JP2017158330A - Program and predictive control operation curve creation device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technique allowing creation of an operation curve suitable to predictive control.SOLUTION: A program, when executed, performs the steps including (a) determining an approaching point 20, which is on a path toward a next station where a preceding train 12 is stopped, and for which a position and a speed that minimize a time period required from release of an in-field stop pattern at the next station to arrival at the next station are specified, as well as, determining a specified time Ts when an object train passes the approaching point 20, according to a departure time of the preceding train 12 at the next station. The steps further includes a step for creating a predictive control operation curve 24a, as an operation curve for the object train 10 being stopped at a departure station to travel to the next station, including the approaching point 20, at which the objective train will arrive in a coasting operation and pass at the specified time Ts. The steps further includes (b) a step for updating the predictive control operation curve 24a, if the specified time Ts is changed due to a change of the departure time of the preceding train 12 at the next station, while the object train 10 travels between the stations along the predictive control operation curve 24a, so that the object train is specified to pass the approaching point 20 at the specified time Ts changed accordingly.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a predictive control operation curve creation device and the like.

  In high-density railroads such as metropolitan areas, there are frequent delays in departure times due to crowded passengers, and even slight departure delays affect subsequent trains, which can easily cause time disturbance. There is. Predictive control has been proposed as a train control method for suppressing such effects. This predictive control predicts the departure time of the preceding train at the station, avoids unnecessary inter-station stoppage of the following train, and sets the speed of the following train so that it can arrive at the station as soon as possible from the time when the in-course route is opened. It is a method to control (for example, refer patent document 1).

Shigeto Hiraguri and Tetsuo Tsutsuka, “Predictive control method of train group according to line condition”, Railway Research Institute report, March 2010, vol24, No. 3, pages 29-34

  In the above-described predictive control, an approach point that designates the position and speed is defined outside the in-field route, and control is performed so that the following train passes this approach point at the designated time. The designated time is determined by the predicted departure time of the preceding train. However, there are various driving curves that reach a certain time at a certain speed. Moreover, since the predicted departure time of the preceding train is likely to fluctuate depending on the congestion situation of passengers, it is necessary to update the operation curve according to the change of the departure time. Moreover, in the high-density line section, in order to further suppress the influence of the delay on the subsequent train, it is desirable that the brake start position between the stations is as close as possible to the next station. Furthermore, it is desirable to use energy saving operation with reduced power consumption as much as possible.

  This invention is made | formed in view of the said situation, The place made into the objective is providing the technique which enables preparation of the driving curve suitable for predictive control.

The first invention for solving the above-described problems is
A program for causing a computer to create a predictive control operation curve to the next station of a target train that is a subsequent train according to the departure time of a preceding train that is stopped at the next station,
Carrying out the driving operation at a predetermined shortest time or shortest distance to a point on the driving curve (hereinafter referred to as “approach point”) determined by a given designated position and a given designated speed set outside the next station. Guidance point calculation means for calculating a point outside the approach point reached by performing (hereinafter referred to as “guidance point”);
1) pass through the guide point and the approach point, 2) drive at least from the guide point to the approach point, and 3) set the approach point at a given designated time determined according to the departure time. Creating means for creating the predictive control operation curve so as to pass,
As a program for causing the computer to function.

As another invention,
A predictive control operation curve creation device that creates a predictive control operation curve to the next station of a target train that is a subsequent train according to the departure time of a preceding train that stops at the next station,
Carrying out the driving operation at a predetermined shortest time or shortest distance to a point on the driving curve (hereinafter referred to as “approach point”) determined by a given designated position and a given designated speed set outside the next station. Guidance point calculating means for calculating a point outside the approach point that is reached by performing (hereinafter referred to as “guide point”);
1) pass through the guide point and the approach point, 2) drive at least from the guide point to the approach point, and 3) set the approach point at a given designated time determined according to the departure time. Creating means for creating the predictive control operation curve so as to pass,
You may comprise the prediction control driving | operation curve preparation apparatus provided with.

  According to the first aspect of the invention, the predictive control operation curve that passes the approach point determined by the given designated position and the given designated speed at the designated time and arrives at the approach point by the coasting operation is created. be able to. At first glance, the present invention seems to be only one guideline for creating an operation curve in which the approaching point is reached by the coasting operation, but further effects can be expected. In other words, since the approaching point is reached by a coasting operation, if the opening of the state route becomes later than the specified time at the approaching point opening time, the brakes are suddenly applied near the approaching point and the effort in the field It is possible to stop the vehicle, and if the in-course route is opened, it is possible to switch to powering operation and enter the station in the shortest time. In addition, by driving at least from the guide point to the approach point, it facilitates the creation of an operation curve that results in energy-saving operation with reduced power consumption compared to an operation curve that passes the approach point with the maximum brake. be able to.

As a second invention, a program of the first invention,
The creating means includes
Provisional creation means for creating a provisional operation curve that satisfies the above 1) and 2);
When the passing time of the approach point on the temporary driving curve is earlier than the specified time, an extension adjusting means for adjusting the temporary driving curve so as to delay the passing time;
An early arrival adjustment means for adjusting the temporary driving curve so as to advance the passing time when the passing time of the approach point on the temporary driving curve is later than the specified time;
Having
A program may be configured.

  According to the second aspect of the present invention, a temporary driving curve passing through the approach point in a straight line is created, and the passing time is determined depending on whether the passing time of the approach point in the temporary driving curve is earlier or later than the specified time. By adjusting the temporary operation curve so as to delay or advance, the predicted control operation curve can be efficiently created.

As a third invention, a program according to the first invention,
The creating means includes
When the departure time is changed, means for making the predicted control operation curve created previously a temporary operation curve;
When the passing time of the approach point on the temporary driving curve is earlier than the specified time, an extension adjusting means for adjusting the temporary driving curve so as to delay the passing time;
An early arrival adjustment means for adjusting the temporary driving curve so as to advance the passing time when the passing time of the approach point on the temporary driving curve is later than the specified time;
Having
A program may be configured.

  According to the third aspect, when the departure time is changed, the predicted control operation curve can be recreated. Also, in this case, the predicted control operation curve created in the past is used as a temporary operation curve, and depending on whether the passing time of the approach point in the temporary operating curve is earlier or later than the specified time, the temporary operation curve is delayed or advanced earlier. By adjusting the operation curve, it is possible to efficiently recreate the predicted control operation curve.

As a fourth invention, a program of the second or third invention,
The extension adjustment means includes a curved curve portion when the temporary running curve includes a curved portion having a speed faster than a reverse drawing line obtained by reversely running the running operation so as to pass through the guide point from the approach point. Having first extension adjusting means for adjusting so as to increase
A program may be configured.

  According to the fourth aspect of the invention, the curve portion having a higher speed than the reverse pulling line in which the reverse driving is reversed so as to pass the guide point from the approach point includes the power running curve portion and the brake curve. By increasing the running curve portion, this power running portion is reduced, and the temporary running curve can be adjusted so as to delay the passage time.

As a fifth invention, the program of the second invention,
The temporary creation means creates the temporary operating curve so that the curved portion that satisfies the above 1) and 2) and reaches the guide point is a brake curved portion,
The extension adjusting means includes first extension adjusting means for adjusting the curve portion reaching the guide point to be a curved curve portion.
A program may be configured.

  According to the fifth aspect of the invention, a driving curve that reaches the guide point at the brake curve portion and reaches the guide point from the approach point to the approach curve portion is defined as a temporary driving curve. Then, the curve portion that reaches the guide point is changed to be a curved curve portion, and by making the curved curve portion longer, it can be adjusted to delay the passing time of the approach point. .

As a sixth invention, there is provided a program according to any one of the second to fifth inventions,
The extension adjusting means includes second extension adjusting means for replacing a part of the temporary driving curve with a trough-shaped curve portion in which a brake curve portion, a running curve portion, and a power running curve portion are continuous. ,
A program may be configured.

  According to the sixth aspect of the present invention, the passage time of the approach point can be adjusted to be delayed by replacing a part of the temporary operation curve with the valley-shaped curve portion.

As a seventh invention, a program of the sixth invention,
The second extension adjusting means replaces the end of the valley-shaped curve portion so that it is located at the guide point;
A program may be configured.

  According to the seventh aspect of the invention, a part of the temporary operation curve is replaced with the valley-shaped curve portion so that the end of the valley-shaped curve portion is located at the guide point.

As an eighth invention, there is provided a program according to any one of the second to seventh inventions,
The extension adjusting means includes a third extension adjusting means for replacing a part of the temporary operation curve with a brake curve portion for stopping outside the machine and a valley-shaped curve portion in which a power running curve portion is continuous.
A program may be configured.

  According to the eighth aspect of the invention, the passage time of the approach point can be adjusted to be delayed by replacing a part of the temporary operation curve with a valley-shaped curve portion that stops outside the apparatus.

As a ninth invention, there is provided a program according to the eighth invention,
The third extension adjusting means is replaced so that the end of the valley-shaped curve portion is located at the guide point,
A program may be configured.

  According to the ninth aspect, a part of the temporary operation curve is replaced with the valley-shaped curve portion so that the end of the valley-shaped curve portion is located at the guide point.

As a tenth invention, there is provided a program according to any one of the second to ninth inventions,
The early arrival adjustment means adjusts the temporary driving curve so as to increase a power running curve portion that is faster than a reverse pulling line obtained by reversely pulling the coasting operation so as to pass through the guide point from the approach point. Having early arrival adjustment means,
A program may be configured.

  According to the tenth aspect, by increasing the power running portion, the temporary operation curve can be adjusted so as to advance the passing time of the approach point, and the predicted control operation curve can be created.

The eleventh invention is the program of any one of the second to tenth inventions,
The early arrival adjustment means includes second early arrival adjustment means for adjusting the provisional operation curve so as to increase a curved curve portion in the valley-shaped curve portion.
A program may be configured.

  According to the eleventh aspect of the present invention, the predicted control operation curve can be created by adjusting the temporary operation curve so as to advance the passing time of the approach point by increasing the number of lines.

The schematic diagram of predictive control. The schematic diagram of creation and update of a predicted control operation curve. The schematic diagram of creation and update of a predicted control operation curve. An example of the fastest operation curve. Explanatory drawing of preparation of the prediction control driving | running curve at the time of a station stop. Explanatory drawing of preparation of the prediction control driving | running curve at the time of a station stop. Explanatory drawing of preparation of the prediction control driving | running curve at the time of a station stop. Explanatory drawing of the driving curve portion of “mountain shape”. Illustration of “Crushing the mountain”. Explanatory drawing of preparation of the prediction control driving | running curve at the time of a station stop. Explanatory drawing of the operation curve part of "valley shape". Explanatory drawing of the update of the prediction control driving | operation curve at the time of change of the designated time Ts. Explanatory drawing of the update of the prediction control driving | operation curve at the time of change of the designated time Ts. Explanatory drawing of the update of the prediction control driving | operation curve at the time of change of the designated time Ts. Explanatory drawing of the update of the prediction control driving | operation curve at the time of change of the designated time Ts. Explanatory drawing of the update of the prediction control driving | operation curve at the time of change of the designated time Ts. Explanatory drawing of the update of the prediction control driving | operation curve at the time of change of the designated time Ts. Explanatory drawing of the update of the prediction control driving | operation curve at the time of change of the designated time Ts. Explanatory drawing of the update of the prediction control driving | operation curve at the time of change of the designated time Ts. Explanatory drawing of the update of the prediction control driving | operation curve at the time of change of the designated time Ts. Explanatory drawing of the update of the prediction control driving | operation curve at the time of change of the designated time Ts. Explanatory drawing of the update of the prediction control driving | operation curve at the time of change of the designated time Ts. Explanatory drawing of the update of the prediction control driving | operation curve at the time of change of the designated time Ts. Explanatory drawing of the update of the prediction control driving | operation curve at the time of change of the designated time Ts. Explanatory drawing of the update of the prediction control driving | operation curve at the time of change of the designated time Ts. Explanatory drawing of the update of the prediction control driving | operation curve at the time of change of the designated time Ts. Explanatory drawing of the update of the prediction control driving | operation curve at the time of change of the designated time Ts. Explanatory drawing of the update of the prediction control driving | operation curve at the time of change of the designated time Ts. Explanatory drawing of the update of the prediction control driving | operation curve at the time of change of the designated time Ts. Explanatory drawing of the update of the prediction control driving | operation curve at the time of change of the designated time Ts. The function block diagram of a driving curve creation apparatus. The flowchart of an operation curve creation process. The flowchart of the prediction control driving | operation curve creation availability determination process. The flowchart of a prediction control driving | operation curve creation process. The flowchart of the prediction control driving | operation curve update availability determination process. The flowchart of a prediction control driving | operation curve update process. 36 is a continuation of the flowchart of FIG.

[Overview]
The operation curve creation device of this embodiment is a device that creates an operation curve that realizes predictive control. Predictive control is as short as possible because the train approaching the station is subject to signal restrictions due to the delay of the preceding train stopping at the station in a high-density line area where the train interval of the diamond is about several minutes This is a train control method that secures a driving interval and avoids unnecessary stops between stations. Specifically, in order not to approach the preceding train too much, an approach point that designates the position and speed is given, and train control is performed such that the approach point passes at the designated time.

  FIG. 1 is a diagram for explaining the outline of prediction control. FIG. 1 shows an approach point 20 for a target train 10 that approaches a station where the preceding train 12 is stopped. FIG. 1 (a) shows the relationship between time and position, with time in the horizontal direction and position in the vertical direction. FIG. 2 (b) shows the relationship between position and speed in the horizontal direction as position and the vertical direction as speed. Showing the relationship.

  While the preceding train 12 stops at the station, the succeeding target train 10 cannot enter the field and follows the in-field stop pattern for the in-field route. When the preceding train 12 departs and advances from the station at the departure time, the stop pattern in the place is canceled and the target train 10 can enter the place. That is, the target train 10 starts accelerating, enters the venue according to the station stop pattern for the station route, and stops. The release time of the on-site stop pattern related to the preceding train 12 is determined by the departure time and the running performance of the preceding train 12, and the on-site stop pattern, the station stop pattern, and the acceleration pattern related to the target train 10 are the running performance of the target train 10. It depends on. For this reason, it is the position and speed of the target train 10 at the time when the stop pattern in the hall is released, and the time required for the target train 10 to enter the hall and stop is minimized from the release time of the stop pattern in the hall. Such a position and speed are uniquely determined on the stop pattern in the field. This position and speed is the approach point 20 that is designated as the designated position and designated time, and the time to pass through this approach point 20, in this case, the release time of the in-field stop pattern is the designated time. The designated time can be said to be a given designated time determined according to the departure time of the preceding train 12.

[principle]
Creation of an operation curve for predictive control in the present embodiment will be described in detail. The operation curve for predictive control is referred to as “predictive control operation curve”. It is assumed that the approach point 20 and the specified time Ts are given when the predicted control operation curve is created.

  FIG. 2 is a schematic diagram of creation of a predicted control operation curve. As shown in FIG. 2A, the target train 10 is stopped at the departure station, and the preceding train 12 is stopped at the next station. The position and speed of the approach point 20 are determined according to the traveling performance of the target train 10 and the preceding train 12, and the designated time Ts is determined according to the predicted departure time of the next station of the preceding train 12. The predicted control operation curve 24a is created so as to pass this approach point 20 at the specified time Ts. When the target train 10 departs from the departure station, the target train 10 travels along the predicted control operation curve 24a.

  Then, as shown in FIG. 2B, when the designated time Ts is changed by changing the departure time of the preceding train 12 while the target train 10 is traveling between stations, the current position and speed of the target train 10 are changed. Thus, the predicted control operation curve 24b that passes the approach point 20 at the designated time Ts after the change is recreated and updated.

  Moreover, as shown to Fig.3 (a), when creating the operation curve of the target train 10 when the preceding train 12 is located between the stations, the predicted control operation curve is not created, and the preceding train 12 The fastest operation curve 26 for stopping at a predetermined outward position is created. The target train 10 travels along the fastest operation curve 26.

  Then, as shown in FIG. 3B, when the preceding train 12 stops at the next station, the designated time Ts is determined according to the predicted departure time of the next station of the preceding train 12. For this reason, a predictive control operation curve is created. The position and speed of the approach point 20 are the same as in FIG. From the current position and speed of the target train 10, a predicted control operation curve 24c that passes the approach point 20 at the specified time Ts is created. Thereafter, the target train 10 travels along the predicted control operation curve 24c.

  Thereafter, as shown in FIG. 3 (c), when the designated time Ts is changed by changing the predicted departure time of the next station of the preceding train 12, similarly, from the current position and speed of the target train 10, The predicted control operation curve 24d that passes the approach point 20 at the approach time Ts after the change is recreated. Thereafter, the target train 10 travels along the predicted control operation curve 24d.

  The creation and recreation of such a predicted control operation curve will be described in detail. However, since it may be impossible to create a predicted control operation curve depending on the designated time Ts, a method for determining whether or not a predicted control operation curve can be created will be described. In creating the predicted control operation curve, the power running and the brake use the common maximum notch.

  As described above, the approach point 20 is determined on the stop pattern in the field (see FIG. 1). Therefore, as shown in FIG. 4, when the fastest operation curve RC1 that is the driving curve for stopping the preceding train 12 outside the next station that is stopped and has the shortest required time is created, this fastest driving curve An approach point 20 exists on RC1.

  First, the creation of a predicted control operation curve when the target train 10 is stopped at the departure station and the preceding train 12 is stopped at the next station will be described. This corresponds to the case shown in FIG. In this case, as shown in FIG. 5, an operation curve RC2 that is an operation curve that reaches the approach point 20 in a row and has the shortest required time is created. The coasting operation must be continued for at least a predetermined minimum time or a minimum distance. For this reason, the start position and the start speed (hereinafter referred to as “guide point 22”) at which the continuation time of the line reaching the approach point 20 is the predetermined shortest time or the continuation distance is the predetermined shortest distance are unique. It is decided. That is, with respect to the fastest driving curve RC1, a reverse curve 30 extended from the approach point 20 in the reverse direction of the traveling direction (the direction toward the departure station) by the traveling operation is generated, and the duration time of the traveling operation is predetermined. The position and speed at which the shortest time or the continuation distance becomes the predetermined shortest distance are determined as the guide points 22. Next, a reverse curve extending in the reverse direction of the traveling direction is generated from the guide point 22 in the brake operation, and the vehicle follows the reverse curve after the intersection of the reverse curve and the fastest operation curve RC1. The fastest operation curve RC1 is changed to the operation curve RC2.

  Then, the arrival time T2 of the approach point 20 in the driving curve RC2 is obtained, and the arrival time T2 is compared with the approach time designated time Ts. If the arrival time T2 is later than the specified time Ts (T2> Ts), it is determined that it is impossible to create a predicted control operation curve. In this case, the vehicle travels along the fastest driving curve RC1.

  On the other hand, if the arrival time T2 is the same as or earlier than the specified time Ts (T2 ≦ Ts), a predicted control operation curve can be created. That is, as shown in FIG. 6, with respect to the fastest operation curve RC1 (see FIG. 4), a reverse curve that extends in the reverse direction of the traveling direction by the coasting operation is generated from the approach point 20, and this reverse curve After the intersection of the fastest driving curve RC1, the fastest driving curve RC1 is changed so as to travel along the reverse pulling curve, thereby creating the driving curve RC3. Then, the arrival time T3 of the approach point 20 in the operation curve RC3 is compared with the designated time Ts. If the arrival time T3 coincides with the specified time Ts (T3 = Ts), the operation curve RC3 becomes the predicted control operation curve. Further, if the arrival time T3 is later than the designated time Ts (T3> Ts), as shown in FIG. 7, the mountain of the approach point 20 is set so as to “crush the mountain” with respect to the driving curve RC2 (see FIG. 5). An operation curve RC4 in which the arrival time is the specified time Ts is created and is set as a predicted control operation curve.

  As shown in FIG. 8A, the “mountain” is a power running curve portion and a brake curve portion, or as shown in FIG. 8B, a power running curve portion, a running curve portion and a brake. It is a “mountain-shaped operation curve portion” followed by a curve portion. As shown in FIG. 9, “crushing a mountain” means moving the start position of the brake curve portion constituting the “mountain-shaped driving curve portion” in the direction opposite to the traveling direction (toward the departure station). Reducing the length of the power running curve portion or the running curve portion. That is, in FIG. 7, the brake start position on the driving curve RC2 is changed by a predetermined distance to a position opposite to the traveling direction, thereby changing to the driving curve RC4 at which the arrival time of the approach point 20 becomes the specified time Ts. .

  Further, in FIG. 6, if the arrival time T3 is earlier than the designated time Ts (T3 <Ts), as shown in FIG. 10, “add a valley” is added to the operation curve RC3 (see FIG. 6) and approached. An operation curve RC5 in which the arrival time of the point 20 is the specified time Ts is created and used as the predicted control operation curve. As shown in FIG. 11, the “valley” is a “valley-shaped operation curve portion” in which a brake curve portion, a running curve portion, and a power running curve portion are continued. “Adding a valley” means replacing a part of the operation curve with a “valley-shaped operation curve portion”. That is, the reverse pulling curve 32 reversely pulled by the power running operation from the guide point 22 and the reverse pulling curve 36 reversely pulled by the brake operation from the out-of-machine stop point 34 where the speed of the reverse pulling curve 32 becomes zero are generated. A part of the driving curve is “valley-shaped” so that the end point of the power running curve portion constituting the “valley-shaped driving curve portion” coincides with the guide point 22 and the brake curve portion overlaps the reverse pulling curve 36. Replace with the “running curve part”.

  That is, in FIG. 10, an intersection of the operation curve RC3 and the reverse curve 36 is obtained with respect to the operation curve RC3, and this intersection is a starting point of a “valley”, that is, a “valley-shaped operation curve portion”. The start point of the curve portion is set, and the guide point 22 is set as the end position of the “valley”, that is, the end position of the power running curve portion constituting the “valley-shaped operation curve portion”. Then, the arrival time of the approach point 20 is designated by changing the starting position of the curved curve portion constituting the “valley-shaped operation curve portion” by a predetermined distance along the reverse curve 36 in the traveling direction. The driving curve RC5 is changed to the time Ts.

  Therefore, an operation curve RC4 (see FIG. 7) in which “mountains” are formed or an operation curve RC5 (see FIG. 10) in which “valleys” are formed is created as the predicted control operation curve.

  The recreation of the predicted control operation curve when the designated time Ts is changed while traveling between stations along the predicted control operation curve thus created will be described. This corresponds to the case shown in FIGS. 2 (b) and 3 (c). First, when the designated time Ts is changed to be earlier, the case is divided depending on which of the operation curves RC4 and RC5 is the predicted control operation curve on which the target train 10 is traveling.

  When the target train 10 is traveling along the operation curve RC4, as shown in FIG. 12, from the current position and speed of the target train 10, the fastest operation curve RC6 that reaches the approach point 20 in a straight line, That is, an operation curve RC6 that reaches the guide point 22 at the highest speed is created. Then, the arrival time T6 of the approach point 20 in the operation curve RC6 is compared with the designated time Ts after the change. If the arrival time T6 is later than the specified time Ts (T6> Ts), it is impossible to create a predicted control operation curve. In this case, the fastest operation curve is created from the current position and speed, and thereafter, the vehicle travels along the fastest operation curve. If the arrival time T6 is the same as or earlier than the specified time Ts (T6 ≦ Ts), the measurement control operation curve can be created. That is, as shown in FIG. 13, by “crushing the mountain” with respect to the driving curve RC6, a driving curve RC8 in which the arrival time of the approach point 20 becomes the specified time Ts is created and set as the predicted control driving curve.

  In addition, when the target train 10 is traveling along the operation curve RC5 (see FIG. 10), as shown in FIG. The fastest running curve RC10 to be generated, that is, the running curve RC10 that reaches the guide point 22 at the fastest speed is created. And the arrival time T10 of the approach point 20 in this driving | running curve RC10 is compared with the designated time Ts after a change. If the arrival time T10 is later than the specified time Ts (T10> Ts), it is determined that it is impossible to create a predicted control operation curve. In this case, the fastest operation curve is created from the current travel position and travel speed, and thereafter, the vehicle travels along the fastest operation curve. Further, if the arrival time T10 is the same as or earlier than the specified time Ts (T10 ≦ Ts), it is determined that the predicted control operation curve can be created.

  That is, as shown in FIG. 15, the “curve filled” driving curve RC11 is created for the driving curve portion after the current position and speed in the driving curve RC5 in which the target train 10 is currently traveling. “Filling the valley” means running from the start point to the end point of the corresponding “valley-shaped operation curve portion”, that is, from the start point of the brake curve portion to the end point of the power running curve portion. To replace it with a curve. Since the operation curve RC5 (see FIG. 10) is created by “adding a valley” to the operation curve RC3 (see FIG. 6) (see FIG. 10), the operation curve RC11 runs from the approach point 20 Corresponds to a reverse curve that is reversed during operation.

  The approach time arrival time T11 in the operation curve RC11 is compared with the designated time Ts. If the arrival time T11 is later than the designated time Ts (T11> Ts), as shown in FIG. 16, the arrival time of the approach point 20 is set to a new designated time by “adding a mountain” to the driving curve RC11. An operation curve RC12 to be Ts is created and set as a predicted control operation curve. “Adding a mountain” means replacing a part of the operation curve with a “mountain-shaped operation curve portion” (see FIG. 8). More specifically, first, an operation curve portion that reaches the guide point 22 at the highest speed from the current position and speed of the target train 10 is created. This is the “mountain-shaped driving curve portion”. With respect to this “mountain-shaped driving curve portion”, as described with reference to FIG. 7, the driving curve RC12 in which the arrival time of the approach point 20 becomes the specified time Ts is created as described above with reference to FIG. A new predictive control operation curve is used.

  Further, in FIG. 15, if the arrival time T11 is the same as or earlier than the designated time Ts (T11 ≦ Ts), as shown in FIG. An operation curve RC13 whose arrival time is the specified time Ts is created and used as a predicted control operation curve. That is, with respect to the driving curve RC11, the intersection of the driving curve RC13 and the reverse pulling curve 36 is set as the start point of the “valley”, the guide point 22 is set as the end point of the “valley”, and the “valley-shaped driving curve portion An operation in which the starting position of the straight curve portion constituting "" is changed by a predetermined distance along the reverse pulling curve 36 from the starting position of the "valley" in the traveling direction, and the arrival time of the approach point 20 becomes the specified time Ts. A curve RC13 is created and used as a new predicted control operation curve.

  When the designated time Ts is changed so as to be delayed, first, as shown in FIG. 18, from the current position and speed of the target train 10, an operation that is “outside stop” outside the guide point 22. A curve RC17 is created. The “outside machine stop” position is a position where the speed becomes zero on the reverse pulling curve reversely pulled from the guide point 22 by the power running operation. If it is possible to create an operation curve for “outside stop”, it is determined that a predicted control operation curve can be created.

  At this time, depending on the position of the target train 10, the operation curve RC <b> 17 that becomes “outside stop” may not be created. In other words, as shown in FIG. 19, the current position of the target train 10 exceeds the intersection of the reverse pulling curves 30 and 36. In this case, a forward curve that is forward-drawn by brake operation is generated from the current position and speed of the target train 10, and an intersection where the forward curve intersects the reverse curve 32 is obtained. The “running curve RC19 having the maximum length” is created. And the arrival time T19 of the approach point in this driving curve RC19 is compared with the designated time Ts. If the arrival time T19 is earlier than the designated time Ts (T19 <Ts), it is determined that a predicted control operation curve cannot be created. In this case, the fastest operation curve is created from the current position and speed, and thereafter, the vehicle travels along the fastest operation curve. Further, if the arrival time T19 is the same as or later than the designated time Ts (T19 ≧ Ts), it is determined that the prediction control operation curve can be created.

  The creation of the predicted control operation curve is classified according to whether the predicted control operation curve on which the target train 10 is traveling is the operation curve RC4 or RC5.

  When the target train 10 is traveling along the operation curve RC4 (see FIG. 7), the target train 10 is further classified according to the current travel position of the target train 10. That is, as shown in FIG. 20, when the target train 10 is currently traveling in a range where it is determined that a “mountain” exists between the current position on the driving curve RC4 and the approach point 20, for example, the driving curve RC4 When the vehicle is running in the power running portion, as shown in FIG. 21, a reverse curve 30 reversely drawn from the approaching point 20 by running and a forward curve drawn forward from the current running position and speed by brake operation. The driving curve RC14 travels along the forward curve 38 from the current position to the intersection of the reverse curve 30 and the forward curve 38, and travels along the reverse curve 30 after the intersection. Create And the arrival time T14 of the approach point in this driving curve RC14 is compared with the designated time Ts.

  If the arrival time T14 is later than the designated time Ts (T14> Ts), as shown in FIG. 22, the arrival time of the approach point 20 becomes the designated time Ts by “adding a mountain” to the driving curve RC14. An operation curve RC15 is created and used as a predicted control operation curve. That is, an operation curve portion that reaches the guide point 22 at the highest speed from the current position and speed of the target train 10 is created. This is the “mountain (= mountain-shaped operation curve portion)” to be added. For this “mountain-shaped driving curve portion”, as described with reference to FIG. 7, the driving curve RC15 in which the arrival time of the approach point 20 becomes the specified time Ts is created as described above with reference to FIG. A new predictive control operation curve is used.

  In FIG. 21, if the arrival time T14 is the same as or earlier than the specified time Ts (T14 ≦ Ts), as shown in FIG. An operation curve RC16 in which the arrival time is designated time Ts is created and used as a predicted control operation curve. That is, with respect to the operating curve RC14, the intersection of the reverse pulling curves 30 and 36 is set as the “valley” start point, the guide point 22 is set as the “valley” end point, and the “valley-shaped operation curve portion” is configured. The starting position of the curved curve portion is changed from the starting position of the “valley” in the traveling direction by a predetermined distance along the reverse pulling curve 36, and the operation curve RC16 in which the arrival time of the approach point 20 becomes the specified time Ts is created. And a new predictive control operation curve.

  In addition, in the case where the target train 10 is traveling along the operation curve RC4 (see FIG. 7), as shown in FIG. 24, between the current position of the target train 10 on the operation curve RC4 and the approach point 20 " When the target train 10 is currently traveling in a range in which it is determined that “mountain” does not exist, for example, when the brake portion of “mountain” is traveling, as shown in FIG. Based on the position and speed, an operation curve RC17 is created that “stops outside the machine” outside the guide point 22.

  And the arrival time T17 of the approach point in this driving | running curve RC17 is compared with designation | designated time Ts. If the arrival time T17 is later than the designated time Ts (T17> Ts), as shown in FIG. 25, the arrival time of the approach point 20 becomes the designated time Ts by “filling the valley” with respect to the operation curve RC17. An operation curve RC18 is created and used as a predicted control operation curve. In addition, when the arrival time T17 is the same as or earlier than the designated time Ts (T17 ≦ Ts), the arrival time of the approach point 20 becomes the designated time Ts by adjusting the time by stopping outside in the operating curve RC17. And a predicted control operation curve.

  Further, when the target train is traveling along the operation curve RC5 (see FIG. 10), the target train is further classified according to the current travel position of the target train 10. That is, as shown in FIG. 26, when the target train 10 is currently traveling in a range determined to be before the “valley” in the driving curve RC5, that is, a “valley-shaped driving curve portion” in the driving curve RC5 is formed. When the vehicle is traveling before the starting line starting position (or powering starting position), as shown in FIG. 27, “stop outside the aircraft” from the current position and time of the target train 10 outside the guide point 22. An operation curve RC20 is created. And the arrival time T20 of the approach point in this driving | running curve RC20 is compared with designated time Ts. If the arrival time T20 is later than the designated time Ts (T20> Ts), as shown in FIG. 28, the arrival time of the approach point 20 becomes the designated time Ts by “filling the valley” with respect to the operation curve RC20. An operation curve RC21 is created and used as a predicted control operation curve. In addition, when the arrival time TC20 is the same as or earlier than the designated time Ts (T20 ≦ Ts), the arrival time at the approach point is set to the designated time Ts by adjusting the time in the out-of-flight stop on the operation curve RC20. The predicted control operation curve is used.

  In addition, when the target train is traveling along the operation curve RC5 (see FIG. 10), as shown in FIG. 29, when the target train 10 is traveling in a range where it is determined that there is no “valley”, That is, when the position of the target train 10 exceeds the brake end position (which can be said to be a start-of-running position) that forms the “valley-shaped driving curve portion” in the driving curve RC5, the driving curve RC20 that stops outside the aircraft is created. In this case, as shown in Fig. 30, a forward curve that is forward-drawn by brake operation is generated from the current position and speed of the target train 10, and the intersection of the forward curve and the reverse curve 32 is obtained. Then, the operation curve RC22 having the “maximum valley depth” is created, and the arrival time T22 of the approach point 20 in the operation curve RC22 is compared with the designated time Ts. If it is earlier than s (T22 <Ts), it is determined that it is impossible to create a predicted control operation curve, in which case the fastest operation curve is created from the current position and speed, and thereafter, along the fastest operation curve. If the arrival time T22 is the same as or later than the specified time Ts (T22 ≧ Ts), it is determined that a predicted control operation curve can be created, that is, “fill valleys” with respect to the operation curve RC22. Thus, an operation curve in which the arrival time of the approach point is the specified time Ts is created and is set as the predicted control operation curve.

[Function configuration]
FIG. 31 is a functional configuration diagram of the operation curve creation device 1. Since the operation curve creation device 1 can create a predicted control operation curve, it can also be referred to as a predicted control operation curve creation device. According to FIG. 31, the driving curve creation device 1 is a kind of computer configured to include an operation input unit 102, a display unit 104, a communication unit 106, a processing unit 200, and a storage unit 300.

  The operation input unit 102 is an input device including, for example, a keyboard, a mouse, a touch panel, various switches, and the like, and outputs an operation signal corresponding to a user operation input to the processing unit 200. The display unit 104 is a display device configured by, for example, a liquid crystal display (LCD) or an organic EL display, and performs various displays based on display signals from the processing unit 200. The communication unit 106 is a communication device including, for example, a wireless communication module, a router, a modem, a wired communication cable jack, a control circuit, and the like, and performs data communication with an external device.

  The processing unit 200 includes, for example, an arithmetic device such as a CPU or FPGA, an arithmetic circuit, and performs various arithmetic processes based on programs and data stored in the storage unit 300, input data from the operation input unit 102, and the like. Instructions and data transfer to each part constituting the running curve creation device 1 are performed. In the present embodiment, the processing unit 200 includes a fastest operation curve creation unit 202, a guide point calculation unit 204, a creation availability determination unit 206, a predicted control operation curve creation unit 208, an update availability determination unit 210, and a prediction control. An operation curve update unit 212, and performs an operation curve creation process (see FIG. 32) according to the operation curve creation program 302.

  Information about the target train, the preceding train, the approach point, and the designated time Ts that are the targets for creating the operation curve is given from an external device via the operation input unit 102 and the communication unit 106 as needed. Information about the target train is stored as target train information 308, and information about the preceding train is stored as preceding train information 310. The target train information 308 includes the current position and speed of the target train and travel performance such as acceleration and deceleration. The preceding train information 310 includes the current position and speed of the preceding train and traveling performance such as maximum acceleration and maximum deceleration. The position and speed of the approach point and the designated speed Ts are stored as approach point information 304. The approach point and the designated time Ts are given only when the preceding train 12 is stopped at the next station. The position and speed of the approach point are determined by the structure of the next station and the running performance of the target train 10 and the preceding train 12, and the designated time Ts is determined according to the departure time of the next station of the preceding train 12.

  The fastest running curve creation unit 202 creates a fastest running curve that travels in the shortest time, which is a running curve for stopping at a predetermined target stop position from the current position and speed of the target train 10. The stop target position is determined as the stop position of the next station if the preceding train 12 is not stopped at the next station. When the preceding train 12 is stopped at the next station, for example, the entry end to the station premises of the next station The position is determined. Further, when the preceding train 12 is traveling in front of the next station, it can be determined at a position outside the predetermined safety distance from the last position of the preceding train 12.

  When the approach point 20 is given, the guide point calculation unit 204 calculates the position and speed of the guide point 22 for reaching the approach point 20 in a row. Specifically, from the approach point 20, a reverse curve that is extended in the reverse direction of the traveling direction (direction toward the departure station) is generated by the detour operation, and the detour operation is performed when the vehicle travels along the reverse curve. The position and speed at which the continuation time is the predetermined shortest time or the continuation distance is the predetermined shortest distance are determined as the guide points 22 (see FIG. 5). The calculated position and speed of the guide point are stored as guide point information 306.

  The creation possibility determination unit 206 determines whether or not a predicted control operation curve can be created when a predicted control operation curve is not created. Specifically, an operation curve having a running time from the guide point 22 to the approach point 20 from the current position and speed of the target train 10 and having the shortest travel time is created. This operation curve is hereinafter referred to as a “predictive control fastest operation curve”. Next, the arrival time of the approach point 20 when traveling along this driving curve is calculated. Then, if this arrival time is the same as or earlier than the specified time Ts, it is determined to be possible, and if the arrival time is later than the specified time Ts, it is determined to be impossible (see FIG. 5).

  The predictive control operation curve creation unit 208 creates a predictive control operation curve that passes the approach point 20 at the specified time Ts from the current position and speed of the target train 10 when the creation possibility determination unit 206 determines that creation is possible. To do. Specifically, with respect to the fastest operation curve, a reverse curve that extends in the reverse direction of the traveling direction from the approach point 20 is generated, and after the intersection of the reverse curve and the fastest operation curve, reverse lookup is performed. A temporary operation curve is created so as to travel along the curve (see FIG. 6).

  And if the arrival time of the approach point in this temporary driving curve coincides with the specified time Ts, the temporary driving curve is set as the predicted control driving curve. Also, if the arrival time is earlier than the specified time Ts, “add a valley” is added to the temporary driving curve to adjust the arrival time of the approach point 20 to be delayed so as to become the specified time Ts. Let it be an operating curve (see FIG. 10). This function corresponds to the second extension adjusting means. Further, if the arrival time is later than the specified time Ts, it is an operation curve that runs from the current position and speed of the target train to the approach point from the guide point to the approach point used by the creation possibility determination unit 206 for the determination. Then, the driving curve having the shortest travel time (predicted control fastest driving curve) is used as a temporary driving curve, and the time when the approach point 20 arrives is designated by the designated time Ts by “crushing the mountain” against the temporary driving curve. To obtain a predicted control operation curve (see FIG. 7). This function corresponds to the first extension adjusting means.

  The update possibility determination unit 210 determines whether or not the predicted control operation curve can be updated when the target train is traveling between the stations according to the predicted control operation curve and the designated time Ts is changed. Specifically, when the designated time Ts is changed so as to be advanced, it is an operation curve that runs from the current position and speed of the target train 10 to the approach point 20 from the guide point 22, An operation curve with the shortest travel time is created, and the arrival time of the approach point 20 when traveling along this operation curve is calculated. Then, if this arrival time is the same as or earlier than the changed designated time Ts, it is determined that it is possible, and if the arrival time is later than the specified time Ts, it is determined that it is impossible (see FIGS. 12 and 14).

  On the other hand, when the designated time Ts is changed so as to be delayed, in the prediction control operation curve in which the target train 10 is traveling, the “outside stop” is performed outside the guide point from the current position and speed of the target train. If the operation curve to be created is created, and it is created, it is determined that the predicted control operation curve can be updated (see FIGS. 18 and 26). If an operation curve that “stops outside the machine” cannot be created, an operation curve having “the maximum depth of the valley” is created, and the arrival time of the approach point in this operation curve is calculated (FIGS. 19, 29, and 30). reference). Then, if this arrival time is the same as or later than the specified time, it is determined to be possible, and if the arrival time is earlier than the specified time Ts, it is determined to be impossible.

  The predictive control operation curve updating unit 212 updates the predictive control operation curve when the update availability determination unit 210 determines that update is possible. Specifically, when the designated time Ts is changed so as to be advanced, a “valley” is present between the current position of the target train and the approach point 20 in the predicted control operation curve while the target train 10 is traveling. Judge whether it exists.

  If there is a “valley”, a driving curve with “valley filled” is created for the driving curve portion after the current position and speed of the predicted control driving curve during traveling, and this is set as a temporary driving curve ( (See FIG. 15). And if the arrival time of the approach point 20 in this temporary driving curve is the same as the specified time Ts, the temporary driving curve is set as the predicted control driving curve. Also, if the arrival time of the approach point 20 on the temporary driving curve is later than the specified time Ts, the arrival time of the approach point becomes the specified time Ts by “adding a mountain” to the temporary driving curve. To a predicted control operation curve (see FIG. 16). This function corresponds to the first early arrival adjustment means. Further, if the arrival time of the approach point 20 on the temporary driving curve is earlier than the specified time Ts, the arrival time of the approach point 20 becomes the specified time Ts by “adding a valley” to the temporary driving curve RC11. It adjusts so that it may become a prediction control driving | running curve (refer FIG. 17). This function corresponds to the second extension adjusting means.

  If there is no “valley” between the current position of the target train 10 and the approaching point 20 in the predicted control operation curve during travel, the current position of the target train 10 used for the determination by the update availability determination unit 210 In addition, the driving curve that runs from the guide point 22 to the approach point 20 from the guide point 22 to the approach point 20 and that has the shortest travel time (predicted control fastest operation curve) is used as a temporary driving curve. By adjusting the curve so that the arrival time of the approach point becomes the specified time Ts by “crushing the mountain”, a predicted control operation curve is obtained (see FIG. 13). This function corresponds to the first extension adjusting means.

  On the other hand, when the designated time Ts is changed so as to be delayed, there is a “mountain” between the current position of the target train 10 and the approach point 20 in the predicted control operation curve while the target train 10 is traveling. Determine whether.

  If there is a “mountain”, a reverse pull-up curve reversely drawn from the approaching point 20 by the decelerating operation and a forward pull-down curve by the brake operation from the current running position and speed are generated. The vehicle runs along the forward curve until the intersection of the drawing curve and the forward curve, and after the intersection, an operation curve that runs along the reverse curve is created and used as a temporary operation curve (see FIG. 20). And if the arrival time of the approach point 20 in this temporary driving curve is the same as the specified time Ts, the temporary driving curve is set as the predicted control driving curve. Further, if the arrival time of the approach point 20 in the temporary driving curve is later than the specified time Ts, the arrival time of the approach point 20 becomes the specified time Ts by “adding a mountain” to the temporary driving curve. Thus, the predicted control operation curve is obtained (see FIG. 22). This function corresponds to the first early arrival adjustment means. If the arrival time of the approach point 20 on the temporary driving curve is earlier than the specified time Ts, the arrival time of the approach point 20 becomes the specified time Ts by “adding a valley” to the temporary driving curve. Thus, the predicted control operation curve is obtained (see FIG. 23). This function corresponds to the second extension adjusting means.

  When there is no “mountain” between the current position of the target train 10 and the approach point 20 in the predicted control operation curve during travel, the outside of the guide point 22 is determined from the current position and speed of the target train 10. Then, an operation curve for “stop outside the machine” is created and a temporary operation curve is created (see FIGS. 18 and 27). And if the arrival time of the approach point 20 in this temporary driving curve is the same as the specified time Ts, the temporary driving curve is set as the predicted control driving curve. Further, if the arrival time of the approach point 20 on the temporary driving curve is later than the specified time Ts, the arrival time of the approach point 20 becomes the specified time Ts by “filling the valley” with respect to the temporary driving curve. To obtain a predicted control operation curve (see FIGS. 25 and 28). This function corresponds to the second early arrival adjustment means. In addition, if the arrival time of the approach point 20 in the temporary operation curve is earlier than the specified time Ts, the arrival time of the approach point 20 becomes the specified time Ts by adjusting the time in the temporary operation curve by stopping outside the machine. Thus, the predicted control operation curve is obtained. This function corresponds to the third extension adjusting means.

  The storage unit 300 stores a system program for realizing various functions for the processing unit 200 to control the operation curve creating apparatus 1 in an integrated manner, a program and data for realizing the present embodiment, and the like. It is used as a work area of the processing unit 200 and temporarily stores calculation results executed by the processing unit 200 according to various programs, input data from the operation input unit 102, and the like. In the present embodiment, the storage unit 300 stores a driving curve creation program 302, approach point information 304, guidance point information 306, target train information 308, and preceding train information 310.

[Process flow]
FIG. 32 is a flowchart for explaining the operation curve creation processing. This process is a process that is started while the target train 10 is stopped at the station, and is realized by the processing unit 200 executing the operation curve creation program 302.

  First, it is determined whether the position and speed of the approach point 20 and the specified time Ts are given from an external device or the like. If given (step A1: YES), the creation possibility determination unit 206 executes a predicted control operation curve creation availability determination process (see FIG. 33) to determine whether a predicted control operation curve can be created. Judgment is made (step A3). If it is determined that it can be created (step A5: YES), the predictive control operation curve creation unit 208 executes the predictive control operation curve creation process (see FIG. 34), and starts from the current position and speed of the target train 10. A predictive control operation curve to the station is created (step A7). Thereafter, the target train 10 starts traveling along the created predicted control operation curve.

  Then, if the designated time Ts is changed while traveling between the stations to the next station (step A9: YES), the update availability determination unit 210 performs the prediction control operation curve update availability determination processing (see FIG. 35). To determine whether the predicted control operation curve can be updated (step A11). If it is determined that update is possible (step A13: YES), the predicted control operation curve update unit 212 executes the predicted control operation curve update process (see FIG. 36), and changes the approach point 20 to the specified time Ts after the change. The predicted control operation curve that passes is recreated and updated (step A15). Thereafter, the target train 10 travels according to the updated predicted control operation curve. On the other hand, if it is determined that updating is impossible (step A13: NO), the fastest operation curve creation unit 202 creates the fastest operation curve that reaches the stop target position in the shortest time from the current position and speed of the target train 10. (Step A17). Thereafter, the target train 10 travels according to the created fastest operation curve. The above processing is repeated until the target train 10 arrives at the next station. If the target train 10 arrives at the next station (step A19: YES), the process returns to step A1.

  On the other hand, when the position and speed of the approach point 20 and the designated time Ts are not given while the target train 10 is stopped at the station (step A1: NO), it is impossible to create a predicted control operation curve. (Step A5: NO), the fastest operation curve creation unit 202 creates the fastest operation curve that reaches the stop target position in the shortest time from the current position and speed of the target train 10 (step A21). . Thereafter, the target train 10 starts traveling according to the created fastest operation curve.

  If the position and speed of the approach point 20 and the designated time Ts are given while traveling between the stations to the next station (step A23: YES), the creation possibility determination unit 206 determines the predicted control operation curve. A creation possibility determination process (see FIG. 33) is executed to determine whether or not a predicted control operation curve can be created (step A25). If it is determined that it can be created (step A27: YES), the predicted control operation curve creation unit 208 executes a predicted control operation curve creation process (see FIG. 34) to determine the next station from the current position and speed of the target train 10. The predicted control operation curve up to is created (step A29). Thereafter, the target train travels according to the created predicted control operation curve. On the other hand, if it is determined that the creation of the predicted control operation curve is impossible (step A27: NO), the target train 10 continues traveling according to the fastest operation curve as it is. The above processing is repeated until the arrival at the next station. When the arrival at the next station is reached (steps A19 and A31: YES), the process returns to step A1.

  FIG. 33 is a flowchart for explaining a predictive control operation curve creation availability determination process. The creation possibility determination unit 206 creates the fastest driving curve RC2 that reaches the approaching point 20 from the current position and speed of the target train 10 (step B1), and the approaching point 20 reaches the driving curve RC2. Time T2 is calculated (step B3). If the arrival time T2 is the same as or earlier than the specified time Ts (T2 ≦ Ts) (step B5: YES), it is determined that a predicted control operation curve can be created (step B7). On the other hand, if the arrival time T2 is later than the specified time Ts (T2> Ts) (step B5: NO), it is determined that it is impossible to create a predicted control operation curve (step B8). When the above process is performed, the predictive control operation curve creation possibility determination process is terminated.

  FIG. 34 is a flowchart for explaining a predicted control operation curve creation process. The predictive control driving curve creation unit 208 creates a temporary driving curve RC3 by applying a reverse pulling curve reversely drawn from the approaching point 20 by the coasting operation to the fastest driving curve (step C1). Next, the arrival time T3 of the approach point 20 in the temporary driving curve RC3 is calculated (step C3). If the arrival time T3 is the same as the designated time Ts (step C5: YES), the temporary operation curve RC3 is set as the predicted control operation curve (step C7). If the arrival time T3 is later than the designated time Ts (step 5: NO to C9: YES), the fastest operation curve RC2 that reaches the approaching point 20 in a straight line is set as a temporary operation curve, and this temporary operation curve. By “crushing the mountain” with respect to RC2, the arrival time of the approach point 20 is adjusted to be the designated time Ts, and a predicted control operation curve is obtained (step C11). If the arrival time T3 is earlier than the designated time Ts (T3 <T1) (step C9: NO), the arrival time of the approach point 20 is designated by “adding a valley” to the temporary operation curve RC3. It adjusts so that it may become time Ts, and it is set as a prediction control driving | operation curve (step C11). When the above processing is performed, the predicted control operation curve creation processing is terminated.

  FIG. 35 is a flowchart for explaining the predictive control operation curve update availability determination process. If it is changed so that the designated time Ts of the approach point 20 is advanced (step D1: YES), the update availability determination unit 210 arrives at the approach point 20 in a line from the current position and speed of the target train 10. The fastest operation curve RC6 is created (step D3), and the arrival time T6 of the approach point 20 in the operation curve RC6 is calculated (step D5). If the arrival time T6 is the same as or earlier than the designated time Ts after the change (step D7: YES), it is determined that the predicted control operation curve can be recreated (step D9). If the arrival time T6 is later than the designated time Ts (step D7: YES), it is determined that the predicted control operation curve cannot be updated (step D11).

  If the designated time Ts of the approach point 20 is changed so as to be delayed (step D1: NO), the operation curves RC17 and RC20 that “stop outside the aircraft” are created from the current position and speed of the target train 10 ( Step D25). If the operation curves RC17 and RC20 for “outside stop” can be created (step D27: YES), it is determined that the predicted control operation curve can be recreated (step D35).

  If the operation curves RC17 and RC20 for “stop outside the aircraft” cannot be created (step D27: NO), the operation curves RC19 and RC22 having “the deepest valley” are created from the current position and speed of the target train 10 (step S27). D29), arrival times T19 and T22 of the approach point 20 on the operation curves RC19 and RC22 are calculated (step D31). If the arrival times T19 and T22 are the same as or later than the designated time Ts (step D33: YES), it is determined that a predicted control operation curve can be created (step D35). If the arrival times T19 and T22 are earlier than the designated time Ts (step D33: NO), it is determined that it is impossible to recreate the predicted control operation curve (step D37). When the above process is performed, the predictive control operation curve update availability determination process ends.

  36 and 37 are flowcharts for explaining the predicted control operation curve update processing. If the prediction control operation curve update unit 212 is changed so that the designated time Ts of the approach point 20 is advanced (step E1: YES), the prediction control operation curve update unit 212 approaches from the current position in the prediction control operation curve in which the target train 10 is traveling. It is determined whether there is a “valley” between the point 20 and the designated position. If there is a “valley” (step E3: YES), for the predicted control operation curve in which the target train 10 is traveling, “valley” is applied to the operation curve portion between the current position and the designated position of the approach point 20. A buried “operation curve RC11 is created and used as a temporary operation curve (step E5). Next, the arrival time T11 of the approach point 20 in the operation curve RC11 is calculated (step E7). If the arrival time T11 is the same as the designated time Ts after the change (step E9: YES), the temporary operation curve is updated as a new predicted control operation curve (step E11). If arrival time T11 is later than designated time Ts after the change (step E9: NO to E13: YES), “mountain is added” from the current position and speed of the target train 10 to the temporary operation curve RC11. Then, the arrival time of the approach point 20 is adjusted so as to become the designated time Ts, and is updated as a new predicted control operation curve (step E15). If the arrival time T11 is earlier than the designated time Ts (step E13: NO), “add a valley” is added to the temporary driving curve RC11 so that the arrival time of the approach point 20 becomes the designated time Ts. Then, it is updated as a new predictive control operation curve (step E17).

  On the other hand, if it is determined that there is no “valley” between the current position and the designated position of the approach point 20 in the predicted control operation curve while the target train 10 is traveling (step E3: NO), the target train 10 From the current position and speed of the vehicle, the fastest driving curve RC6 that reaches the approaching point 20 in a straight line is set as a temporary driving curve, and by “crushing the mountain” with respect to the temporary driving curve RC6, the approaching point 20 The arrival time is adjusted to be the designated time Ts, and updated as a new predicted control operation curve (step E19).

  Further, if the approach point designated time Ts is changed so as to be delayed (step E1: NO), the predicted control operation curve in which the target train 10 is traveling from the current position to the designated position of the approach point 20 is obtained. Judge whether there is a “mountain” between them. If there is a “mountain” (step E19: YES), a forward curve that is forward-drawn from the current position and speed of the target train 10 by a brake operation and a reverse curve that is reverse-drawn from the approach point 20 by a straight-line operation. An operation curve RC14 based on the created operation curve is created as a temporary operation curve (step E21). Next, the arrival time T14 of the approach point 20 in the temporary driving curve RC14 is calculated (step E23). If the arrival time T14 is the same as the designated time Ts (step E25: YES), the temporary operation curve RC14 is updated as a new predicted control operation curve (step E27). If the arrival time T14 is later than the designated time Ts (steps E25: NO to E29: YES), the arrival time of the approach point 20 becomes the designated time Ts by “adding a mountain” to the temporary driving curve RC14. It adjusts so that it may become and it updates as a new prediction control driving | operation curve (step E31). If the arrival time T14 is earlier than the designated time Ts (step E29: NO), adjustment is made so that the arrival time of the approach point 20 becomes the designated time Ts by “adding a valley” to the temporary operation curve RC15. Then, it is updated as a new predictive control operation curve (step E33).

  On the other hand, if it is determined that there is no “mountain” between the current position and the designated position of the approach point in the predicted control operation curve while the target train 10 is traveling (step E19: NO), From the current position and speed, it is determined whether or not the operation curves RC17 and RC20 for “stop outside the aircraft” can be created. If it can be created (step E35: YES), the arrival time of the approach point 20 on the operation curves RC17 and RC20 T17 and T20 are calculated (step E37). If the arrival times T17 and T20 are later than the designated time Ts (step E39: YES), the arrival time of the approach point 20 becomes the designated time Ts by “filling the valley” with respect to the operation curves RC17 and RC20. To be updated as a new predictive control operation curve (step E41). On the other hand, if the arrival times T17 and T20 are the same as or earlier than the designated time T (step E39: NO), the arrival time of the approach point 20 is adjusted to the designated time Ts by adjusting the time by stopping outside in the operation curves RC17 and RC20. And updated as a new predictive control operation curve (step E43).

  On the other hand, if the operation curves RC17 and RC20 for “stop outside the aircraft” cannot be created (step E35: NO), the operation curves RC19 and RC22 having “the deepest valley” are created from the current position and speed of the target train 10. The temporary operation curve is adjusted, and by “filling the valleys” in the temporary operation curves RC19 and RC22, the arrival time of the approach point 20 is adjusted to the designated time Ts, and updated as a new predicted control operation curve. (Step E45). When the above process is performed, the predicted control operation curve update process is terminated.

[Function and effect]
Thus, according to the present embodiment, the operation curve (predictive control operation curve) of the target train 10 used for predictive control can be created according to various situations. Moreover, an energy-saving operation can be realized by creating a predicted control operation curve so as to increase the running operation. Moreover, it becomes possible to suppress the influence of the target train 10 on the subsequent train by setting the brake start position to a predicted control operation curve that is as close to the next station as possible.

  As one of the more specific features, in the present embodiment, it is possible to create a predictive control operation curve that reaches the approach point by the coasting operation. At first glance, it seems that it is only one guideline for creating an operation curve that reaches the approaching point by traveling, but more effects can be expected. In other words, because the vehicle reaches the approach point by driving, if the opening of the in-field route becomes later than the specified time at the approach point opening time, the brake is suddenly applied near the approach point and stopped in front of the place. If the in-course route is opened, it is possible to switch to power running and enter the station in the shortest time. In addition, by driving at least from the guide point to the approach point, it facilitates the creation of an operation curve that results in energy-saving operation with reduced power consumption compared to an operation curve that passes the approach point with the maximum brake. be able to.

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

  For example, the operation curve (including the predicted control operation curve) created in the above-described embodiment may be applied to train control for automatic operation by unmanned operation or used as a reference for train control by manned operation. It is good. It can also be used as an operation curve when computer simulation is performed for train control.

10 target train, 12 preceding train 20 approach point, 22 guide point RC operation curve 1 operation curve creation device 102 operation input unit, 104 display unit, 106 communication unit 200 processing unit 202 fastest operation curve creation unit, 204 guidance point calculation unit 206 Creation possibility determination unit, 208 Prediction control operation curve creation unit 210 Update possibility judgment unit, 212 Prediction control operation curve update unit 300 Storage unit 302 Operation curve creation program 304 Approach point information, 306 Guidance point information 308 Target train information, 310 Predecessor train information

Claims (12)

A program for causing a computer to create a predictive control operation curve to the next station of a target train that is a subsequent train according to the departure time of a preceding train that is stopped at the next station,
Carrying out the driving operation at a predetermined shortest time or shortest distance to a point on the driving curve (hereinafter referred to as “approach point”) determined by a given designated position and a given designated speed set outside the next station. Guidance point calculation means for calculating a point outside the approach point reached by performing (hereinafter referred to as “guidance point”);
1) pass through the guide point and the approach point, 2) drive at least from the guide point to the approach point, and 3) set the approach point at a given designated time determined according to the departure time. Creating means for creating the predictive control operation curve so as to pass,
A program for causing the computer to function as The creating means includes
Provisional creation means for creating a provisional operation curve that satisfies the above 1) and 2);
When the passing time of the approach point on the temporary driving curve is earlier than the specified time, an extension adjusting means for adjusting the temporary driving curve so as to delay the passing time;
An early arrival adjustment means for adjusting the temporary driving curve so as to advance the passing time when the passing time of the approach point on the temporary driving curve is later than the specified time;
Having
The program according to claim 1. The creating means includes
When the departure time is changed, means for making the predicted control operation curve created previously a temporary operation curve;
When the passing time of the approach point on the temporary driving curve is earlier than the specified time, an extension adjusting means for adjusting the temporary driving curve so as to delay the passing time;
An early arrival adjustment means for adjusting the temporary driving curve so as to advance the passing time when the passing time of the approach point on the temporary driving curve is later than the specified time;
Having
The program according to claim 1. The extension adjustment means includes a curved curve portion when the temporary running curve includes a curved portion having a speed faster than a reverse drawing line obtained by reversely running the running operation so as to pass through the guide point from the approach point. Having first extension adjusting means for adjusting so as to increase
The program according to claim 2 or 3. The temporary creation means creates the temporary operating curve so that the curved portion that satisfies the above 1) and 2) and reaches the guide point is a brake curved portion,
The extension adjusting means includes first extension adjusting means for adjusting the curve portion reaching the guide point to be a curved curve portion.
The program according to claim 2. The extension adjusting means includes second extension adjusting means for replacing a part of the temporary driving curve with a trough-shaped curve portion in which a brake curve portion, a running curve portion, and a power running curve portion are continuous. ,
The program as described in any one of Claims 2-5. The second extension adjusting means replaces the end of the valley-shaped curve portion so that it is located at the guide point;
The program according to claim 6. The extension adjusting means includes a third extension adjusting means for replacing a part of the temporary operation curve with a brake curve portion for stopping outside the machine and a valley-shaped curve portion in which a power running curve portion is continuous.
The program as described in any one of Claims 2-7. The third extension adjusting means is replaced so that the end of the valley-shaped curve portion is located at the guide point,
The program according to claim 8. The early arrival adjustment means adjusts the temporary driving curve so as to increase a power running curve portion that is faster than a reverse pulling line obtained by reversely pulling the coasting operation so as to pass through the guide point from the approach point. Having early arrival adjustment means,
The program as described in any one of Claims 2-9. The early arrival adjustment means includes second early arrival adjustment means for adjusting the provisional operation curve so as to increase a curved curve portion in the valley-shaped curve portion.
The program as described in any one of Claims 2-10. A predictive control operation curve creation device that creates a predictive control operation curve to the next station of a target train that is a subsequent train according to the departure time of a preceding train that stops at the next station,
Carrying out the driving operation at a predetermined shortest time or shortest distance to a point on the driving curve (hereinafter referred to as “approach point”) determined by a given designated position and a given designated speed set outside the next station. Guidance point calculating means for calculating a point outside the approach point that is reached by performing (hereinafter referred to as “guide point”);
1) pass through the guide point and the approach point, 2) drive at least from the guide point to the approach point, and 3) set the approach point at a given designated time determined according to the departure time. Creating means for creating the predictive control operation curve so as to pass,
A predictive control operation curve creation device.

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