JP2015107687A - Train operation control device, control method, and control program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To realize recovery from delay and energy saving by preventing an increase in unnecessary energy consumption even if a delay occurs.SOLUTION: An operation-curve creation unit 106 of a train operation control device creates an operation curve from departure of an own train from the next departure station to arrival thereof at the next stop on the basis of the determination whether the own train can depart from any station according to an operation timetable in which next departure stations of the own train, a preceding train that is a train running just before the own train, and a subsequent train that is a train running just after the own train are set in advance, at timing at which the own train arrives at any station that is the next departure station, while considering cumulative energy consumption.

Description

  Embodiments described herein relate generally to a train operation control device, a control method, and a control program.

  Further energy saving is required for energy efficient railways due to the recent shortage of electricity. Energy saving in railways means changing auxiliary equipment such as air conditioning and lighting to energy efficient equipment and reducing energy during train travel. In particular, in order to reduce the energy when the train travels, a method has been proposed in which the energy required for power running is reduced, and a regenerative brake is applied by creating a situation with good energy recovery efficiency.

  As a result, the train will run slowly, and running as slowly as possible to the next station itself will directly lead to energy saving (hereinafter referred to as energy saving).

JP 2011-045226 A JP 09-104347 A

“Miyatake, Taka: Solving method of train operation curve optimization problem using dynamic programming, Institute of Electrical Engineers of Japan (2004)”

By the way, since the original railway is intended to carry many users as quickly as possible and on time, there is a limit to running slowly for energy saving.
In actual operation, the train rarely operates as expected in the schedule, and a delay occurs due to a passenger getting on and off, a thing caught in a door, or a failure of the train itself. In order for a delayed train to recover from the delay, it has to drive to run as fast as possible. At this time, the amount of energy consumption increases because the running time is shorter than the driving assumed in the diagram.

If the train does not recover the schedule even if a delay occurs, the delay propagates to other trains and the entire train cannot be operated on the schedule.
For this reason, the entire train is controlled while taking into account that it is possible to restore the operation to the schedule as much as possible during actual operation. Then, even if it wants to drive with energy saving, if there is a delay, it must be operated with increased energy consumption to recover the delay.

  In addition, when operating on a certain route based on a schedule planned by multiple trains, due to an unexpected event such as an increase in stoppage time due to a large number of passengers and trapped doors, the planned schedule street It may become impossible to operate.

When there is a delay that delays arrival and departure times at the station as compared to the planned schedule, each train is operated to restore the delay as much as possible.
However, in the case of the morning rush hour in the suburbs of the city, the delay cannot be recovered because there is a preceding train, and it is forced to decelerate by a signal by not performing the operation suitable for the delay, There is a risk that the vehicle will operate with useless acceleration / deceleration, leading to an increase in energy consumption.

  Therefore, the present invention provides a train operation control apparatus, a control method, and a control program capable of realizing energy saving by preventing delay recovery and useless increase in energy consumption even when a delay occurs. The purpose is that.

  The operation curve creation unit of the train operation control device of the embodiment, when the own train arrives at any of the stations that become the next departure station, the own train, a preceding train that is a train that runs immediately before the own train, and the own train Based on whether or not it is possible to leave the next departure station of each subsequent train, which is a train that runs immediately after the train, according to a preset driving schedule, the next train An operation curve from departure from the station to arrival at the next stop is created in consideration of accumulated energy consumption.

Drawing 1 is an outline lineblock diagram of a train operation control device of an embodiment. FIG. 2 is an explanatory diagram of the relationship between trains and stations. FIG. 3 is an explanatory diagram of the states of the own train, the preceding train, and the succeeding train. FIG. 4 is an explanatory diagram of a speed limit calculation method using a preceding train. FIG. 5 is an explanatory diagram of a speed limit setting example in a state corresponding to FIG. FIG. 6 is a flowchart for creating an energy-saving operation curve according to the embodiment. FIG. 7 is a flowchart of a process for creating the shortest time operation curve. FIG. 8 is an explanatory diagram of the usable conditions of the maximum acceleration and the maximum deceleration. FIG. 9 is a process flowchart of an acceleration limit curve creation process. FIG. 10 is a process flowchart of a deceleration limit curve creation process. FIG. 11 is a process flowchart of a process for creating the shortest time operation curve. FIG. 12 is a process flowchart of an energy saving operation curve creation process. FIG. 13 is a graph (x−t) where time is plotted on the horizontal axis and train position is plotted on the vertical axis. FIG. 14 is an explanatory diagram of the speed condition. FIG. 15 is an explanatory diagram of the quantization process. FIG. 16 is an explanatory diagram of a setting example of the speed limit value.

Next, embodiments will be described with reference to the drawings.
Drawing 1 is an outline lineblock diagram of a train operation control device of an embodiment.
FIG. 2 is an explanatory diagram of the relationship between trains and stations.
In the following description, when a train that stops at one of the stations (= the station that will be the next departure station: the current station) is the own train TR1, the train travels forward in the traveling direction of the own train TR1. The immediately preceding train is the preceding train, the train immediately following the direction of travel of the own train TR1 is the succeeding train (rear train), and depending on the operation status of the own train TR1, the preceding train and the following train, It is assumed that operation control of the train TR1 is performed. This configuration is based on the assumption that only the preceding train and the subsequent train are directly affected by the operation of the own train TR1. For this reason, in this embodiment, the train information used to determine the departure time of the current station of the own train TR1 and the arrival time of the next station is information on only the preceding train and the subsequent train.

  The train operation control device 100 includes a diagram database (DB) 101 in which information after allocation of vehicles to the diagram (diagram: operation plan diagram) of the day is stored, and a train subject to operation control that has arrived at the station. Is the own train TR1, and the delay time indicating the operation status of the preceding train TR0 existing in the forward direction of the own train TR1 and the subsequent train TR2 existing in the backward direction of the own train TR1, and the preceding train TR0 and the following train TR2 respectively. Calculate the scheduled departure time from the current station of the own train TR1 and the scheduled arrival time of the next station, the next stop station, from the scheduled departure time, the scheduled arrival time, the margin time and delay time of the own train TR1. Time / arrival time calculation unit 102, a time interval / stop time database (DB) that stores past driving time intervals with respect to timetables, and actual stop time values at stations. 103, a speed limit calculation unit 104 for determining a speed limit at each blockage approach position for each time by the preceding train TR0, characteristics of each notch with respect to a boarding rate of a vehicle traveling on the route, characteristics of the motor / inverter, and the route The vehicle / route database (DB) 105 that stores the speed limit for the position, the gradient for the position, and the radius of curvature for the position of the route, and the calculation result of the speed limit calculation unit 104 are used as constraint conditions. Using the operation curve creation unit 106 that creates the operation curve with the smallest cumulative energy consumption related to traveling to the preceding station and the calculation result of the operation curve creation unit 106, speed limitation at each blockage approach position (blockage section entry position) is performed. And an operation information extraction unit 107 for extraction.

  The train operation control device 100 is configured to perform processing while the own train TR1 that is a train subject to operation control is stopped at the station, and the own train TR1 is a station (= the station that becomes the next departure station). : Start processing immediately after arriving at the current station).

  When the own train TR1 arrives at a certain station, the departure time / arrival time calculation unit 102 arrives at the arrival time of the own train TR1 that has arrived, the current position of the subsequent train TR2, and the station from which the subsequent train TR2 has departed (rear station ST2). And the departure time thereof, the scheduled arrival time of the next station of the subsequent train TR2 (current station ST1), the current position of the preceding train TR0 and the station from which the preceding train TR0 departed (front station ST0), its departure time, and the next of the preceding train TR0 Get the expected arrival time at the station (input).

  Next, when the departure time / arrival time calculation unit 102 acquires the above-described information (data), the departure time / arrival time calculation unit 102 refers to the diamond DB 101 and acquires the scheduled arrival time of the own train TR1 assumed in the diamond. Then, the departure time / arrival time calculation unit 102 calculates the difference between the scheduled arrival time registered in the diagram DB 101 and the arrival time in actual operation, and determines whether or not the own train TR1 is delayed.

  Next, the departure time / arrival time calculation unit 102 calculates the scheduled departure time of the current station ST1. Here, the scheduled departure time of the current station ST1 is a time obtained by adding the stop time to the arrival time of the current station ST1. In addition, as the stop time, a value stored (set) in advance in the diamond DB 101 is used, or an average value of actual train values at the same scheduled arrival time in the past is used.

  Next, the information on the own train TR1, the information on the preceding train TR0 and the subsequent information necessary for calculating the scheduled departure time at which the own train TR1 departs from the current station ST1 and the scheduled arrival time at which the own train TR1 arrives at the preceding station ST0. Information on train TR2 will be described.

As information of the own train TR1, the following delay time of the own train TR1, the margin time of the own train TR1, and the stop time of the own train TR1 at the current station ST1 are required.
(1) Delay time of own train TR1 =
Scheduled arrival time of actual train TR1 at current station ST1
-Scheduled arrival time of own train TR1 at current station ST1 on the diagram (2) Time margin for own train TR1 =
Time that own train TR1 travels on the diamond from current station ST1 to front station ST0
-The shortest time to travel from the current station ST1 of the own train TR1 to the preceding station ST0 (3) The stop time of the own train TR1 at the current station ST1 = the time required for the own train TR1 to get on and off passengers at the current station ST1 and the adjustment time total

As information of the preceding train TR0, the delay time of the preceding train TR0, the block opening time of the preceding station ST0 of the preceding train TR0, and the stop time at the preceding station of the preceding train TR0 are required.
(4) Delay time of preceding train TR0 = scheduled arrival time of actual preceding train TR0 at the preceding station ST0−scheduled arrival time of preceding train TR0 at the preceding station ST0 on the diamond (5) preceding station ST0 of the preceding train TR0 Opening time of the train = Time when the preceding train TR0 passes through the blocking at the position of the preceding station ST0 (6) Stop time at the preceding station ST0 of the preceding train TR0 = Time and adjustment time required for the preceding train TR0 to get on and off passengers at the preceding station ST0 Sum of

As information of the subsequent train TR2, the delay time of the subsequent train TR2 and the stop time at the rear station ST2 of the subsequent train TR2 are required.
(7) Delay time of subsequent train TR2 = Scheduled arrival time of actual subsequent train TR2 at rear station ST2−Scheduled arrival time of subsequent train TR2 at rear station ST2 on the diagram (8) Rear station ST2 of subsequent train TR2 Stop time = total time required for passengers to get on and off at rear station ST2 and adjustment time

  Based on these pieces of information, the train operation control apparatus 100, when the own train TR1 arrives at the current station ST1, the scheduled departure time at which the own train TR1 leaves the current station ST1, and the own train TR1 arrives at the preceding station ST0. The scheduled arrival time and the time required for the own train TR1 to travel from the current station ST1 to the preceding station ST0 are calculated.

Here, the time required for the own train TR1 to travel from the current station ST1 to the preceding station ST0 (running time) is calculated by the following equation.
Traveling time = Scheduled departure time of current station ST1−Scheduled arrival time of front station ST0

Next, after calculating the information (1) to (8), the train operation control device 100 calculates an energy saving operation curve for the own train TR1 to travel from the current station ST1 to the preceding station ST0 according to the following procedure.
The scheduled departure time of the current station ST1 of the own train TR1 and the scheduled arrival time of the preceding station ST0 of the own train TR1 are determined in consideration of the operation status of the preceding train TR0 and the subsequent train TR2. The current situation of the own train TR1 and the preceding train TR0 / following train TR2 is evaluated by the delay time.

Here, the operation status of each train is defined as follows using the delay time td and the scheduled allowable time α (α> 0) of the own train TR1, the preceding train TR0, or the succeeding train TR2.
The on-time allowable time α is a parameter that represents a time range that is treated as on-time.
Early arrival: delay time td <−α
Schedule: -α ≦ delay time td ≦ α
Delay: delay time td> α

  In this embodiment, in the case of early arrival, time adjustment is performed by extending the stop time at the station where the arrival arrived early, and the station departs from the station where the arrival arrived at the scheduled departure time set on the diagram. I am going to do it.

  By doing in this way, in the case of early arrival and on time, it is possible to depart at the scheduled departure time set on the timetable at the stop station, so the state at the time of departure from the station can be regarded as the same. Therefore, the state of the own train TR1, the state of the preceding train TR0, and the state of the subsequent train TR2 can be processed separately in two cases: early arrival or on time, and delay.

FIG. 3 is an explanatory diagram of the states of the own train, the preceding train, and the succeeding train.
When there are two states for each of the own train TR1, the preceding train TR0, and the following train TR2, and all of the own train TR1, the preceding train TR0, and the following train TR2 are considered, as shown in FIG. There are 2 ³ = 8 states (state ID = 1 to 8).

Next, for each of these eight states (state ID = 1-8),
・ Scheduled departure time for own train TR1 to depart from current station ST1 ・ Scheduled arrival time for own train TR1 to arrive at preceding station ST0 ・ Required for own train TR1 to travel from current station ST1 to preceding station ST0 Time (traveling minutes)
Set.

Each of the eight states (state ID = 1 to 8) shown in FIG. 3 will be described below.
[1] State ID = 1: When the subsequent train TR2, the own train TR1, and the preceding train TR0 are all arrived early or on time.

When the subsequent train TR2, the own train TR1 and the preceding train TR0 all arrive early or on time, the own train TR1 departs at the scheduled departure time of the current station ST1 set on the diagram and is set on the diagram to the preceding station ST0. Set to arrive at the scheduled arrival time.
Thereby, the traveling time of the own train TR1 is as follows.

・ Travel time of own train TR1 = Scheduled arrival time of next station-Scheduled departure time of current station ST1
= Scheduled arrival time at next station on diamond
-Scheduled departure time of current station ST1 on the schedule
= Time traveled on the diamond Therefore, when the state ID = 1, the own train TR1 operates according to the operation curve set on the diamond.

[2] State ID = 2: When the subsequent train TR2 is delayed and the own train TR1 and the preceding train TR0 arrive early or on time.
When only the following train TR2 is delayed, the own train TR1 can depart from the current station ST1 at the scheduled departure time set on the diagram, but if it departs at the scheduled departure time set on the diagram, The time interval will increase. When the time interval increases, there is a possibility that more passengers may be generated in the current station ST1 before the subsequent train TR2 arrives at the current station ST1, compared with the time when the train travels on the timetable. There is a possibility of further increasing the delay in ST1.
Therefore, in the present embodiment, the scheduled departure time of the current station ST1 is determined so as to adjust the time interval with the subsequent train TR2 within a range in which the delay of the own train TR1 itself is not increased.

[2.1] When the delay time of the following train TR2 ≦ the spare time of the own train TR1.
In this case, the own train TR1 departs at the scheduled departure time of the current station ST1 on the diagram + (the margin time of the own train TR1−the delay time of the subsequent train TR2), and the scheduled arrival time of the next station on the diagram Plan to arrive at.
At that time, the running time of the own train TR1 is determined as follows.

・ Travel time of own train TR1 = Scheduled arrival time of next station-Scheduled departure time of current station ST1
= Scheduled arrival time at next station on diamond
-{Scheduled departure time of current station ST1 on the schedule
+ (Time for own train TR1)
-Delay time of the following train TR2)}
= Running time on the diamond
-(Reserve time of own train TR1
-Delay time of the following train TR2) ≥ shortest running time

That is, the vehicle travels earlier by (the margin time of own train TR1−the delay time of subsequent train TR2) than the travel time on the diagram.
Therefore, by converting the remaining time in advance to travel time, the energy consumption increases, but the driving time interval with the subsequent train TR2 is increased, and the person who gets on the subsequent train TR2 Can be absorbed by the own train TR1, and the cause of the increase in delay due to the concentration of boarding on the subsequent train TR2 can be reduced.

[2.2] When the delay time of the following train TR2> the spare time of the own train TR1.
The own train TR1 is planned to depart at (scheduled departure time of the current station ST1 on the diagram + spare time of the own train TR1) and arrive at the scheduled arrival time of the front station ST0 on the diagram. Therefore, the traveling time of the own train TR1 is equal to the shortest traveling time between the current station ST1 and the preceding station ST0.
Therefore, also in this case, the deviation of the person who rides on the subsequent train TR2 can be absorbed by the own train TR1, and the cause of the increase in delay due to the concentration of boarding on the subsequent train TR2 can be reduced.

[3] State ID = 3: When the own train TR1 is delayed and the subsequent train TR2 and the preceding train TR0 arrive early or on time.
When only the own train TR1 is delayed, the own train TR1 operates to recover the delay.

[3.1] Delay time of own train TR1 ≦ time of own train TR1
In this case, the plan is as follows.
・ Scheduled departure time of current station ST1 of own train TR1
= Scheduled departure time of the current station ST1 on the schedule + delay time-Scheduled arrival time of the station ST0 ahead of the own train TR1
= Scheduled arrival time of the forward station ST0 on the diamond At this time, the traveling time of the own train TR1 is determined as follows.

・ Travel time of own train TR1 = Estimated arrival time at front station ST0
-Scheduled departure time of the current station ST1
= Scheduled arrival time at the front station ST0 on the diamond
-{Scheduled departure time of current station ST1 on the schedule
+ (Time for own train TR1)
-Delay time of own train TR1)}
= Running time on the diamond
-(Reserve time of own train TR1
-Delay time of own train TR1)
≥ Minimum running time

That is, the vehicle travels earlier by (the margin time of own train TR1−the delay time of own train TR1).
Therefore, by converting the remaining time in advance to the running time, the energy consumption increases, but the delay of the own train TR1 does not affect the subsequent train TR2, and the preceding station ST0. The delay can be recovered by.

[3.2] Delay time of own train TR1> When the spare time of own train TR1.
In this case, the own train TR1 determines the departure time and the scheduled arrival time of the own train TR1 at the front station ST0 as follows.
-Departure time = Scheduled departure time of the current station ST1 on the diagram + Delay time-Scheduled arrival time of the station ST0 ahead of the own train TR1
= Scheduled departure time of the current station ST1
+ Delay time + Minimum travel time to the front station ST0

  In this case, it is not possible to recover to the operation on the time of the street until the next station, the front station ST0. However, since a delay is detected even after the next station, the traveling time shorter than the traveling time on the diagram again. Therefore, the delay can be gradually recovered by repeating the operation in the traveling time shorter than the traveling time on the diagram.

[4] State ID = 4: When the preceding train TR0 is delayed and the subsequent train TR2 and the own train TR1 arrive early or on time.
When only the preceding train TR0 is delayed, the own train TR1 cannot arrive at the scheduled arrival time at the preceding station ST0 set on the diagram depending on the degree of delay of the preceding train TR0. Therefore, when the preceding train TR0 is delayed, the scheduled departure time of the current station ST1 is determined in consideration of the block opening time of the preceding station ST0 of the preceding train TR0.

[4.1] A case where the block opening time at the preceding station ST0 of the preceding train TR0 is before the scheduled arrival time of the preceding station ST0 on the diagram of the own train TR1.
The block opening time of the preceding train TR0 at the preceding station ST0 is before the scheduled arrival time of the preceding station ST0 on the timeline of the own train TR1 (the preceding station ST0 closing time of the preceding train TR0 ≦ the preceding station ST0 on the timeline of the own train TR1) , The scheduled departure time of the current station ST1 of the own train TR1, the scheduled arrival time of the preceding station ST0 of the own train TR1, and the traveling time of the own train TR1 are as follows.

・ Schedule departure time of current station ST1 of own train TR1
= Scheduled departure time of the current station ST1 on the schedule-Scheduled arrival time of the station ST0 ahead of the own train TR1
= Scheduled arrival time of the front station ST0 on the diamond-Running time of the own train TR1 = Scheduled arrival time of the current station ST1 on the diamond
-Scheduled departure time of current station ST1 on the schedule
= Running time on the diamond

[4.2] The block opening time of the preceding station ST0 of the preceding train TR0 is after the scheduled arrival time of the preceding station ST0 on the diagram of the own train TR1 has elapsed.
The block opening time of the preceding station ST0 of the preceding train TR0 is after the scheduled arrival time of the preceding station ST0 on the diagram of the own train TR1 (the blocking opening time of the preceding station ST0 of the preceding train TR0> the preceding station on the diagram of the own train TR1. ST0 (scheduled arrival time).
The own train TR1 cannot operate in the running time set on the diagram. Therefore, the scheduled arrival time of the next station of the own train TR1 and the traveling time of the own train TR1 are as follows.

-Scheduled arrival time of the next station of the own train TR1 = Block opening time of the preceding station ST0 of the preceding train TR0-Travel time of the own train TR1 = Scheduled arrival time of the next station-Scheduled departure time of the current station ST1
= Next station block opening time of preceding train TR0
-Scheduled departure time of current station ST1 on the schedule
≥ Travel time on the diamond Create an energy saving operation curve for the travel time of the above-mentioned own train TR1 considering the longer time than the travel time on the diamond and the speed limit in the closed section due to the presence of the preceding train TR0 .

[5] State ID = 5: When the preceding train TR0 arrives early or on time, and the subsequent train TR2 and the own train TR1 are delayed.
When the preceding train TR0 arrives early or on time and the own train TR1 and the following train TR2 are delayed, the own train TR1 recovers the delay until it arrives at the preceding station ST0 as much as possible to recover its own delay. However, if the departure is made early for delay recovery, the operation time interval for the subsequent train TR2 becomes large, which may cause the subsequent train TR2 to increase the delay at the current station ST1.
Therefore, in the present embodiment, the own train TR1 determines the scheduled departure time of the current station ST1 so as to recover the delay while considering the operation time interval with the subsequent train TR2.

[5.1] When the delay time of the own train TR1 is less than or equal to the spare time of the own train TR1.
[5.1.1] The delay time of the following train TR2 is equal to or less than the time obtained by subtracting the delay time of the own train TR1 from the margin time of the own train TR1.
The delay time of the following train TR2 is equal to or less than the time obtained by subtracting the delay time of the own train TR1 from the margin time of the own train TR1 [the delay time of the following train ≦ (the margin time of the own train TR1−the delay time of the own train TR1)] In some cases, the scheduled departure time of the current station ST1 of the own train TR1 and the running time of the own train TR1 are as follows.
・ Schedule departure time of current station ST1 of own train TR1
= Scheduled departure time of the current station ST1 on the diamond
+ Delay time of the following train TR2-Travel time of the own train TR1 = Travel time on the diamond-Delay time of the subsequent train TR2

[5.1.2] The delay time of the following train TR2 exceeds the time obtained by subtracting the delay time of the own train TR1 from the margin time of the own train TR1.
The delay time of the following train TR2 exceeds the time obtained by subtracting the delay time of the own train TR1 from the margin time of the own train TR1 [the delay time of the subsequent train TR2> (the margin time of the own train TR1−the delay time of the own train TR1) ], The scheduled departure time of the current station ST1 of the own train TR1, the scheduled arrival time of the preceding station ST0 of the own train TR1, and the running time of the own train TR1 are as follows.

・ Schedule departure time of current station ST1 of own train TR1
= Scheduled departure time of the current station ST1 on the diamond
+ (Lead time of own train TR1-Delay time of own train TR1)
・ Scheduled arrival time at station ST0 in front of own train TR1
= Scheduled arrival time of the preceding station ST0 on the diamond-Travel time of the own train TR1 = Scheduled arrival time of the next station on the diamond
-Scheduled departure time of current station ST1 on the schedule
= Running time on the diamond
-(Time for own train TR1-Delay time of own train TR1)

[5.2] When the delay time of own train TR1 exceeds the spare time of own train TR1.
When the delay time of the own train TR1 exceeds the margin time of the own train TR1 (the delay time of the own train TR1> the margin time of the own train TR1), the planned departure time of the current station ST1 of the own train TR1 and the own train The estimated arrival times at the station ST0 in front of TR1 are as follows.

・ Schedule departure time of current station ST1 of own train TR1
= Scheduled departure time of the current station ST1 on the diamond
+ Delay time of own train TR1 ・ Scheduled arrival time at station ST0 in front of own train TR1
= Schedule departure time of current station ST1 of own train TR1 + shortest running time

[6] State ID = 6: When own train TR1 arrives early or on time, and subsequent train TR2 and preceding train TR0 are delayed.
When the own train TR1 arrives early or on time and the preceding train TR0 and the following train TR2 are delayed, the own train TR1 is scheduled to arrive at the forward station ST0 set on the diagram depending on the degree of delay of the preceding train TR0 It is impossible to arrive at. Moreover, there is a possibility that the delay is increased when the subsequent train TR2 arrives at the current station ST1 by leaving the subsequent train TR2 at the scheduled departure time of the current station ST1 set on the diagram. Therefore, the own train TR1 determines the scheduled departure time of the current station ST1 in consideration of the block opening time of the preceding station ST0 of the preceding train TR0.

[6.1] When the block opening time of the preceding station ST0 of the preceding train TR0 is before the scheduled arrival time of the preceding station ST0 on the timetable of the own train TR1.
The block opening time of the preceding station ST0 of the preceding train TR0 is before the scheduled arrival time of the preceding station ST0 on the timetable of the own train TR1 (the closing time of the preceding station ST0 of the preceding train TR0 ≦ the preceding station ST0 on the timetable of the own train TR1) Scheduled arrival time), based on the delay time of the subsequent train TR2 and the spare time of the own train TR1, the scheduled departure time of the current station ST1 of the own train TR1 and the scheduled arrival of the next station of the own train TR1 The time and the running time of the own train TR1 are as follows.

[6.1.1] When the delay time of the subsequent train TR2 is equal to or less than the margin time of the own train TR1.
If the delay time of the following train TR2 is equal to or less than the margin time of the own train TR1 (the delay time of the following train TR2 ≦ the margin time of the own train TR1), the scheduled departure time of the current station ST1 of the own train TR1 The scheduled arrival time of the next station of the train TR1 and the traveling time of the own train TR1 are as follows.

・ Schedule departure time of current station ST1 of own train TR1
= Scheduled departure time of the current station ST1 on the diamond
+ Delay time of the following train TR2-Scheduled arrival time of the next station of the own train TR1 = Scheduled arrival time of the current station ST1 on the diamond-Traveling time of the own train TR1 = Traveling time on the diagram-Delay of the following train TR2 time

[6.1.2] When the delay time of the subsequent train TR2 exceeds the margin time of the own train TR1.
If the delay time of the following train TR2 exceeds the margin time of the own train TR1 (the delay time of the following train TR2> the margin time of the own train TR1), the scheduled departure time of the current station ST1 of the own train TR1, The scheduled arrival time of the next station of the own train TR1 and the running time of the own train TR1 are as follows.

・ Schedule departure time of current station ST1 of own train TR1
= Scheduled departure time of the current station ST1 on the schedule + margin time-Scheduled arrival time of the next station on the own train TR1 = Scheduled arrival time of the current station ST1 on the schedule-Running time of the own train TR1 = Shortest on the schedule Running time

[6.2] When the block opening time of the preceding station ST0 of the preceding train TR0 exceeds the scheduled arrival time of the preceding station ST0 on the diagram of the own train TR1.
The block opening time of the preceding station ST0 of the preceding train TR0 exceeds the scheduled arrival time of the preceding station ST0 on the diamond of the own train TR1 (the blocking opening time of the preceding station ST0 of the preceding train TR0> on the diamond of the own train TR1 (Scheduled arrival time of the preceding station ST0), based on the delay time of the subsequent train TR2, the next station block opening time of the preceding train TR0, and the scheduled arrival time of the next station on the diagram of the own train TR1, The scheduled departure time of the current station ST1, the scheduled arrival time of the next station of the own train TR1, and the traveling time of the own train TR1 are as follows.

[6.2.1] The delay time of the following train TR2 is equal to or less than the time obtained by subtracting the scheduled arrival time of the next station on the timetable of the own train TR1 from the next station block opening time of the preceding train TR0.
The delay time of the succeeding train TR2 is equal to or less than the time obtained by subtracting the scheduled arrival time of the next station on the diamond of the own train TR1 from the next station block opening time of the preceding train TR0 [delay time of the following train TR2 ≦ (preceding train TR0 Next station block opening time-scheduled arrival time of next station on the own train TR1 schedule)], the delay time of the following train TR2, the next station block opening time of the preceding train TR0, and on the schedule of the own train TR1 Based on the scheduled arrival time of the next station, the scheduled departure time of the current station ST1 of the own train TR1, the scheduled arrival time of the next station of the own train TR1, and the running time of the own train TR1 are as follows.

・ Schedule departure time of current station ST1 of own train TR1
= Scheduled departure time of the current station ST1 on the diamond
+ Delay time of the following train TR2 ・ Scheduled arrival time of the next station of the own train TR1 = Occurrence time of the next station blockade of the preceding train TR0 ・ Running time of the own train TR1 = Blocking time of the next station of the preceding train TR0
-Scheduled departure time of current station ST1 of own train TR1

[6.2.2] The delay time of the subsequent train TR2 exceeds the time obtained by subtracting the scheduled arrival time of the next station on the timetable of the own train TR1 from the next station block opening time of the preceding train TR0.
The delay time of the following train TR2 exceeds the time obtained by subtracting the scheduled arrival time of the next station on the timetable of the own train TR1 from the next station block opening time of the preceding train TR0 [delay time of the following train TR2> (preceding train The next station block opening time of TR0-the scheduled arrival time of the next station on the timetable of the own train TR1)], the delay time of the subsequent train TR2, the next station block opening time of the preceding train TR0, and the own train TR1 Based on the scheduled arrival time of the next station on the diamond, the scheduled departure time of the current station ST1 of the own train TR1, the scheduled arrival time of the next station of the own train TR1, and the running time of the own train TR1 are as follows.

・ Schedule departure time of current station ST1 of own train TR1
= Next station block opening time of preceding train TR0
-Shortest running time between the current station ST1 and the preceding station ST0 of the own train TR1-Scheduled arrival time of the next station of the own train TR1 = Blocking opening time of the next station of the preceding train TR0-Running time of the own train TR1 = on the diagram The shortest running time of

[7] State ID = 7: When the subsequent train TR2 arrives early or on time, and the own train TR1 and the preceding train TR0 are delayed.
When the subsequent train TR2 arrives early or on time, and the own train TR1 and the preceding train TR0 are delayed, the own train TR1 needs to leave the current station ST1 as early as possible so as not to block the progress of the subsequent train TR2. However, depending on the degree of delay of the preceding train TR0, it may arrive only at a time later than the scheduled arrival time of the front station ST0 of the own train TR1.
Therefore, when the subsequent train TR2 arrives early or on time and the own train TR1 and the preceding train TR0 are delayed, the own train TR1 is scheduled for the current station ST1 in consideration of the block opening time of the preceding station ST0 of the preceding train TR0. Determine the departure time.

[7.1] The block opening time of the preceding station ST0 of the preceding train TR0 adds the delay time of the own train TR1 to the scheduled arrival time of the preceding station ST0 on the timetable of the own train TR1, and the margin time of the own train TR1 If it is before the time minus.

  The block opening time of the preceding station ST0 of the preceding train TR0 is before the time when the delay time of the own train TR1 is added to the scheduled arrival time of the preceding station ST0 on the timetable of the own train TR1 and the margin time of the own train TR1 is subtracted [The block opening time of the preceding station ST0 of the preceding train TR0 ≦ (scheduled arrival time of the preceding station ST0 on the diamond of the own train TR1 + delay time of the own train TR1−allowance time of the own train TR1)] Is based on the delay time of the own train TR1 and the spare time of the own train TR1, the scheduled departure time of the current station ST1 of the own train TR1, the scheduled arrival time of the front station ST0 of the own train TR1, and the traveling time of the own train TR1. The minutes are as follows.

[7.1.1] When the delay time of own train TR1 is equal to or less than the margin time of own train TR1.
If the delay time of own train TR1 is less than or equal to the spare time of own train TR1 (the delay time of own train TR1 ≦ the spare time of own train TR1), the scheduled departure time of the current station ST1 of own train TR1 The scheduled arrival time of the front station ST0 of the train TR1 and the traveling time of the own train TR1 are as follows.

・ Schedule departure time of current station ST1 of own train TR1
= Scheduled departure time of the current station ST1 on the diamond
+ Delay time of own train TR1 ・ Scheduled arrival time at station ST0 in front of own train TR1
= Scheduled arrival time of the front station ST0 on the diamond ・ Time of the own train TR1
= Running time on the diamond
-(Time for own train TR1-Delay time of own train TR1)
≥ Minimum running time

[7.1.2] When the delay time of own train TR1 exceeds the spare time of own train TR1.
If the delay time of the own train TR1 exceeds the margin time of the own train TR1 (the delay time of the own train TR1> the margin time of the own train TR1), the scheduled departure time of the current station ST1 of the own train TR1, The scheduled arrival time of the front station ST0 of the own train TR1 and the traveling time of the own train TR1 are as follows.

・ Schedule departure time of current station ST1 of own train TR1
= Scheduled departure time of the current station ST1 on the diamond
+ Delay time of own train TR1 ・ Scheduled arrival time of the next station of own train TR1
= Scheduled arrival time of the current station ST1 on the diamond
+ (Delay time of own train TR1-Margin time of own train TR1)
・ Running time of own train TR1 = shortest running time

[7.2] The block opening time of the preceding station ST0 of the preceding train TR0 adds the delay time of the own train TR1 to the scheduled arrival time of the next station on the timetable of the own train TR1, and the spare time of the own train TR1 is calculated. When the deducted time is exceeded.
The block opening time of the preceding station ST0 of the preceding train TR0 exceeds the time obtained by adding the delay time of the own train TR1 to the scheduled arrival time of the next station on the diamond of the own train TR1 and subtracting the spare time of the own train TR1 If [the block opening time of the preceding station ST0 of the preceding train TR0> (scheduled arrival time of the next station on the diamond of the own train TR1 + delay time of the own train TR1−allowance time of the own train TR1)] The scheduled departure time of the current station ST1 of the own train TR1, the scheduled arrival time of the front station ST0 of the own train TR1, and the running time of the own train TR1 are as follows.

・ Schedule departure time of current station ST1 of own train TR1
= Scheduled departure time of the current station ST1 on the diamond
+ Delay time of own train TR1 ・ Scheduled arrival time of the next station of own train TR1
= Station block opening time of the preceding station ST0 of the preceding train TR0 · Running time of the own train TR1 = Scheduled arrival time of the preceding station ST0 of the own train TR1
-Scheduled departure time of current station ST1 of own train TR1

[8] State ID = 8: When the subsequent train TR2, the own train TR1, and the preceding train TR0 are all delayed.
When all of own train TR1, preceding train TR0, and succeeding train TR2 are delayed, own train TR1 is scheduled for current station ST1 in consideration of all delays of succeeding train TR2 and preceding train TR0 including its own delay time. The departure time and the scheduled arrival time of the front station ST0 must be determined.

  Therefore, the own train TR1 determines the scheduled departure time of the current station ST1 in consideration of the block opening time of the preceding station ST0 of the preceding train TR0.

[8.1] The block opening time of the preceding station ST0 of the preceding train TR0 adds the delay time of the own train TR1 to the scheduled arrival time of the preceding station ST0 on the timetable of the own train TR1, and the spare time of the own train TR1 If before the time minus.

  The block opening time of the preceding station ST0 of the preceding train TR0 is before the time when the delay time of the own train TR1 is added to the scheduled arrival time of the preceding station ST0 on the timetable of the own train TR1 and the margin time of the own train TR1 is subtracted. [The block opening time of the preceding station ST0 of the preceding train TR0 ≦ (scheduled arrival time of the preceding station ST0 on the timetable of the own train TR1 + delay time of the own train TR1−allowance time of the own train TR1)] Based on the delay time of the following train TR2, the following settings are made.

[8.1.1] The delay time of the following train TR2 is equal to or less than the time obtained by subtracting the delay time of the own train TR1 from the margin time of the own train TR1.

  The delay time of the following train TR2 is equal to or less than the time obtained by subtracting the delay time of the own train TR1 from the spare time of the own train TR1 [the scheduled departure time of the current station ST1 of the own train TR1 = the scheduled departure of the current station ST1 on the timetable Time + delay time of the following train TR2 ≦ margin time of own train TR1−delay time of own train TR1], the estimated arrival time of the next station of own train TR1 and the running time of own train TR1 are as follows: And

・ Scheduled arrival time of the next station of the own train TR1 = Scheduled arrival time of the current station ST1 on the diamond ・ Travel time of the own train TR1 = Travel time of the train—the delay time of the subsequent train TR2

[8.1.2] When the delay time of the following train TR2 exceeds the time obtained by subtracting the delay time of the own train TR1 from the margin time of the own train TR1.
The delay time of the following train TR2 exceeds the time obtained by subtracting the delay time of the own train TR1 from the margin time of the own train TR1 (the delay time of the subsequent train TR2> the margin time of the own train TR1−the delay of the own train TR1. Time), the scheduled departure time of the current station ST1 of the own train TR1, the scheduled arrival time of the next station of the own train TR1, and the running time of the own train TR1 are as follows.

・ Schedule departure time of current station ST1 of own train TR1
= Scheduled departure time of the current station ST1 on the schedule + margin time-Scheduled arrival time of the next station on the own train TR1 = Scheduled arrival time of the current station ST1 on the schedule-Running time of the own train TR1 = Shortest on the schedule Running time

[8.2] The block opening time of the preceding station ST0 of the preceding train TR0 adds the delay time of the own train TR1 to the scheduled arrival time of the preceding station ST0 on the diamond of the own train TR1, and the spare time of the own train TR1 If the time after subtracting is exceeded.

  The time when the block opening time of the preceding station ST0 of the preceding train TR0 is obtained by adding the delay time of the own train TR1 to the scheduled arrival time of the preceding station ST0 on the timetable of the own train TR1 and subtracting the spare time of the own train TR1. In the case of exceeding [blocking opening time of the preceding station ST0 of the preceding train TR0> (scheduled arrival time of the preceding station ST0 on the timetable of the own train TR1 + delay time of the own train TR1−allowance time of the own train TR1)] Is set as follows based on the delay time of the following train TR2.

[8.2.1] The delay time of the following train TR2 is equal to or less than the time obtained by subtracting the scheduled arrival time of the next station on the timetable of the own train TR1 and the delay time of the own train TR1 from the next station block opening time of the preceding train TR0. If it is.

  The delay time of the following train TR2 is equal to or less than the time obtained by subtracting the scheduled arrival time of the next station on the diamond of the own train TR1 and the delay time of the own train TR1 from the next station block opening time of the preceding train TR0. If the delay time ≦ (the next station block opening time of the preceding train TR0−the scheduled arrival time of the next station on the diamond of the own train TR1−the delay time of the own train TR1)], the current station ST1 of the own train TR1. The scheduled departure time, the scheduled arrival time of the next station of the own train TR1, and the running time of the own train TR1 are as follows.

・ Schedule departure time of current station ST1 of own train TR1
= Scheduled departure time of the current station ST1 on the diamond
+ Delay time of the following train TR2 ・ Scheduled arrival time of the next station of the own train TR1 = Occurrence time of the next station blockade of the preceding train TR0 ・ Running time of the own train TR1 = Blocking time of the next station of the preceding train TR0
-Scheduled departure time of current station ST1 of own train TR1

[8.2.2] The delay time of the following train TR2 is the time obtained by subtracting the scheduled arrival time of the next station on the diamond of the own train TR1 and the delay time of the own train TR1 from the next station block opening time of the preceding train TR0. If it exceeds.

  The delay time of the following train TR2 exceeds the time obtained by subtracting the scheduled arrival time of the next station on the diamond of the own train TR1 and the delay time of the own train TR1 from the next station block opening time of the preceding train TR0 [following train TR2 Delay time> (the next station block opening time of the preceding train TR0-scheduled arrival time of the next station on the diamond of the own train TR1-delay time of the own train TR1)], the schedule of the current station ST1 of the own train TR1 The departure time, the scheduled arrival time of the next station of the own train TR1, and the running time of the own train TR1 are as follows.

・ Schedule departure time of current station ST1 of own train TR1
= Next station block opening time of preceding train TR0
-Shortest running time between the current station ST1 and the preceding station ST0 of the own train TR1-Scheduled arrival time of the next station of the own train TR1 = Blocking opening time of the next station of the preceding train TR0-Running time of the own train TR1 = on the diagram The shortest running time of

By the departure time / arrival time calculation unit 102, the scheduled departure time of the current station ST1 of the own train TR1 for eight ways (state ID = 1 to 8) regarding the operation state of the own train TR1, the preceding train TR0, and the subsequent train TR2, When the estimated arrival time of the front station ST0 of the own train TR1 and the running time between the current station ST1 and the front station ST0 of the own train TR1 are calculated, the speed limit calculating unit 104 creates an energy saving operation curve of the own train TR1. Calculate the speed limit depending on the time required.
The speed limit by the preceding train TR0 is calculated based on the operation curve of the preceding train TR0. The creation method will be specifically described with reference to FIG. In addition, the driving | running curve here shall be produced on the basis of the train head position.

FIG. 4 is an explanatory diagram of a speed limit calculation method for the preceding train TR0.
Here, it is assumed that the operation curve of the preceding train TR0 has already been determined.
The blockage section existing between the station (4700 [m] point) from which the preceding train TR0 departed and the arrival station (6750 [m] point) can be known at the same time. In the current railway, for safety reasons, it is not possible to have multiple trains in one block. Therefore, it is calculated whether the train has passed from the closed section with the elapsed time from the time when the preceding train TR0 left the station (in this case, the departure time is 200 seconds). It is only necessary to see the transit time at a position advanced by the train length from each blockage.

In FIG. 4, for example, each of the first to third closed sections is calculated as follows.
Passed through first closed section CA1: 245 seconds Passed through second closed section CA2: 265 seconds Passed through third closed section CA3: 284 seconds

FIG. 5 is an explanatory diagram of a speed limit setting example in a state corresponding to FIG.
Subsequently, the speed limit of the own train TR1 is set for the elapsed time of each blocked section.
Here, for simplification, it is assumed that the speed limit is set to 0, 30, 60, 90 [km / h] from the side closer to the existing train. Note that FIG. 5 is an example, and the method of determining the speed limit differs depending on each railway operator.
In the case of the example in FIG. 5, since the preceding train TR0 exists in the first closed section CA1 from time 200 seconds to time 245 seconds, the speed limit of the own train TR1 in the first closed section CA1 is 0 km, That is, the vehicle stops and entry is prohibited.

  Similarly, from time 245 seconds to time 265 seconds, the preceding train TR0 exists in the second closed section CA2, so the speed limit of the own train TR1 in the second closed section CA2 is 0 km, that is, the vehicle stops. Entry is prohibited. Moreover, the speed limit of the own train TR1 in the first closed section CA1 adjacent to the front side of the second closed section CA2 is 30 km.

  Similarly, from time 265 seconds to time 284 seconds, since the preceding train TR0 exists in the third closed section CA3, the speed limit of the own train TR1 in the third closed section CA3 is 0 km, that is, stops. Entry is prohibited. Moreover, the speed limit of the own train TR1 in the second closed section CA2 adjacent to the front side of the third closed section CA3 is 30 km. Further, since the first closed section CA1 is provided via the second closed section CA2 with respect to the third closed section CA3, the speed limit of the own train TR1 is 60 km higher than the second closed section CA2. .

  Similarly, after time 284 seconds, since the preceding train TR0 exists in the fourth closed section CA4, the speed limit of the own train TR1 in the fourth closed section CA4 is 0 km, that is, stops, and entry is prohibited. The Moreover, the speed limit of the own train TR1 in the third closed section CA3 adjacent to the front side of the fourth closed section CA4 is 30 km. Furthermore, since the second closed section CA2 is provided via the third closed section CA3 with respect to the fourth closed section CA4, the speed limit of the own train TR1 is 60 km higher than the third closed section CA3. . Furthermore, since the first closed section CA1 is provided via the third closed section CA3 and the second closed section CA2 with respect to the fourth closed section CA4, the speed limitation of the own train TR1 is the second closed section CA2. It becomes 90 km higher than the section CA2.

  If the speed limit in each blockage section by the position of the preceding train TR0 can be set, the operation curve creation unit 106 next creates an energy saving operation curve between the current station ST1 and the preceding station ST0 with the travel time set by the own train TR1. create.

Here, an example of creating an energy saving operation curve will be described.
First, the principle of creating an energy saving operation curve will be described.
The energy saving operation curve of a train is a state at the departure station expressed by an equation of motion including travel resistance and gradient resistance as constraints, an elapsed time t from the departure, a speed v, and a distance x from the departure station ( The initial state is (t, v, x) = (0, 0, 0), and the state at the arrival station (terminal state) is (t, v, x) = (T, 0, X) 2 Has a point boundary value.
Here, T is the elapsed time required from the departure station to the arrival station, and X is the distance between the departure station and the arrival station.

  On the other hand, the evaluation function is obtained by solving an optimal control problem using the sum E (cumulative energy consumption) of energy consumed between the departure station and the arrival station. At this time, the control variable that specifies the motion of the train is a notch that specifies acceleration and deceleration. Currently, a widespread train realizes acceleration / deceleration of a train by a plurality of notches, and the driving curve can be regarded as a multistage decision making problem as to which notch is selected and operated at each time.

By the way, in general, a problem that arises when solving a multistage decision-making problem is a combination explosion of solution candidates.
Hereinafter, the combination explosion will be briefly described.
For example, when there are 10 notch choices and an operation curve with a running time of 100 seconds is created with a minimum control time unit of 1 second, a solution satisfying the constraint must be found out of 10 ¹⁰⁰ solution candidates. . It is impossible to find a solution that satisfies the constraints on squeezing from within this time range.

Therefore, as a method for solving the problem of the combined explosion, an optimum solution search method using dynamic programming has been proposed.
The creation of an operation curve using dynamic programming is to define the train's (time, speed, position) state on a grid point, and search for a path with the smallest accumulated energy consumption at that grid point. At that time, when there are a plurality of routes that reach a certain state (t, v, x), only the route with the smallest accumulated energy consumption is stored, and the search is continued. When using dynamic programming, the state space is divided into a grid in advance, but generally it is rare to move from a grid point to a grid point. For this reason, it is assumed that some corrections are made to move to the grid point when it is not on the grid point. In this method, when the correction to the lattice points increases, there is a problem that the error becomes larger than the optimum solution.

  Therefore, in this embodiment, without enumerating all solution candidates for the multistage decision-making problem, each time (stage) checks whether it can be a candidate for an acceptable solution (pruning) and solves each time the stage is advanced. A method for generating candidates is proposed.

  Here, pruning is a general-purpose method for solving combinatorial optimization problems known in the field of operations research. In the generation operation, solution candidates are generated, and in the pruning operation, solution candidates that cannot be the optimal solution are pruned and deleted from the solution candidate list. The optimum solution is searched while repeating the generation operation and the pruning operation. Although it is an idea close to exhaustive enumeration, it is more efficient than exhaustive enumeration in that no search is performed for those that cannot be solution candidates.

FIG. 6 is a flowchart for creating an energy-saving operation curve according to the embodiment.
When various data such as vehicle information, inter-station information, and travel time information are input, the driving curve creating unit 106 refers to the vehicle / route DB 105 and based on the input vehicle information and inter-station information, the driving curve. Data necessary for creation is acquired (step S101).
Subsequently, the driving curve creation unit 106 creates the driving curve of the shortest time between the input stations (step S102).

FIG. 7 is a flowchart of a process for creating the shortest time operation curve.
The shortest time operation polarity creation processing is roughly divided into acceleration limit curve creation processing (step S201), deceleration limit curve creation processing (step S202), and shortest time operation curve creation processing (step S203) using a pruning algorithm. Has been.

This will be specifically described below.
In order to create the shortest time operation curve, a solution of the shortest time control having an initial condition and a termination condition is obtained. In general, the shortest time control is controlled by maximum acceleration or maximum deceleration called “bang-bang control”. However, since the speed is mainly limited by the position during train operation, it cannot always be controlled only by the maximum acceleration and the maximum deceleration. Therefore, the range in which the train can be moved with maximum acceleration and maximum deceleration is obtained.

FIG. 8 is an explanatory diagram of the usable conditions of the maximum acceleration and the maximum deceleration.
FIG. 9 is a process flowchart of an acceleration limit curve creation process.
FIG. 10 is a process flowchart of a deceleration limit curve creation process.
The maximum acceleration and the maximum deceleration can be used during train operation, as shown in FIG. 8, in four cases, Case 1 to Case 4.
Case 1: Use the maximum acceleration when leaving the departure station Case 2: Use the maximum deceleration when arriving at the arrival station Case 3: Use the maximum acceleration when the speed limit increases in the direction of travel Case 4: Use the speed limit in the direction of travel Use maximum deceleration when decreasing with

In FIG. 8, the line going up to the right is when the train is moved at the maximum acceleration, and the line going down to the left is when the train is moved at the maximum deceleration.
There is always only one Case 1 state and one Case 2 state between stations.

  On the other hand, since there may be a plurality of cases 3 and 4 in one station, it is necessary to calculate an acceleration limit curve and a deceleration limit curve for all of them.

First, the variable ST shown in FIGS. 9 and 10 will be described with reference to FIG. First, it is assumed that the speed limit is given by the following structure array.
struct velocity_limitation {
double position; // start position of speed limit double velocity; // limit speed after start position};

In FIG. 8, struct velocity_limitation ST [3]
= {{0, vmax}, {x1, v2}, {x2, vmax}};
It becomes.
Here, ST [0]. position <ST [1]. position <ST [2]. position <ST [3]. As in position, the smaller the structure index is, the smaller the start position is.

Next, a target position of the acceleration limit curve and the deceleration limit curve is detected. By default, target position of acceleration limit curve = 0; // Case 1
Target speed of acceleration limit curve = 0; // Case 1
Target position of deceleration limit curve = X; // Case2 (distance from departure station to arrival station)
Target speed of deceleration limit curve = 0; // Case2
And Otherwise, the position that matches the following conditions is set as the target position of the acceleration limit curve and deceleration limit curve.

for (int i = 1; i <sizeof (ST) / sizeof (ST [0]); i ++) {
if (ST [i-1] .velocity <ST [i] .velocity) {
Target position of acceleration limit curve
= ST [i]. position; // Case3
Target speed of acceleration limit curve
= ST [i-1]. velocity; // Case3
} Else {
Target position of deceleration limit curve
= ST [i]. position; // Case4
Target speed of deceleration limit curve
= ST [i]. velocity; // Case3
}
}

  In FIG. 9, all target positions and target velocities satisfying the above conditions when there are a plurality of speed restrictions and Case 1 at the time of departure from the default station for the target position and target speed necessary for creating the acceleration limit curve are arranged. Set to ST.

  Similarly, in FIG. 10, all target positions and target speeds satisfying the above conditions when there are a plurality of speed limits and Case 2 when the target position and target speed necessary for creating the deceleration limit curve arrive at the default station. Is set in the array ST.

Specifically, taking FIG. 8 as an example,
For acceleration limit curves,
struct velocity_limitation ST [2]
= {{0,0}, {x2, v2}};
In the case of the deceleration limit curve, struct velocity_limitation ST [2]
= {{X1, v2}, {{X, 0}};
become.

  In the acceleration limit curve creation process (step S201), first, (speed, position) when the maximum acceleration and the maximum deceleration are used is calculated.

The curves in cases 1 to 4 shown in FIG. 8 are referred to as an acceleration limit curve and a deceleration limit curve, respectively.
By the way, the acceleration limit curve can be easily obtained by giving initial conditions of speed and position using the maximum acceleration.

First, as illustrated in FIG. 9, the operation curve creation unit 106 initializes a variable s and sets the initial value to 0 (step S <b> 401).
Next, the target position of the acceleration limit curve, that is, the acceleration elapsed time i = 0, the initial speed v (0) = ST [s]. velocity and initial position x (0) = ST [s]. The position is set (step S402).

Next, the running curve creation unit 106 adds 1 to the time i (step S403).
Subsequently, the running curve creation unit 106 solves the equation of motion for the state (v (i), x (i)) at time i with a maximum acceleration notch (corresponding to a notch position where the maximum acceleration can be obtained), Calculate (step S404).

Next, the driving curve creation unit 106 determines whether the speed v (i) at the time i exceeds the speed limit vmax, that is,
v (i)> vmax
Alternatively, the position x (i) at time i is the target position ST [s]. It is determined whether or not the position has been exceeded (step S405).

  In the determination in step S405, the speed v (i) at the time i does not exceed the speed limit vmax, and the position x (i) at the time i is the target position ST [s]. When the position has not been exceeded (step S405; No), the operation curve creation unit 106 proceeds to step S403 again, and thereafter repeats the same process.

In the determination of step S405, the speed v (i) at time i exceeds the speed limit vmax, or the position x (i) at time i is the target position ST [s]. When the position is exceeded (step S405; Yes), the operation curve creation unit 106 determines whether or not the target position of the acceleration limit curve has been reached, that is,
s = sizeof (ST [s]) / sizeof (ST [0])
It is determined whether or not (step S406).

If it is determined in step S406 that the target position of the acceleration limit curve has not been reached (step S406; No), the operating curve creation unit 106 adds 1 to the variable s (step S407), and the process returns to step S402. Thereafter, the same processing is repeated.
If it is determined in step S406 that the target position of the acceleration limit curve has been reached (step S406; Yes), the operation curve creation unit 106 ends the acceleration limit curve creation processing.

Next, the driving curve creation unit 106 calculates a deceleration limit curve in the same manner as the calculation of the acceleration limit curve (step S202).
In the present embodiment, in the case of the deceleration limit curve, an initial condition that satisfies the terminal condition is searched by an iterative method. In general, since it is almost impossible to accurately match the termination condition, an allowable range (ε and δ) is given to the termination condition, and an initial condition that satisfies the range is obtained.

First, the running curve creation unit 106 initializes the variable s to an initial value of 0, initializes the variable a to an initial value of 0, and sets the variable b = ST [s]. position and the variable Distance = ST [s]. Position is set (step S501).
Next, the operation curve creation unit 106 sets the target position of the deceleration limit curve, that is, the deceleration elapsed time i = 0, the initial speed v (0) = vmax and the initial position x (0) = (a + b) / 2 in the deceleration limit curve. .0 is set (step S502).

Next, the running curve creation unit 106 adds 1 to the time i (step S503).
Then, the operation curve creation unit 106 calculates the train state at time i by solving the equation of motion using the maximum deceleration notch (step S504).
Subsequently, the operation curve creation unit 106 determines whether or not the speed v (i) at the time i satisfies the following expression corresponding to the allowable value ε (step S505).
0 ≦ v (i) <ε

In the determination of step S505,
ε ≦ v (i)
If it is (step S505; No), the operation curve creation unit 106 shifts the process to step S503 again and performs the same process.

In the determination of step S505,
0 ≦ v (i) <ε
If it is (step S505; Yes), the operation curve creation unit 106 determines whether or not the position x (i) at time i satisfies the following expression corresponding to the allowable value δ (step S506).
| X (i) -Distance | <δ

In the determination in step S506,
| X (i) −Distance | ≧ δ
(Step S506; No), the operation curve creation unit 106
x (i) <Distance
It is determined whether or not (step S507).

In the determination of step S507,
x (i) <Distance
(Step S507; Yes), the operation curve creation unit 106
a = (a + b) /2.0
Then, the process again proceeds to step S502, and the same process is performed thereafter (step S508).

In the determination of step S507,
x (i) ≧ Distance
(Step S507; No), the operation curve creation unit 106
b = (a + b) /2.0
(Step S509), the process proceeds to Step S502 again, and the same process is performed thereafter.

On the other hand, in the determination of step S506,
| X (i) -Distance | <δ
(Step S506; Yes), the operation curve creation unit 106 determines whether or not the target position of the deceleration limit curve has been reached, that is,
s = sizeof (ST [s]) / sizeof (ST [0])
It is determined whether or not (step S510).

If it is determined in step S510 that the target position of the deceleration limit curve has not been reached (step S510; No), the operation curve creation unit 106 adds 1 to the variable s (step S511), and the process returns to step S502. Thereafter, the same processing is repeated.
If it is determined in step S510 that the target position of the deceleration limit curve has been reached (step S510; Yes), the operation curve creation unit 106 ends the deceleration limit curve creation processing.

By the way, in order to calculate the deceleration limit curve, there is a case where a reverse method is used to solve the equation of motion while moving the time in the reverse direction. The solution may be different from the numerical solution of a general differential equation solved in the direction.
On the other hand, according to the method of the present embodiment, a method for solving the differential equation more accurately is used, and a deceleration limit curve with higher accuracy than the reverse lookup method can be obtained.

Next, the operation curve creation unit 106 creates a shortest time operation curve based on the pruning algorithm (step S203).
FIG. 11 is a process flowchart of a process for creating the shortest time operation curve.
Here, the variable previous_state, the variable current_state, and the variable middle_state shown in FIG. 11 will be described.

In the present embodiment, a control program developed in a high-level language such as C ++ or JAVA (registered trademark) is assumed as a control program for realizing the operation curve creation process.
In particular, in C ++ and JAVA, a variable-length array whose array size can be changed depending on the number of elements can be used. For this reason, in this embodiment, the solution candidate at each time shall be expressed using a variable length array.

Specifically, a solution candidate is struct phase {
double position; // position double velocity; // speed double energy; // instantaneous energy consumption double total_energy; // cumulative energy consumption int notch [500]; // notch number int gt int gt int / Notch switching frequency int notch_continuous_time; // current notch duration};
It is expressed by a structure like

And
vector <struct phase>previous_state;
vector <struct phase>current_state;
vector <struct phase>middle_state;
The solution candidate may be expressed as

First, the elapsed time t = 0, the speed v = 0, and the position x = 0 are set as variables initial_state as initial conditions for the departure station (step S601).
Next, for each solution candidate at elapsed time t + 1, the equation of motion (differential equation) at all notches is solved to create (number of solution candidates at elapsed time t) × (notch selection number) solution candidates at elapsed time t. Then, the solution candidate is stored as a variable current_state, and the variable previous_state is released (cleared) from the memory (step S602).

Here, how to create a solution candidate at the elapsed time t + 1 will be specifically described.
First, it is assumed that there are N solution candidates at the elapsed time t.
If the state of the n-th solution candidate in N is described as (t, v _n (t), x _n (t)), the n-th state (t, v _n (t), x _n (t )) As an initial value in numerical calculation, and the acceleration or deceleration given by the k-th notch NOTCH (k) is used to calculate the state of the elapsed time t + 1 by numerical calculation such as a fourth-order Runge-Kutta method. Here, the fourth-order Runge-Kutta method is given as an example of numerical calculation, but the numerical solution of the equation of motion is not limited to this.
As a result, only NK solution candidates for the elapsed time t + 1 are generated.

  Subsequently, the operation curve creation unit 106 checks whether the speed of each solution candidate of the variable current_state is smaller than the acceleration limit curve, the deceleration limit curve, and the speed limit based on the position, and only the smaller one is set to the variable middle_state. The variable current_state is released (cleared) from the memory (step S603).

  The running curve creation unit 106 sorts the position of the variable middle_state in descending order (in descending order), saves the top K in the variable previous_state, and releases (clears) the variable middle_state from the memory (step S604).

Here, the reason why the top K pieces are left is to prevent the solution candidates from disappearing. The larger the value of K, the lower the possibility that there are no solution candidates. However, if the value of K is too large, the calculation time becomes long, so it is considered that K = 20 may be practically used.
Therefore, in the following description, K = 20 is considered.

Further, as with the deceleration limit curve, the operation curve creation unit 106 repeats until the condition with an allowable range for the end condition is satisfied (step S605; Yes), and for the elapsed time t when a solution candidate that satisfies the condition has appeared. T + 1 is set as the shortest running time (step S607).
If the condition is not satisfied in the determination in step S605 (step S605; No), 1 is added to the elapsed time t (increment) (step S606), and the process proceeds to step S602 again. repeat.

Next, an energy saving operation curve creation process will be described.
FIG. 12 is a process flowchart of an energy saving operation curve creation process.
First, the operation curve creation unit 106 creates an energy saving operation curve for the travel time T (step S103).
For this reason, the operation curve creation unit 106 sets the result of the shortest time operation curve described above as the upper limit value, and the result of moving the result of the shortest time operation curve in the time direction by the travel time T as the lower limit value (step S700). .
First, the driving curve creation unit 106 sets an elapsed time t = 0, a speed v = 0, and a position x = 0 as variables initial_state as initial conditions of a departure station (step S701).

  Next, the running curve creation unit 106 solves the equations of motion (differential equations) at all notches for each solution candidate at the elapsed time t + 1, and determines the solution candidates at the elapsed time t (number of solution candidates at the elapsed time t) × (Number of notch selections) are created, the solution candidates are saved as a variable current_state, and the variable previous_state is released (cleared) from the memory (step S702).

  Subsequently, the operation curve creation unit 106 saves the variable current_state that satisfies the solution conditions (position, speed, number of notch switching, notch duration) in the variable middle_state, and releases (clears) the variable current_state from the memory. (Step S703).

  The operating curve creation unit 106 sorts the variable middle_state at the elapsed time t + 1 by state (quantized position, quantized speed, notch switching frequency). Then, in the state regarded as the same state, the one with the smallest accumulated energy consumption is selected as one of the solution candidates, stored in the variable previous_state, and the variable middle_state is released (cleared) from the memory (step S704).

Next, the driving curve creation unit 106 determines whether or not the elapsed time t = the traveling time T (step S705).
If it is determined in step S705 that the elapsed time t is less than the running time T (step S705; No), the operation curve creation unit 106 adds 1 to the elapsed time t (increment: step S706). Then, the process returns to step S702, and the same process is repeated thereafter.

  If it is determined in step S705 that the elapsed time t = the running time T (step S705; Yes), the operation curve creation unit 106 has the most cumulative energy consumption among the solution candidates stored in the variable previous_state. The smaller one is selected as the optimum solution (step S707).

Next, conditions for checking solution candidates will be described in detail.
For the sake of simplification, description will be given here by taking as an example the calculation of an operation curve when traveling between certain stations with the travel time T _min +10. Here, the shortest travel time T _min is a travel time (shortest travel time) when traveling between the stations in the shortest time.
Consider traveling between stations with a travel time T _min +10 that is 10 seconds longer than the shortest travel time T _min .

FIG. 13 is a graph (x−t) where time is plotted on the horizontal axis and train position is plotted on the vertical axis.
The upper graph shows the relationship between the position x and the elapsed time t when traveling at the shortest travel time _Tmin , and the lower graph waits 10 seconds at the departure station and travels at the shortest travel time _Tmin . In this case, the relationship between the position x and the elapsed time t is shown.

Here, the shortest travel time _Tmin is that the vehicle has traveled by making the best use of the performance of the vehicle, and if it has the same vehicle characteristics, it means that it cannot travel any faster.
That is, when the vehicle characteristics are determined, the shortest travel time _Tmin is uniquely obtained.
Therefore, when the position x is closer to the departure station than the lower graph at a certain time, it means that the travel time T _min +10 cannot arrive at the arrival station (next station).

Therefore, the following can be said.
When traveling between certain stations at the travel time T _min +10, the position at the elapsed time t when traveling between the stations with the shortest travel time T _min is Upper [t], and at the shortest travel time (t, Upper [t ] Is a graph obtained by translating 10 seconds in the time axis direction as (t, Lower [t]). However, Lower [t] = 0 at t <10.

If the trajectory of the solution that minimizes the energy consumption at the travel time T _min +10 is (t, v (t), x (t)),
Lower [t] ≦ x (t) ≦ Upper [t]
Holds.
Here, t is 0, 1, 2,..., T _min +10.

FIG. 14 is an explanatory diagram of the speed condition.
Generally, in the railway industry, this graph is called an operation curve. Here, in the (v−x) graph, the speed V at the position x corresponding to the travel time T is written as V _T [x]. Then, from the results of previous studies, it is known that there are the following characteristics.
0 ≦ V _T [x] ≦ V _Tmin [x]
Here, 0 ≦ x ≦ X.

That is, when viewed in the (v−x) graph, the operation curve of the travel time T exists inside the shortest time operation curve.
However, the result of the shortest time operation curve also knows only the speed and position of the train at the discrete elapsed time t, and it is difficult to calculate similarly to V _Tmin [x].

Therefore, instead of the above-described relational expression between V _T [x] and V _Tmin [x], the following expression is used. First, the speed and position at the elapsed time t are set to V _Tmin (t) and X _Tmin (t), respectively, with respect to the optimum operation curve for the travel time T _min . For a solution candidate (t, v (t), x (t)) at the elapsed time t, α (natural number) that satisfies X _Tmin (α-1) ≦ x (t) <X _Tmin (α) is found. It is determined whether the following expression holds for the found α.

This is obtained by approximating V _Tmin (x) by linear interpolation using the result of the travel time Tmin that gives the upper limit of the speed depending on the position.

By the way, when the operation curve is simply obtained by the above-described method, an operation curve with a small amount of accumulated energy consumption is generated. Therefore, an operation curve with good operability for the driver is not always generated.
For example, in order to drive the vehicle along the generated driving curve, it may be necessary to finely operate the notch at each time, which may not be practical.

  Therefore, in this embodiment, the number of times of notch switching up to that time is counted as a solution candidate selection condition, and if it exceeds a certain value, it is excluded from the solution candidates. For example, if the number of times of notch switching is set to 10 before the arrival at the next station for traveling between certain stations, a variable current_state [i]. Only the variable current_state [i] satisfying the condition of change_count ≦ 10 is stored in the variable middle_state.

  Similarly to the number of times of notch switching, the notch continuation condition is a condition for notch switching at short time intervals. If the notch continuation condition is 5 seconds or more, a variable current_state [i]. Only the variable current_state [i] satisfying the condition of notch_continuous_time ≦ 5 is stored in the variable middle_state.

For this reason, in step S703 described above, determination is made for all solution candidates using the position condition, speed condition, notch switching frequency condition, and notch duration condition, and only those satisfying these conditions are stored in the variable middle_state. I am trying to do it.
Further, in step S704, the state (t, v (t), x (t)) at the elapsed time t + 1 in the variable middle_state in which the solution candidates satisfying the respective conditions in step S703 are stored is quantized with respect to speed and position. Then, the quantized speed and position, the number of notch switching, and the notch duration are grouped, and only the one with the smallest cumulative energy consumption among the grouping is left as a solution candidate.
Further, in the present embodiment, it is possible to easily perform expansion such as selecting a notch so that the instantaneous energy consumption does not exceed the upper limit value.

Here, the quantization process will be described in more detail.
FIG. 15 is an explanatory diagram of the quantization process.
Since the position and velocity are continuous values, in order to quantize, for example, the value is quantized by a certain width such as 1 [m] for the position and 0.1 [m / sec] for the velocity, Since the upper limit Upper [t] and the lower limit Lower [t] at time t are determined, there is a method in which Upper [t] and Lower [t] are quantized by dividing into N. Here, the description will be made on the assumption that the position and velocity are quantized to a certain width.

  In this embodiment, since the four conditions of position condition, speed condition, notch switching frequency condition, and notch duration condition are used, the solution candidate states are defined on four axes. Since it is difficult to show, here, description will be made with three conditions: a position condition, a speed condition, and a notch switching frequency condition.

Assume that the result of pruning a solution candidate at a certain elapsed time t is in a state as shown in FIG.
In the quantization process, the (v (t), x (t), n (t)) space is divided into a lattice shape (rectangular shape) as shown in FIG. (Condition) Here, n (t) is the number of times of notch switching at the elapsed time t.

If a plurality of solution candidates exist in the same region, only one with the smallest cumulative energy consumption in the same region is left as a solution candidate. As a result, more can be pruned and the processing time can be further shortened.
In FIG. 15B, black dots represent those remaining as solution candidates in each region.

  In step S705, the operation curve creation unit 106 determines whether the elapsed time t matches the travel time T. If not (step S705; No), the operation curve generation unit 106 proceeds to step S706, increments the elapsed time t, and again. The process proceeds to step S702.

  In step S705, if the elapsed time t coincides with the travel time T (step S705; Yes), the operation curve creation unit 106 selects the solution with the smallest accumulated energy consumption from the solution candidates as the optimal solution ( Step S707).

Then, in the process of step S707, in order to finally select the one having the smallest accumulated energy consumption, the accumulated energy consumption may be sorted in ascending order (smallest order) and selected from among them.
In addition, when there are a plurality of solution candidates at the end point, the operation curve creation unit 106 sets the solution having the smallest cumulative energy consumption + penalty (v, x) as the optimum solution.

  Here penalty (v (T), x (T)) is an error penalty between the state (T, v (T), x (T)) and the terminal state (T, 0, X) at the elapsed time t. Represent. In general, when the velocity and position are calculated by the equation of motion, since the floating-point type variable is used, the velocity and the position hardly coincide with the final state. Therefore, a function penalty (v (T), x (T)) is prepared, and the accumulated energy consumption is evaluated including an error.

  The method of determining penalty (v (T), x (T)) employs the following equation as in Non-Patent Document 1.

If the operation curve creation unit 106 can create the energy saving operation curve of the own train TR1 by the above-described procedure, the operation curve creation unit 106 uses the result of the energy saving operation curve of the travel time T as the operation curve creation result storage unit. The data is stored in a hard disk drive, semiconductor memory device, etc. (not shown) (step S104).
Thereby, the driving information extraction unit 107 extracts the speed limit value at each blockage approach point using the created energy saving driving curve, and communicates the extracted speed limit value to the traffic light.

FIG. 16 is an explanatory diagram of a setting example of the speed limit value.
In the example of FIG. 16, the speed limit value at 2000 m point = 110 km / h, the speed limit value at 3000 m point = 100 km / h, the speed limit value at 4000 m point = 90 km / h, and heading toward the preceding station ST0. Accordingly, the speed limit value is gradually lowered, and safe and energy saving operation can be performed along the timetable.

  As described above, according to the present embodiment, the operation is performed to recover the delay with respect to the delay that occurs during the actual operation, and at the same time, the delay of the preceding train is determined by the stop signal determined by the position of the preceding train. Energy saving can be achieved by preventing the host train TR1 from performing unnecessary deceleration that stops.

  In addition, with respect to the delay of the subsequent train, it is possible to achieve both the suppression of further increase in delay due to the increase in the number of passengers in the subsequent train due to the increase in time interval and the prevention of delay of the own train TR1 by delaying the departure time.

  The train operation control device of this embodiment includes a control device such as a CPU, a storage device such as a ROM (Read Only Memory) and a RAM, an external storage device such as an HDD and a CD drive device, and a display device such as a display device. In addition, an input device such as a keyboard and a mouse is provided, and a hardware configuration using a normal computer can be employed.

  The control program executed by the train operation control apparatus of the present embodiment is a file in an installable format or an executable format, such as a CD-ROM, a flexible disk (FD), a CD-R, a DVD (Digital Versatile Disk), etc. The program is provided by being recorded on a computer-readable recording medium.

Moreover, you may comprise so that the control program performed with the train operation control apparatus of this embodiment may be provided by storing on a computer connected to networks, such as the internet, and downloading via a network. Moreover, you may comprise so that the control program performed with the train operation control apparatus of this embodiment may be provided or distributed via networks, such as the internet.
Moreover, you may comprise so that the control program of the train operation control apparatus of this embodiment may be previously incorporated in ROM etc. and provided.

  Although several embodiments of the present invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

100 Train operation control device 101 Diamond database (DB)
102 Departure Time / Arrival Time Calculation Unit 104 Speed Limit Calculation Unit 105 Vehicle / Route Database (DB)
106 Driving curve creation unit 107 Driving information extraction unit CA1 First blockage section CA2 Second blockage section CA3 Third blockage section CA4 Fourth blockage section ST0 Front station (departure station next to preceding train)
ST1 Current station (next departure station of own train)
ST2 Back station (next departure station of the following train)
TR0 preceding train TR1 own train TR2 following train

Claims (8)

When the own train arrives at one of the next departure stations, the own train, a preceding train that is a train that runs immediately before the own train, and a subsequent train that is a train that runs immediately after the own train Based on whether or not each of the next departure stations is ready to depart on a preset driving schedule, the own train departs from the next departure station and then stops With a driving curve creation unit that creates a driving curve until reaching the station ahead, taking into account the cumulative energy consumption,
Train operation control device. The state where it is possible to depart on the driving schedule is a state where the train can arrive at the next departure station early or arrive on time,
The train operation control device according to claim 1. Departure time / arrival time calculation unit for calculating the estimated departure time of the next departure station of the own train and the estimated arrival time of the next station that is the next arrival station;
A speed limit calculating unit that calculates a speed limit at each closed approach position by the preceding train, and
The operation curve creation unit uses the calculation result of the speed limit calculation unit as a constraint, and the operation with less cumulative energy for the own train to depart from the next departure station and arrive at the front station. Create a curve,
The train operation control device according to claim 1 or 2. The departure time / arrival time calculation unit includes a delay time of the preceding train, a delay time of the subsequent train, a scheduled departure time at the next departure station of the preceding train, and a scheduled departure time at the next departure station of the subsequent train. Based on the margin time of the own train and the delay time of the own train, the scheduled departure time of the next departure station of the own train and the estimated arrival time of the front station that is the next arrival station are calculated.
The train operation control device according to claim 3. The characteristics of each notch and motor / inverter characteristics with respect to the occupancy rate of the vehicle traveling on the route on which the driving curve is created, the speed limit for the position of the route, the gradient with respect to the position of the route, It has a vehicle / route data database that stores the radius of curvature,
The driving curve creating unit creates the driving curve with reference to the vehicle / route data database.
The train operation control device according to any one of claims 1 to 4. A diamond database storing information of the driving diagrams;
A past driving time interval for the driving timetable, a time interval / stop time database storing the actual value of the stopping time at the station, and
The operation curve creation unit creates the operation curve with reference to the diamond database and the time interval / stop time database,
The train operation control apparatus according to any one of claims 1 to 5. It is a control method executed in a train operation control device that creates an operation curve from the departure of the next departure station to the arrival of the next stop station in consideration of accumulated energy consumption. ,
When the own train arrives at one of the next departure stations, the own train, a preceding train that is a train that runs immediately before the own train, and a subsequent train that is a train that runs immediately after the own train Determining whether it is possible to depart each of the following departure stations according to a preset driving schedule;
Based on the result of the determination, a process of creating an operation curve from the departure of the next departure station to the arrival of the next stop station in consideration of accumulated energy consumption,
Control method with. This is a control program that uses a computer to control a train operation control device that takes into account accumulated energy consumption and creates an operating curve from when the own train departs from the next departure station until it arrives at the next stop. And
The computer,
When the own train arrives at one of the next departure stations, the own train, a preceding train that is a train that runs immediately before the own train, and a subsequent train that is a train that runs immediately after the own train Based on whether or not each of the next departure stations is ready to depart on a preset driving schedule, the own train departs from the next departure station and then stops A control program for functioning as an operation curve creation means for creating an operation curve until arrival at a preceding station in consideration of accumulated energy consumption.

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