JP2014034358A - Program, and train operation simulator - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable generation of an operation curve simulating the operation method of an individual operator.SOLUTION: A train operation estimation device 1 performs: setting an operation handling parameter 530, to each of individual trains constituting a schedule diagram, the parameter for extending inter-station travel hour-minute for each of the individual trains; and generating, for each inter-station of each train, an actual operation curve produced by adjusting a reference operation curve by using the operation handling parameter 530 so as to delay a reference arrival clock-time in the case of spare hour-minute a satisfying a spare arrival clock-time, where the spare hour-minute a is a difference between a reference arrival clock-time at a next station according to the reference operation curve and a scheduled arrival clock-time defined by the schedule diagram.

Description

  The present invention relates to a train operation simulator or the like that simulates the operation of each train using given diagram data as a processing target.

  In the railway, a train operation simulator that simulates the operation of a train according to the train diagram is used for evaluation and verification of the created train diagram. As a train operation simulation, based on the driving curve of the preceding train, create a time interval curve that shows the signal display of the traffic light that changes with the traveling, and below the speed limit corresponding to the signal display indicated by the time interval curve A technique for creating an operation curve of a subsequent train is known (for example, Patent Document 1).

JP-A-11-198815

  However, the conventional train operation simulation as described in Patent Document 1 described above is insufficient to simulate the actual train operation. In other words, the driving curve should satisfy the train conditions (train conditions) such as slope, curvature, installed tunnel and railroad crossing, and acceleration / deceleration performance, running resistance, weight, etc. To be created. However, in practice, a difference occurs in an actual driving curve due to a difference in driving operation of the driver. For example, the method of digesting the spare time when there is a spare time for traveling between stations on the plan schedule is different for each driver. In addition, there is a driver who implements an operation method for minimizing the delay propagation to the own train without being restricted by the lower display signal when the preceding train is delayed. However, there is no known train operation simulation that creates a driving curve that simulates the driving method of the driver.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to realize a technique that enables creation of a driving curve that simulates a driving method of a driver. A second object is to realize a train operation simulator using a driving curve that simulates the driving method of the driver.

The first invention for solving the above-described problems is
Let the computer simulate the operation of each train using given diagram data (for example, the plan diagram data 523 in FIG. 6) in which the planned departure time and planned arrival time at each station of each train are defined as a processing target. Program (for example, the train operation estimation program 510 in FIG. 6),
A driving operation for setting a predetermined driving operation parameter (for example, the driving operation parameter 530 in FIG. 7) for increasing the traveling time between stations as a parameter for simulating the driver of each train. Parameter setting means (for example, the driving operation parameter setting unit 410 in FIG. 6),
A time measuring means for measuring the simulation time (for example, the processing unit 40 in FIG. 6);
A reference operation curve calculation means (for example, a reference operation curve creation unit 420 in FIG. 6) that calculates a reference operation curve to the next station by executing a predetermined operation curve creation process for the train that takes the simulation time,
When a difference between the reference arrival time of the next station and the planned arrival time according to the reference operation curve calculated by the reference operation curve calculation means satisfies a given margin arrival condition that is a condition that the vehicle arrives with a margin The first driver-specific adjustment means for adjusting the reference operation curve so as to delay the reference arrival time using the driving operation parameters set for the train (for example, a margin-time operation curve adjustment unit in FIG. 6) 430),
As a program, the computer can be operated to obtain a different actual operation curve in accordance with the operation parameter set for each train.

As another invention,
A train operation simulator (for example, the train operation estimation device 1 in FIG. 6) that simulates the operation of each train, with a given schedule data in which a planned departure time and a planned arrival time are determined at each station of each train as a processing target. ) And
As a parameter for simulating the driver of each train, a driving operation parameter setting means for setting a predetermined driving operation parameter for increasing the traveling time between stations to each train,
A timing means for timing the simulation time;
For the train that takes the simulation time, reference operation curve calculation means for calculating a reference operation curve to the next station by executing a predetermined operation curve creation process;
When a difference between the reference arrival time of the next station and the planned arrival time according to the reference operation curve calculated by the reference operation curve calculation means satisfies a given margin arrival condition that is a condition that the vehicle arrives with a margin Using the driving operation parameters set for the train, first driver-specific adjustment means for adjusting the reference operation curve so as to delay the reference arrival time;
And a train operation simulator that can obtain different performance driving curves according to the driving operation parameters set for each train.

  Here, the reference operation curve is an operation curve when traveling in the shortest while satisfying the track condition and the train condition without considering the operation method of the driver. According to this 1st invention etc., the train operation simulator which can obtain a different performance driving curve according to the driving operation parameter set to each train can be realized. That is, a driving operation parameter for increasing the traveling time between stations of each train is set for each train of a given diagram as a parameter for simulating the driver. And, if the difference between the standard arrival time of the next station according to the standard driving curve and the planned arrival time determined by a given diagram satisfies the marginal arrival conditions, the driving operation parameter is used to delay the standard arrival time Thus, the reference operation curve is adjusted. As a result, when there is a margin for arrival at the next station, it is possible to create a driving curve that simulates the driving operation of the driver and that increases the traveling time between stations.

As a second invention, there is provided a program according to the first invention,
The driving operation parameter setting means sets a quasi-constant speed driving operation parameter (for example, the speed increasing condition 535 in FIG. 7) during quasi-constant speed operation that repeats power running and running when traveling in a speed limited section. Set at least the driving operation parameters,
The first driver-specific adjustment means uses the quasi-constant speed operation parameter set for the train as the operation curve portion of the speed limit section of the reference operation curve calculated by the reference operation curve calculation means. And adjusting means (for example, the line adjusting unit 535 which is the speed limit section in FIG. 6),
A program may be configured.

  According to the second aspect of the invention, the driving operation parameters include a quasi-constant speed operation parameter during quasi-constant speed operation that repeats power running and ramping when traveling in the speed limit section. Then, as the creation of the operation curve when there is a margin for arrival at the next station, the operation curve portion of the speed limit section of the reference operation curve is adjusted using the quasi-constant speed operation parameter.

As a third invention, there is provided a program according to the second invention,
The driving operation parameter setting means includes at least the quasi-constant speed driving operation parameter to set the speed change width of power running and ramping that are repeated during the quasi-constant speed operation,
A program may be configured.

  According to the third aspect of the present invention, the quasi-constant speed operation parameter includes the speed change width of the power running and the ramp that are repeated during the quasi-constant speed operation. When the change width becomes wider, the travel distance becomes longer, and thus the travel time between stations becomes longer. However, how much the travel distance is increased, that is, how much the change width is changed, depends on the driver. Accordingly, it is possible to simulate different driving operations for each driver by setting the change width.

A fourth invention is a program according to any one of the first to third inventions,
The driving operation parameter setting means sets at least the driving operation parameter immediately before the first brake related to the driving distance or driving time immediately before braking (for example, the driving increase parameter 536 immediately before braking in FIG. 7) as the driving operation parameter. Including
The first driver-specific adjustment means includes the first driving curve set for the train as a part of the driving curve immediately before braking, out of the reference driving curve calculated by the reference driving curve calculating means. Means for adjusting using the line operation parameter immediately before braking (for example, the line adjusting unit 434 immediately before braking in FIG. 6);
A program may be configured.

  According to the fourth aspect of the present invention, the driving operation parameter includes the line operation parameter immediately before the first brake related to the line distance or line time immediately before the brake. Then, as an operation curve when there is a margin for arrival at the next station, the operation curve portion of the reference operation curve that is running immediately before the brake is adjusted using the row operation parameter immediately before the first brake. Is done. The longer the travel distance or travel time, the longer the travel time between stations, but how much the travel distance or travel time is increased depends on the driver. This makes it possible to simulate different driving operations for each driver by setting the row operation parameters immediately before the first brake.

A fifth invention is a program according to any one of the first to fourth inventions,
The driving operation parameter setting means includes at least a driving operation parameter (for example, the lower display avoidance condition 537 in FIG. 7) immediately before the second braking related to the driving distance or the driving time immediately before the brake in the driving operation parameter. Set
Based on the operation curve calculated for the preceding train of the train at the simulation time and the reference operation curve calculated by the reference operation curve calculation means, the train at the simulation time is subordinated to the next station. Lower display encounter detection means (for example, the lower display avoidance operation curve adjustment unit 440 in FIG. 6) for detecting encountering the display,
Regardless of whether or not the difference between the reference arrival time and the planned arrival time according to the reference operation curve satisfies the marginal arrival condition when detected by the lower indication encounter detection means, Among them, the second driver-specific adjustment means (for example, FIG. 6) adjusts the driving curve portion related to the encounter of the lower indication using the row operation parameter set immediately before the second brake set for the train. Lower display avoidance operation curve adjustment unit 440),
A program for causing the computer to function may be configured.

  According to the fifth aspect of the invention, the driving operation parameters include the row operation parameters immediately before the second brake related to the travel distance or travel time immediately before the brake. Then, based on the driving curve of the preceding train and the reference driving curve, if it is detected that a lower display is encountered before the next station, the reference The portion of the driving curve related to the encounter of the lower display in the driving curve is adjusted using the row operation parameter immediately before the second brake.

  When encountering a lower indication, the driver must slow down to the speed limit set by this lower indication, or delay the entry to the speed limit section in anticipation of the release of the speed limit due to a change in indication. There is a case where the driving operation to shift to the line is performed early. At this time, how much the train is advanced depends on the driver. As a result, different driving operations can be simulated for each driver by setting the row operation parameter immediately before the second brake.

A sixth invention is a program according to any one of the first to fifth inventions,
When the difference between the reference arrival time and the planned arrival time according to the reference operation curve calculated by the reference operation curve calculation means satisfies the margin arrival condition, the operation curve is corrected to reduce the maximum speed of the reference operation curve. First common correcting means (for example, maximum speed adjusting unit 431 in FIG. 6),
A program for further functioning the computer may be configured.

  According to the sixth aspect of the invention, when the difference between the reference arrival time based on the reference operation curve and the planned arrival time determined by a given diagram satisfies the marginal arrival condition, the operation is performed with the maximum speed of the reference operation curve reduced. The curve is corrected.

As a seventh invention, there is provided a program according to the sixth invention,
The first common correction means determines a reduced maximum speed lower than the maximum speed according to a margin time that is a difference between the reference arrival time and the planned arrival time, and sets the maximum speed of the reference operation curve. Correct the driving curve to the maximum reduction speed.
A program may be configured.

  According to the seventh aspect of the invention, a reduced maximum speed that is lower than the maximum speed of the reference operation curve is determined according to the margin time, and the maximum speed of the reference operation curve is corrected to an operation curve having the reduced maximum speed. .

An eighth invention is a program according to any one of the first to seventh inventions,
When the difference between the reference arrival time and the planned arrival time according to the reference operation curve calculated by the reference operation curve calculation means is the difference between the reference arrival time and the planned arrival time when the margin arrival condition is satisfied. Second common correction means (for example, the deceleration adjustment unit 432 in FIG. 6) for correcting the deceleration portion of the reference operation curve to the operation curve with reduced deceleration based on the margin time.
A program for further functioning the computer may be configured.

  According to the eighth aspect of the present invention, when the difference between the reference arrival time based on the reference operation curve and the planned arrival time determined by a given diagram satisfies the allowance arrival condition, the reference operation curve is determined based on the allowance time. The deceleration portion is corrected to an operation curve with reduced deceleration.

Explanatory drawing of the fall of the maximum speed when there is room in the running time. Explanatory drawing of the fall of the deceleration when there is allowance in the time for driving | running | working. Explanatory drawing of the line increase in the speed limit area when there is a margin in the running time. Explanatory drawing of the line increase just before a brake in case there is a margin in driving time. Explanatory drawing of the line increase when a lower display is encountered. The functional block diagram of a train operation estimation apparatus. The data structural example of a driving operation parameter. The flowchart of a train operation estimation process. The flowchart of the driving curve adjustment process at the time of a train operation estimation process.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. However, the applicable embodiment of the present invention is not limited to this.

[principle]
The train operation estimation (train operation simulation) of the present embodiment is to create (estimate) an actual schedule when the train is operated according to a given train schedule. Specifically, an operation curve (run curve) for each train is created in units of stations, and a running schedule is created by calculating travel time between stations based on the operation curve. The operation curve is represented by a graph with the horizontal axis representing the train position (about kilometer) and the vertical axis representing the train speed, and shows the speed change with respect to the position.

  The present embodiment is characterized in that a driver's driving method is taken into consideration in the creation of the driving curve. In other words, there are actually differences in driving methods depending on the driver. As a result, even in the same station, the actual situation is that the driving curves are different for each driver. In this embodiment, the difference in the driving method for each driver is simulated. The difference in the driving method of the driver mainly appears in two types of scenes: (A) when there is a margin in traveling time, and (B) when encountering a subordinate display.

(A) When there is a margin in travel time When there is a margin in travel time, the margin is the difference between the planned arrival time determined by the planned schedule and the reference arrival time when traveling between stations in the shortest time This is a case where the hour and minute are equal to or greater than a predetermined margin threshold. This margin threshold varies depending on the driver.

  When there is a margin in travel time, the driver operates to use the spare time, that is, to increase the travel time. In the present embodiment, as an operation method using this spare time, (A-1) reduce the maximum speed, (A-2) reduce the deceleration, (A-3) run near the speed limit. (A-4) Simulating four types of increasing the line just before braking.

(A-1) Decrease in maximum speed This is an operation method in which the running time is lengthened by reducing the maximum speed as compared with the case of operation according to the reference operation curve. In addition, a reference | standard driving | running curve is a driving | running curve at the time of drive | working in the shortest, satisfy | filling track conditions and train conditions, without considering the driving | operation method of a driver | operator.

  FIG. 1 is an explanatory diagram of a decrease in the maximum speed. Fig.1 (a) is an example of the graph which shows the change of the train speed V with respect to the time t between object stations, and FIG.1 (b) is an example of the reference | standard driving | running curve between object stations.

As shown in FIG. 1 (a), the standard operation curve for inter-station travel is that the train speed V at time t is an acceleration period in which the train is accelerated at an acceleration α, a constant speed travel section, and a deceleration that is decelerated at a deceleration β. It can be approximated to a trapezoidal graph consisting of a period. Decreasing the maximum speed on the reference operation curve can increase the running time. Specifically, the maximum speed when the vehicle travels at the reference travel time T1 is defined as the speed Vm, and the travel time T2 (= T1 + a) obtained by adding the allowance time a to the reference travel time T1. Is a speed V0, the operation curve is changed so that area U = area T. The areas U and T correspond to distances and are given by the following equations (1a) and (1b). However, Vm <V0.

Accordingly, the maximum speed V0 when traveling at the traveling time T2 (= T1 + a) is expressed by the following equation (2).

  However, reducing the maximum speed for the entire section between the target stations is not appropriate for the actual driving operation. In the middle of driving, it is natural to switch to a driving operation that increases the running time. Therefore, a case is considered in which the maximum speed is reduced with respect to a partial section between target stations, specifically, a section after the position dp. In this case, the maximum speed V can be further reduced from the speed V0. The position dp can be, for example, the train position at the time tp when the signal display from the position dp to the next station is all confirmed as the progress display (display without speed limit).

  Then, with the speed V0 as an initial value, a lower maximum speed candidate Vi (i = 0, 1,..., K: Vi is 30 km / h or higher) is set. Next, for each of these maximum speed candidates Vi, a distance xi traveled at a speed equal to or higher than the maximum speed candidate Vi is calculated from the reference operation curve shown in FIG. Then, a distance closest to the area T (= V0 × a) is selected from these distances xi, and the maximum speed candidate Vi of the selected distance Xi is set as the reduced maximum speed (adjusted maximum speed).

(A-2) Decrease in deceleration This is a driving method for extending the running time by reducing the deceleration. FIG. 2 is an explanatory diagram of a decrease in deceleration. FIG. 2A is a graph showing an example of a change in the train speed V with respect to the train position d in the deceleration zone, and FIG. 2B is a graph showing an example of a change in the deceleration β with respect to the time t. .

When decelerating from the speed V1 to the speed V2 (<V1), the deceleration when decelerating at the deceleration time T1 is the deceleration β1, and the deceleration time T2 (= T1 + a) obtained by adding the margin time a to the deceleration time T1. When the deceleration when decelerating is the deceleration β2, the following equation (3) is established.

この減速度β２を、低下させた減速度（調整減速度）とする。 Accordingly, the deceleration β2 when decelerating at the deceleration time T2 (= T1 + a) is expressed by the following equation (4).

This deceleration β2 is defined as a reduced deceleration (adjusted deceleration).

(A-3) Increase in travel near the speed limit This is a driving method in which the travel time is increased by increasing the travel distance in the speed limit section. FIG. 3 is an explanatory diagram of an increase in the number of lines near the speed limit, and shows an example of an operation curve in the speed limit section. As shown in FIG. 3, in the speed limit section, quasi-constant speed travel that runs at a substantially constant speed that is slightly lower than the speed limit Vs while repeating power running and running so as not to exceed the predetermined speed limit Vs. Sometimes done. That is, when the speed V is accelerated by power running and the speed V approaches the speed limit Vs, the speed shifts to the speed by notch-off and decelerates, and the speed V is lower than the speed limit Vs by a predetermined change width W (= Vs−W ), The notch is turned on again and power running is started.

  At this time, if the lower limit speed Vl (that is, the speed change width W) serving as a reference for starting notch-on is different, the running time is different because the driving curve is different. For example, FIG. 3A is an operation curve in the case of the speed change width W1, and FIG. 3B is an operation curve in the case of the speed change width W2 (> W1). The greater the speed change width W, the longer the travel period (that is, the travel distance), and the longer the travel time.

  Therefore, a plurality of speed change width candidates Wi (i = 1, 2,..., N) are determined. Next, an operation curve between the target stations when the vehicle travels in the vicinity of the speed limit with the quasi-constant speed travel of each of the change widths Wi is calculated, and the travel time Ti between stations is calculated. Then, from these inter-station travel times Ti, the one closest to the travel time obtained by adding the margin time a to the reference travel time is selected, and the change width Wi corresponding to the selected travel time Ti is selected. , The change width (adjustment change width) for making the line longer.

Here, the lower limit value Vi, that is, the speed change width Wi differs depending on the driver. For this reason, an upper limit value Wm of the speed change width W and a speed change width change unit Δw are determined for each driver. Then, the change width candidate Wi is set according to the following equation (5).
Wi = W0 + i × Δw (5)
However, i = 1, 2,..., Wi ≦ Wm.

(A-4) Increase in travel immediately before braking Increase the travel distance immediately before braking to increase the travel time. FIG. 4 is an explanatory diagram of increase in travel immediately before braking. It shows an example of an operation curve. As shown in FIG. 4, immediately before entering the speed limit section, an operation is performed to decelerate to a predetermined speed limit from power running to notch-off and shift to a straight line, and then apply a brake to decelerate. Sometimes.

  At this time, by changing the notch-off position dn, the operation curve changes and the running time changes. That is, the closer to the notch-off position dn, the longer the travel distance, and the longer the travel time. Here, the range in which the notch can be off is a range from a position d1 where the speed is reduced to a speed limit Vs by only a line without braking and a notch off position d2 in the reference operation curve.

  The notch-off position dn varies depending on the driver. For this reason, a condition indicating a relative notch-off position in the notch-off possible range is determined for each driver. Then, the notch-off position dn is determined in accordance with the notch-off position condition in the notch-off possible range (range of positions d1 to d2) in the reference operation curve.

(B) When encountering a lower display In a railway, the speed limit indicated by the display is set in units of closed sections. For this reason, when a lower indication is encountered, the driver applies a brake and operates to decelerate to a predetermined speed limit before entering the speed limit section according to the lower indication. In particular, in the case of a stop indication, in order to avoid stopping between stations, the vehicle decelerates to reach the speed limit section, and the driver tries to enter the speed limit section without stopping as much as possible. Is called.

  FIG. 5 is an explanatory diagram of an operation method when a lower display is encountered. FIG. 5 shows an example of an operating curve when entering the speed limit section of “Caution display (yellow)”, which is a lower display, from the section “Progress display (blue)”.

  Immediately before entering the speed limit section, an operation may be performed in which the vehicle is decelerated from power running to notched off, and then decelerated by applying a brake so as to decelerate to a predetermined speed limit. At this time, the operating curve changes by changing the notch-off position dn. That is, the closer to the notch-off position dn, the longer the travel distance, and the longer the travel time.

  Here, the range in which the notch can be off is a range from a position d1 where the speed is reduced to a speed limit Vs by only a line without braking and a notch off position d2 in the reference operation curve. The notch-off position dn varies depending on the driver. For this reason, a condition indicating a relative notch-off position in the notch-off possible range is determined for each driver. Then, the notch-off position dn is determined in accordance with the notch-off position condition in the notch-off possible range (range of positions d1 to d2) in the reference operation curve.

[Constitution]
FIG. 6 is a block diagram showing a functional configuration of the train operation estimation device 1 which is a train operation simulator. The train operation estimation device 1 is functionally configured to include an input unit 10, a display unit 20, a communication unit 30, a processing unit 40, and a storage unit 50.

  The input unit 10 is an input device realized by, for example, a keyboard, a mouse, a touch panel, various switches, and the like, and outputs an input signal corresponding to an operation input to the processing unit 40.

  The display unit 20 is a display device realized by, for example, an LCD, and displays various screens based on display signals input from the processing unit 40.

  The communication unit 30 is a communication device realized by, for example, a wireless communication module, a router, a modem, a TA, a wired communication cable jack, a control circuit, and the like, and performs data communication with an external device.

  The processing unit 40 is realized by a processor such as a CPU, for example, and based on data input from the input unit 10 and programs and data stored in the storage unit 50, the processing unit 40 is connected to each unit constituting the train operation estimation device 1. Instructions and data transfer are performed, and overall control of the train operation estimation device 1 is performed. Further, the processing unit 40 includes a driving operation parameter setting unit 410, a reference driving curve creation unit 420, a margin driving curve adjustment unit 430, a lower display avoidance driving curve adjustment unit 440, a performance diagram creation unit 450, Train operation that has a signal indication transition prediction unit 460, and that predicts (simulates) the operation of a train according to a given plan diagram (train diagram) and creates (estimates) a performance diagram while advancing the simulation time An estimation process (see FIG. 8) is performed.

  Here, data relating to a given plan diagram is stored as plan diagram data 523, and data relating to the created actual diagram is stored as actual diagram data 524.

  The driving operation parameter setting unit 410 sets a driving operation parameter 530 that simulates the driving method of the driver for each train constituting a given plan diagram. The setting method may be random, or may be set according to a user input instruction.

  FIG. 7 is a diagram illustrating an example of a data configuration of the driving operation parameter 530. The driving operation parameter 530 is generated for each train, and stores a margin threshold value 532, a margin time distribution ratio 533, a margin time adjustment condition 534, and a lower display avoidance condition 537 together with the target train number 531. Yes.

  The margin adjustment condition 534 is a condition related to the adjustment of the driving curve when there is a margin in the running time, and includes a line increase condition 535 that is a speed limit section and a line increase condition 536 that is just before braking. The speed increase section 535 is a condition relating to the speed increase of the speed limit section, and includes a speed change width upper limit value and a change width change unit. The line increase condition 536 immediately before braking is a condition related to the line increase immediately before braking, and includes a notch-off position condition.

  The lower display avoidance condition 537 is a condition relating to the adjustment of the driving curve when the lower display is encountered, and includes a notch-off position condition.

  The reference operation curve creation unit 420 creates a reference operation curve between target stations of the target train by a known operation curve creation process. Specifically, the speed limit is set between the target stations based on the speed limit determined on the track, the signal indication determined from the signal indication transition information 525, and the like. Then, an operation curve between the target stations is created based on the track conditions between the target stations and the train conditions of the target train so as to keep the set speed limit.

  The line condition is a condition regarding the line such as a line length, a gradient, a curvature, a speed limit, and a block section, and is stored as line condition data 521. The train conditions are conditions (specifications) related to the performance of the train such as acceleration, maximum speed, deceleration, and weight, and are stored as train condition data 522.

  The driving curve adjustment section 430 at the time of the margin includes a maximum speed adjustment section 431, a deceleration adjustment section 432, a line adjustment section 433 that is a speed limit section, and a line adjustment section 434 that is immediately before braking, and travels between target stations. When there is a margin in time, the actual operation curve is created by adjusting the reference operation curve created by the reference operation curve creating unit 420 using the operation parameter 530 set for the target train. .

  Specifically, the margin threshold value 532 defined as the driving operation parameter 530 of the target train is set as a margin time a which is a difference between the standard arrival time of the arrival station according to the standard driving curve and the planned arrival time determined by the planned schedule. In comparison, if the margin time a is equal to or greater than the margin threshold 532 (a margin arrival condition is satisfied), it is determined that there is a margin.

  When it is determined that there is a margin, the margin time a is divided into four types of adjustment methods (that is, (1) reduction of the maximum speed, (2) according to the allocation ratio 533 of the margin time determined as the driving operation parameter 530. (3) Decrease in deceleration, (3) Increase in travel in the speed limit section, (4) Increase in travel immediately before braking) are allocated as margin times a1 to a4. Then, the adjustment parameters calculated by the maximum speed adjustment unit 431, the deceleration adjustment unit 432, the speed adjustment section 433 that is the speed limit section, and the line adjustment section 434 that is just before the brake (that is, the maximum speed V and the deceleration β) are calculated. The operation curve creation process using the speed change width W and the notch-off position dp) is performed to create the actual operation curve between the target stations of the target train.

  The maximum speed adjustment unit 431 calculates the maximum speed that is one of the adjustment parameters (see FIG. 1). Specifically, first, a target section for reducing the maximum speed is set. That is, based on the signal indication transition information 525, the time tp at which all the signal indications are confirmed as the progress indication (blue indication) until the target train arrives at the next station is specified, and this time tp The section after the position dp of the target train in is the target section. The signal indication transition is predicted by a signal indication transition prediction unit 460 described later.

  Next, based on the reference travel time T1 between the target stations, the maximum speed Vm in the reference operation curve, the allocated margin time a1, and the acceleration α and the deceleration β determined as train conditions, According to the formula (2), the reduced maximum speed V0 when the entire section between the target stations is the target is calculated.

  Subsequently, the speed V0 is set as an initial value, and a lower maximum speed candidate Vi (i = 0, 1,..., K: Vi is 30 km / h or higher) is set. Then, for each of these maximum speed candidates Vi, a distance xi traveled at a speed equal to or higher than the maximum speed candidate Vi on the reference driving curve is calculated, and from these distances xi, the area T (= V0 × a) is closest. The maximum speed candidate Vi of the distance Xi is set as the adjustment maximum speed.

  The deceleration adjusting unit 432 calculates a deceleration β that is one of the adjustment parameters (see FIG. 2). Specifically, the deceleration period T1 in the reference operation curve is specified, and the deceleration period T1, the allocated margin time a2, and the deceleration β1 defined as the vehicle condition are reduced according to the equation (4). The speed β2 is calculated and set as the adjustment deceleration.

  The speed adjustment section 433, which is a speed limit section, calculates the speed change width of the speed limit section, which is one of the adjustment parameters (see FIG. 3). Specifically, in the reference operation curve, a speed limit section, which is a section in which driving (semi-constant speed driving) is performed at a speed slightly lower than the speed limit Vs while repeating power running and running. Identify.

  Next, the speed change width W0 of the identified section and the line increase condition 535 (speed change width upper limit value Wm and change width change unit Δw) that is a speed limit section defined as the driving operation parameter 530 of the target train are also included. In addition, change width candidates Wi are set according to the equation (5). Subsequently, for each of these change width candidates Wi, an operation curve between the target stations is created, and the inter-station travel time Ti is calculated. Then, from these inter-station travel times Ti, the one closest to the travel time obtained by adding the allocated margin time a3 to the reference travel time between the target stations is selected, and the selected travel time The change width Wi corresponding to Ti is set as the adjustment change width.

  The line adjustment unit 434 immediately before braking calculates a notch-off position dn immediately before braking, which is one of the adjustment parameters (see FIG. 4). Specifically, in the reference operation curve, the portion immediately before the speed limit section and transitioning from power running to deceleration is specified.

  Next, for the specified line portion, the range from the position d1 where the speed is reduced to the speed limit Vs by only decelerating without applying the brake to the notch-off position d2 in the reference operation curve is set as a notch-off possible range. Then, in this notch-off possible range, the notch-off position dn is determined according to the line increase condition 536 (notch-off position condition) immediately before the brake, which is set as the driving operation parameter 530 of the target train.

  When the lower display avoidance operation curve adjustment unit 440 determines that the target train encounters the lower display by the arrival of the next station, the lower train display avoidance operation curve adjustment unit 440 performs the target train with respect to the reference operation curve created by the reference operation curve creation unit 420. The actual operation curve is created by performing adjustment using the driving operation parameters set in.

  Specifically, based on the reference operation curve and the signal display transition information 525, it is determined whether or not the target train encounters a lower display before the arrival of the next station. If it is determined that the lower display will be encountered, the speed limit section according to the lower display determined to be encountered is identified in the standard driving curve, and only the line without braking is applied to the straight line portion immediately before the speed limit section. The range from the position d1 at which the speed is reduced to the speed limit Vs to the notch-off position d2 in the reference operation curve is set as a notch-off possible range. In this notch-off possible range, the notch-off position dn is determined according to the lower display avoidance condition 537 (notch-off position condition) defined as the operation operation parameter 530 of the target train.

  The actual schedule creation unit 450 creates an actual schedule for a given train schedule based on the actual operation curve between the stations of each train. That is, the actual travel time between the target stations is calculated based on each actual operation curve, and the actual arrival time is calculated by adding the actual travel time calculated to the departure time, thereby obtaining the actual schedule.

  The signal indication transition prediction unit 460 predicts a time change of the signal indication accompanying the train operation. Specifically, with reference to the line condition data 521, the time change of the signal indication predicted when the train is assumed to have operated according to the reference operation curve created by the reference operation curve creation unit 420 is calculated. It is set as signal indication transition information 525.

  The signal indication transition information 525 is information that determines the time change of the signal indication for each block section so as to realize the block reservation, and is determined based on the train position, route setting, and the like. The “signal display” is a code indicated by the signal, and includes a code indicating the speed limit in addition to the display colors of the traffic lights such as red, blue, and yellow.

  Further, the signal indication transition prediction unit 460 generates the actual operation curve for each train and between stations by the surplus operation curve adjustment unit 430 or the lower indication avoidance operation curve creation unit 440. The signal display transition information 525 is updated in accordance with the actual operation curve. Usually, before creating the actual operation curve of the train between certain stations, the actual operation curve of the preceding train between the stations is created, so when creating the actual operation curve of the train, Signal indication transition information 525 can be used. Note that a known technique may be applied to the function of the signal indication transition prediction unit 460.

  The storage unit 50 stores a system program for realizing various functions for the processing unit 40 to control the train operation estimation apparatus 1 in an integrated manner, and a program and data for executing the train operation estimation process of the present embodiment. While being stored, it is used as a work area of the processing unit 40, and temporarily stores calculation results executed by the processing unit 40 according to various programs and input data from the input unit 10. In the present embodiment, the storage unit 50 includes the train operation estimation program 510, the track condition data 521, the train condition data 522, the plan diagram data 523, the driving operation parameters 530, the actual diagram data 524, and the signal representation. Display transition information 525 is stored.

[Process flow]
FIG. 8 is a flowchart for explaining the flow of the train operation estimation process. According to FIG. 8, first, the driving operation parameter setting unit 410 sets the driving operation parameter 530 for each train constituting the planned schedule to be processed (step A1).

  Further, the simulation time ts is set to a given start time t0 (step A3). Next, the signal indication transition prediction unit 460 generates signal indication transition information at the simulation time ts (step A5). Subsequently, the train that exists at the simulation time ts is extracted in the plan diagram (step A7), and the process of loop A is performed with the extracted trains as targets in the traveling direction.

  In loop A, the reference operation curve creation unit 420 creates a reference operation curve to the next station for the target train (step A9). Next, the lower display avoidance operation curve adjustment unit 440 refers to the created reference operation curve and signal display transition information 525, and determines whether or not the target train encounters the lower display before arriving at the next station. Judging. If it is determined that the lower display is encountered (step A11: YES), the lower display avoidance operation curve adjustment process is performed to create an operation curve to the next station of the target train (step A13). Then, the created operation curve is updated as the actual operation curve for the section after the position ds of the target train at the simulation time ts (step A21).

  On the other hand, if it is determined that the lower display is not encountered (step A11: NO), then it is determined whether there is a delay in the departure time of the target train. The departure time delay is determined when the actual departure time determined by the actual operation curve before the simulation time ts is later than the planned departure time in the planning diagram.

  If it is determined that there is no delay in the departure time (step A15: NO), then the surplus operation curve adjustment unit 430 determines whether there is a surplus in the travel time. Whether or not there is a margin for the traveling time is the margin time a (= ta−tb) which is the difference between the arrival time ta at the next station determined by the plan schedule and the arrival time tb at the next station when traveling according to the reference operation curve. ) Is calculated, and if the margin time a is equal to or greater than the margin threshold value 532 set as the driving operation parameter 530 of the target train, it is determined that there is a margin in the traveling time. If it is determined that there is a margin (step A17: YES), a margin-time running curve adjustment process is performed to create a running curve to the next station (step A19).

FIG. 9 is a flowchart for explaining the flow of the margin-time operation curve adjustment process.
First, the margin time curve adjustment unit 430 distributes the margin time a to each of the four types of adjustment methods according to the margin ratio 533 set as the driving operation parameter 530 of the target train (step B1). ).

  Next, the maximum speed adjustment unit 431 calculates the adjusted maximum speed and a section (section after the position tp) to which the adjusted maximum speed is applied using the allocated margin time a1 (step B3). Further, the deceleration adjusting unit 432 calculates an adjusted deceleration in the speed limit section using the allocated margin time a2 (step B5). In addition, the line adjustment unit 433, which is a speed limit section, calculates a speed change width W in the speed limit section using the allocated margin time a3 (step B7). Further, the line adjustment unit 434 immediately before braking determines the notch-off position immediately before braking using the allocated margin time a4 (step B9).

  Then, the surplus operation curve adjustment unit 430 creates an adjustment operation curve using the calculated maximum speed, deceleration, speed change width W in the speed limit section, and the notch-off position immediately before braking (step) B11). The spare time operating curve adjustment process is performed in this way.

  When the running curve adjustment process is completed, the adjusted operation curve created is updated as the actual operation curve for the section after the position ds of the target train at the simulation time ts (step A21).

  On the other hand, when it is determined that there is a delay in the departure time (step A15: YES), or when it is determined that there is no allowance for travel time (step A17: NO), the position after the position ds of the target train at the simulation time ts is determined. For the section, the created reference operation curve is updated as the actual operation curve (step A23). The process of loop A is performed in this way.

Subsequently, the simulation time ts is advanced by a predetermined time Δt (step A25).
Then, the signal indication transition prediction unit 460 updates the signal indication transition information 525 based on the actual operation curve of each target train (step A27).

  Next, it is determined whether or not the simulation time ts has reached a given end time te. If not (step A29: NO), the process returns to step A7 and repeats predetermined processing. If the simulation time ts has reached the end time te (step A29: YES), the actual diagram creation unit 450 creates an actual diagram based on the actual operation curve between the stations of each train that has been created. (Step A31). And a train operation estimation process is complete | finished.

[Function and effect]
Thus, according to the present embodiment, it is possible to realize a train operation simulation that can obtain different actual operation curves according to the operation parameter set for each train. That is, for each train constituting a given diagram, a driving operation parameter 530 for increasing the traveling time between stations of each train is set as a parameter for simulating a driver. Then, when a margin time that is a difference between the standard arrival time of the next station according to the standard driving curve and the planned arrival time determined by a given diagram satisfies the margin arrival condition, the driving operation parameter 530 is used. The reference operation curve is adjusted so as to delay the reference arrival time. As a result, when there is a margin for arrival at the next station, it is possible to create a driving curve that simulates the driving operation of the driver and that increases the traveling time between stations.

[Modification]
It should be noted that embodiments to which the present invention can be applied are not limited to the above-described embodiments, and can of course be changed as appropriate without departing from the spirit of the present invention.

(A) Non-applicable section In the above-described embodiment, the adjustment to the reference driving curve when there is a margin in the travel time is performed for all sections between stations. The closed section that affects the following train may be a non-applicable section that does not increase the travel time.

(B) Adjustment method In the above-described embodiment, there are four types of adjustment methods for running time ((1) decrease in maximum speed, (2) decrease in deceleration, and (3) increase in travel in the speed limit section. , (4) Increase in travel immediately before braking) has been described as an example, but other adjustment methods may be added, and one or more of the four types may be selected and applied. Also good. As a method of selection, for example, by making the distribution of the margin times a1 to a4 zero, the corresponding adjustment method can not be applied.

(C) Applications The train operation estimation device 1 has the following applications.

(C-1) Examination of energy-saving operation Differences in power consumption due to differences in operation methods can be compared. For example, the driving operation parameter 530 corresponding to each of a plurality of assumed driving methods is set. Next, the train operation estimation device 1 is caused to function based on each of these driving operation parameters 530, and an operation curve corresponding to the operation method is created to create a performance diagram. Since the substation is installed at a predetermined position and the specifications of each train are known, the power consumption of the entire track record diagram can be calculated by using the operation curve of each train. Then, by comparing the power consumption of each of these performance diagrams, it is possible to determine which operation method realizes the energy saving operation with the minimum power consumption. As a result, the driving method that realizes the most energy-saving driving can be used as the driving guideline for the driver.

(C-2) Verification of the amount of digestion for the spare time according to the operation method It is possible to verify how much the digestion (decrease) for the spare time is different depending on the operation method against the plan diagram. In other words, even with the same plan diagram, if the operation parameter 530 is different, there are four types of adjustment methods ((1) decrease in maximum speed, (2) decrease in deceleration, and (3) in the speed limit section. The degree of adjustment with respect to the reference operation curve by each of the line increase and (4) the line increase immediately before braking) is different. For example, (1) If the maximum speed is reduced, it is possible to grasp to what extent the maximum speed can be reduced by changing the allocated margin time a1. Thereby, it becomes possible to grasp | ascertain the extent of the digestion for the margin time by the difference in the driving method in a plan diagram by setting the driving operation parameter 530 variously. It is also possible to use the driving method that uses the most spare time as the driving guideline for the planned schedule.

DESCRIPTION OF SYMBOLS 1 Train operation estimation apparatus 10 Input part, 20 Display part, 30 Communication part 40 Processing part 410 Driving | operation operation parameter setting part, 420 Reference | standard driving curve creation part 430 Driving curve adjustment part at the time of a margin 431 Maximum speed adjustment part, 432 Deceleration adjustment part 433 Line adjustment section that is a restricted section, 434 Line adjustment section that is just before braking 440 Lower display avoidance operation curve adjustment section 450 Actual diagram creation section, 460 Signal display transition prediction section 50 Storage section 510 Train operation estimation program 521 Track condition data, 522 Train condition data 523 Planned diagram data, 524 Recorded diagram data 525 Signal display transition information, 530 Operation parameter

Claims (9)

A program for causing a computer to simulate the operation of each train, with a given diagram data in which a planned departure time and a planned arrival time at each station of each train are defined as processing targets,
As a parameter for simulating the driver of each train, a driving operation parameter setting means for setting a predetermined driving operation parameter for increasing the traveling time between stations to each train,
A time measuring means for measuring the simulation time,
A reference operation curve calculation means for calculating a reference operation curve to the next station by executing a predetermined operation curve creation process for the train at the simulation time,
When a difference between the reference arrival time of the next station and the planned arrival time according to the reference operation curve calculated by the reference operation curve calculation means satisfies a given margin arrival condition that is a condition that the vehicle arrives with a margin The first driver-specific adjustment means for adjusting the reference operation curve so as to delay the reference arrival time using the driving operation parameters set for the train,
As a program that allows the computer to function as a different actual operation curve according to the operation parameter set for each train. The driving operation parameter setting means sets at least the driving operation parameter to include a quasi-constant speed driving operation parameter at the time of quasi-constant speed driving that repeats power running and ramping when traveling in a speed limit section,
The first driver-specific adjustment means uses the quasi-constant speed operation parameter set for the train as the operation curve portion of the speed limit section of the reference operation curve calculated by the reference operation curve calculation means. Have means to adjust
The program according to claim 1. The driving operation parameter setting means includes at least the quasi-constant speed driving operation parameter to set the speed change width of power running and ramping that are repeated during the quasi-constant speed operation,
The program according to claim 2. The driving operation parameter setting means sets at least the driving operation parameter immediately before the first brake related to the driving distance or the driving time immediately before the brake in the driving operation parameter,
The first driver-specific adjustment means includes the first driving curve set for the train as a part of the driving curve immediately before braking, out of the reference driving curve calculated by the reference driving curve calculating means. Having means to adjust using the line operation parameters just before braking,
The program as described in any one of Claims 1-3. The driving operation parameter setting means sets at least the driving operation parameter immediately before the second brake related to the driving distance or the driving time immediately before the brake in the driving operation parameter,
Based on the operation curve calculated for the preceding train of the train at the simulation time and the reference operation curve calculated by the reference operation curve calculation means, the train at the simulation time is subordinated to the next station. Sub-presentation encounter detection means for detecting encountering an indication,
Regardless of whether or not the difference between the reference arrival time and the planned arrival time according to the reference operation curve satisfies the marginal arrival condition when detected by the lower indication encounter detection means, Of these, the second driver-specific adjustment means for adjusting the operation curve portion related to the encounter of the subordinate display using the line operation parameter immediately before the second brake set for the train,
The program as described in any one of Claims 1-4 for functioning the said computer as. When the difference between the reference arrival time and the planned arrival time according to the reference operation curve calculated by the reference operation curve calculation means satisfies the margin arrival condition, the operation curve is corrected to reduce the maximum speed of the reference operation curve. First common correction means to
The program as described in any one of Claims 1-5 for making the said computer further function as. The first common correction means determines a reduced maximum speed lower than the maximum speed according to a margin time that is a difference between the reference arrival time and the planned arrival time, and sets the maximum speed of the reference operation curve. Correct the driving curve to the maximum reduction speed.
The program according to claim 6. When the difference between the reference arrival time and the planned arrival time according to the reference operation curve calculated by the reference operation curve calculation means is the difference between the reference arrival time and the planned arrival time when the margin arrival condition is satisfied. A second common correction means for correcting a deceleration portion of the reference operation curve to an operation curve with reduced deceleration based on a margin time;
The program as described in any one of Claims 1-7 for making the said computer further function as. A train operation simulator for simulating the operation of each train, with a given diagram data in which a planned departure time and a planned arrival time at each station of each train are defined,
As a parameter for simulating the driver of each train, a driving operation parameter setting means for setting a predetermined driving operation parameter for increasing the traveling time between stations to each train,
A timing means for timing the simulation time;
For the train that takes the simulation time, reference operation curve calculation means for calculating a reference operation curve to the next station by executing a predetermined operation curve creation process;
When a difference between the reference arrival time of the next station and the planned arrival time according to the reference operation curve calculated by the reference operation curve calculation means satisfies a given margin arrival condition that is a condition that the vehicle arrives with a margin Using the driving operation parameters set for the train, first driver-specific adjustment means for adjusting the reference operation curve so as to delay the reference arrival time;
A train operation simulator capable of obtaining different actual operation curves according to the operation parameter set for each train.

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