JP2013247851A - Vehicle system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To solve a problem in a conventional vehicle system for controlling traveling speed between railway stations that energy saving is achieved only when a train departs earlier than its scheduled departure time, and the problem of inconvenience in which passengers who come in accordance with the scheduled departure time cannot ride on the train when earlier departure is executed.SOLUTION: A vehicle system includes a next station detection means for detecting a railway station where a train stops next, and further includes one of a traveling speed pattern determination means for determining a traveling speed pattern between a railway station where the train reaches and the railway station where the train stops next based on information on the number of incoming and outgoing passengers of the railway station where the train stops next, and a vehicle speed determination means for determining the maximum speed of the train between the railway stations.

Description

  The present invention relates to a vehicle system.

  In recent years, from the viewpoint of protecting the global environment, further energy saving is required for trains, and it is known that the energy consumed varies depending on the train control between stations.

  Japanese Patent Laid-Open No. 5-124514 (Patent Document 1) discloses a technical field for realizing energy saving by power running control between stations when a train departs early. According to this publication, “Even if the vehicle 1 starts early, the power running time Tv can be easily obtained in accordance with FIGS. 3 and 4, and the vehicle side receives the power running time from the control device 5 on the vehicle side. It may be displayed on a display unit or the like, and the driver may perform a power running operation based on the displayed power running time ”(Japanese Patent Laid-Open No. 5-124514, paragraph [0024]).

JP-A-5-124514

  In the train, the travel time between stations and the energy consumption have a relationship as shown in the energy consumption curve 101 shown in FIG. This is because the loss due to running resistance is reduced due to a decrease in the maximum speed between stations as the running time between stations increases. In order to reduce the loss due to running resistance and save energy, it is effective to reduce the maximum speed, and when the maximum speed is reduced, the traveling time between stations increases. That is, what is required in order to reduce the loss due to running resistance is to increase the travel time between stations or to reduce the maximum speed between stations. If you simply increase the travel time between stations, the required time will increase, the increase in the required time will result in the loss of connection to other lines or the need for adjustment. . Therefore, it is desirable to increase the travel time between stations while maintaining the departure time.

  However, in the above-mentioned Patent Document 1, there is a problem that energy can be saved only when the train departs earlier than scheduled, and convenience such that passengers who arrive at the departure time cannot get on when the early departure is performed. There was a problem.

  Accordingly, an object of the present invention is to provide a vehicle system that saves energy while maintaining the departure time.

  In order to solve the above-mentioned problem, the present invention has a next station detecting means for detecting a station where a train stops next, and a station where the train arrives based on passenger number information of the next station where the train stops. Further comprising: a traveling speed pattern determining means for determining a traveling speed pattern between stations from the station to the next stop station, or a vehicle speed determining means for determining a maximum speed of the train between the stations. Features.

  ADVANTAGE OF THE INVENTION According to this invention, the vehicle system which reduces the loss by driving resistance and energy-saving can be provided, maintaining departure time.

1 is a device configuration diagram in Embodiment 1. FIG. FIG. 5 is a flowchart showing a flow of processing in a shortenable time determination unit in the first embodiment. The figure which shows the preparation method 1 of hour / minute adjustment data. The figure which shows the preparation method 2 of time adjustment data. The figure which shows the creation method 3 of time adjustment data. FIG. 3 is a flowchart showing a flow of processing in a travel pattern determination unit in the first embodiment. FIG. 3 is a diagram illustrating display contents of the display device according to the first embodiment. The system block diagram in Example 2. FIG. The schematic diagram which shows the relationship between travel time between stations, and energy consumption.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 is a diagram illustrating the configuration of a device according to the first embodiment. An example of the configuration of the present invention will be described with reference to FIG.

  When the train arrives at the station and the next stop station is determined, the shortenable time determination unit 201 determines the shortenable time 251 at the next station at the current time. Specifically, a time zone with a large number of passengers and a time zone with a small number of passengers are extracted from statistical data indicating the relationship between time and the number of passengers. You may set arbitrarily the width | variety of the time slot | zone to extract. For example, the resolution may be about the time of rush or quiet, or may be set every hour. For each time zone, the time that can be shortened for the stop time is defined as the time 251 that can be shortened. The shortenable time determination unit 201 transmits the shortenable time 251 to the travel pattern determination unit 202. The travel pattern determination unit 202 determines a travel pattern for each station from the shortenable time 251 and the vehicle weight. The travel pattern determination unit 202 transmits the determined travel pattern 252 to the display device 203. The display device 203 notifies the driver by displaying the traveling pattern 252 on the screen. Note that the notification method may be other than display on the screen, for example, notification by voice.

  The flow of processing in the shortenable time determination unit 201 in FIG. 1 is shown in FIG. Times that can be shortened are determined in steps 301 to 304 in FIG.

Step 301:
Get the current time. The current time is obtained from a vehicle control device or the like. Proceed to step 302.

Step 302:
The next station is detected from the current position of the own train and the station position information. The current position is calculated by acquiring the vehicle speed from the speed sensor and integrating the vehicle speed over time. It is possible to estimate the current position with high accuracy by correcting the current position within a predetermined kilometer of the stop station at each station stop. The current position of the train may be corrected by communication using GPS or wireless LAN. In the present invention, the next station only needs to be specified, and the method is not limited.

Step 303:
Get hour and minute adjustment data. The hour / minute adjustment data is hour / minute information that can be shortened for each time zone in which the hour / minute is defined. Data is held for each station, and data is acquired by communication means (not shown). Proceed to step 304.

Step 304:
It is determined in which time zone of the hour / minute adjustment data the current time is included. Read the shortenable time corresponding to the time zone. Proceed to step 305.

Step 305:
The time that can be shortened is transmitted to the traveling pattern determination unit.

  The time adjustment data in step 303 may be held for each station, or a management station may be provided outside, and the management station may hold it. When a management station is provided, data can be shared by communicating between the train and the management station, or between the train, the station, and the management station.

  Next, a method for creating the hour / minute adjustment data in FIG. 2 will be described by taking as an example a case where the predetermined stop time is set to 30 seconds and the stop time is shortened to 20 seconds. First, the number of passengers who can get on and off at the stop time of 20 seconds is calculated. The calculation method includes a method of calculating from experimental data obtained from an actual machine test, and a method of calculating theoretically from the door area and the movement speed of a person. In the present invention, any method can be used as long as the relationship between the number of passengers and the time required for the passengers to get on and off can be grasped. The calculated number of passengers is set as the standard number of passengers. It is assumed that the transition 401 of the number of passengers per day obtained from the statistical data is as shown in FIG. In FIGS. 3A and 3B, in the time zones 403 and 405 where the number of passengers is less than the standard passenger number 402, passengers get on and off in 20 seconds, so passengers get on and off from 30 seconds, which is a predetermined stoppage time, for 20 seconds. 10 seconds after subtracting is the time that can be shortened. Therefore, in the hour / minute adjustment data, the time that can be shortened in the time zones 403 and 405 is defined as 10 seconds. On the other hand, in the time zones 404 and 406 in which the number of passengers is larger than the reference number of passengers, since the boarding / alighting is not completed in 20 seconds, the shortenable time is defined as 0 seconds.

  Next, by providing a plurality of standard passenger numbers, further energy saving can be achieved. In the above example, since the standard number of passengers is one, a station that requires 20 seconds or more for boarding and exiting has 0 seconds of time that can be shortened. FIG. 4 shows a case where a plurality of standard passenger numbers are provided. For example, in addition to the first reference number of passengers 502 that is the number of passengers that can get on and off in 20 seconds, the number of passengers that can get on and off in 25 seconds is defined as the second reference number of passengers 503. In this case, if the transition 501 of the number of passengers is as shown in FIG. 4, time zones 505, 507, and 509 in which the shortenable time and minutes are 5 seconds are newly generated, and the time zone in which energy-saving operation can be performed is expanded. . Needless to say, when the number of passengers is smaller, it is possible to increase the energy saving effect by further shortening the stopping time.

  Furthermore, the time that can be shortened may be calculated from the number of passengers in each time zone. A description of this method is shown in FIG. The number of passengers 603 for each time zone 602 is calculated from the transition 601 of the number of passengers in the statistical data. The stop time required for the number of passengers to get on and off is calculated. The shortenable time is expressed by the following formula (1).

Reducing time = predetermined stop time-required stop time (1)
If the number of passengers in the statistical data varies greatly depending on the weather and the presence or absence of events around the station, hourly and minute adjustment data may be created for each weather and event. In the case of a station connected to another line, the hour / minute adjustment data may be created in consideration of the schedule of the other line. Furthermore, the statistical data once created may be updated. By updating the statistical data, it is possible to calculate a shortenable time adapted to a newer environment. In this case, new data may be added to the statistical data as it is, or old data may be deleted when new data is added.

  FIG. 6 shows the flow of processing in the travel pattern determination unit 202 in FIG. The travel pattern is determined in steps 701 to 705 in FIG.

Step 701:
The next station is determined from the current position of the own train and the station position information. Proceed to step 702. However, the next station information determined in step 302 may be acquired from the shortenable time / minute determination unit 201. In this case, in step 305, in addition to the time that can be shortened, next station information is also transmitted.

Step 702:
The time that can be shortened is acquired from the shortenable time determination unit 201. Proceed to step 703.

Step 703:
Calculate the vehicle weight. A vehicle weight is calculated using a value of a pressure sensor provided in a weight sensor attached to the vehicle, for example, an air spring that controls the height of the vehicle using air pressure. Proceed to step 704.

Step 704:
The travel pattern from the time that can be shortened and the vehicle weight to the next station is acquired. Proceed to step 705.

Step 705:
The traveling pattern is transmitted to the display device.

  The travel pattern is calculated in advance for each vehicle weight and every time when the vehicle can be shortened, and is stored in the travel pattern determination unit as a table. In the traveling pattern, a notch that is step information of the lever of the master controller provided in the cab and a speed range in which the notch is handled are described. The travel pattern may be expressed in other ways, notch and the section (position) where the notch is handled, the torque or tensile force necessary to satisfy the travel pattern, position-speed pattern, time-speed pattern, or maximum speed. It may be a threshold value. Further, the traveling pattern holding method may be other than the table, and may be determined in real time from the equation of motion. In the present invention, it is only necessary to know the traveling method up to the next station, and the traveling pattern notation method, holding method, and holding location are not limited. Further, the traveling pattern may be acquired based on the time that can be shortened without performing classification based on the vehicle weight. In this case, a device for calculating the vehicle weight and calculation are not necessary, and the cost can be suppressed. In the present embodiment, it is meaningful to adjust the travel pattern based on the time that can be shortened. Further, a travel speed pattern between stations may be generated from the time when the time can be shortened, or the maximum speed between stations may be set from the time when the time can be shortened. If the travel time between stations can be increased, that is, the maximum speed can be lowered, energy consumption can be reduced while keeping the departure time. Therefore, the traveling pattern determination unit 202 may be a means for determining a traveling speed pattern or a means for determining the maximum speed between stations.

  FIG. 7 shows an example of a display method in the display device 203. The display device 203 displays an area 801 for displaying the voltage of the power storage device serving as a power source for the control device, an area 802 for displaying the overhead line voltage used as a power source of the vehicle, and the operation status and failure status of various devices mounted on the vehicle. An area 803 for displaying, an area 804 for displaying the vehicle speed, an area 805 for displaying notch step information of the brake lever of the master controller provided in the driver's cab, an area for displaying the operating status of the air brake 806, an area 807 for displaying a running pattern, and the like. The area 807 for displaying the traveling pattern may display a traveling speed pattern or a maximum speed.

  In addition to these, the operation state of the door device of the vehicle, the operation state of the air conditioner, an area for displaying a travel diagram, and the like may be set as the constituent elements of the display device 203. In short, it is only necessary to secure an area in which the traveling pattern is displayed, and the other display areas may have any configuration. Further, the number of display devices 203 and travel pattern display areas 807 is not limited. Furthermore, the travel pattern may be displayed outside the notch and the speed range that handles that notch, the section (position) that handles the notch and the notch, the torque or tensile force required to satisfy the travel pattern, position-speed pattern, and time-speed. It may be a pattern.

  In FIG. 1, the shortenable time determination unit 201, the travel pattern determination unit 202, and the display device 203 are mounted on the train, but the effect of this embodiment can be achieved even when mounted on a station or an external management station. . In this case, the data communication means may be wireless or wired communication.

  In the first embodiment, the number of passengers at the next station is predicted from the statistical data. In the second embodiment, the number of passengers on the preceding train is used. The system configuration of the second embodiment is shown in FIG. When the next station is confirmed, the first train 901 inquires the information management device 902 about the number of passengers at the next station. The information management device 902 transmits 905 the number of passengers on the second train 903, which is the latest train among the trains that have left the next station, to the first train. When the train leaves the station, the information management device 902 receives 904 the number of passengers from the train. When the train leaves the station, the number of passengers is transmitted to the information management device. The second train 903 calculates the number of passengers from a pressure sensor value provided in a weight sensor attached to the vehicle, for example, an air spring that controls the height of the vehicle using air pressure. In the present invention, the conversion from the pressure sensor value to the number of passengers may be performed by any of the second train 903, the first train 901, the information management device 902, etc., and any conversion device may be used. Moreover, the installation location of the information management apparatus 902 is not ask | required. The first train 901 calculates the required stop time from the number of passengers. Then, the time that can be shortened is calculated by the following formula (2).

Reducing time = predetermined stop time-required stop time (2)
Subsequent control is the same as in the first embodiment.

  Of course, the effect of the present embodiment can be achieved even if the latest number of passengers is not received. Moreover, the average value of the number of passengers of a plurality of trains that depart from the next station may be used, or the number of passengers of a train in the same time zone on another day may be used. When information other than the latest train information is also used, the fluctuation range for the shortenable time is reduced, and the stability is excellent.

  Furthermore, it is also possible to use information such as the number of passengers not only at the next station but also at stations after the next station (for example, the next station). As a result, the shortenable time ahead of the next station can be obtained earlier.

  In the first embodiment, the number of passengers at the next station is predicted from the statistical data, but in the third embodiment, door opening time information of the preceding train is used. The system configuration can be realized in FIG. 8 as in the second embodiment. The door opening time is the length of time that the train door is open. When the next station is confirmed, the energy saving operation target train inquires the information management device about the door opening time information at the next station. The information management device transmits the door opening time information of the preceding train, which is the latest train among the trains leaving the next station, to the target train. For energy-saving operation target trains, the time that can be shortened is calculated by the following equation (3).

Reducing time = predetermined stop time-door opening time (3)
Subsequent control is the same as in the first embodiment.

  Further, as in the second embodiment, the preceding train may not be the latest train that has left the next station. You may use the average value of the number of passengers of the several trains which departed from the next station, or the number of passengers of the train of the same time zone of another day. When information other than the latest train information is also used, the fluctuation range for the shortenable time is reduced, and the stability is excellent.

  In the first embodiment, the number of passengers at the next station is predicted from the statistical data. In the fourth embodiment, the camera information of the next station is used. Take an image of the vicinity of the entrance / exit door with the camera installed on the platform of the station or on the train. From the camera information, the time from the start to the end of boarding / exiting may be calculated, or the number of passengers may be calculated by image analysis. Subsequent control is the same as in the first embodiment.

  In Examples 1 to 4, when the number of passengers at the next station is small, adjustments were made to extend the travel time between stations, and energy saving was achieved, but the present invention has a large number of passengers at the next station and can be shortened. Needless to say, when the minutes become negative, it is possible to make adjustments so that the travel time between stations is shortened and control so that the departure time is not disturbed. This application is the information used in Examples 1 to 4, and uses the number of passengers at the next station, information on the number of passengers at the preceding train, door opening information at the preceding train, and camera information at the next station in combination. May be. By using a plurality of information, the information becomes more reliable and leads to improvement in control reliability.

  Moreover, although Example 1-4 demonstrated on the premise that a driver | operator operates a train, when the apparatus which drives a train automatically like the automatic train operation apparatus (Automatic Train Operation) etc. is carried. It is also clear that the same effect can be obtained by transmitting the traveling pattern to the automatic train driving device.

DESCRIPTION OF SYMBOLS 101 Consumption energy curve 201 Shortening time determination part 202 Traveling pattern determination part 203 Display apparatus 251 Shortening time minutes 252 Traveling pattern 401 Passenger number of passengers transition 402 Reference number of passengers 801 Area 802 which displays the voltage of an electrical storage apparatus Displays overhead voltage Area 803 Area for displaying operation status and failure status of various devices 804 Area for displaying vehicle speed 805 Area for displaying brake notch 806 Area for displaying operating status of air brake 807 Travel pattern display area

Claims (10)

Having a next station detecting means for detecting a station where the train stops next;
Based on the number of passengers at the next stop,
Travel speed pattern determining means for determining a travel speed pattern between stations from the station where the train arrived to the next stop station,
Alternatively, the vehicle system further includes any one of vehicle speed determination means for determining a maximum speed of the train between the stations. The vehicle system according to claim 1,
A shortenable time / minute generating means for generating a shortenable time / minute for a stop time at the next stop station,
The vehicle system characterized in that the travel speed pattern determining means determines either the travel speed pattern or the maximum speed of the train based on the generated shortenable time. The vehicle system according to claim 1 or 2,
The number of passengers at the next station to be stopped has a predetermined time zone and a time that can be shortened according to the time zone for the stopping time in the predetermined time zone,
The vehicle system according to claim 1, wherein the time that can be shortened by time zone is set based on statistical data. The vehicle system according to claim 1,
Comprising information management means for communicating between the train and the train that departed from the next station to stop;
The shortenable time / minute generating means generates the shortenable time / minute based on information from a train that departs from the next stop station. The vehicle system according to claim 4, wherein
The information management means is information on the number of passengers at the next stop station of the train that departed from the next stop station,
Or information on opening / closing doors at the next stop of the train that departed from the next stop station,
Alternatively, both of them are transmitted from the train that departed from the next stop station to the train. The vehicle system according to any one of claims 1 to 5,
The train includes a weight sensor capable of measuring a vehicle weight,
The vehicle system according to claim 1, wherein the travel speed pattern is determined based on a vehicle weight of the train. The vehicle system according to any one of claims 1 to 6,
The shortenable time generation means is configured to calculate the shortenable time based on a predetermined stop time at the next stop station and a required stop time calculated from the number of passengers at the next stop station. The vehicle system characterized by producing | generating. The vehicle system according to any one of claims 1 to 7,
The next station detecting means detects a station where the train stops next based on the current time and station position information which is information on the position of each station. The vehicle system according to any one of claims 1 to 8,
The travel speed pattern,
Or the vehicle system characterized by having a notification means which notifies either of the said maximum speeds. The vehicle system according to claim 3, wherein
The vehicle system characterized in that the statistical data can be updated.