EP0539885B1 - Appareil de calcul d'un plan de roulage optimal d'un train et système qui s'y rapporte - Google Patents

Appareil de calcul d'un plan de roulage optimal d'un train et système qui s'y rapporte Download PDF

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Publication number
EP0539885B1
EP0539885B1 EP92118189A EP92118189A EP0539885B1 EP 0539885 B1 EP0539885 B1 EP 0539885B1 EP 92118189 A EP92118189 A EP 92118189A EP 92118189 A EP92118189 A EP 92118189A EP 0539885 B1 EP0539885 B1 EP 0539885B1
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Prior art keywords
running
pattern
train
brake
upper limit
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German (de)
English (en)
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EP0539885A2 (fr
EP0539885A3 (fr
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Junko 204 Green Heights Saiwai Ohya
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Toshiba Corp
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Toshiba Corp
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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
    • B61L15/0058—On-board optimisation of vehicle or vehicle train operation

Definitions

  • the present invention relates to an optimal train running-pattern calculating apparatus and the system including the same for calculating an optimal running-pattern for a train to run with small energy consumption and riding comfort while satisfying conditions such as a running distance, a running time, and a restricted speed.
  • EP-A-0 467 377 is an intermediate document, i.e. having earlier claimed priority dates but published between the claimed priority and filing dates of the present application.
  • This application discloses a method of producing an optimum train running plan based on input data from a rolling stock characteristic data file (including drive force and deceleration characteristics) and a line condition data file, and keyboard-inputted data indicating the type of train, individual station identifiers, start time and estimated time of arrival.
  • a target speed is then calculated for each of several territories into which the journey is subdivided, from which the total journey time and consumed energy are calculated.
  • the calculated journey time is adjusted until it comes within an allowable tolerance of the scheduled time.
  • the determined optimal running plan is transmitted from a ground system to a receiver system on the train which displayed the plan on a cathode ray tube.
  • An object of the present invention is to provide an optimal train running-pattern calculating apparatus and a system of the same for easily, quickly, and securely obtaining an optimal running-pattern of a train which can run with riding comfort and small energy consumption in conformity with a restricted speed, predetermined stop positions and a running schedule.
  • an optimal train running-pattern calculating apparatus comprising:
  • an optimal running-pattern calculating system is provided with such an optimal running-pattern calculating apparatus and comprises a database and/or a storage medium for storing line data, car data, and operation condition data, a running-pattern calculating unit for calculating a running-pattern for a train to run in a predetermined section in a predetermined running time in accordance with said line data, said car data, and said operation condition data received from said database and/or storage medium, and an interface for outputting a running-pattern calculating command to said running-pattern calculating unit and for displaying the running-pattern being obtained.
  • the optimal running-pattern calculating system may also comprise a communication system for outputting data of the position and speed of a preceding train and operation management data to said running-pattern calculating unit, wherein said database and/or storage medium, said running-pattern calculating unit, and said interface are mounted on said train.
  • a running-pattern for a train to run with small energy consumption and riding comfort while satisfying a predetermined running distance, a predetermined running time, and a restricted speed can be easily and quickly created.
  • FIG. 1 is a block diagram showing an optimal running-pattern calculating apparatus of the first embodiment in accordance with the present invention.
  • the optimal running-pattern calculating apparatus comprises an input means 1 which inputs line data, car data, and so forth, an evaluation function setting means 2 which sets evaluation functions with respect to energy consumption and riding comfort in accordance with data being input form the input means 1, a running simulation means 3 which simulates the running of a train and which calculates a running-pattern for the train to run in a predetermined running distance in a restricted speed, a time fitting means 5 which adjusts a running time of the running-pattern calculated by the running simulation means 3, and a pattern optimizing means 7 which adjusts notch switching parameters so that the evaluation functions of the running-pattern adjusted by the time adjusting means 5 become minimal.
  • the running simulation means 3 is connected to a parameter initializing means 10 and a backward curve calculating means 4.
  • the time fitting means 5 is connected to an upper limit speed adjusting means 6.
  • the pattern optimizing means 7 is connected to a parameter adjusting means 8.
  • the pattern optimizing means 7 is also connected to an output means 9 which outputs a running-pattern obtained by the pattern optimizing means 7.
  • the line data includes for example a running distance between each station, a predetermined running time thereof, a restricted speed thereof, and line conditions (curves and grades).
  • the car data includes for example a train composition, car weight, passenger capacity, and traction characteristics.
  • the evaluation function setting means 2 obtains a formula for calculating energy consumption of the train in accelerating phase in accordance with the car data such as car weight. In addition, the evaluation function setting means 2 obtains as an index of riding disconfort a formula with respect to the number of notch switching times. The evaluation function setting means 2 uses these formulas as evaluation functions.
  • a weight changing means 2a changes the weights of the evaluation functions obtained by the evaluation function setting means 2.
  • One of the notches of each phase is used for calculating a running pattern. So the number of notch switching times represents the number of times of the notch switching between power-on state (accelerating phase), neutral state (inertial running phase), and brake-on state (decelerating phase).
  • the number of notch switching times increases, the riding comfort degrades.
  • the more the traction varies, the more the riding comfort degrades.
  • the running simulation means 3 simulates the running of a train in accordance with the line data and the car data obtained by the input means 1, the backward curves obtained by the backward curve calculating means 4, the initial values and the upper limit speeds of the notch switching parameters which are set by the parameter initializing means 10.
  • the backward curves obtained by the backward curve calculating means consist of backward brake curves and backward power curves.
  • backward brake curves 12 are obtained as running curves of a train in brake-on state calculated backward from a point where an upper limit speed 14 decreases and from an end point b.
  • a backward power curve 13 is obtained as a running curve of a train in power-on state calculated from a point c where an upper limit speed increases.
  • the notch switching parameters are defined based on notch switching between power-on, neutral, and brake-on states.
  • the notch switching parameters consist of brake-on parameter, power-off parameter, brake-off parameter, and power-on parameter in the ordinary order of value.
  • Each of the notch switching parameters has an individual value for example 100 %, 90 %, 80 %, or 70 % to an upper limit speed.
  • the parameter initializing means 10 sets the initial values of the notch switching parameters. In other words, the parameter initializing means 10 sets individual values of the notch switching parameters. These individual values are represented with percentage to an upper limit speed of the train.
  • a restricted speed is used as an initial values of an upper limit speed which is input to the running simulation means 3.
  • the restricted speed is an absolutely restricted speed predetermined for each portion in accordance with the line condition and so forth.
  • the restricted speed is a restricted value of the running speed of the train.
  • an upper limit speed is an expedient upper limit speed for use in obtaining an optimal running-pattern.
  • the restricted speed is the maximum value of the upper limit speed.
  • the running simulation means 3 simulates the running of the train so that it can run at speeds which do not exceed a predetermined upper limit speed for a predetermined running distance.
  • a running curve intersects with a backward brake curve 12 or a backward power curve 13 as shown in Fig. 2, the resultant running curve is drawn therealong.
  • the upper limit speed increases in a forward position, by turning on the power early, the train can be effectively accelerated.
  • the upper limit speed decreases in a forward position, the train can run at a speed which does not exceed the restricted speed and securely stops a predetermined position.
  • the time fitting means 5 adjusts the running time.
  • the upper limit speed adjusting means 6 adjusts the upper limit speed of the train in accordance with the running time error.
  • a signal of the time adjusting means 5 is input to the running simulation means 3.
  • the running simulation means 3 repeats the running simulation.
  • the running simulation is performed in such a way that the train can run at as close to the upper limit speed as possible.
  • the upper speed adjusting means 6 adjusts the upper limit speed by decreasing the upper limit speed of the convex portion as shown in Fig. 2.
  • Adjusting of the upper limit speed and the running simulation are repeated until the running time error comes in the allowable range.
  • a running-pattern 21 as shown in Fig. 3 is obtained.
  • reference numeral 22 is a backward brake curve.
  • Reference numerals 24 and 25 are an upper limit speed which has not been adjusted and an upper limit speed which has been adjusted, respectively.
  • the energy consumption is 3.5; the number of notch switching times is 8; and the time error is 0.1 sec.
  • the pattern optimizing means 7 selects the notch switching parameters as parameters to optimize the running-pattern. Then, the notch switching parameters are adjusted. A signal of the pattern optimizing means 7 is input to the running simulation means 3.
  • the running simulation means 3 repeats the running simulation and the time fitting means 5 repeatedly adjusts the running time. In this manner, the individual values of the notch switching parameters where the values of the evaluation functions are minimized are obtained.
  • the parameter adjusting means 8 adjusts the notch switching parameters in accordance with a rule based on situations of the notch switching and evaluation functions varying or by using an AI (Artificial Intelligence) system.
  • AI Artificial Intelligence
  • the user can manually adjust the notch switching parameters.
  • the number of switching times of notches caused by notch switching criteria speeds which are products of the upper limit speed and the notch switching parameters, other than backward curves decreases, the riding comfort is improved.
  • a running-pattern 31 of the train which decreases energy consumption is obtained (see Fig. 4).
  • the resultant running-pattern is displayed on a running-pattern display unit.
  • reference numeral 32 is a backward curve.
  • Reference numerals 34 and 35 are an upper limit speed which has not been adjusted and an upper limit speed which has been adjusted, respectively.
  • the energy consumption is 2.5; the number of notch switching times is 2; and the time error is 0.1 sec.
  • a running-pattern for a train to run with small energy consumption and riding comfort in conformity with a predetermined running distance, a predetermined running time, and a restricted speed can be easily, quickly, and securely obtained.
  • a running-pattern for a schedule restoration running operation can be obtained.
  • the apparatus in accordance with the present invention can be used when a train schedule is revised or when a new line schedule is created.
  • a optimal running-pattern has been input to an automatic train operation system as a target running-pattern, when a train is controlled to track this pattern, it can run with small energy consumption and riding comfort in conformity with the designated running distance, the designated running time, and the designated restricted speed.
  • the second embodiment shown in Figs. 5 to 8 is the same as the first embodiment shown in Figs. 1 to 4 except for the notch switching parameters which are input to the running simulation means.
  • the line data includes for example a running distance between each station, a predetermined running time thereof, a restricted speed thereof, and line conditions (curves and grades).
  • the car data includes for example a train composition, car weight, passenger capacity, and traction characteristics.
  • the evaluation function setting means 2 obtains a formula for calculating energy consumption of the train in accelerating phase in accordance with the car data such as car weight. In addition, the evaluation function setting means 2 obtains as an index of riding discomfort a formula with respect to the number of notch switching times. The evaluation function setting means 2 uses these formulas as evaluation functions.
  • a weight changing means 2a changes the weight of the evaluation functions obtained by the evaluation function setting means 2.
  • the number of notch switching times represents the number of times of the notch switching between power-on state, neutral state, and brake-on state. As the number of notch switching times increases, the riding comfort degrades. In addition, when a notch is switched, the more the traction varies, the more the riding comfort degrades.
  • the running simulation means 3 simulates the running of a train in accordance with the line data and the car data obtained by the input means 1, the backward curves obtained by the backward curve calculating means 4, the initial values and the upper limit speeds of the notch switching parameters which are set by the parameter initializing means 10.
  • the backward curves obtained by the backward curve calculating means 4 consist of backward brake curves and backward power curves.
  • backward brake curves 102 are obtained as running curves of a train in brake-on state calculated backward from a point where an upper limit speed 104 decreases and from an end point b.
  • a backward power curve 103 is obtained as a running curve of a train in power-on state calculated backward from a point c where an upper limit speed increases.
  • the parameter initializing means 10 sets the initial values of the notch switching parameters.
  • the notch switching parameters are set as criteria of whether the brake and/or power are turned on and/or off.
  • the notch switching parameters consist of brake-on parameter, power-off parameter, brake-off parameter, and power-on parameter.
  • Each parameter has an individual value constant between a station and the next station. The individual value is represented with percentage (%) to an upper limit speed.
  • the value of the brake-on parameter is larger than the value of the power-on parameter.
  • the values of the power-off parameter and the brake-off parameter are larger than the value of the power-on parameter and smaller than the value of the brake-on parameter.
  • the power-off parameter and the brake-off parameter have two individual values in accordance with the cases whether the line resistance is positive or negative.
  • the value of line resistance varies from point to point depending on the resistance of grade, the resistance of curve, and the resistance of running. With respect to the power-off parameter and the brake-off parameter, one of the two values is selected for each parameter depending on the value of the line resistance at the point the train is running.
  • the restricted speed is an absolutely restricted speed predetermined for each portion in accordance with the line condition and so forth.
  • the restricted speed is a restricted value of the running speed of the train.
  • an upper limit speed is an expedient upper limit speed for use in obtaining an optimal running-pattern.
  • the restricted speed is the maximum value of the upper limit speed.
  • the running simulation means 3 simulates the running of the train so that it can run at speeds which do not exceed a predetermined upper limit speed for a predetermined running distance.
  • a running curve intersects with a backward brake curve 102 or a backward power curve 103 as shown in Fig. 5, the resultant running curve is drawn therealong.
  • the upper limit speed increases in a forward position, by turning on the power early, the train can be effectively accelerated.
  • the upper limit speed decreases in a forward position, the train can run at a speed which does not exceed the restricted speed and securely stop in a predetermined position.
  • the individual value of each notch switching parameter is multiplied by the upper limit speed of the section in which the train is running.
  • the brake-on speed, the power-off speed, the brake-off speed, and the power-on speed which are notch switching criteria speeds for switching notches are obtained in advance.
  • the speed of the train increases to the power-off speed, the power is burned off.
  • the speed of the train decreases to the brake-off speed, the brake is turned off.
  • the train can run in conformity with the restricted speed.
  • the train can be prevented from stopping before reaching a predetermined stop position.
  • a running-pattern 101 as shown in Fig. 5 can be obtained.
  • the value of the brake-on parameter is set to 100 %.
  • the value of the power-on parameter is set to 45 %.
  • Both the values in accordance with the positive and negative line resistances of the power-off parameter and the brake-off parameter are set to 99 %. All these values are initial values.
  • the energy consumption is 1156; the number of notch switching times is 15; and the running time error is -5.616 sec.
  • the time fitting means 5 adjusts the running time.
  • the time fitting means 5 determines the running time error of the running-pattern obtained by the running simulation means 3.
  • the upper limit speed adjusting means 6 adjusts the upper limit speed in accordance with the error and outputs a new upper limit speed to the running simulation means 3.
  • the running simulation means 3 repeatedly simulates the running simulation. Adjusting of the upper limit speed and the running simulation are repeated until the running time error comes in the allowable range.
  • the upper limit speed adjusting means 6 increases or decreases the upper limit speed at the convex portion shown in Fig. 5 in the range below the restricted speed in accordance with the running time error which is positive or negative, respectively. Thus, the upper limit speed adjusting means 6 obtains a new upper limit speed. Since the individual values of the notch switching parameters have been fixed, when the upper limit speed is decreased, the maximum running speed is decreased and thereby the running time is prolonged. On the other hand, when the upper limit speed is increased, the maximum running speed is increased and thereby the running time is shortened.
  • reference numeral 122 is a backward brake curve.
  • Reference numeral 123 is a backward power curve.
  • Reference numeral 124 is an upper limit speed which has not been adjusted (this speed is equal to the restricted speed).
  • Reference numeral 125 is an upper limit speed which has been adjusted.
  • the energy consumption is 705; the number of notch switching times is 15; and the running time error is -0.099 sec.
  • the pattern optimizing means 7 adjusts the notch switching parameters so as to optimize the running-pattern.
  • the pattern optimizing means 7 determines situations of the notch switching and the evaluation functions varying of the running-pattern adjusted by the time fitting means 5.
  • the parameter adjusting means 8 adjusts the notch switching parameters so that the values of the evaluation functions are decreased.
  • New notch switching parameters are sent to the running simulation means 3.
  • the running simulation means 3 repeatedly simulates the running simulation. The adjusting of the notch switching parameters, the running simulation, and, when necessary, the adjusting of the upper limit speed are repeated until the values of the evaluation functions become minimal.
  • the parameter adjusting means 8 adjusts the notch switching parameters in accordance with a rule based on situations of the notch switching and evaluation functions varying or by using an AI (Artificial Intelligence) system so as to the values of the evaluation functions decrease.
  • AI Artificial Intelligence
  • the user can manually adjust the notch switching parameters. As the number of switching times of notches caused by notch switching criteria speeds other than backward curves decreases, the riding comfort is improved. In addition, since the wasteful accelerating is decreased, energy consumption is also decreased.
  • notch switching parameters are selected to be adjusted at the same time.
  • the power-off parameter and the brake-off parameter two individual values in accordance with the cases where the line resistance is positive or negative are independently adjusted.
  • an optimal running-pattern 131 suitable to the condition of the line resistance can be obtained as shown in Fig. 7.
  • reference numeral 132 is a backward brake curve.
  • Reference numeral 133 is a backward power curve.
  • Reference numerals 134 and 135 are an upper limit speed which has not been adjusted and an upper limit speed which has been adjusted, respectively.
  • the individual value of the brake-on parameter is 100 %.
  • the individual value of the power-on parameter is 45 %.
  • the individual value of the power-off parameter in the case where the line resistance is positive is 98 %.
  • the individual value of the power-off parameter in the case where line resistance is negative is 91 %.
  • the individual value of the brake-off parameter is 99 % regardless of whether the line resistance is positive or negative.
  • the energy consumption is 896; the number of notch switching times is 5; and the running time error is 0.138 sec.
  • reference numeral 142 is a backward brake curve.
  • Reference numeral 143 is a backward power curve.
  • Reference numerals 144 and 145 are an upper limit speed which has not been adjusted and an upper limit speed which has been adjusted, respectively.
  • the individual value of the brake-on parameter is 100 %.
  • the individual value of the power-on parameter is 45 %.
  • the individual value of the power-off parameter is 93 %.
  • the individual value of the brake-off parameter is 99 %.
  • the energy consumption is 905; the number of notch switching times is 7; and the running time error is -0.057 sec.
  • the line condition is considered in the notch switching parameters (as shown in Fig. 7)
  • the number of times where an unnecessary brake operation is used is reduced in comparison with the case where the line condition is not considered (as shown in Fig. 8), and the energy consumption is reduced by 1 %.
  • a running-pattern for a train to run with small energy consumption and riding comfort in conformity with a predetermined running distance, a predetermined running time, and a restricted speed can be easily, quickly, and securely obtained.
  • a running-pattern for a schedule restoration running operation can be obtained.
  • the apparatus in accordance with the present invention can be used when a train schedule is revised or when a new line schedule is created.
  • an optimal running-pattern has been input to an automatic train operation system as a target running-pattern, when a train is controlled to track this pattern, it can run with small energy consumption and riding comfort in conformity with the designated running distance, the designated running time, and the designated restricted speed.
  • the third embodiment is an optimal running-pattern calculating system which is provided with the optimal running-pattern calculating apparatus of the first embodiment or the second embodiment.
  • Fig. 10 is a block diagram showing a stationary optimal running-pattern calculating system.
  • the optimal running-pattern calculating system comprises a database 202, an interface 201, a running-pattern calculating unit 203 (which has been described in the first and second embodiments), a storing unit 204, and an output unit 205.
  • the database 202 stores operation condition data (for example train numbers and running schedules), line data (for example, station names, the distance between each station, grades, curves, branches, and restricted speeds), and car data (for example, the weight and length of each car, the composition of each train, the acceleration and deceleration of each train, the formulas of grade resistance, curve resistance, and running resistance for each weather condition, passenger capacity and the crowdedness of each time zone).
  • operation condition data for example train numbers and running schedules
  • line data for example, station names, the distance between each station, grades, curves, branches, and restricted speeds
  • car data for example, the weight and length of each car, the composition of each train, the acceleration and deceleration of each train, the formulas of grade resistance, curve resistance, and running resistance for each weather condition, passenger capacity and the crowdedness of each time zone.
  • the running-pattern calculating unit 203 uses these data to calculate a running-pattern. These data can be referenced when necessary.
  • a storage medium such as an IC card can be used
  • the user can easily perform the following operation through an operation screen such as shown in Fig. 11 with an input device such as a mouse and/or a keyboard:
  • the running-pattern calculating unit 203 calculates a running-pattern for a train to run with riding comfort and small energy consumption in a predetermined running time in an section designated by the interface 201 in accordance with data being read from the database 202.
  • the storing unit 204 stores the running-pattern calculated by the running-pattern calculating unit 203.
  • the output unit 205 outputs the running-pattern which is calculated by the running-pattern calculating unit 203 or stored in the storing unit to an ATO system 213 on the train through a storage medium such as an IC card or a communication system 212.
  • the user designates a section for calculating a running-pattern.
  • the user inputs data of a line name, an operation type, and a running section, data of a running section and a train number, or data of a running section and a departure time.
  • the user designates a running-pattern for a train to run at what time and in what section.
  • the user can also change the car type, weather condition, the type of the running-pattern of standard/fast/slow/fastest, and the conditions of the running-pattern and the initial values of the notch switching parameters.
  • the type of the running-pattern can be changed to standard/fast/slow/fastest so as to select a target running-pattern in accordance with the deviation from the running schedule.
  • the user can designate the length of time to be changed or the ratio of the time to the running time.
  • a condition inputting sub-window as shown in Fig. 12 is open.
  • the user can change a margin to a restricted speed, notches for the power/brake for use in creating a running-pattern, a tracking margin in a pattern tracking operation, and a time fitting accuracy from their default values.
  • the margin to the restricted speed is a speed difference to be provided between a running speed and a restricted speed so as to tolerate a small amount of deviation from the running-pattern in the pattern tracking operation.
  • the value of the speed difference or percentage to the restricted speed is input.
  • one notch for the power and two notches for the brake which are a stop type and a deceleration type are chosen.
  • the deceleration type brake is used to prevent the running speed from exceeding an upper limit speed. It is necessary to designate a lower brake notch as the deceleration type brake notch than the stop type brake notch so as to prevent the riding comfortableness from degrading.
  • one power notch with a number "4" is shown to be used in creating a running-pattern.
  • two brake notches with numbers "2" and "5" are shown to be used in creating a running-pattern.
  • the tracking margin defines a margin of running-pattern which offsets an outer disturbance in a pattern tracking operation.
  • the tracking margin is increased, the time for which a weak brake is used to improve the riding comfort at the last of the stop brake (just before the train stops) is prolonged. Then, if the running of a real train largely deviates from the running-pattern due to an outer disturbance in the pattern tracking operation, the margin which offsets the deviation becomes large.
  • the time fitting accuracy defines the accuracy of a running time with the size of permissible error or percentage to the running time.
  • the initial values of the notch switching parameters for the brake-on (deceleration brake start) speed and the power-on speed can be designated by raising/lowering the bars for these parameters on the interface 201 or by inputting these values therefrom.
  • the user After the conditions of the running-pattern have been set, by selecting the calculation button on the interface 201, the user commands the calculation of the running-pattern.
  • the running-pattern calculating unit 203 reads required data from the database 202 and calculates the running-pattern in the nearly same manner as that of the first embodiment shown in Fig. 1.
  • the running simulation means 3 simulates the running of a train by using various data received from the input means 1, backward curves, one set of notch switching parameters, and upper limit speeds and calculates a running-pattern for the train to run for a predetermined running distance at a speed below a restricted speed.
  • the initial value of a upper limit value is a value where a margin designated through the interface 201 is subtracted from a restricted speed.
  • the resultant value is input from the parameter initializing means 10 to the running simulation means 3. From points where the upper limit speed increases, backward power curves are obtained. From points where the upper limit speed decreases and at the end point, backward brake curves are obtained. These curves are input from the backward curve calculating means 4 to the running simulation means 3.
  • the running-pattern is drawn along this curve.
  • backward neutral curves are obtained.
  • a running-pattern is created. In this case, since unnecessary switching of notches is not performed, a running-pattern for a train to run with riding comfort can be obtained. In addition, since the number of adjusting times of notch switching parameters is decreased, the running-pattern can be more effectively calculated.
  • the notch switching parameters which consist of four parameters of power-on/off and brake-on/off are criteria for switching notches.
  • the individual value of each parameter is represented with percentage to an upper limit value.
  • the individual value is uniquely defined between a station and the next station.
  • the power-off parameter and the brake-off parameter have two values in accordance with the cases where the speed of the train increases or decreases in the neutral state, respectively.
  • the notches are switched in accordance with notch switching criteria speeds which are obtained by multiplying the upper limit speed at a point the train is running by the individual values of notch switching parameters.
  • a brake with a weak notch is used so as to not degrade the riding comfort.
  • the weak notch is used so that when the train stops, the riding comfort thereof is not degraded.
  • the switching to the weak brake provides a margin which offsets the deviation.
  • the time fitting means 5 adjusts the upper limit speed. Thereafter, the running simulation means 3 recalculates the running-pattern. These operations are repeated so that the simulated running time fits that designated.
  • the pattern optimizing means 7 adjusts the notch switching parameters in accordance with the line data and the car data so that the values of the evaluation functions with respect to the energy consumption and riding comfortableness become minimal.
  • the running simulation means 3 repeatedly calculates the running-pattern. These operations are repeated until an optimal running-pattern for the train to run with small energy consumption and riding comfort and in conformity with the restricted conditions such as running distance, running time, and restricted limit can be obtained.
  • the optimal running-pattern can be quickly and securely calculated.
  • each notch switching parameter has an individual value constant between a station and the next station as criteria for switching the notches.
  • the values of the parameters are represented with percentage (%) to an upper limit speed, the parameters can be effectively adjusted and thereby a running-pattern can be optimized.
  • the user switches the adjustment mode from the automatic mode to the manual mode through the interface 201. Thereafter, the user designates the values of the notch switching parameters and commands the running-pattern calculating unit 203 to calculate the running-pattern. Alternatively, the user designates notch switching points on a run curve display area (Fig. 11) of the interface 201 and commands the running-pattern calculating unit to calculate a running-pattern. Thus, the running-pattern is calculated.
  • the running-pattern obtained is displayed on the screen of the interface 201 as a run curve along with a restricted speed, grades and curves of line, and so forth.
  • the result of the notch switching parameters adjusted is also displayed on the screen of the interface 201.
  • the running-pattern is repeatedly calculated.
  • the resultant data is output to the ATO system 213 on the train through the storing unit 204, the output unit 205, and a storage medium such as an IC card or the communication system 212.
  • the running-pattern data consists of a running section, a running distance, a running time, a running-pattern type (standard/fast/slow/fastest), a weather condition, positions of notch switching points, a time, a speed, notches for use, and run curve data (a position, a time, a speed, and output/effective torques of driving/braking units).
  • the running-pattern stored in the storing unit 204 can be displayed on and read by a command through the running-pattern reading sub-window of the interface 201 (see Fig. 13).
  • the destination of the output of the running-pattern data can be changed from the storing unit to the output unit or vice versa.
  • the running-pattern stored in the storing unit 204 can be read and output to the IC card or the communication system 212.
  • the running-pattern data stored in the storage medium such as an IC card is output from a card read unit disposed in the ATO system 213 of the train. This data is used as a target running-pattern.
  • data stored in the database 202 can be modified through the interface 201.
  • the optimal running-pattern calculating system which is mounted on a train 210 comprises an interface 201, a database 202, a running-pattern calculating unit 203, a storing unit 204, and an output unit 205.
  • the running-pattern calculating unit 203 is connected to a communication system 223. Through the communication system 223, the position and speed of a preceding train 225 can be obtained.
  • running schedule change data and temporarily restricted speed data can be received from an operation management system 224.
  • the position and speed of the train 210 can be sent to a following train and the operation management system 224.
  • the database 202 stores line data such as station names, the distance between each station, grades, curves, branches, and restricted speeds.
  • a storage medium such as an IC card 209 stores operation condition data (for example, train numbers and operation schedules) and car data (for example, the weight and length of each car, the composition of each train, acceleration, and deceleration thereof, a grade resistance formula, a curve resistance formula, a running resistance formula according to each weather condition, passenger capacity, the crowdedness of each time zone, and so forth. These data can be referenced when necessary.
  • the user can perform the following operations:
  • the running-pattern calculating unit 203 calculates a target running-pattern for the next section between next two stations in accordance with the data being read from the database 202 and the storage medium such as the IC card while the train is running or stopping at a station.
  • the running-pattern calculating means 203 calculates a running-pattern for the section from the present position to the next station by using a running simulation of the train in accordance with the data being read from the database 202 and the storage medium such as the IC card.
  • the storing unit 204 stores the running-pattern calculated by the running-pattern calculating unit 203.
  • the output unit 205 outputs the running-pattern which calculated by the running-pattern calculating unit 203 and stored in the storing unit 204 to a tracking control unit.
  • the motorman inputs the current weather condition and deviation from the running schedule when necessary.
  • the motorman can change the conditions with respect to the running-pattern and the initial values of the notch switching parameters through the interface 201. After the required conditions have been set, the motorman commands the running-pattern calculating unit 203 to calculate the running-pattern.
  • a running-pattern is recalculated by using the distance to the preceding train 225 automatically or in the judgement of the motorman.
  • the running-pattern is recalculated by using information received from sensors automatically or in the judgement of the motorman.
  • the running-pattern is recalculated automatically.
  • the motorman issues a command of a recalculation, the command is sent from the interface 201 to the running-pattern calculating unit 203.
  • the command is sent from the tracking control unit or the communication system 223 to the running-pattern calculating unit 203.
  • the running-pattern calculating unit 203 When receiving the command of the calculation of the running-pattern from the interface 201, the running-pattern calculating unit 203 reads required data from the database 202 and the storage medium such as the IC card 209. With these data, the running-pattern calculating unit 203 calculates a running-pattern for the next section between next two stations.
  • the running-pattern calculating unit 203 calculates a running-pattern in accordance with data being read from the database 202 and the storage medium such as the IC card 209 and data received from the communication system 223 and the monitor unit 208 so that the train does not approach the preceding train 225 and so that the conventional running schedule can be restored or so that the train can run in a temporary running time received from the operation management system 224 through the communication system 223.
  • the running-pattern obtained by the running-pattern calculating unit 203 is displayed on the screen of the interface 201 as a run curve along with a restricted speed, grades and curves of line, and so forth.
  • the result of the notch switching parameters adjusted is also displayed on the screen of the interface 201.
  • the running-pattern is repeatedly calculated.
  • the data of the resultant running-pattern is output from the running-pattern calculating unit 203 to the storing unit 204.
  • the running-pattern data consists of a running section, a running distance, a running time, a running-pattern type (standard/fast/slow/fastest), a weather condition, positions of notch switching points, a time, a speed, notches for use, and run curve data (a position, a time, a speed, and output/effective torques of driving/braking units).
  • the output unit 205 receives the data of the running-pattern from the storing unit 204 and then outputs the data to the tracking control unit 207.
  • the tracking control unit 207 controls the running of the train in accordance with the running-pattern.
  • the data of the database 202 can be modified through the interface 201 in the case that the line condition is changed.
  • the optimal running-pattern calculating system can be used properly as the stationary system and the on-board system.
  • a target running-pattern which has been calculated by the stationary optimal running-pattern calculating system (Fig. 10) is usually read from the storage medium. Only the recalculation of the running-pattern is performed by the on-board optimal running-pattern calculating system (see Fig. 14).
  • a running-pattern for a train to run with small energy consumption and riding comfortableness in conformity with a designated schedule can be easily, quickly, and securely obtained.
  • a train which runs in a designated running time with riding comfort can be automatically operated to track a target running-pattern.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Claims (9)

  1. Dispositif de calcul de configuration de déplacement optimale de train comprenant :
    - un moyen d'entrée (1) pour entrer des données de ligne et des données de véhicule;
    - un moyen de calcul de courbe vers l'arrière (4) pour la génération de courbes vers l'arrière comprenant des courbes de freinage vers l'arrière (12, 102) formées chacune d'une courbe de déplacement représentant un train dans une état d'activation de freinage et calculées vers l'arrière à partir d'un point respectif (a, b) sur une courbe prédéterminée de vitesses limites (14, 104) représentant les vitesses limites supérieures sur la ligne où une vitesse limite supérieure (14, 104) a diminué, et des courbes de puissance vers l'arrière (13, 103) formées chacune d'une courbe de déplacement représentant un train dans un état d'activation de puissance et calculées vers l'arrière à partir d'un point respectif (c) sur ladite courbe de vitesses limites où une vitesse limite supérieure augmente;
    - un moyen d'initialisation de paramètre (10) pour établir des paramètres de commutation de phase et lesdites vitesses limites supérieures, lesdits paramètres de commutation de phase comprenant respectivement un paramètre d'activation de freinage, un paramètre de coupure de puissance, un paramètre de coupure de freinage et un paramètre d'activation de puissance définissant, lors d'une simulation du déplacement du train, des vitesses exprimées sous la forme d'un pourcentage de la vitesse limite supérieure, pour lesquelles, lorsque la vitesse du train augmente, les freins doivent être activés et la puissance doit être coupée, et lorsque la vitesse du train diminue, les freins doivent être coupés et la puissance doit être activée;
    - un moyen de simulation de déplacement (3) pour simuler le déplacement du train à l'aide des données reçues du moyen d'entrée, des courbes vers l'arrière reçues du moyen de calcul de courbes vers l'arrière, et des paramètres de commutation de phase et des vitesses limites supérieures reçus du moyen d'initialisation de paramètre de façon à calculer la configuration de déplacement optimale pour ledit train, le train se déplaçant sans dépasser les vitesses limites supérieures sur une distance de déplacement prédéterminée, moyen dans lequel, lors de la simulation de déplacement, lorsque la courbe de déplacement simulée du train coupe une courbe de puissance ou de freinage vers l'arrière, la courbe de déplacement suit cette courbe de puissance ou de freinage vers l'arrière, et dans lequel, à partir d'un point où la vitesse limite supérieure augmente et une courbe de freinage vers l'arrière coupe la vitesse limite supérieure accrue, on obtient une courbe neutre vers l'arrière, la configuration de déplacement étant créée le long de ces courbes;
    - un moyen d'établissement de fonction d'évaluation (2) pour établir des fonctions d'évaluation concernant la consommation d'énergie et le confort de marche selon les diverses données reçues dudit moyen d'entrée; et
    - un moyen de calage dans le temps (5) pour amener le moyen de réglage de vitesse limite supérieure (6) à régler les vitesses limites supérieures et amenant ledit moyen de simulation de déplacement (3) à recalculer ladite configuration de déplacement lorsque le temps de déplacement calculé par ledit moyen de simulation de déplacement sort d'un intervalle admissible prédéterminé pour le temps de déplacement.
  2. Dispositif de calcul de configuration de déplacement optimale de train selon la revendication 1, dans lequel ledit moyen d'établissement de fonctions d'évaluation (2) comprend un moyen de modification de pondération (2a) pour établir et modifier la pondération des éléments d'évaluation en ce qui concerne la consommation d'énergie et le confort de marche.
  3. Dispositif de calcul de configuration optimale selon la revendication 1, dans lequel les paramètres de commutation de phase entrés dans ledit moyen de simulation de déplacement présentent une pluralité de valeurs individuelles vers la vitesse limite supérieure et dans lequel certains éléments desdits paramètres de commutation de phase ont une pluralité de valeurs individuelles selon une résistance de ligne.
  4. Dispositif de calcul de configuration optimale selon la revendication 3, dans lequel lesdites paramètres de commutation de phase comprennent quatre paramètres dont un paramètre d'activation de freinage, un paramètre d'activation de puissance, un paramètre de coupure de freinage et un paramètre de coupure de puissance, les paramètre de coupure de puissance et de coupure de freinages présentant deux valeurs individuelles selon les cas où la résistance de ligne est respectivement positive ou négative.
  5. Système de calcul de configuration de déplacement optimale, muni du dispositif de calcul de configuration de déplacement optimal selon l'une quelconque des revendications 1 à 5, comprenant :
    - une base de données (202) et/ou un support de stockage pour le stockage des données de ligne, des données de véhicule et des données de conditions de fonctionnement ;
    - une unité de calcul de configuration de déplacement (203) pour le calcul d'une configuration de déplacement pour un train se déplaçant dans une section prédéterminée entre un temps de déplacement prédéterminé selon lesdites données de ligne, lesdites données de véhicule et lesdites données de conditions de fonctionnement reçues de ladite base de données et/ou dudit support de stockage ; et
    - une interface (204) pour générer une commande de calcul de configuration de déplacement vers ladite unité de calcul de configuration de déplacement et pour afficher la configuration de déplacement obtenue.
  6. Système de calcul de configuration de déplacement optimale selon la revendication 5, comprenant, de plus, une unité de sortie (205) pour fournir la configuration de déplacement obtenue à l'aide de ladite unité de calcul de configuration de déplacement à un système externe de communication (212).
  7. Système de calcul de configuration de déplacement optimale selon la revendication 6, comprenant, de plus, une unité de stockage (204) pour le stockage temporaire de la configuration de déplacement obtenue à l'aide de ladite unité de calcul de configuration de déplacement et pour fournir la configuration de déplacement à ladite unité de sortie.
  8. Système de calcul de configuration de déplacement optimale selon la revendication 5, comprenant un système de communication (223) pour générer des données sur la position et la vitesse d'un train précédent et des données de gestion de fonctionnement vers ladite unité de calcul de configuration de déplacement, dans lequel ladite base de données et/ou ledit support de stockage, ladite unité de calcul de configuration de déplacement et ladite interface sont montées dans ledit train (210).
  9. Système de calcul de configuration de déplacement optimale selon la revendication 8, comprenant, de plus, une unité de sortie (205) pour fournir la configuration de déplacement obtenue à l'aide de ladite unité de calcul de configuration de déplacement vers l'extérieur via une unité de stockage (204).
EP92118189A 1991-10-25 1992-10-23 Appareil de calcul d'un plan de roulage optimal d'un train et système qui s'y rapporte Expired - Lifetime EP0539885B1 (fr)

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DE69219272D1 (de) 1997-05-28
DE69219272T2 (de) 1997-09-25
EP0539885A2 (fr) 1993-05-05
EP0539885A3 (fr) 1994-02-23

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