the rear-time space limit position before the rear time-space limit time.
When the travel limit condition is determined, the operation curve creation program 17 that creates an operation curve satisfying the travel limit condition is started. FIG. 10 shows a flowchart of the operation curve creation program 17. The operation of the running curve creation program 17 will be described with reference to the flowchart of FIG. 10 by taking the running curve creation of the diamond train 2 of FIG. 3 as an example. First, an operation curve is created only on the condition of the departure time of the departure station and the stop time of the stop station (step 101). This processing can be realized by using the data of the simulation condition database device 14 and repeating the train running simulation while reducing the speed limit between stations. Next, it is checked whether the running curve created in step 101 satisfies the travel limit condition at all stations from the departure station to the stop station (step 102). The check is whether the position and speed on the driving curve at the front time interval limit time conflicts with the front time signal indication, and the position on the driving curve at the rear time interval limit time conflicts with the rear time interval limit position. You can check it easily because you only have to decide whether or not. If the travel limit condition is satisfied, the operation curve can be realized (it is possible to travel without interfering with the front and rear trains), so the process ends. When the traveling limit condition is not satisfied, the routine proceeds to 103. Here, the operation curve of the train 2 in FIG.
Assuming that the operation curve of FIG. 11 is obtained in the case of being created by the above, the operation curve of FIG. 11 shows that the train position and speed at the front time interval limit time exceed the signal indication of the front time interval limit and the backward time. Since the train position at the inter-distance time is before the rear time-distance position, it is judged that the travel limit condition is not satisfied. If any one of the front time gap limit condition and the back time gap limit condition is not satisfied, the condition having the earliest time gap limit time is selected from the unfulfilled conditions (step 103). In the example of the operation curve of FIG. 11, the rear time interval limit condition is selected. When the rear-spacing limit condition is selected, train traveling simulation is performed on the condition that the rear-spacing limit position is passed,
A new running curve is created (step 106). The portion of the operation curve created in step 106 before the rear time interval limit time, which is newly added to the simulation condition, satisfies the traveling limit condition, so that portion is determined and saved, and the process returns to step 102. When step 106 is completed in the example of the operation curve of FIG. 11, the operation curve of FIG. 12 is obtained. As shown in FIG. 12, the operation curve is such that the rear time interval limit condition is satisfied. Since the operation curve in FIG. 12 does not satisfy the forward gap limit condition, the operation curve passes through step 102, step 103, step 104 and moves to step 105. In step 105, first, as a simulation condition, the simulation is repeated from the end of the operation curve that has been determined up to that point as the speed limit condition for one step of the signal representation of the front time interval limit to create an operation curve. FIG. 13 shows an operation curve created by using the example of the operation curve of FIG. 12 as a speed limit condition for one stage of signal indication. The operation curve of FIG. 13 is an operation curve that satisfies the forward space limit condition. Here, when the operation curve created by using one step of signal indication as the speed limit condition exceeds the signal indication of the front time interval limit, simulation is performed with the next step of signal indication as the speed limit condition. . By repeating this, finally, an operation curve satisfying the forward gap limit condition is obtained (step 105). Since the portion of the operation curve created in step 105 before the forward time interval limit time newly added to the simulation conditions satisfies the traveling limit condition, that portion is determined and saved and step 10
Return to 2. Since all the conditions are satisfied in the example of the operation curve of FIG. 13, the operation curve creation program 17 ends. As described above, it is possible to obtain a traffic curve that satisfies the driving time from the departure station to the stop station and does not interfere with the preceding and following trains at each station. Although the above example is an example of a line without an overtaking facility, for example, a running curve can be created according to the embodiment of the present invention even for a train passing a train at an intermediate station as shown in FIG. An example of the created operation curve is shown in FIG.
Also in FIG. 15, as in the case of FIG. 13, an operation curve is created to reach the speed limit indicated by the signal at the front time interval limit. (Second Embodiment) The second embodiment of the present invention is an example in which an algorithm different from that of the first embodiment is applied to the operation curve creating program 17 of the first embodiment of the present invention. FIG. 20 shows a flowchart of the operation curve creation program 17 in the second embodiment of the present invention. The operation of the operation curve creation program 17 in the second embodiment of the present invention will be described with reference to FIG. In the first embodiment of the present invention, the running curve creation program creates a running curve that does not interfere with the front and rear trains while deforming the running curve that has been created once according to the running limit conditions, whereas the second embodiment of the present invention In the running curve creation program 17 in the example, information including position, time, and speed is obtained from the running limit condition as a condition for creating the running curve, and the running curve is created based on this position, time, and speed information. . The operation curve creation program 17 in the second embodiment of the present invention first extracts the travel limit condition within the operation curve creation range (step 201).
In step 202, the time interval limit of the operation curve (the operation curve shown by the solid line in FIG. 21; called the fastest operation curve) when the train runs between stations for which the operation curve is to be created with maximum performance. From the operating time Tv and the speed Vv at the position, the operating time Tf based on the fastest operating curve, and the operating time Td defined on the diagram, the operating time Tr and the speed Vr at the time limit position are calculated by the following formulas. Ask. Tr = Tv × Tf / Td Vr = Vv × Td / Tf The meaning of the calculation in step 202 is to drive the entire speed so that the fastest running curve matches the running time on the diamond as shown in FIG. Considering a running curve (a running curve indicated by a thick broken line in FIG. 21) that is uniformly reduced according to the time-minute ratio, and the speed at the time interval limit position of this running curve is Vr.
It means that the operating time is Tr. The calculation of step 202 can be easily performed by preparing in advance the speed Vf and the operating time Tf at the time interval determination position of the fastest operation curve. When step 202 ends, the process proceeds to step 203. In step 203, it is determined whether the time and speed calculated in step 202 conflict with the travel limit condition. If there is a conflict, go to step 204. If none of them conflict, the process proceeds to step 205. Step 204
In (1), the information on the time and speed at which the travel limit condition is in conflict is changed to the information on the time and speed at which the travel limit condition is not in conflict by lowering the speed or changing the time. When all the information that conflicts with the traveling limit condition is changed, the process proceeds to step 205. In step 205, an operating curve that satisfies these position, time, and speed is created based on the time interval limit position and the information on the speed and time at the time interval limit position. A running curve connecting two points of position, time and speed can be created by a conventional running curve creating method. The manner in which the operation curve of the train 2 in FIG. 14 is created by the second embodiment of the present invention will be described with reference to FIGS. 22 and 23.
FIG. 22 shows travel limit conditions regarding the train of FIG. 14, the speed Vr calculated in step 202, and the operating time Tr.
Based on the distance-velocity plane and time-
It is shown on the distance plane. As shown in the lower diagram of FIG. 22, although it does not violate the backward space limit at station 2,
It violates the forward space limit. That is, even if a running curve that satisfies the current position, time, and speed is created, the running curve will interfere with the front and rear trains. Step 2
FIG. 23 shows information in which the time is changed so as not to conflict with the travel limit condition by 04, and an operation curve created based on the information (position, time, speed). As mentioned above,
By defining the position, time, and speed that do not conflict with the travel limit conditions and creating a running curve that satisfies this position, time, and speed, it is possible to create a running curve that does not interfere with the front and rear trains. (Third Embodiment) A third embodiment of the present invention is an operation provided with a travel limit condition database that stores the travel limit conditions output from the travel limit condition creating program 16 in the first embodiment of the present invention. It is a curve creating device. Third of the present invention
FIG. 19 shows the configuration of this embodiment. The third embodiment of the present invention is different from the first embodiment of the present invention in that the time-series curve database device 12 and the travel limit condition calculation program 16 are eliminated, and instead the travel limit condition database device 1 is used.
9 is provided. The information in the travel limit condition database device is output when all conditions are given to the travel limit condition creating program 17 described in the first embodiment of the present invention. As the other devices, those described in the first or second embodiment of the present invention can be used, and therefore the description thereof is omitted here. (Fourth Embodiment) In a fourth embodiment of the present invention, a train curve creating device 165 corresponding to the train curve creating device described in the first to third embodiments of the present invention is mounted on a train 160. The train automatic operation system is connected to the operation curve following control device 161 that operates according to the operation curve and is connected to the communication device 162 with the ground system 163. The ground system 163 is provided with a timetable change command device 164 for changing the train timetable according to the operating status of the train and a train communication device 162. In the fourth embodiment of the present invention, the running curve creating apparatus describes the running curve of the train in which the running curve creating apparatus is installed before the running of the train is described in the first or second embodiment of the present invention. Create by the method. When the timetable is not disturbed and the timetable is not changed, the driving curve tracking control device 162 controls the train according to the driving curve created by the driving curve creation device 165. On the other hand, when the timetable is once disturbed due to an accident or the like and the timetable change command device 164 in the ground system 163 changes the timetable of the train or the timetable of the front train or the rear train, the timetable change command device 164 changes the train timetable. The timetable after change and the train timetable before and after the train for each station of the timetable after change are transmitted to the train as timetable change information. The operation curve creation device 165 that has received the timetable change information creates a new operation curve based on the timetable change information, transmits it to the operation curve follow-up control device 161, and causes the operation according to the new operation curve. (Fifth Embodiment) In the fifth embodiment of the present invention, a driving curve, a current train position, and a speed are displayed on the display 167 instead of the driving curve following control device 161 of the fourth embodiment of the present invention. This is a driving support system including a driving support information display device 166. To the driving support information display device 166, the target driving curve data is sent from the driving curve creating device 165 together with the data of the rear driving space limit condition and the front driving space limit condition. FIG. 18 shows a display example of the display according to the third embodiment of the present invention. As shown in FIG. 18, on the display, the current time, the target operating curve of the train and the current position of the train, the speed and the backward driving space limit condition, and the forward driving space limit condition are respectively the distance-speed curve and the time-distance. Displayed as a curve. In FIG. 18, on both the distance-speed curve and the time-distance curve, the target operating curve 181, the current state 182 of the own train, and the state 183 in which the own train should exist at the current time on the target operating curve are displayed. There is. In addition, the rear time interval limit position 183 and the front time interval signal display 184.
Is displayed. The front time interval signal display in the time-distance curve display is displayed by changing the color for each speed limit in order to assist the driver in good driving. This driving support information display device 166 can be displayed on a graphical display by using a conventional technique if there is data of the driving curve creation device 165 and data of the own train state. Further, also in the fifth embodiment of the present invention, as in the fourth embodiment of the present invention,
When the timetable is changed in the ground system 163, the timetable change information is transmitted to the train 160. At this time, the driving curve based on the changed timetable, the backward driving time interval limit condition and the forward driving time interval limit condition based on the changed timetable are displayed on the display. According to the second embodiment of the present invention, since it is not necessary to recreate the operation curve many times, there is an effect that the calculation time required to create the operation curve can be shortened. According to the third embodiment of the present invention, it is possible to separate the calculation of the travel limit condition and the operation curve creation, so that the operation curve creation device becomes simple, which is advantageous, for example, when it is installed on a train. There is an effect. According to the fourth and fifth embodiments of the present invention, a running curve is set so that the target train does not interfere with other trains in the vicinity of the station by using the timetable of the target train and the arrival and departure times of the trains before and after each station of the target train. Since it can be created, when the timetable is changed, only the train timetable and the departure / arrival time information of the trains before and after each station of the train are transmitted to each one to create an operation curve that does not interfere with other trains within each train. It is possible to follow the schedule change quickly and realize smooth operation. According to the fifth embodiment of the present invention, the driver must drive according to the driving curve because the target driving curve and the conditions for creating the driving curve are simultaneously displayed on the display. When it deviates from the driving curve, it is easy to judge what should be considered for recovery, and good driving can be performed.

According to the present invention, it is possible to create an operation curve that enables smooth train operation even on a high-density diamond.

[Brief description of drawings]

FIG. 1 is a block diagram showing a configuration of a first exemplary embodiment of the present invention.

FIG. 2 is an explanatory view showing a route without overtaking facilities.

FIG. 3 is an explanatory diagram showing a timetable of a line without an overtaking facility.

FIG. 4 is an explanatory diagram in which a locus according to an operation curve diagram is superimposed on the diagram of FIG.

FIG. 5 is an explanatory diagram in which a locus according to an operation curve created by a conventional technique is superimposed on the diagram of FIG.

FIG. 6 is an explanatory diagram showing a structure of timetable data according to the first embodiment of this invention.

FIG. 7 is an explanatory diagram showing a structure of time-spaced curve data according to the first embodiment of this invention.

FIG. 8 is an explanatory diagram showing time-distance curve data of the first embodiment of the present invention on a time-distance curve.

FIG. 9 is a flowchart of a travel limit condition calculation program according to the first embodiment of this invention.

FIG. 10 is a flowchart of an operation curve creation program according to the first embodiment of this invention.

FIG. 11 is an operation curve diagram created in step 101 of the operation curve creation program according to the first embodiment of this invention.

FIG. 12 is an operation curve diagram created by step 106 of the operation curve creation program according to the first embodiment of this invention.

FIG. 13 is an operation curve diagram created in step 105 of the operation curve creation program according to the first embodiment of this invention.

FIG. 14 is an explanatory diagram showing a timetable of a line having an overtaking facility.

FIG. 15 is an operation curve diagram with overtaking created according to the first embodiment of the present invention.

FIG. 16 is a block diagram showing a configuration of a fourth exemplary embodiment of the present invention.

FIG. 17 is a block diagram showing the configuration of a fifth exemplary embodiment of the present invention.

FIG. 18 is an explanatory view showing a display screen of the driving support system in the fifth embodiment of the present invention.

FIG. 19 is a configuration diagram of a third embodiment of the present invention.

FIG. 20 is a flowchart of an operation curve creation program according to the second embodiment of the present invention.

FIG. 21 is an explanatory diagram of the operation of the operation curve creation program of the second embodiment of the present invention.

FIG. 22 is an explanatory diagram of the operation of the operation curve creation program of the second embodiment of the present invention.

FIG. 23 is an explanatory diagram of the operation of the operation curve creation program of the second embodiment of the present invention.

[Explanation of symbols]

11 ... Calculator, 12 ... Spacing curve database device, 13
... diamond storage device, 14 ... simulation condition database device, 15 ... operating curve storage device.

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Masato Hotta Inventor Masato Hotta 7-1, 1-1 Omika-cho, Hitachi-shi, Ibaraki Hitachi Ltd. Hitachi Research Laboratory (72) Inventor Tomoaki Hino 7-1 Omika-cho, Hitachi-shi, Ibaraki No. 1 Hitachi Ltd., Hitachi Research Laboratory (72) Inventor Tadashi Fukushima 1-1-1, Omika-cho, Hitachi City, Ibaraki Prefecture Hitachi Ltd. Hitachi Research Laboratory (72) Inventor, Taishi Taishi, Ibaraki Prefecture Hitachi City 7-1-1 Omika-cho, Hitachi, Ltd. Hitachi Research Laboratory

Claims (16)

[Claims] 1. A running curve creating method for creating a running curve of a train based on a train schedule, in order to allow the train to run without interfering with the trains in front of and behind the train, the running limit of the train is set. A driving curve creating method comprising: a step of calculating as a condition; and a step of creating a driving curve using the travel limit condition as a constraint condition. 2. The traveling limit condition calculating step according to claim 1, using departure and arrival times of front and rear trains at a station of a target train for which an operation curve is created, and time interval data corresponding to a combination of the target train and front and rear trains. A method for creating a driving curve that calculates the travel limit. 3. The time-space data according to claim 2, wherein the time-space curve used for obtaining the minimum driving time-space is the position where the locus of the succeeding train contacts the signal change of the preceding train, the signal change timing, and the signal change timing. A method for creating a running curve consisting of the position of the preceding train in. 4. A train schedule storage means, a train performance storage means, a route condition storage means, and a travel limit condition for calculating a travel limit condition as a travel limit condition of a train in order to travel without interfering with front and rear trains. An operation curve creating device comprising: a calculating means; and an operation curve creating means for creating an operation curve based on train performance and route conditions with the travel limit condition calculated by the travel limit condition calculating means as a constraint condition. . 5. The traveling limit condition calculating means according to claim 4, wherein departure and arrival times of front and rear trains at a station of a target train for which an operation curve is to be created and time interval data corresponding to a combination of the target train and front and rear trains are used. Driving curve creation device that calculates the travel limit by 6. The time-space data according to claim 5, wherein the time-space curve used for obtaining the minimum driving time-space is the position where the trajectory of the succeeding train contacts the signal change of the preceding train, the signal change timing, and the signal change timing. Operation curve creation device consisting of the preceding train position in. 7. A train schedule storage means, a train performance storage means, a route condition storage means, and a travel limit for the own train so that the own train and trains before and after the own train do not interfere with each other. A driving curve including a driving limit condition calculating means for calculating the condition and a driving curve creating means for creating a driving curve based on the train performance and the route condition with the traveling limit condition calculated by the driving limit condition calculating means as a constraint condition. An automatic train operation device comprising: an operation curve tracking control means for controlling a train according to an operation curve created by the operation curve creation means of the creation device. 8. The traveling limit condition calculating means according to claim 7, using departure / arrival times of front and rear trains at a station of a target train for which an operation curve is created, and time interval data corresponding to a combination of the target train and front and rear trains. An automatic train operation device characterized by calculating travel limits by 9. The time interval data according to claim 8, wherein the time interval data is a time interval curve used for obtaining a minimum operation time interval, and a position where a trail of a succeeding train contacts a signal change due to a preceding train, a signal change timing, and a signal change. Automatic train operation device consisting of the position of the preceding train at the timing. 10. A train schedule storage means, a train performance storage means, a route condition storage means, and a travel limit of the own train so that the own train and trains before and after the own train do not interfere with each other. An operation curve including a travel limit condition storage unit that stores the condition, and an operation curve creation unit that creates an operation curve based on train performance and route conditions with the travel limit condition stored in the travel limit condition storage unit as a constraint condition. An automatic train operation device comprising: an operation curve tracking control means for controlling a train according to an operation curve created by the operation curve creation means of the creation device. 11. A train limit storage means, a train performance storage means, a route condition storage means, and a travel limit of the own train so that the own train and trains before and after the own train do not interfere with each other. A driving curve including a driving limit condition calculating means for calculating the condition and a driving curve creating means for creating a driving curve based on the train performance and the route condition with the traveling limit condition calculated by the driving limit condition calculating means as a constraint condition. A driving support device comprising: a creation device; and a driving curve display device that displays the driving curve created by the driving curve creation device together with information about the train itself. 12. The traveling limit condition calculating means according to claim 11, using departure and arrival times of front and rear trains at a station of a target train for which an operation curve is to be created, and time interval data corresponding to a combination of the target train and the front and rear trains. A driving support device that calculates driving limits. 13. The time-space data according to claim 12, wherein the time-space data is a time-space curve used for obtaining a minimum operation time-space, and a position where a locus of a succeeding train contacts a signal change of a preceding train, a signal change timing, and a signal change. A driving support device consisting of the position of the preceding train at the timing. 14. A train time limit storage means, a train performance storage means, a route condition storage means, and a travel limit of the own train so that the own train and trains before and after the own train do not interfere with each other. An operation curve including a travel limit condition storage unit that stores the condition, and an operation curve creation unit that creates an operation curve based on train performance and route conditions with the travel limit condition stored in the travel limit condition storage unit as a constraint condition. A driving support device comprising: a creating device; and a running curve display means for displaying the running curve created by the running curve creating means together with the train information. 15. The driving support device according to claim 11, 12, 13 or 14, wherein the driving curve display means displays a driving limit condition together with a driving curve. 16. A driving support device for supporting a driver's driving by displaying a driving curve and a train condition, wherein the constraint condition used when creating the driving curve is displayed together with the driving curve. Driving assistance device.