EP2669142A2 - Fahrzeugsystem - Google Patents

Fahrzeugsystem Download PDF

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Publication number
EP2669142A2
EP2669142A2 EP13169545.4A EP13169545A EP2669142A2 EP 2669142 A2 EP2669142 A2 EP 2669142A2 EP 13169545 A EP13169545 A EP 13169545A EP 2669142 A2 EP2669142 A2 EP 2669142A2
Authority
EP
European Patent Office
Prior art keywords
time
station
train
savable
vehicle system
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP13169545.4A
Other languages
English (en)
French (fr)
Inventor
Atsushi Oda
Yutaka Sato
Tsutomu Miyauchi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hitachi Ltd
Original Assignee
Hitachi Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hitachi Ltd filed Critical Hitachi Ltd
Publication of EP2669142A2 publication Critical patent/EP2669142A2/de
Withdrawn legal-status Critical Current

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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
    • 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

Definitions

  • the present invention relates to a vehicle system.
  • Patent Document 1 As a technological field for realizing energy saving by power running control between stations when the train starts early, there is JP-A-5-124514 (Patent Document 1).
  • the publication describes that "even when the vehicle 1 starts early, similarly, the power running time Tv can be obtained easily according to Figs. 3 and 4 , and further, the power running time may be received at the vehicle side from the controller 5 and displayed in the display part at the vehicle side or the like, and the driver may perform power running operation according to the displayed power running time" ( JP-A-5-124514 , paragraph [0024]).
  • the running time between stations and the energy consumption have a relationship of an energy consumption curve 101 shown in Fig. 9 .
  • the running time between stations is simply increased, the increase may cause influences such that the journey time increases and it becomes hard to take or necessary to adjust the time for connection to another line due to the increase of the journey time. Accordingly, it is desirable that the running time between stations is increased while the departure time is maintained.
  • Patent Document 1 there have been problems in convenience that the energy saving may be realized only in the case of an early start such that the train starts ahead of time, and, when the early start is executed, the passenger who has come in time for the departure time misses the train.
  • an object of the invention is to provide a vehicle system that realizes energy saving while maintaining the departure time.
  • the invention includes a next station detecting unit configured to detect a station at which a train will stop next, and further includes, on the basis of number of passengers information of the station as the next stop, a running speed pattern determining unit configured to determine a running speed pattern between stations from a station that the train arrives and the station as the next stop, or a vehicle speed determining unit configured to determine the maximum speed of the train between the stations.
  • a vehicle system that reduces loss due to running resistance and realizes energy saving while maintaining the departure time may be provided.
  • Fig. 1 is an apparatus configuration diagram of Embodiment 1, and an example of the configuration of the invention will be explained using Fig. 1 .
  • a savable time determination unit 201 determines a savable time 251 in the next station at the current time. Specifically, the time periods with larger numbers and smaller numbers of passengers are previously extracted from statistical data showing the relationship between the time and the number of passengers. The length of the time period to be extracted may be arbitrarily set. For example, resolution of only rush-hours and off-hours may be set, or the length may be set to one hour. The time that can be saved in the stoppage time is previously defined as the savable time 251 with respect to each time period. The savable time determination unit 201 transmits the savable time 251 to a running pattern determination unit 202.
  • the running pattern determination unit 202 determines a running pattern with respect to each section between stations from the savable time 251 and the vehicle weight.
  • the running pattern determination unit 202 transmits a determined running pattern 252 to a display device 203.
  • the display device 203 informs the driver of the running pattern 252 by displaying it on the screen. Note that the informing method may not only by display on the screen but also by sound.
  • Fig. 2 shows a flow of processing within the savable time determination unit 201 in Fig. 1 .
  • the savable time is determined at steps 301 to 304 in Fig. 2 .
  • Step 301
  • the current time is acquired.
  • the current time is acquired from a vehicle controller or the like.
  • the process moves to step 302.
  • the next station is detected from the current location of the train itself and station location information.
  • the current location is calculated by acquisition of the vehicle speed from a speed sensor and time integration of the vehicle speed.
  • the current location is corrected at predetermined mileage of the stop at each time when the train stops at the station, and thereby, the current location may be accurately estimated.
  • the current location may be corrected by communication using GPS or wireless communication. In the invention, any method may be used as long as the next station may be specified.
  • Step 303
  • Time adjustment data is acquired.
  • the time adjustment data is savable time by time period information in which the savable time is defined with respect to each time period.
  • the data is held with respect to each section between stations, and the data is acquired using a communication unit (not shown). The process moves to step 304.
  • Step 304
  • Step 305
  • the savable time is transmitted to the running pattern determination unit.
  • the time adjustment data at step 303 may be held with respect to each station, or a control office may be provided at outside of train and the control office may hold the data. In the case where the control office is provided, the data may be shared by communication between two of the train and the control office or among three of the train, the station, and the control office.
  • the calculation method includes a method of calculating it from experimental data obtained in actual apparatus tests and a method of theoretically calculating it from the door area and the movement speed of people. In the invention, any method may be used as long as the relationship between the number of passengers and the time necessary for the number of passengers to board and exit may be grasped.
  • the calculated number of passengers is used as a reference number of passengers.
  • the changes 401 of the number of passengers per day obtained from the statistical data are as shown in Fig. 3 .
  • the savable time in the time periods 403, 405 is defined to be 10 seconds in the time adjustment data.
  • a plurality of the reference numbers of passengers are set, further energy saving may be realized.
  • only one reference number of passengers is set, and the savable time is zero seconds for the stations requiring 20 seconds or more for boarding and exiting.
  • Fig. 4 shows the case where a plurality of the reference numbers of passengers are set.
  • the number of passengers who can board and exit in 25 seconds is defined as a second reference number of passengers 503. In this case, if changes 501 of the number of passengers are as shown in Fig.
  • time periods 505, 507, 509 in which the savable time is five seconds are newly generated and the time periods in which energy-saving operation can be performed increase. Note that, obviously, in the case where the number of passengers is even smaller, the stoppage time is further shortened, and the energy-saving effect may be greater.
  • the savable time may be calculated from the number of passengers with respect to each time period.
  • the time adjustment data may be created with respect to each weather or event. Further, in the case of the station connecting to another line, the time adjustment data may be created inconsideration of the timetable of the other line. Furthermore, the statistical data that has once been created may be updated. By updating of the statistical data, the savable time further adapted to the new environment may be calculated. In this case, the new data may be added to the statistical data as it is, or the old data may be deleted when the new data is added.
  • Fig. 6 shows a flow of processing within the running pattern determination unit 202 in Fig. 1 .
  • the running pattern is determined at steps 701 to 705 in Fig. 6 .
  • next station is fixed from the current location of the train itself and the station location information.
  • the process moves to step 702.
  • the next station information fixed at step 302 may be acquired from the savable time determination unit 201.
  • the next station information is transmitted.
  • the savable time is acquired from the savable time determination unit 201.
  • the process moves to step 703.
  • the vehicle weight is calculated.
  • the vehicle weight is calculated using a value of a weight sensor mounted on the vehicle, for example, a pressure sensor provided within an air spring.
  • the process moves to step 704.
  • the running pattern to the next station is acquired from the savable time and the vehicle weight.
  • the process moves to step 705.
  • the running pattern is transmitted to the display device.
  • the running pattern is calculated in advance with respect to each vehicle weight and each savable time, and held in the running pattern determination unit as a table.
  • the running pattern notches as notch information of levers of a master controller provided on the cab and speed ranges for handling the notches are described.
  • the notches and the sections (locations) for handling the notches, torque or tractive force necessary for fulfillment of the running patterns, location-speed patterns, time-speed patterns, or threshold values of the maximum speed may be used.
  • another method of holding the running patterns than the method using the table may be used, and the running patterns may be determined in real time from an equation of motion.
  • any method of describing, any method of holding, and any location for holding the running patterns may be used as long as the running method to the next station may be grasped.
  • the classification by vehicle weight is not made, but the running patterns may be acquired according to the savable times. In this case, the device and computation for calculating the vehicle weight becomes unnecessary and the cost may be suppressed.
  • the adjustment of the running pattern according to the savable time is important.
  • the running speed pattern between stations may be generated from the savable time, or the maximum speed between stations may be set from the savable time. If it is possible to increase the running time between stations, the maximum speed may be reduced, and thus, the energy consumption may be reduced while the departure time is kept. Therefore, the running pattern determination unit 202 may be either a unit configured to determine the pattern of the running speed or a unit configured to determine the maximum speed between stations.
  • Fig. 7 shows an example of a display method in the display device 203.
  • the display device 203 includes an area 801 for displaying the voltage of an electrical storage device as a power supply of the controller, an area 802 for displaying overhead wire voltages used as a power source of the vehicle, an area 803 for displaying operating conditions and failure conditions of various apparatuses mounted on the vehicle, an area 804 for displaying the vehicle speed, an area 805 for displaying brake notches as notch information of a brake lever of the main controller provided on the cab, an area 806 for displaying the operating condition of the air brake, an area 807 for displaying the running pattern, etc.
  • the area 807 for displaying the running pattern may display the pattern of the running speed or the maximum speed.
  • the display device 203 such as areas for displaying the operating condition of the door unit of the vehicle, the operating condition of the air-conditioner, and the running timetable may be set. That is, any configuration of the other display areas may be employed as long as the area for displaying the running pattern may be secured. Further, any numbers of the display devices 203 and the running pattern display areas 807 may be provided. Furthermore, the display of the running pattern may use another than the notches and the speed ranges for handling the notches, the notches and the sections (locations) for handling the notches, torque or tractive force necessary for fulfillment of the running patterns, location-speed patterns, or time-speed patterns may be used.
  • the savable time determination unit 201, the running pattern determination unit 202, and the display device 203 are mounted on the train, however, even when they are mounted on the station or the control office, the effects of the example may be achieved.
  • the data communication unit may use wireless or wired communication.
  • Embodiment 1 the number of passengers in the next station is predicted from the statistical data, and, in Embodiment 2, the number of passengers of the preceding train is used.
  • Fig. 8 shows a system configuration of Embodiment 2.
  • a first train 901 makes inquiries to an information control device 902 about the number of passengers in the next station.
  • the information control device 902 transmits 905 the number of passengers of a second train 903 as the latest train of the trains that have left the next station to the first train.
  • the information control device 902 receives 904 the number of passengers from the train.
  • the train transmits the number of passengers to the information control device 902 when leaving the station.
  • the second train 903 calculates the number of passengers from the value of the weight sensor mounted on the vehicle, for example, the pressure sensor provided within the air spring. Note that, in the invention, the conversion from the pressure sensor value into the number of passengers may be performed using any convertor of the second train 903, the first train 901, the information control device 902, or the like. Further, the information control device 902 may be installed in any location.
  • the subsequent control is the same as that of Embodiment 1.
  • the effects of the embodiment may be achieved even when the train receiving the number of passengers is not the latest train. Further, the average value of the numbers of passengers of the trains that have left the next station may be used, or the number of passengers of the train in the same time period in another day may be used. In the case where other information than the information of the most recent train is used, the fluctuation range of the savable time becomes smaller and advantageous stability is obtained.
  • next station information not only on the next station but also on the savable time in the station subsequent to the next station (for example, the station after the next) or the like may be used. Thereby, the savable time after the next station is available more earlier.
  • the number of passengers in the next station is predicted from the statistical data, and, in Embodiment 3, door open time information of the preceding train is used.
  • the system configuration may be realized by Fig. 8 like Embodiment 2.
  • the door open time is the length of time in which the passenger door of the train is open.
  • the train as an object of energy-saving operation makes inquiries to the information control device about the door open time information in the next station when the next station is fixed.
  • the information control device transmits the door open time information of the preceding train as the latest train of the trains that have left the next station to the train as the object.
  • the subsequent control is the same as that of Embodiment 1.
  • the preceding train is the latest train that has left the next station.
  • the average value of the numbers of passengers of the trains that have left the next station or the number of passengers of the train in the same time period in another day may be used.
  • the fluctuation range of the savable time becomes smaller and advantageous stability is obtained.
  • the number of passengers in the next station is predicted from the statistical data, and, in Embodiment 4, camera information of the next station is used. Images of the locations near the passenger doors are taken by cameras provided on the platform of the station or the train. From the camera information, the time from start to finish of boarding and exiting may be calculated, or the number of passengers may be calculated by image analysis. The subsequent control is the same as that of Embodiment 1.
  • Embodiments 1 to 4 when the number of passengers in the next station is smaller, the running time between stations is adjusted to be longer for energy saving, and obviously, in the invention, when the number of passengers in the next station is larger and the savable time is negative, the method of adjusting the running time between stations to be shorter for control the accurate departure time may be used.
  • some of the number of passengers information in the next station, the number of passengers information of the preceding train, the door open time information of the preceding train, the camera information of the next station as the information used in Embodiments 1 to 4 may be combined for use. Some pieces of the information are used, and thereby, more reliable information may be obtained, and the reliability of the control may be improved.
  • Embodiments 1 to 4 have been explained on the assumption that the driver performs operation of the train, however, in the case where a device for automatically driving the train such as an automatic train operation is mounted, the same effects may be obtained if the running pattern is transmitted to the automatic train operation.

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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)
EP13169545.4A 2012-05-30 2013-05-28 Fahrzeugsystem Withdrawn EP2669142A2 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2012122615A JP5930846B2 (ja) 2012-05-30 2012-05-30 車両システム

Publications (1)

Publication Number Publication Date
EP2669142A2 true EP2669142A2 (de) 2013-12-04

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EP13169545.4A Withdrawn EP2669142A2 (de) 2012-05-30 2013-05-28 Fahrzeugsystem

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EP (1) EP2669142A2 (de)
JP (1) JP5930846B2 (de)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2778014A1 (de) * 2013-03-15 2014-09-17 ALSTOM Transport SA Verfahren zur Steuerung des Verkehrs auf einer automatischen Metrolinie und entsprechendes System
FR3038284A1 (fr) * 2015-07-03 2017-01-06 Metrolab Procede et systeme de gestion du trafic d'une ligne de vehicules circulant entre plusieurs stations d'arret
CN108515990A (zh) * 2018-03-29 2018-09-11 上海工程技术大学 一种地铁车厢载客情况检测播报系统及方法
CN109131451A (zh) * 2018-07-27 2019-01-04 同济大学 无惰行工况的高速列车快速并节能运行控制方法
CN112124379A (zh) * 2020-09-29 2020-12-25 合肥工业大学 一种基于地铁客流分析的站台引导方法

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6279375B2 (ja) * 2014-03-25 2018-02-14 三菱重工業株式会社 車両制御装置、交通システム、車両制御方法及びプログラム
JP6275599B2 (ja) * 2014-09-09 2018-02-07 株式会社日立製作所 運行管理装置及び車上装置
JP6685205B2 (ja) * 2016-08-31 2020-04-22 株式会社日立製作所 列車着発時刻推定装置

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05124514A (ja) 1991-11-05 1993-05-21 Toshiba Corp 車両運行管理制御装置

Family Cites Families (7)

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JPS53131609A (en) * 1977-04-22 1978-11-16 Hitachi Ltd Method of operation control of train
JPS5736505A (en) * 1980-08-12 1982-02-27 Mitsubishi Electric Corp Automatic train operation control method
JPS6334281A (ja) * 1986-07-30 1988-02-13 三菱電機株式会社 列車遅延増大防止方式
JP2002053044A (ja) * 2000-08-09 2002-02-19 Toyota Motor Corp 自動運転車両の運行制御システム、運行管理装置及び自動運転車両
JP2003264517A (ja) * 2002-03-12 2003-09-19 Matsushita Electric Ind Co Ltd 情報配信システム
FR2845058B1 (fr) * 2002-09-26 2006-06-30 Alstom Procede de regulation d'un systeme de transport
JP5174728B2 (ja) * 2009-03-24 2013-04-03 株式会社日立製作所 列車運行予測装置

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH05124514A (ja) 1991-11-05 1993-05-21 Toshiba Corp 車両運行管理制御装置

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2778014A1 (de) * 2013-03-15 2014-09-17 ALSTOM Transport SA Verfahren zur Steuerung des Verkehrs auf einer automatischen Metrolinie und entsprechendes System
FR3038284A1 (fr) * 2015-07-03 2017-01-06 Metrolab Procede et systeme de gestion du trafic d'une ligne de vehicules circulant entre plusieurs stations d'arret
WO2017006006A1 (fr) * 2015-07-03 2017-01-12 Metrolab Procédé et système de gestion du trafic d'une ligne de véhicules circulant entre plusieurs stations d'arrêt
CN108515990A (zh) * 2018-03-29 2018-09-11 上海工程技术大学 一种地铁车厢载客情况检测播报系统及方法
CN109131451A (zh) * 2018-07-27 2019-01-04 同济大学 无惰行工况的高速列车快速并节能运行控制方法
CN112124379A (zh) * 2020-09-29 2020-12-25 合肥工业大学 一种基于地铁客流分析的站台引导方法

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Publication number Publication date
JP5930846B2 (ja) 2016-06-08
JP2013247851A (ja) 2013-12-09

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