AU2017201725B2 - Train driving assistant system - Google Patents
Train driving assistant system Download PDFInfo
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- AU2017201725B2 AU2017201725B2 AU2017201725A AU2017201725A AU2017201725B2 AU 2017201725 B2 AU2017201725 B2 AU 2017201725B2 AU 2017201725 A AU2017201725 A AU 2017201725A AU 2017201725 A AU2017201725 A AU 2017201725A AU 2017201725 B2 AU2017201725 B2 AU 2017201725B2
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- 238000012545 processing Methods 0.000 claims abstract description 129
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- 230000003247 decreasing effect Effects 0.000 description 6
- 230000001133 acceleration Effects 0.000 description 5
- 238000005265 energy consumption Methods 0.000 description 5
- 238000005457 optimization Methods 0.000 description 5
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0062—On-board target speed calculation or supervision
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/10—Operations, e.g. scheduling or time tables
- B61L27/16—Trackside optimisation of vehicle or train operation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
A train driving assistant system according to one embodiment includes a ground side system that includes a predicted timetable calculation processing unit which calculates a predicted timetable; and an onboard side system that includes a motor/brake control processing unit which transmits a motor/brake control signal, and a train position/speed acquisition processing unit which creates travel record data by acquiring a position and a speed of a train, in which a running profile calculation processing unit that calculates a running profile of the train on the basis of the predicted timetable is included in at least one of the ground side system and the onboard side system. -J 2 cr V 0 Ee 0 vi
Description
BACKGROUND OF THE INVENTION
FIELD OF THE INVENTION
The present invention relates to a train driving assist ant system.
BACKGROUND ART
There are some train driving assistant systems which can provide each train with a train running profile such that appropriate running profiles (specifically, momentary speed changes) of each train are calculated by using information of a traffic management system on a ground side which manages an operation of trains, and automatic driving according to the calculated running profile or manual driving based on the calculated profile can be performed, so as to perform highly optimized train driving while reducing burden of a driver during railroad vehicle driving. JP-A-10-329718 or JP-A-2000-335419 proposes an example of such a train driving assistant system.
SUMMARY OF THE INVENTION
It is necessary to consider motion characteristics of each formation in calculating a running profile. When considering this point, it is preferable that train onboard side system calculates a running profile because an onboard side system can grasp the most detailed motion characteristics of the formation. However, in order to perform the most appropriate train operation of the entire area by also considering an interval between trains, information from ground side traffic management system is indispensable to calculate running profiles, as described in JP-A-10-329718 or JP-A-2000-335419. Alternatively, in a case where the onboard side devices have constraints of processing capability, it is difficult to construct a train driving assistant system which is closed with only an onboard side.
As such, division of roles of the ground side system and the onboard side system for determination of the running profile is an important issue in constructing the train driving assistant system. However, the aforementioned JP-A-10-329718 and JP-A-2000-335419 have no description about this point.
The invention aims to provide an appropriate train driving assistant system in which a difference of characteristics of information or a difference of processing capability is considered by optimizing disposition of running profile calculation processing units and division of roles.
In order to solve the above problems, a train driving assistant system according to the invention includes a ground side system that includes a predicted timetable calculation processing unit which calculates a predicted timetable; and an onboard side system that includes a motor/brake control processing unit which transmits a motor/brake control signal, and a train position/speed acquisition processing unit which creates travel record data by acquiring a position and a speed of a train, in which a running profile calculation processing unit that calculates a running profile of the train on the basis of a predicted timetable is included in at least one of the ground side system and the onboard side system.
According to the invention, it is possible to provide an appropriate train driving assistant system in which a difference of characteristics of information or a difference of processing capability is considered by optimizing disposition of running profile calculation processing units and division of roles.
BRIEF DESCRIPTION OF THE DRAWINGS
Fig. 1 is a block diagram illustrating a first embodiment of a train driving assistant system.
Fig. 2 is a block diagram illustrating a second embodiment of a train driving assistant system.
Fig. 3 is a block diagram illustrating a third embodiment of a train driving assistant system.
Fig. 4 is a block diagram illustrating a fourth embodiment of a train driving assistant system.
Fig. 5A illustrates one example of assumed running profile calculation processing.
Fig. 5B illustrates another example of assumed running profile calculation processing.
Fig. 5C illustrates still another example of assumed running profile calculation processing.
Fig. 5D illustrates still another example of assumed running profile calculation processing.
Fig. 6A illustrates one example of modified running profile calculation processing.
Fig. 6B illustrates the other example of modified running profile calculation processing.
Fig. 7 A illustrates one example of onboard running profile calculation processing.
Fig. 7B illustrates the other example of onboard running profile calculation processing.
Fig. 8A and 8B illustrate one example that can secure continuity of calculated train speed.
Fig. 9A illustrates one example of calculated running profile .
Fig. 9B illustrates another example of calculated running profile .
Fig. 9C illustrates still another example of calculated running profile.
Fig. 9D illustrates still another example of calculated running profile.
Fig. 10 illustrates an example of setting a point to keep arrival timing on a train operation.
Fig. 11 illustrates an example of a configuration of the train driving assistant system to which a conductor and a station staff can input information.
DETAILED DESCRIPTION OF THE INVENTION
There are some train driving assistant systems which can provide each train with a train running profile such that appropriate running profiles (specifically, momentary speed changes) of each train are calculated by using information of a traffic management system on a ground side which manages an operation of trains, and automatic driving according to the calculated running profile or manual driving based on the calculated profile can be performed, so as to perform a highly optimized train operation while reducing burden of a driver during a railroad vehicle operation. JP-A-10-329718 or JP-A-2000-335419 proposes an example of such a train driving assistant system.
Here, it is indispensable to grasp motion characteristics of formation of vehicles assigned to a target train so as to estimate a momentary speed change of each train. Specifically, it is necessary to grasp information, such as acceleration performance of the formation, climbing performance and deceleration performance. Furthermore, in a case where optimization of the running profiles of each train is considered in terms of energy consumption, it is also necessary to grasp energy characteristics of target formation with respect to the number ofnotchstagestobe input and travel speed. For handling of the formation characteristics, JP-A-10-329718 describes that "a train travel guide device estimates motion characteristics of each train by using vehicle conditions such as tractive force and weight which are retained in a device as basic data" (refer to paragraph 0028) . In addition, JP-A-2000-335419 describes that vehicle data retained in a system is a fixed value (refer to Fig. 2). That is, it can be seen that the system described in the patent documents have a structure that calculates running profiles by using static data .
However, the motion characteristics of a railroad vehicle ( formation) may show different behaviors from an expected state in design due to various factors that change from moment to moment. Actually, JP-A-2004-080838 proposes a structure that automatically learns characteristics of a vehicle during travel, in a state where "the characteristics of a vehicle greatly influences improvement of ride comfort and stop accuracy (refer to paragraph 0005)".
Due to this, in order for the train driving assistant system to provide each train with feasible running profiles, a motion characteristic change of the formation assigned to each train needs to be reflected in an appropriate step of calculating the running profile. In considering in which step of the running profile calculation the motion characteristic change of the formation should be reflected, it is necessary to consider differences in information which are respectively managed by a ground side system and an onboard side system that configure the train driving assistant system, or a difference between processing performances which are allowed.
In a general railroad system, the ground side system manages information on a timetable of its jurisdiction, a current position of each train, a state of a railroad switch, a state of a signal, and the like. Information which is collected by onboard side devices of each train existing on the area under its jurisdiction can be collected from each formation through a network, but the amount or the frequency of information which can be transmitted to the ground side system is limited to some extent by a bandwidth of the network, propagation time, processing time at each device for mediateness, and the like. Since limitation on a space or the like is relatively small for ground side system, it is possible to install processing units with high processing capability if necessary.
Meanwhile, the onboard side system can acquire a position or a speed of own train, status of devices mounted on own vehicle (formation), and the like in almost real time. Peripheral situations of the train, such as positions of other trains, a state of a signal ahead of the travelling train, and the like can be provided from the ground side system through the network, but the amount or the frequency of information which can be transmitted is limited to some extent by a bandwidth of the network, propagation time, processing time at each device for mediateness, and the like. Since limitation on a space or the like is large for the onboard side system, it is assumed that processing units with a low processing performance has to be used.
Here, a motion characteristic change of the aforementioned individual formation is considered. Since the characteristic change is caused by factors which reside in a place where a train exists, such as abnormality of the onboard side device, occurrence of wheel slips, a change in weather, a change of a boarding rate, or a change of an overhead wire voltage. The onboard side system can acquire these kinds of information relatively easily, whereas it is relatively difficult for the ground side system to acquire them in real time. Although the ground side system can acquire such information through a network, it is not easy to manage the characteristic change of all the formations existing in the jurisdiction, and to reflect the characteristic change in running profiles. Particularly, in a case where the number or the type of the formations are much, or in a case where there is a train service coming from and going to outside the jurisdiction, it is difficult for a ground side system to manage motion characteristic data. Alternatively, in a case where ownership and management of a vehicle and ownership and management of ground facilities are performed by different administrators, it may not be appropriate for a ground side system to hold and manage information of each unique formation in terms of functional disposition.
As such, if only reflection of the motion characteristics of each formation with respect to calculation of the running profile is considered, it can be said that it is appropriate to calculate the running profile in accordance with determination of the onboard side system. However, in order to perform the most appropriate driving of each train in the entire area by also considering an interval or the like between trains, JP-A-10-329718 or JP-A-2000-335419 requires determination of the running profile which is performed by the ground side system. Alternatively, in a case where there is limitation on the processing capability of onboard side devices, it is difficult to construct a train driving assistant system which is closed with only an onboard side.
As described above, division of roles of the ground side system and the onboard side system for determination of the running profile is an important issue in constructing the train driving assistant system. However, JP-A-10-329718 and JP-A-2000-335419 have no description about this point.
Each embodiment of the invention which will be described below aims to construct a train driving assistant system which can reflect factors affecting on the travel of a train into the running profile with respect to a location or a frequency of a system in which information thereof is obtained at an appropriate step, based on the features of the ground side system and the onboard side system, and can calculate and provide an appropriate and feasible running profile.
In the train driving assistant system according to each embodiment, the ground side system generalizes motion characteristics of formation by using a static motion characteristic model for each appropriate formation type, and calculates the running profile which is determined to be appropriate in the generalizedmodel by comparing with timetable information or route data, and an operation situation or the like of the entire area. The calculated running profile is provided to the onboard side system, the onboard side system corrects the profile provided on the basis of a change of the motion characteristics of unique formation, and thereby, a final running profile which is appropriate and feasible is sent to control devices of each train or an interface device for a driver of the train, and an appropriate driving ofthetrainis performed by automatic driving according to the running profile or manual driving based on the running profile.
According to a system of each embodiment, the running profile of a train is first calculated on the basis of determination of a ground side system having jurisdiction over the entire area. Hence, it is possible to perform an operation of a train with high punctuality, high energy saving, and good ride comfort, by reducing unnecessary energy consumption due to travelling at a speed higher than necessary, or reducing unnecessary acceleration/deceleration due to unnecessarily narrowing an interval between a train and a preceding train. In addition, correction of the profile by an onboard side system which grasps accurate motion characteristics of own formation narrows a gap between an assumed operation of a train with the train driving assistant system and an actual operation . Thereby, it is possible to increase predictability on a future operation of a train, and to reduce confusion which is given to a driver of the train or an operator of a control center, and furthermore, a railroad user.
Hereinafter, embodiments of the invention will be described with reference to the drawings.
Figs. 1 through 4 are block diagrams which describe the embodiments of the invention.
First Embodiment
Fig. 1 is a block diagram illustrating a first embodiment of the train driving assistant system. The train driving assistant system is configured with a ground side system 100 and an onboard side system 200.
The ground side system 100 includes a predicted timetable calculation processing unit 101 and an assumed running profile calculation processing unit 102.
The predicted timetable calculation processing unit 101 calculates a predicted timetable indicating how a train operation situation after current time changes as a timetable, based on a predetermined planned timetable, various constants defining a minimum continuation interval or the like of a train, input of replanning which is performed by an operator, a travel record of the train, status of temporary speed limit. Information on arrival and departure times of stop stations of each train, passing times of stations that the train passes, tracks which are used at the stop stations, and the like are shown in the predicted timetable . Fig. 1 illustrates an example in which the travel record of the train is obtained from the onboard side system 200, but the travel record may be acquired based on the information which is obtained from a device (a track circuit or the like) which is installed on the ground side to acquire a position of the train.
The assumed running profile calculation processing unit 102 calculates running profiles of each train in light of route data such as gradients or curves and permanent speed limits, and motion characteristics of each formation, such that arrival and departure times of the predicted timetable received from the predicted timetable calculation processing unit 101 and temporary speed limits are abided by. Here, data indicating the motion characteristics of the formation which is used is fixed data in which a state of an onboard device or a dynamic variation due to weather or the like is not considered.
Furthermore, Fig. 1 illustrates a structure in which a route setting situation or a power supplying situation is reflected with respect to calculation of an assumed running profile. Thereby, it is possible to reflect the route setting situation of a target train which includes an unexpected situation such as failure or recovery of a railroad switch into the assumed running profile. In addition, by considering the power supplying situation, a running profile which disperses timing of power running between trains can be calculated such that power demand exceeding supply capacity of a transforming station in a related section does not occur.
The onboard side system 200 includes an onboard running profile calculation processing unit 201, a motor/brake control processing unit 202, and a train position/speed acquisition processing unit 203.
The onboard running profile calculation processing unit 201 corrects an assumed running profile received from a ground side by adding dynamic motion characteristics of its own formation. Data indicating the motion characteristics of the formation that the onboard running profile calculation processing unit 201 uses is dynamically corrected based on a state of an onboard apparatus, variation of an overhead wire voltage, weather, a boarding rate, actual travel record, and the like.
Furthermore, Fig. 1 illustrates a structure in which a current notch manipulation situation or a handling situation is reflected in calculating the onboard running profile. Furthermore, in a case where an automatic train protection system (ATP) is installed, a running profile which is consistent with an instruction of the ATP is calculated by incorporating the operation situation of the ATP.
As a result of correcting the onboard running profile, in a case where arrival and departure times or passing times of each station initially designated from the ground side system 100 are not kept, the ground side system 100 is requested to recalculate the predicted timetable and the assumed running profile .
The motor/brake control processing unit 202 controls a motor and a brake such that a target speed denoted in the onboard running profile calculated by the onboard running profile calculation processing unit 201 can be achieved.
The train position/speed acquisition processing unit 2 03 acquires changes of momentary positions and speeds of each train in real time and creates travel record data. The created travel record data is reflected into correction of the running profile during calculation processing of the onboard running profile, and in addition to this, the created travel record is transmitted to the ground side system 100 and is also reflected in the predicted timetable calculation processing unit 101.
In the configuration of Fig. 1, the ground side system 100 transmits and receives information on the travel record, the assumed running profile, and recalculation request of the predicted timetable and the assumed running profile to and from the onboard side system 200. Specifically, it is assumed that data is wirelessly transmitted and received between a communication device included in the ground side system 100 and a communication device included in the onboard side system 200 .
According to the configuration of Fig. 1, calculation of an appropriate running profile which is desirable from a viewpoint of traffic management, and correction of a running profile based on a real train travel environment are separated to have a minimum contact, and can be respectively disposed on a ground side and an onboard side.
In addition, as will be described below, since the assumed running profile calculation processing is required to handle a multivariable optimization problem, advanced calculation performance is generally required. It can be said that, in the configuration of Fig. 1, processing thereof is disposed in the ground side system 100, the onboard side system 200 simply performs necessary minimum correction on the calculation results thereof, and the disposition is a preferable also from the viewpoint of limiting processing capability of processing units .
Fig. 1 assumes automatic driving, and directly transfers information of the onboard running profile to the motor/brake control processing unit 202 . In place of this, the information of the onboard running profile can be visualized by an appropriate method to be presented to a driver, and may have a structure which controls a motor and a brake in accordance with notch manipulation of the driver . Inthiscase, the onboard running profile calculated by the onboard running profile calculation processing unit 201 is not directly sent to the motor/brake control processing unit 202. Information (target speed to be abided by, the number of notch stages to be input, and the like) for assisting driving manipulation is transmitted to a driver of the train instead. The driver confirms the information through a display unit which receives the information, performs notchmanipulation, thereby, controlling the motor and the brake.
Second Embodiment
Fig. 2 is a block diagram illustrating a second embodiment of the train driving assistant system. Fig. 2 is different from Fig. 1 in that the ground side system 100 includes a modified running profile calculation processing unit 103.
In Fig. 2, the assumed running profile calculation processing unit 102 calculates the assumed running profile exclusively conforming to a predicted timetable, without considering information with high variability such as a route setting situation or a power supplying situation . The modified running profile calculation processing unit 103 corrects the assumed running profile received from the assumed running profile calculation processing unit 102 by considering the information with high variability such as the route setting situation or the power supplying situation, furthermore, based on actual travel record, thereby, calculating the modified running profile. As the result of correction, in a case where initially designated arrival and departure times or passing times of each station are not kept, recalculation of the predicted timetable and the assumed running profile is requested.
Since modified running profile calculation processing is also a function of the ground side system 100, it is assumed that data on motion characteristics of formation which is necessary when the running profile is calculated becomes a fixed value, and clear separation of roles with the onboard side system 200 is performed.
According to the configuration of Fig. 2, calculation of the assumed running profile based on information which can be considered in the predicted timetable, and calculation of the modified running profile in which detailed variation of a route setting situation or a power supplying situation that is hard to be directly read from the predicted timetable is reflected, can be separated from each other. The separation of processing is particularly advantageous in a distributed traffic management system in which a device for managing timetable is disposed in a control center and a device for managing a route setting is disposed in each station. That is, as the assumed running profile calculation processing unit 102 is disposed in the operation center and the modified running profile calculation processing units 103 are disposed in each station, calculation processing of each running profiles can be performed at the same place as a calculation source of information necessary for calculation of the running profile. In addition, as the modified running profile calculation processing unit 103 corrects a primary running profile by reflecting the travel record in a real time, the amount of correction of the running profile necessary for the onboard side system 200 is reduced, and a processing burden that the onboard side system 200 has to cope with can be further reduced. Third Embodiment
Fig. 3 is a block diagram illustrating a third embodiment of the train driving assistant system. Fig. 3 is different from Fig. 2 in that the onboard side system 200 does not calculate the onboard running profile and instead, includes a driving advisory information presentation processing unit 204 which presents information received from the ground side system 100 to a driver.
The driving advisory information presentation processing unit 204 transmits a signal that suggests information (target speed to be abided by, or the number of notch stages to be input, and the like) for assisting driving manipulation to a driver of a train to a presentation device on the basis of information of the modified running profile received from the ground side system 100. In addition, the driving advisory information presentation processing unit 204 transmits a signal for presenting advisory information consistent with a notch manipulation situation, a door handling situation, or an operation situation of ATP by referring to the situations . The driver receives the signal to perform a notch manipulation, thereby, controlling a motor and a brake.
According to the configuration of Fig. 3, the onboard side system 200 is re sponsible on lyfora function of an interface with the driver and a collection function of the travel record. This is suitable for a case where a function of driving assistant is intended to be installed to the existing formation by minimal renovation.
It is also possible to replace the ground side system 100 having the configuration of Fig. 3 with the ground side system 100 having the configuration of Fig. 1. That is, a configuration may be used in which the running profile calculation processing of the ground side system 100 is performed by only one stage of the assumed running profile calculation processing, the calculated assumed running profile is transmitted to the onboard side, the driving advisory information presentation processing unit 204 of the onboard side system 200 transmits information that is presented to the driver .
Fourth Embodiment
Fig. 4 is a block diagram illustrating a fourth embodiment of the train driving assistant system. Fig. 4 is different from Fig. 1 in that the ground side system 100 does not perform processing relating to calculating the running profile and transmits the predicted timetable calculated by the predicted timetable calculation processing unit 101 and a route setting situation or a power supplying situation to the onboard side system 2 0 0 . The onboard running profile calculation processing unit 201 of the onboard side system 200 calculates a running profile of its own train from the beginning on the basis of the predicted timetable and the route setting situation or the power supplying situation.
In a case where a calculation capability of the onboard side system 200 is sufficiently high, it is possible to construct a system in which a configuration of the ground side system 100 is minimized by using the configuration of Fig. 4 and each train determines its running profile autonomously. Running Profile Calculation Processing
Overview of each running profile calculation processing illustrated in Figs . 1 through 4 will be described with reference to Fig. 5 and later.
Figs . 5A through 5D illustrate examples of assumed running profile calculation processing.
As illustrated in Fig. 5A, the assumed running profile calculation processing includes fastest running profile calculation processing, margin time ref lection processing, and energy optimization processing.
In the fastest running profile calculation processing, a running profile in a case where target formation runs as fast as possible, where target speed is calculated from route data, formation characteristics, and temporary speed limit setting situation. As a specific calculation, it is assumed that, in a case where a speed of a train is slower than a limited speed, the train accelerates with a maximum power running until reaching the limited speed, and an equation of motion is obtained based on tractive power at the maximum power running, a weight of the train, and the route data. In a case where the limited speed is low or when the train stops, it is assumed that the train is decelerated by a normal maximum brake, and an equation of motion is obtained based on deceleration force generated by the normal maximum brake, the weight of a train, and the route data. If calculation is performed by doing so, a fastest running profile illustrated in Fig. 5B is obtained.
Subsequently, the margin time reflection processing is performed. The timetable of a train normally includes some margin time, and if travel according to the fastest running profile illustrated in Fig. 5B is performed, the train arrives earlier than the timetable, and thus, the travel time should be adjusted by appropriately decreasing the speed. Specifically, the travel time is adjusted by decreasing the maximum speedasillustratedinFig. 5C, orby inserting coasting as illustrated in Fig. 5D. In a case where there is no margin time, such as a case where a train is running behind the schedule, the fastest running profile becomes the assumed running profile as it is.
Subsequently, energy optimization is performed. Specifically, a minimal value under appropriate conditions may be obtained by using a variational calculus on a functional E (r) representing energy consumption with respect to a certain running profile r in a case where a train travels in accordance with the running profile r . The appropriate conditions include upper limits of acceleration/deceleration speeds in formation characteristics, securement of an interval between a train and a preceding train, in addition to boundary conditions of start and end of the running profile.
Fig. 5A illustrates an example in which reflection of the margin time and energy optimization are separately performed, but those may be performed at the same time. For example, a predicted energy consumption under the running profile is calculated with respect to various combinations of suppression of a maximum speed and insertion of coasting which are illustrated in Figs. 5C and 5D, and a running profile which is calculated when a combination with the least energy consumption is obtained may be output as an assumed running profile .
Figs. 6A and 6B illustrate examples of modified running profile calculation processing.
As illustrated in Fig. 6A, the modified running profile calculation processing includes constraint settingprocessing, running profile correction processing, and predicted timetable and assumed running profile recalculation determination processing.
In the constraint setting processing, constraint conditions in correcting the running profile are set on the basis of a route setting situation ora power supplying situation. Specifically, it is considered a case or the like where, in a case where a transforming station capacity is tight, departure of the related train is suppressed until power running of another train ends . As such, as departure time is delayed due to on-site circumstances, the margin time which is expected when the assumed running profile was calculated is reduced.
In the running profile correction processing, the assumed running profile is corrected such that arrival time designated in the assumed running profile is kept under new margin time determined in the constraint setting processing and under constraint conditions in calculating the running profile, and the modified running profile is calculated. The "designated arrival time" is not limited to arrival time at a stop station, and apoint may be set to an appropriate position between stations and passing time of the point may also be set. Specifically, as illustrated in Fig. 6B, the reduced margin time is compensated for by increasing a maximum speed in a range without exceeding the limited speed, or by shortening a coasting section.
In the predicted timetable and assumed running profile recalculation determination processing, it is determined whether or not the corrected modified running profile abides by arrival time designated in the assumed running profile, and in a case where the corrected modified running profile is not abided by, recalculation of the predicted timetable and the assumed running profile is requested. Specifically, in a case where a delay occurs even when a train travels as the fastest profile shows under the set constraint conditions, calculations of the predicted timetable in which the arrival time at the fastest profile becomes new target arrival time, and the assumed running profile are requested.
Figs. 6A and 6B illustrate the sequence of calculating the modified running profile by partially correcting the assumed running profile which is obtained from the assumed running profile calculation processing, but the most appropriate running profile may be calculated from the beginning under the given conditions in the same sequence as the assumed running profile calculation processing.
In addition, if processing in which a route setting situation or a power supplying situation is reflected is incorporated into the assumed running profile calculation processing, such a situation can also be reflected in the step of calculating the assumed running profile as illustrated in Fig. 1.
Figs . 7A and 7B illustrate examples of the onboard running profile calculation processing.
As illustrated in Fig. 7A, the onboard running profile calculation processing includes the constraint setting processing, the running profile correction processing, and the predicted timetable and assumed running profile recalculation determination processing, in the same manner as the modified running profile calculation processing.
In the constraint setting processing, constraint conditions in correcting the running profile are set on the basis of a notch manipulation situation, a door handling situation, or an operation situation of ATP. Specifically, an example is considered in which, in a case where departure is suppressed until door closing is confirmed or the speed given in the profile approaches a limit speed given by ATP, a target speed decreases. As such, the margin time which is expected when the ground side system 100 calculates the running profile is reduced by reason detected by an onboard side.
In the running profile correction processing, the running profile is corrected such that arrival time designated in the running profile that the ground side system 100 calculates is kept under new margin time determined in the constraint setting processing and under constraint conditions in calculating the running profile, and the onboard running profile is calculated. The "designated arrival time" is not limited to arrival time at a stop station, and a point may be set to an appropriate position between stations and passing time of the point may also be set. In addition, in the running profile correction processing of the onboard running profile calculation processing, correction of the running profile is performed on the basis of formation characteristics in which dynamic variation is considered. Specifically, as illustrated in Fig . 7B, the reduced margin time is compensated for by increasing a maximum speed in a range without exceeding the limited speed, or by shortening a coasting section under motion characteristics of the unique formation. In contrast to this, in a case where the motion characteristics of the unique formation shows higher accelerating performance than originally expected, suppression of the maximum speed or extension of the coasting section are performed to use up the drawn margin time.
In the predicted timetable and assumed running profile recalculation determination processing, it is determined whether or not the corrected onboard running profile abides by arrival time designated in the running profile given from the ground side, and in a case where the corrected onboard running profile is not abided by, recalculation of the predicted timetable and the assumed running profile is requested. Specifically, in a case where a delay occurs even when a train travels as the fastest profile shows under the set constraint conditions, calculations of the predicted timetable in which the arrival time at the fastest profile becomes new target arrival time, and the assumed running profile are requested.
Figs. 7A and 7B illustrate the sequence of calculating the modified running profile by partially correcting the assumed running profile which is obtained from the assumed running profile calculation processing, but the most appropriate running profile may be calculated from the beginning under the given conditions in the same sequence as the assumed running profile calculation processing. Alternatively, a method of calculating an optimal running profile in advance under various conditions to store the profile in a database and searching the database for the profile during travel may be used.
As described above, methods of calculating the running profile illustrated in Figs. 5A to 7B are examples only, and the train driving assistant systems of Figs. 1 through 4 may also be realized by other running profile calculating methods other than these.
As a configuration is provided in which the onboard side system 200 corrects the running profile calculated by the ground side system 100, it is possible to secure continuity of driving assist, even in a case where an area is divided into a plurality of sections and the ground side system 100 having jurisdiction over the section of the respective sections independently calculates the running profile.
Fig. 8Aillustrates, in a case where two independent ground side systems 100 have jurisdiction over a front side and a rear side in a preceding direction of a train, a case where running profiles that both sides give to the onboard side system 200 are discontinuous at a boundary of those ground side systems 100 . In this case, a target speed rapidly changes at the moment when the ground side system 100 straddles a boundary, and thus, if the onboard side system 200 simply follows the target speed, there is concern that a car body swings.
Here, it is assumed that an overlapping section where the running profiles are given from the ground side systems 100 on the front side and the rear side is set to the boundary of the ground side systems 100, as illustrated in Fig. 8B. In a case of the configurations of Figs. 1 and 2, the onboard side system 200 can calculate an optimal modified running profile by itself by correcting the running profile given from the ground side. Hence, even in a case where two different target speeds are given, the onboard side system 200 has a correction rule that smoothly follows the target speed given from the front side, and thus, the train can stably travel without inadvertent swing.
Example of Driving Assistant
Fig. 9 illustrates acase where a more prefer able operation of trains is performed by using the train driving assistant system according to each embodiment of the invention, compared with a case where each train arbitrarily determines a running profile without considering mutual situations.
Fig. 9A illustrates an example of driving assistant in which an interval between a train and a preceding train is considered in a case where temporary speed limit is set. 9101 denotes a time change of a position of a train 1 which is a preceding train. 9102a denotes a running profile in a case where a train 2 that is a subsequent train travels at an increased speed in front of the temporary speed limit setting section. In addition, 9102b denotes a time change of a position of a train in a case where the train travels like 9102a. Since setting of temporary speed limit causes a delay of the train, determination of the train 2 which travels at an increased speed in front of the temporary speed limit setting section so as to abide by punctuality seems to be reasonable at first glance.
However, the preceding train 1 exists and the train 2 needs to secure a certain interval δ or more with the preceding train 1, as in the example of Fig. 9A. Hence, although the train travels at a decreased speed in the same manner as 9103a and 9103b after all, the resulting delay does not change, and energy which is consumed at the time of travelling canbe reduced.
Since the ground side system 100 grasps positions of all trains within a jurisdiction area all the time, it is possible to easily calculate a running profile with less waste such as 9103a and 9103b.
Figs. 9B and 9C illustrate examples of the driving assistant for a subsequent train while an interval with a preceding train is appropriately maintained, when the preceding train is about to stop at a station.
Fig. 9B illustrates a case where both the preceding train 1 and the subsequent train 2 stop in the same track of a next station. 9201 denotes a time change of a position of a train until the preceding train 1 departs the station after stopping the station.
Now, the subsequent train 2 cannot enter the track until the train 1 departs and till time tO when a route of the train 2 is set. Hence, in a case where an interval between trains is not sufficiently taken by a delay or the like of the preceding train 1, if the subsequent train 2 determines the running profile on its own, inefficient travel such as a stop outside the signal occurs in the same manner as 9202a and 9202b. Meanwhile, if the train travels with a decreased speed at a place sufficiently separated from the station in front of the station in the same manner as 9203a and 9203b, the train can smoothly travel without the stop outside the signal.
Since the ground side system 100 grasps positions and route setting situations of all trains within a jurisdiction area all the time, it is possible to easily calculate a running profile with less waste such as 9203a and 9203b.
Fig. 9C illustrates a case where the preceding train 1 stops at a station and the subsequent train 2 overtakes the train 1 bypassing the same station. 9301 denotes a time change of a position of the train until the preceding train 1 stops at the station.
Now, the subsequent train 2 cannot enter the station till time tO when the route of the train 2 is set. Hence, in a case where the interval between trains is not sufficiently taken by a delay or the like of the preceding train 1, if the subsequent train 2 determines the running profile on its own, inefficient travel such as the stop outside the signal occurs in the same manner as 9302a and 9302b. Meanwhile, if the train travels with a decreased speed at a place sufficiently separated from the station in front of the station in the same manner as 9303a and 9303b, the train can smoothly travel without the stop outside the signal. In addition, in this case, by avoiding the stop outside the signal, time necessary for a pair of deceleration and acceleration can be reduced, and a delay of the train 2 after passing the station can be shortened by tl.
Since the ground side system 100 grasps positions and route setting situations of all trains within a jurisdiction area all the time, it is possible to easily calculate a running profile with less waste such as 9303a and 9303b.
Fig. 9D illustrates a case where the train 1 is approaching a crossover track 9401, and the route of train 1 competes with train 2. If the train 1 is first in a passing order of the crossover track 9401 in a planned timetable, a time change of a position of the train 1 is denoted as 9402.
Until the time tO when train 1 passes through the crossover track 9401 and the route of the train 1 gets clear, the train 2 cannot pass the crossover track 9401. Hence, in a case where an intersection time interval is not sufficiently taken by a delay or the like of the train 1, if the subsequent train 2 determines the travel profile on its own, inefficient travel such as the stop outside the signal in front of the crossover track 9401 occurs in the same manner as 9403a and 9403b. Meanwhile, if the train travels with a decreased speed at a place sufficiently separated from the station in front of the station in the same manner as 9404a and 9404b, the train can smoothly travel without stopping outside the signal. Furthermore, by avoiding the stop outside the signal, time necessary for a pair of deceleration and acceleration can be reduced, and a delay of the train 2 arriving at the station can be shortened by tl.
Since the ground side system 100 grasps positions and route setting situations of all trains within a jurisdiction area all the time, it is possible to easily calculate a running profile with less waste such as 9404a and 9404b.
In addition, in this case, a change of the passing order of the crossover track 9401 can also be reviewed on the basis of information that the running profile provides. That is, if the running profile of the train 2 which is approaching the station is referred to, time which is taken until the train 2 reaches the crossover track 9401 can be accurately estimated. According to the estimation, it is possible to appropriately determine whether to pass the train 1 first as planned or to pass the train 2 first by changing the timetable . Alternatively, if time which is taken until the train 1 reaches the crossover track 9401 from the current position is longer than predefined threshold value, the system can propose an order change of train 1 and train 2 to the operator . As such, work burden of an operator regarding a timetable change can be reduced by introducing the train driving assistant system.
In the examples of Figs . 9B, 9C, and 9D, in order to realize optimal train operation, it is important that the train 1 reaches a point xl, which is a starting point of a route of train 2 to enter the station, at appropriate timing. Hence, it is necessary to set the point xl as a point on a route where arrival time at the point has to be kept, such that arrival timing at the point xl on the running profile calculated by the ground side system 100 will not be changed in correcting the running profile by the onboard side system 200. That is, similar to a stop position of a station, the point xl is a point where arrival target time is clearly defined, on the train driving assistant system.
As such, by appropriately setting points where arrival timing has to be kept, although the onboard side system 200 corrects the running profile according to its own determination, it is possible to realize an appropriate operation of trains that the ground side system 100 initially determines.
An example for realizing this is illustrated in Fig. 10. The running profile is transmitted together with tabular data that is illustrated in Fig. 10 from the ground side system 100 to the onboard side system 200 . In the data, points where passing time and speed has to be kept are listed, and constraints regarding the passing time will be incorporated at a constraint setting step in the onboard running profile calculation processing.
Even in a case where the ground side system 100 corrects an assumed running profile to calculate a modified running profile, the same constraint is imposed, and thus, it is possible to maintain an appropriate operation of trains which is assumed at the time of calculating an assumed running profile even in the modified running profile.
In the onboard side system 2 0 0 according to the embodiments described so far, a function of providing advisory information exclusively for train driver is described, but the train driving assistant system according to the invention may include a function of providing information for other personnel relating to a train operation, such as a conductor and a station staff.
For example, in order for the train to depart a certain station at time designated by the running profile calculated by the train driving assistant system, a station staff of the station has to have passengers onboard prior to designated departure time. In addition, a conductor of the train performs manipulation of door closing at the appropriate timing prior to the designated departure time, and has to secure safety of the train and platform.
As information on the operation of a train obtained from a running profile calculated by train driving assistant system is delivered to a device that a station staff or a conductor can refer to, their tasks necessary for the train operation can be performed at appropriate timing. An example of a device which a station staff or a conductor can refer to is a fixed terminal disposed at a station office room or a conductor room on a train, or a mobile type terminal that the station staff or the conductor carries.
Information on the train operation that the station staff or the conductor obtains also can be input from the device that the aforementioned station staff or conductor can refer to, and which can be reflected in the predicted timetable calculation processing or the running profile calculation processing of the train driving assistant system. Thereby, the train driving assistant system can more accurately grasp an operation situation of a train, and can calculate the running profile with high feasibility.
For example, in a case where a delay is expected in departure of a train because of congestion on a platform or in a train, a station staff or a conductor who confirms a situation of the station or the train inputs expected delay time to the system. The train driving assistant system corrects predicted timetable or running profile on the basis of the expected delay. The correction of the running profile can be performed by any one of the ground side system 100 and the onboard side system 200. For example, in a case where a conductor inputs an expected delay to an input apparatus mounted on the train, information on the expected delay may be incorporated at a constraint setting step in the onboard running profile calculation processing. Alternatively, in a case where a station staff inputs the expected delay to a terminal of traffic management system installed in a station, information on the expected delay may be incorporated at the constraint setting step of the assumed running profile calculation or the modified running profile calculation .
Fig. 11 illustrates an example of a configuration of the train driving assistant system to which information from a conductor and a station staff can be input. In Fig. 11, means for inputting information from the conductor and the station staff is added to Fig. 1, but in the same manner, the means for inputting the information from the conductor and the station staff may be added to Figs. 2 through 4. In addition, a person who inputs information is not limited to the conductor and the station staff, and the information can also be incorporated from other persons relating to the train operation, such as maintenance workers, workers at a depot, or cleaning workers, by the same configuration.
Anyway, the train driving assistant system according to each embodiment can reflect the information in calculating the running profile at an appropriate step in accordance with a place where the information generates and management entity of the information, and thus, it can be said that this configuration is suitable for incorporating various information with different characteristics.
In addition, the train driving assistant system according to each embodiment has characteristics that driving assistant will be available under a certain limit, even when a part of the system does not function.
For example, even in a case where a function of the ground side system 100 having the configurations illustrated in Figs. 1, 2, and 4 does not work, driving assistant is still available by autonomous determination of the onboard side system 200 based on the information the onboard side system 200 received last from the ground side system 100 . Advisory information the onboard side system 200 provides remains appropriate, as long as there is no change of an operation situation such that a recalculation of the predicted timetable is needed.
Alternatively, in the configuration illustrated in Fig. 2 or 3, even in a case where the assumed running profile becomes unavailable, driving assistant is still available by continuous updating of the modified running profile in which actual travel record is fed back. In this case, advisory information remains appropriate even when small disturbance of operation occurs, as long as planned train orders and destinations remain same.
Throughout this specification and the claims which follow, unless the context requires otherwise, the word "comprise", and variations such as "comprises" and "comprising", will be understood to imply the inclusion of a stated integer or step or group of integers or steps but not the exclusion of any other integer or step or group of integers or steps.
The reference in this specification to any prior publication (or information derived from it) , or to any matter which is known, is not, and should not be taken as an acknowledgment or admission or any form of suggestion that that prior publication (or information derived from it) or known matter forms part of the common general knowledge in the field of endeavor to which this specification relates.
Claims (6)
- THE CLAIMS DEFINING THE INVENTION ARE AS FOLLOWS:1. A train driving assistant system comprising: a ground side system that includes a predicted timetable calculation processing unit which calculates a predicted timetable, and an onboard side system that includes a mo tor/brake control processing unit which transmits a motor/brake control signal, and a train position/speed acguisition processing unit which creates travel record data by acguiring a position and a speed of a train, the travel record data being used in the calculation of the predicted timetable, wherein an assumed running prof ile calculation processing unit that calculates an assumed running profile of the train on the basis of the predicted timetable is included in the ground side system; and wherein an onboard running prof ile calculation processing unit that corrects the assumed running profile on the basis of the travel record data is included in the onboard side system.
- 2. A train driving assistant system comprising: a ground side system that includes a predicted timetable calculation processing unit which calculates a predicted timetable, and an onboard side system that includes a motor/brake control processing unit which transmits a motor/brake control signal, and a train position/speed acguisition processing unit which creates travel record data by acguiring a position and a speed of a train, the travel record data being used in the calculation of the predicted timetable, wherein an assumed running prof ile calculation processing unit that calculates an assumed running profile of the train on the basis of the predicted timetable is included in the ground side system, wherein a modified running pro file calculation processing unit that corrects the assumed running profile on the basis of the travel record data is included in the ground side system, and wherein an onboard running pro file calculation processing unit that corrects the modified running profile on the basis of the travel record data is included in the onboard side system.
- 3. A train driving assistant system comprising: a ground side system that includes a predicted timetable calculation processing unit which calculates a predicted timetable, and an onboard side system that includes a motor/brake control processing unit which transmits a motor/brake control signal, and a train position/speed acguisition processing unit which creates travel record data by acguiring a position and a speed of a train, the travel record data being used in the calculation of the predicted timetable, wherein an assumed running profile calculation processing unit that calculates an assumed running profile of the train on the basis of the predicted timetable is included in the ground side system, and wherein a modified running profile calculation processing unit that corrects the assumed running profile on the basis of the travel record data is included in the ground side system.
- 4. The train driving assistant system according to any one of claims 1 to 3, wherein the motor/brake control processing unit transmits the motor/brake control signal to a train. 5. The train driving assistant system according to any one of claims 1 to 4, wherein a plurality of the ground side systems are included, and wherein the assumed running profile calculation processing unit calculates an assumed running profile such that jurisdiction sections of the plurality of ground side systems overlap each other.
- 6. The train driving assistant system according to any one of claims 1 to 5, wherein a running profile is calculated by setting a point in which arrival time has to be kept on a route andby keeping of arrival time at the set point as constraint conditions .
- 7. The train driving assistant system according to any one of claims 1 to 6, wherein a condition is set in which information that a station staff or a conductor inputs is considered by the assumed running profile calculation processing unit.
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| CN108163018B (en) * | 2017-11-27 | 2020-08-14 | 天津津航计算技术研究所 | Train accurate parking method for generating parking strategy based on fixed distance |
| JP7067952B2 (en) * | 2018-02-16 | 2022-05-16 | 株式会社東芝 | Driving curve creation device, driving support device and driving control device |
| CN109109913B (en) * | 2018-07-26 | 2019-11-05 | 同济大学 | A kind of information processing method for Rail Transit System efficiency organization of driving |
| CN110936982B (en) * | 2018-09-21 | 2023-01-06 | 比亚迪股份有限公司 | Full-automatic train driving control method and device and unmanned train signal system |
| CN112572545B (en) * | 2019-09-30 | 2022-07-15 | 比亚迪股份有限公司 | Train parking method and device and computer equipment |
| JP7292172B2 (en) * | 2019-10-10 | 2023-06-16 | 株式会社日立製作所 | RUNNING PATTERN GENERATOR AND METHOD THEREOF |
| CN111169508A (en) * | 2020-01-14 | 2020-05-19 | 北京工业大学 | Train energy-saving speed curve optimization method based on position discretization dynamic planning |
| CN112046557B (en) * | 2020-09-14 | 2022-04-01 | 重庆交通大学 | Control method of unmanned train control system |
| CZ309568B6 (en) * | 2021-01-14 | 2023-04-19 | ŠKODA ELECTRIC a.s | A method of regulating and limiting the speed and acceleration control of electric ground vehicles |
| CN113104067A (en) * | 2021-05-14 | 2021-07-13 | 中国铁道科学研究院集团有限公司 | Method and device for generating train emergency operation strategy |
| JP7466507B2 (en) | 2021-09-03 | 2024-04-12 | 株式会社日立製作所 | Travel pattern creation device and travel pattern creation method |
| WO2023054112A1 (en) * | 2021-10-01 | 2023-04-06 | 株式会社日立製作所 | Travel pattern generation device |
| CN115782846B (en) * | 2023-01-29 | 2023-05-12 | 北京全路通信信号研究设计院集团有限公司 | Method and device for controlling train safety braking by using partition operation control system to master control |
| CN116001847B (en) * | 2023-03-27 | 2023-06-30 | 北京全路通信信号研究设计院集团有限公司 | Comprehensive control magnetic levitation train control method and system |
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| JPH10329718A (en) | 1997-06-03 | 1998-12-15 | Mitsubishi Electric Corp | Train operation control system |
| JP2000335419A (en) * | 1999-05-25 | 2000-12-05 | Toshiba Corp | Train operation supporting device and train operation simulating device for training |
| JP3940649B2 (en) | 2002-08-09 | 2007-07-04 | 株式会社東芝 | Automatic train driving device |
| US9376123B2 (en) * | 2012-08-22 | 2016-06-28 | General Electric Company | Integrated friction modification system for a transporation network vechicle |
| JP5012722B2 (en) * | 2008-08-05 | 2012-08-29 | 三菱電機株式会社 | Operation prediction information provision system |
| JP5089640B2 (en) * | 2009-04-03 | 2012-12-05 | 株式会社日立製作所 | Train group operation management system |
| JP5944229B2 (en) * | 2012-05-30 | 2016-07-05 | 株式会社東芝 | Train control device |
| JP6141035B2 (en) * | 2013-01-30 | 2017-06-07 | 三菱電機株式会社 | Train control system and automatic train operation device |
| EP2974939B1 (en) * | 2014-07-17 | 2023-06-07 | Hitachi, Ltd. | Train management system |
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| US5828979A (en) * | 1994-09-01 | 1998-10-27 | Harris Corporation | Automatic train control system and method |
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