JP2017165237A - Train operation support system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an appropriate train operation support system taking into account a difference in management information and a difference in processing performance by the arrangement of a run curve creation processing part and the optimization of the division of roles.SOLUTION: A train operation support system includes an on-ground side system 100 provided with a prediction diagram creation processing part 101 for creating a prediction diagram, and an on-train side system 200 provided with an electric motor and brake control processing part 202 for transmitting an electric motor and brake control signal and a train position and speed acquisition processing part 203 for acquiring a train position and speed, and creating travelling performance data, and has a run curve creation processing part for creating a run curve of the train based on the prediction diagram in at least one of the on-ground side system 100 and the on-train side system 200.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a train operation support system.

  In order to realize highly optimized train operation while reducing the burden on the driver in the operation of railway vehicles, the information of each train operation management system that has jurisdiction over the train operation is utilized. A driving profile is calculated so that an appropriate driving profile (specifically, a change in speed from moment to moment, that is, a run curve) is calculated, and automatic driving according to the calculated driving profile or manual driving with reference to the calculated profile is possible. There is a train operation support system that provides each train with Patent Documents 1 and 2 have been proposed as examples of such train operation support systems.

JP-A-10-329718 JP 2000-335419 A JP 2004-080838 A

  In creating a running profile, it is necessary to consider the motion characteristics of each train. In view of this point, it can be said that it is preferable to create a travel profile based on the determination by the vehicle upper side device that can grasp the motion characteristics in the most detail. However, in order to realize the most appropriate train operation on the entire route in consideration of the interval between trains and the like, it is necessary to determine the travel profile by the ground side device as in Patent Literature 1 and Patent Literature 2. Alternatively, when the processing capability of the vehicle upper side device is limited, it is difficult to construct a train operation support system that is closed only on the vehicle upper side.

  As described above, the division of roles between the ground side device and the vehicle upper side device in the determination of the travel profile is an important problem in constructing the train operation support system. However, Patent Documents 1 and 2 mentioned above do not mention this point at all.

  It is an object of the present invention to provide an appropriate train operation support system that takes into account differences in management information and processing performance by optimizing the arrangement and role assignment of run curve creation processing units.

  In order to solve the above problems, a train operation support system according to the present invention includes a ground side system including a prediction diagram creation processing unit that creates a prediction diagram, an electric motor and a brake control processing unit that transmit an electric motor and a brake control signal, and a train. A vehicle upper side system including a train position and speed acquisition processing unit that acquires position and speed and creates travel performance data, and a run curve creation processing unit that creates a run curve of a train based on the prediction diagram It is provided in at least one of the ground side system and the vehicle upper side system.

  ADVANTAGE OF THE INVENTION According to this invention, it is possible to provide the appropriate train driving assistance system which considered the difference in management information, and the difference in processing performance by arrangement | positioning of a run curve creation process part, and appropriate | suitable role assignment.

It is a block diagram showing 1st Embodiment of a train driving assistance system. It is a block diagram showing 2nd Embodiment of a train driving assistance system. It is a block diagram showing 3rd Embodiment of a train driving assistance system. It is a block diagram showing 4th Embodiment of a train driving assistance system. An example of an assumed run curve creation process is shown. An example of an assumed run curve creation process is shown. An example of an assumed run curve creation process is shown. An example of an assumed run curve creation process is shown. An example of a running run curve creation process is shown. An example of a running run curve creation process is shown. An example of on-vehicle run curve creation processing is shown. An example of on-vehicle run curve creation processing is shown. An example in which continuity of driving assistance can be ensured will be shown. An example in which continuity of driving assistance can be ensured will be shown. An example of driving assistance is shown. An example of driving assistance is shown. An example of driving assistance is shown. An example of driving assistance is shown. The example which set the point which should observe arrival timing on train operation is shown. The example of a structure of the train driving assistance system which can input the information from a conductor and a station employee is shown.

  In order to realize highly optimized train operation while reducing the burden on the driver in the operation of railway vehicles, the information of each train operation management system that has jurisdiction over the train operation is utilized. A driving profile is calculated so that an appropriate driving profile (specifically, a change in speed from moment to moment, that is, a run curve) is calculated, and automatic driving according to the calculated driving profile or manual driving with reference to the calculated profile is possible. There is a train operation support system that provides each train with Patent Documents 1 and 2 have been proposed as examples of such train operation support systems.

  Here, in order to estimate the speed change of each train every moment, it is indispensable to grasp the motion characteristics of the train (vehicle) assigned to the target train. Specifically, it is necessary to grasp information such as knitting acceleration performance, climbing performance, and deceleration performance. Furthermore, when considering that the travel profile of each train is optimized from the viewpoint of energy consumption, it is necessary to grasp the energy characteristics of the target trains with respect to the number of notch steps being input and the travel speed. Regarding the handling of such knitting characteristics, the above-mentioned Patent Literature 1 states that “the train travel guidance device uses the vehicle conditions such as tensile force, weight, etc. that are held as basic data in its own device to determine the operation curve of each train. Estimated "(see paragraph 0028). Patent Document 2 clearly states that the vehicle data held by the system is a fixed value (see FIG. 2). That is, it can be seen that the systems described in these patent documents have a mechanism for calculating a running profile using static data (such as motion characteristics in designing each knitting).

  However, the motion characteristics of a railway vehicle (knitting) may behave differently from the state expected in design due to various factors that change from moment to moment. In fact, Patent Document 3 proposes a mechanism that automatically learns vehicle characteristics during travel after “train characteristics greatly affect riding comfort and stopping accuracy” (see paragraph 0005).

Therefore, even in the train operation support system, in order to provide each train with a travel profile that can be actually reproduced, the change in the kinematic characteristics of the train assigned to each train must be It can be said that it is necessary to reflect on.
In considering at which stage the changes in the movement characteristics of the train are reflected in the driving profile, the difference between the information managed by the ground-side device and the vehicle-side device constituting the train operation support system, and the allowable processing performance Need to be considered.

  In a general railway system, a ground side device manages information such as a schedule of a route to be controlled, a current on-line position of each train, a state of a switch, a signal state, and the like. It is possible to collect information from each train via the network for information collected by the on-board equipment of each train on the line that has jurisdiction, but the network bandwidth, propagation time, and each mediator There are some restrictions on the amount and frequency of information that can be collected depending on the processing time in the apparatus. Further, from the viewpoint of processing performance, since there are relatively few restrictions on the space or the like when installing the apparatus, a computer with high processing capability can be employed if necessary.

  On the other hand, the vehicle upper side apparatus can almost completely acquire the position and speed of the own train, the operation state of the apparatus mounted on the own vehicle (knitting), etc. in real time. The situation around the own train, such as the position of other trains and the status of the traffic signal ahead, can be provided via the network from the ground side device, but the network bandwidth, propagation time and mediation There are some restrictions on the amount and frequency of information obtained depending on the processing time in each device. Also, from the viewpoint of processing performance, there are cases where there are large restrictions on the space when installing the apparatus, and a computer with low processing capacity must be used.

  Here, consideration is given to the movement characteristic variation of individual knitting as described above. Characteristic fluctuations are caused by factors that occur directly in the train, such as malfunction of the on-board device, occurrence of wheel slipping, weather change, change in boarding rate, change in overhead line voltage, etc. It is relatively easy to know, but it is difficult to know in real time on the ground side device. Even if the ground side apparatus can acquire such information via the network, it is not easy to manage the characteristic variations of all the trains traveling on the route under the jurisdiction and reflect them in the travel profile. In particular, it is difficult to manage the motion characteristic data on the ground side when the number and types of formations are large or when there is a train entering from a route outside the jurisdiction. Alternatively, if the ownership / management of the vehicle and the ownership / management of the ground equipment are carried out by different operating entities, it is appropriate in terms of functional arrangement that the system on the ground side owns and manages the information unique to each organization. It can not be said.

  Thus, considering only the reflection of the motion characteristics of each train for the creation of the travel profile, it can be said that it is preferable to create the travel profile based on the determination by the vehicle upper side device. However, in order to realize the most appropriate train operation on the entire route in consideration of the interval between trains and the like, it is necessary to determine the travel profile by the ground side device as in Patent Literature 1 and Patent Literature 2. Alternatively, when the processing capability of the vehicle upper side device is limited, it is difficult to construct a train operation support system that is closed only on the vehicle upper side.

  As described above, the division of roles between the ground-side device and the vehicle-side device in determining the travel profile is an important problem in constructing a train operation support system. However, Patent Documents 1 and 2 mentioned above do not mention this point at all.

  Each embodiment of the present invention, which will be described later, is based on the characteristics of the ground side device and the vehicle upper side device, and the factors affecting the train travel are determined at an appropriate stage with respect to the location and frequency on the system where the information can be obtained. The purpose is to build a train operation support system that can calculate and provide an appropriate and feasible travel profile that is reflected in the travel profile.

  In the train operation support system in each embodiment, the ground side device generalizes the knitting motion characteristics with a static motion characteristic model for each appropriate knitting type, and is determined to be appropriate in this generalized model. A travel profile is created by comparing it with schedule information, route data, and the operation status of the entire route. Providing the created travel profile to the vehicle upper side device, and the vehicle upper side device corrects the profile provided based on fluctuations in the kinematic characteristics unique to the self-organization. The profile is output to the control device of each vehicle or the interface device to the train driver, and appropriate train operation is realized by automatic operation according to the travel profile or manual operation with reference to the travel profile.

  According to the system of each embodiment, the travel profile of the train is first created based on the judgment of the ground side system having jurisdiction over the entire route. Therefore, it is possible to reduce the amount of energy consumed by running at higher speeds than necessary, and unnecessary acceleration / deceleration by narrowing the distance from the preceding train. Comfortable train operation can be realized. Further, by correcting the profile based on the determination of the vehicle upper side system that accurately grasps the self-organizing motion characteristics, the difference between the assumption of the train operation support system and the actual train operation can be suppressed. As a result, the predictability of the future train operation is improved, and the confusion given to the train operator, the commander of the command station, and the railroad user can be suppressed.

  Embodiments of the present invention will be described below with reference to the drawings.

  1-4, embodiments of the present invention will be described with reference to block diagrams.

(First embodiment)
FIG. 1 is a block diagram illustrating a first embodiment of a train operation support system. The train operation support system includes a ground system 100 and a vehicle upper system 200.

  The ground side system 100 includes a prediction diagram creation processing unit 101 and an assumed run curve creation processing unit 102.

  Predictive diagram creation processing unit 101 is based on a given plan diagram, various constants that determine the minimum train interval, etc., input of timetable changes by trainers, train performance, and temporary speed limit settings. Then, a prediction diagram expressing how the train operation status after the current time changes is created as a diagram. Information such as arrival / departure times of stop stations of trains, passing times of passing stations, number lines used at the stopping stations, and the like are determined by the prediction diagram. In addition, although the example which acquires the driving | running | working performance of a train from the vehicle upper side system 200 is shown in FIG. 1, in order to know a train position, based on the information obtained from the apparatus (track circuit etc.) installed in the ground side In addition, the running record may be acquired.

  The assumed run curve creation processing unit 102 receives the arrival time on the prediction diamond received from the prediction diamond creation processing unit 101, and route data such as a gradient, a curve, and a constant speed limit so as to keep the set temporary speed limit. In light of the movement characteristics of each train, a running curve (run curve) of each train is created. Note that the data representing the kinematic characteristics of the knitting used here is fixed data that does not take into account dynamic fluctuations due to on-vehicle device conditions, weather, and the like.

  Further, FIG. 1 shows a mechanism that reflects the course configuration status and the power supply status for the creation of the assumed run curve. As a result, it is possible to appropriately reflect the course configuration status of the target train on the assumed run curve, including unforeseen situations such as failure or recovery of the switch. Moreover, by considering the power supply status, it is possible to create a run curve that distributes the timing of powering between trains so that power demand that exceeds the power supply capacity of the substation in the section does not occur.

  The vehicle upper system 200 includes an on-vehicle run curve creation processing unit 201, a motor and brake control processing unit 202, and a train position and speed acquisition processing unit 203.

  The on-vehicle run curve creation processing unit 201 corrects the assumed run curve received from the ground side in consideration of the dynamic characteristics of the self-organization. The data representing the knitting movement characteristics used by the on-board run curve generation processing unit is dynamically corrected based on on-vehicle equipment conditions, overhead line voltage fluctuations, weather, boarding rate, and actual driving performance. It is a thing.

  Further, FIG. 1 shows a mechanism for reflecting the notch operation status and door handling status for the creation of the on-vehicle run curve. Furthermore, when a security device such as an automatic train control device (ATC) is installed, a run curve that does not contradict the instructions of the security device is created by capturing the operation status.

  As a result of correcting the run curve on the vehicle, if the arrival time or passing time of each station initially specified from the ground system 100 cannot be observed, the prediction schedule and the assumption are assumed for the ground system 100. Request recalculation of run curve.

  The motor / brake control processing unit 202 controls the electric motor and the brake so that the target speed indicated by the on-vehicle run curve created by the on-vehicle run curve creation processing unit 201 can be achieved.

  The train position and speed acquisition processing unit 203 acquires a change in the position and speed of the train every moment in real time, and creates travel record data. The created travel performance data is reflected in the correction of the run curve in the on-vehicle run curve creation process, and is also transmitted to the ground system 100 and reflected in the prediction diagram creation processing unit 101.

  In the configuration of FIG. 1, traveling results, an assumed run curve, and information on a recalculation request for a predicted diagram and an assumed run curve are exchanged between the ground side system 100 and the vehicle upper system 200. Specifically, it is assumed that data is exchanged by wireless communication between the communication device of the ground side system 100 and the communication device of the vehicle upper system 200.

  According to the configuration of FIG. 1, the creation of a suitable travel profile expected from the standpoint of train operation management and the tracking of the travel profile based on the actual train travel environment are separated so as to have a minimum number of contacts, It can be arranged on the ground side and the vehicle upper side, respectively.

  As will be described later, since the assumed run curve creation process needs to deal with a multivariable optimization problem, generally, a high degree of calculation performance is required. In the configuration of FIG. 1, this processing is arranged in the ground side system 100, and the vehicle upper side system 200 only performs the necessary minimum correction on the calculation result. From the viewpoint of the limitation on the processing capacity of the computer, It can be said that this is a suitable arrangement.

  Note that FIG. 1 assumes automatic driving, and vehicle run curve information is directly passed to the motor and brake control processing unit 202. Instead of this, information on the on-vehicle run curve may be visualized by an appropriate method and presented to the driver, and the motor and the brake may be controlled by the driver's notch operation. In this case, after the vehicle run curve created by the vehicle run curve creation processing unit 201 is input to the motor and brake control processing unit 202, information for supporting the driving operation of the train driver (to be protected) The target speed, the number of notch steps to be input, etc.) are transmitted. The driver confirms the information through the display unit that has received this, and performs the notch operation, thereby controlling the electric motor and the brake.

(Second Embodiment)
FIG. 2 is a block diagram showing a second embodiment of the train operation support system. As a difference from FIG. 1, the ground system 100 includes a travel run curve creation processing unit 103.

  In FIG. 2, the assumed run curve creation processing unit 102 creates an assumed run curve that is exclusively based on the prediction diagram without considering highly variable information such as the course configuration status and the power supply status. The travel run curve creation processing unit 103 considers highly variable information such as the course configuration status and the power supply status, and further corrects the assumed run curve received from the assumed run curve creation processing unit 102 based on actual travel results. To create a run curve. As a result of the correction, if the arrival / departure time or passage time of each station that was initially specified cannot be observed, a recalculation request for a predicted diagram and an assumed run curve is made.

  Since the running run curve creation process is also a function of the ground system 100, it is assumed that the data regarding the kinematic motion characteristics necessary for creating the run curve is a fixed value and the role of the vehicle upper system 200 is clearly separated. To do.

  According to the configuration of FIG. 2, it is difficult to create an assumed run curve based on information that can be taken into account on the prediction diagram and to make detailed information on the route configuration status and power supply status that are difficult to read directly from the prediction diagram. It is possible to separate the creation of a run curve reflecting the fluctuation. Such separation of processing is particularly advantageous in a distributed operation management system in which a device that handles a diagram is disposed in a central command room and a device that handles a route configuration is disposed at each station. That is, the assumed run curve creation processing unit 102 is arranged in the central command room and the travel run curve creation processing unit 103 is arranged at each station, so that the run curve creation processing is performed at the same location as the source of information necessary for the run curve creation. Can do. In addition, the travel run curve creation processing unit 103 reduces the run curve correction amount necessary for the vehicle upper system 200 by correcting the primary run curve by reflecting the traveling results in real time, thereby reducing the vehicle upper system. The processing burden of 200 can be further reduced.

(Third embodiment)
FIG. 3 is a block diagram showing a third embodiment of the train operation support system. As a difference from FIG. 2, the on-board system 200 does not have an on-vehicle run curve creation process, and instead includes a driving support information presentation processing unit 204 that presents information received from the ground side system 100 to the driver. ing.

  The driving support information presentation processing unit 204 is configured to provide information for assisting the driving operation of the train driver based on the traveling curve information received from the ground system 100 (target speed to be protected, notch to be input). A signal for presenting the number of stages, etc.) is transmitted to the presentation device. In addition, the driving support information presentation processing unit 204 refers to the notch operation status, the door handling status, and the operating status of the security device (ATC, etc.) and transmits a signal for presenting support information consistent with these. In response to this, the driver performs notch operation to control the motor and the brake.

  If it is the structure of FIG. 3, the vehicle upper side system 200 bears only the function of the interface with a driver, and the collection function of driving | running | working performance. This is suitable for a case where it is desired to add a function of driving support to the existing organization by a minimum modification.

  Note that the ground side system 100 in the configuration of FIG. 3 can be replaced with the ground side system 100 in the configuration of FIG. That is, the run curve creation process in the ground side system 100 is only one stage of the assumed run curve creation process, the created assumed run curve is transmitted to the vehicle upper side, and the driver assists in the driving support information presentation processing unit 204 of the vehicle upper system 200. It is good also as a structure which transmits the information shown with respect to.

(Fourth embodiment)
FIG. 4 is a block diagram showing a fourth embodiment of the train operation support system. The difference from FIG. 1 is that the ground-side system 100 does not have processing related to the generation of the run curve, and is generated on the ground side such as the prediction diagram created by the prediction diagram creation processing unit 101, the route configuration status, and the power supply status. Information that affects the creation of the run curve is transmitted to the vehicle upper system 200. The on-board run curve creation processing unit 201 of the upper side system 200 creates a run curve of the own train from scratch based on the prediction diagram, the route configuration status, and the power supply status.

  When the computer performance of the vehicle upper system 200 is sufficiently high, the configuration of FIG. 4 is used to minimize the configuration of the ground system 100 and to construct a system in which each train autonomously judges and travels. Can do.

(Run curve creation process)
In FIG. 5 and subsequent figures, an outline of each run curve creation process shown in FIGS.

  FIG. 5 shows an example of an assumed run curve creation process.

  As shown in FIG. 5A, the assumed run curve creation process includes a fastest run curve creation process, a margin time reflection process, and an energy optimization process.

  The fastest run curve creation processing calculates a run curve when the target knitting runs the fastest in the section to be calculated from the route data, the knitting characteristics, and the setting condition of the temporary speed limit. As a specific calculation, when the train speed is lower than the speed limit, it is assumed that the vehicle is accelerated with the maximum power running until the speed reaches the speed limit, and the equation of motion is solved based on the traction force, the train weight, and the route data at the maximum power running. Further, when the speed limit decreases and when the vehicle stops, it is assumed that the vehicle is decelerated by the service maximum brake, and the equation of motion is solved based on the deceleration force by the service maximum brake, the train weight, and the route data. When the calculation is performed in this way, the fastest run curve as shown in FIG. 5B is obtained.

  Next, a reflection process for margin time is performed. Train schedules usually include spare time, and when traveling according to the fastest run curve as shown in Fig. 5B, the train arrives early on the diagram, so the travel time can be reduced by appropriately reducing the speed. adjust. Specifically, the running speed is adjusted by reducing the maximum speed as shown in FIG. 5C or performing inertial running as shown in FIG. 5D. In addition, when there is no time margin at all such as when the train is delayed, the fastest run curve becomes the assumed run curve as it is.

  Next, energy optimization is performed. Specifically, with respect to a certain run curve r, an extreme value under an appropriate condition may be obtained by a variational method for the functional E (r) representing the energy consumed when traveling according to the run curve r. Appropriate conditions here include boundary conditions at the start and end of the run curve, as well as an upper limit of acceleration / deceleration on the composition characteristics, and securing of the train interval with the preceding train.

  Although FIG. 5A shows an example in which the margin time reflection and energy optimization are performed separately, these may be performed simultaneously. For example, for various combinations of maximum speed suppression and inertial running as shown in FIGS. 5C and 5D, when the predicted value of energy consumed during driving is calculated, the combination with the least amount of energy consumption is obtained. The run curve may be output as an assumed run curve.

  FIG. 6 shows an example of the travel run curve creation process.

  As shown in FIG. 6A, the travel run curve creation process includes a constraint setting process, a run curve correction process, and a prediction diamond / assumed run curve recalculation necessity determination process.

  In the constraint setting process, a constraint condition for correcting the run curve is set based on the route configuration status and the power supply status. Specifically, when the substation capacity is tight, an example is conceivable in which the departure of the train is suppressed until the power running of another train is completed. In this way, the departure time is delayed due to circumstances on the site side, and the margin time expected at the time of creating the assumed run curve is cut.

  The run curve correction process creates a running run curve by correcting the assumed run curve so that the specified arrival time in the assumed run curve is maintained under the new margin time determined by the constraint setting process and the constraint conditions for creating the run curve. To do. The “designated arrival time” here is not limited to the arrival time of the stop station, but a point may be set at an appropriate position between the stations, and the passing time of the point may be set. Specifically, as shown in FIG. 6B, the maximum speed is increased within a range that does not exceed the speed limit, or the inertia traveling section is shortened to compensate for the margin time that has been cut.

  Predictive diamond / assumed run curve recalculation necessity determination process determines whether the corrected travel run curve can meet the specified arrival time in the assumed run curve, and if not, requests recalculation of the predicted diamond and the assumed run curve To do. Specifically, when a delay still occurs even when traveling in the fastest pattern under the set constraints, the arrival time in the fastest pattern is set as the new target arrival time. Requests the creation of a prediction diagram and assumed run curve.

  FIG. 6 shows a procedure for creating a running run curve by partially processing the assumed run curve given from the assumed run curve creating process. However, in the same manner as the assumed run curve creating process, The most appropriate run curve can be created from scratch.

  In addition, if a process that reflects the course configuration status and the power supply status is incorporated into the assumed run curve creation process for the run curve, these situations can be reflected at the stage of the assumed run curve creation as shown in FIG.

  FIG. 7 shows an example of on-vehicle run curve creation processing.

  As shown in FIG. 7A, the travel run curve creation process includes a constraint setting process, a run curve correction process, and a prediction diamond / assumed run curve recalculation necessity determination process, similarly to the travel run curve creation process.

  In the constraint setting process, a constraint condition for correcting the run curve is set based on the notch operation status, the door handling status, and the security device operating status. Specifically, an example is conceivable in which departure is inhibited until the door closing is confirmed, or the target speed is decreased when approaching the ATC brake pattern. Thus, due to the reason detected on the vehicle upper side, the margin time expected at the time of creating the run curve of the ground side system 100 is deleted.

  The run curve correction process corrects the run curve so that the specified arrival time in the run curve created by the ground side system 100 is maintained under the new margin time determined by the constraint setting process and the constraint condition for creating the run curve. Create a run curve on the car. The “designated arrival time” here is not limited to the arrival time of the stop station, but a point may be set at an appropriate position between the stations, and the passing time of the point may be set. In the run curve correction process in the on-vehicle run curve creation process, the run curve is corrected based on the knitting characteristics in consideration of dynamic fluctuations. Specifically, as shown in FIG. 7B, under the motion characteristics unique to the knitting, the maximum speed is increased within a range that does not exceed the speed limit, or the inertia running section is shortened to reduce the margin. Compensate for hours and minutes. On the other hand, when the kinematic characteristic inherent to the knitting exceeds the kinematic characteristic originally expected, the maximum speed is suppressed and the inertia running section is extended so as to digest the spare time.

  In the prediction diamond / assumed run curve recalculation necessity determination process, it is determined whether the corrected on-vehicle run curve can meet the specified arrival time on the run curve given from the ground side. Request recalculation of assumed run curve. Specifically, when a delay still occurs even when traveling in the fastest pattern under the set constraints, the arrival time in the fastest pattern is set as the new target arrival time. Requests the creation of a prediction diagram and assumed run curve.

  In FIG. 7, the procedure for creating the running run curve by partially processing the assumed run curve given from the assumed run curve creation process is shown. However, according to the same procedure as the assumed run curve creation process, The most appropriate run curve can be created from scratch. Alternatively, an optimal run curve under various conditions may be calculated in advance and stored in a database, and the database may be searched during traveling.

  The run curve creation method shown in FIGS. 5 to 7 is merely an example, and the train operation support system of FIGS. 1 to 4 may be realized by another run curve creation method different from these.

  By configuring the run curve created by the ground side system 100 to be corrected by the vehicle upper system 200, the route is divided into a plurality of sections, and the ground system 100 that has jurisdiction over each section independently performs the run curve. Even in such a case, continuity of driving assistance can be ensured.

  FIG. 8A shows a case where the ground side system 100 independent of each other is in front of and behind the traveling direction of the train, and the run curves given by both to the vehicle upper system 200 are discontinuous at the boundary of the ground side system 100. Shows the case. In this case, since the target speed changes abruptly at the moment when the boundary of the ground side system 100 is straddled, there is a risk of causing the vehicle body to swing if the upper side system 200 tries to simply follow the target speed. is there.

  Here, as illustrated in FIG. 8B, it is assumed that an overlapping section in which a run curve is given from both the front and rear ground systems 100 is set at the boundary of the ground system 100. In the case of the configuration as shown in FIGS. 1 and 2, the vehicle upper side system 200 can correct the run curve given from the ground side and create an optimum traveling pattern by itself. Therefore, even when two different target speeds are given, the vehicle-side system 200 has a correction rule that smoothly follows the target speed given from the front side, thereby generating inadvertent swinging. This makes it possible to run the train stably.

(Example of driving support)
In FIG. 9, by using the train operation support system shown in each embodiment of the present invention, more suitable train operation than when each train arbitrarily determines the travel profile without considering each other's situation. The case where is realized is shown.

  FIG. 9A shows an example of driving support in consideration of the interval with the preceding train when the temporary speed limit is set. 9101 represents the time change of the train position in the travel before the temporary speed limit setting section of the train 1 which is the preceding train.

  9102a represents an operation curve when the train 2 which is a subsequent train travels at a speed before the temporary speed limit setting section. Moreover, 9102b represents the time change of the train position at the time of driving | running | working like 9102a. Since the setting of the temporary speed limit causes a delay in the train, it can be considered that the determination of the train 2 to travel at an increased speed before the temporary speed limit setting section is appropriate at first glance in order to protect the punctuality.

  However, in the example of FIG. 9A, the preceding train 1 exists, and the train 2 needs to ensure a certain interval δ or more from the preceding train 1. Therefore, eventually, even if the vehicle travels at a reduced speed as in 9103a and 9103b, the resulting delay does not change, and the energy consumed during travel can be suppressed.

  Since the ground side system 100 always grasps all train positions within the jurisdiction range, it is possible to easily create a travel profile with less waste such as 9103a and 9103b.

  FIGS. 9B and 9C show examples of driving assistance for causing the subsequent train to travel while maintaining an appropriate distance from the preceding train when the preceding train tries to stop at the station.

  FIG. 9B shows a case where the preceding train 1 and the succeeding train 2 both stop on the same line at the next station. 9201 represents the time change of a train position after the preceding train 1 stops at a station for a fixed time until it departs.

  Now, the following train 2 cannot enter the corresponding line until time t0 when the train 1 leaves the station and the course of the train 2 is configured. Therefore, when the preceding train 1 is delayed and the interval between the trains is not sufficient, if the following train 2 independently determines the traveling profile, the machine is in front of the entrance route as in 9202a and 9202b. It becomes inefficient driving that stops outside. On the other hand, as in 9203a and 9203b, if the vehicle travels at a sufficiently low speed before the station, smooth train operation that avoids out-of-flight stops can be realized.

  Since the ground side system 100 always keeps track of all train positions and course configuration conditions within the jurisdiction range, it is possible to easily create a travel profile with less waste such as 9203a and 9203b.

  FIG. 9C shows a case where the preceding train 1 stops at the station and the succeeding train 2 passes the station and overtakes the train 1. 9301 represents the time change of the train position until the preceding train 1 stops at a station.

  Now, the following train 2 cannot enter the station until time t0 when the course configuration of the train 2 is completed. Therefore, when the preceding train 1 is delayed or the train interval is not sufficient, if the succeeding train 2 independently determines the traveling profile, the machine is in front of the entrance route as in 9302a and 9302b. It becomes inefficient driving that stops outside. On the other hand, as in 9303a and 9303b, if the vehicle is run at a sufficiently low speed before the station, smooth train operation that avoids out-of-flight stops can be realized. Further, in this case, avoiding out-of-flight stop can reduce the time required for the pair of deceleration / acceleration, and the delay of the train 2 after passing through the station can be reduced by t1.

  Since the ground side system 100 always keeps track of all train positions and route configuration conditions within the jurisdiction range, it is possible to easily create a travel profile with less waste such as 9303a and 9303b.

  FIG. 9D shows a case where there is a train 1 whose course is competing on the crossover line 9401 with respect to the train 2 to create a run curve. Assuming that the train 1 is first in the passing order of the crossover line 9401 on the diamond, the time change of the train position of the train 1 is expressed as 9402.

  The train 2 cannot pass the crossover line 9401 until time t0 when the train 1 passes the crossover line 9401 and the course of the train 1 is restored, and then the course of the train 2 is configured. Therefore, when the time interval of the intersection is not sufficient due to the delay of the train 1 and the subsequent train 2 judges the traveling profile independently, it is in front of the crossover line 9401 like 9403a and 9403b. Inefficient driving, such as stopping outside the aircraft. On the other hand, as in 9404a and 9404b, if the vehicle travels at a sufficiently low speed before the station, smooth train operation that avoids out-of-flight stops can be realized. Furthermore, by avoiding out-of-flight stops, the time required for a pair of deceleration / acceleration can be reduced, and the station arrival delay of the train 2 can be reduced by t1.

  Since the ground side system 100 always keeps track of all train positions and route configuration conditions within the jurisdiction range, it is possible to easily create a travel profile with less waste such as 9404a and 9404b.

  In this case, it is also possible to consider changing the passing order of the crossover line 9401 based on the information of the run curve. That is, referring to the run curve of the train 2 approaching the station, the time until the train 2 reaches the crossover line 9401 can be accurately estimated. Based on this estimate, it is possible to appropriately determine whether the train 1 is passed first or the train 2 is passed first by changing the diagram. Or, if the time until the train 1 reaches the crossover line 9401 from the current position is within a certain range, the system proposes a change of order to the commander, and the work load of the commander related to the schedule change is reduced. Can also be expected.

  9B, 9C, and 9D, it is important for train operation without waste that the train 1 arrives at the point x1 that is the starting point of the route configuration at an appropriate timing. Therefore, the arrival time at the point x1 is protected so that the arrival timing at the point x1 on the run curve created by the ground system 100 is not changed by the correction of the run curve by the upper system 200. It is necessary to set it as a point on the power line. That is, on the train operation support system, the point x1 is a point where the arrival target time is clearly defined, as is the stop position of the station.

  In this way, even if the upper side system 200 corrects the run curve by its own judgment by appropriately setting the points that should be observed in the train operation, not only at the stop position of the station, Appropriate train operation determined by the side system 100 can be realized.

  An example for realizing this is shown in FIG. Along with the transmission of the run curve from the ground side system 100 to the vehicle upper side system 200, as shown in FIG. 10, the data in the table format indicating the arrival time, the arrival time, and the speed at the time of arrival are sent. However, it is only necessary to incorporate the restriction on the arrival time at the stage of restriction setting in the on-vehicle run curve creation process.

  In addition, although the case where the run curve was created on the vehicle was described here, when the run curve is created by correcting the assumed run curve in the ground system 100, the same restriction was imposed, and the assumption was made at the time of creating the assumed run curve. Appropriate train travel can be maintained on the run curve.

  In the above-described vehicle upper side system 200 of the embodiment described so far, the function of presenting the support information exclusively to the train driver has been described. However, the train operation support system of the present invention is not limited to a train conductor or station staff. You may provide the function of the information presentation with respect to the other related person concerned with operation.

  For example, in order to depart from a station at a specified time on a run curve calculated by the train operation support system, the station staff at the station must guide the passenger at an appropriate timing before the specified departure time. The train conductor must operate the doors at an appropriate timing before the designated departure time to ensure safety on the vehicle and the platform.

  By distributing information on train operation obtained from the run curve calculated by the train operation support system to a device that can be referred to by station staff and conductors, operations necessary for train operation can be performed at an appropriate timing. Note that a device that can be referred to by a station clerk or a conductor is assumed to be a fixed terminal installed in a station office or a conductor room, or a mobile terminal carried by a station clerk or conductor.

  On the other hand, the information about train operation that the station staff and the conductor know about is input from the devices that can be referred to by the station staff and the conductor as described above, and reflected in the prediction diagram creation process or run curve creation process in the train operation support system May be provided. Thereby, the train operation support system can grasp the operation status of the train more accurately, and can create a run curve with high feasibility.

  For example, when a delay in the departure of the train is expected due to congestion on the platform or in the train, a station staff or a conductor confirming the passenger's boarding / exiting status inputs the expected magnitude of the delay into the system. The train operation support system corrects the prediction diagram or the run curve based on the expected delay. Note that it is not particularly limited which of the ground side system 100 and the vehicle upper side system 200 performs such correction of the run curve. For example, when the conductor inputs the expected delay to the input device mounted on the vehicle, this expected delay information may be captured at the stage of constraint setting in the on-vehicle run curve creation process. Alternatively, when the station staff inputs a delay expectation to the terminal of the operation management system installed at the station, it is only necessary to capture this delay expectation information at the stage of constraint setting in the assumed run curve creation or the travel run curve creation.

  FIG. 11 shows an example of the configuration of a train operation support system capable of inputting information from the conductor and station staff. In FIG. 11, information input means from the conductor and station staff is added to FIG. 1, but information input means from the conductor and station staff may be added to FIGS. In addition, the information input person is not limited to station workers and conductors, and information is also obtained from other related parties related to train operations such as track maintenance workers, vehicle base workers, and cleaning workers. Can be captured.

  In any case, the train operation support system in each embodiment can reflect the information on the creation of the travel profile at an appropriate stage according to the location where the information is generated and the management entity of the information. It can be said that the configuration is suitable for capturing various different information.

  In addition, the train operation support system according to each embodiment has a feature that operation support can be continued under a certain restriction even when a specific part in the system cannot continue functioning for some reason.

  For example, even if the function of the ground side system 100 is stopped in the configuration as shown in FIGS. Driving assistance can be continued by autonomous determination of the vehicle upper system 200 according to the information of the run curve or prediction diagram received last from the system 100.

  Alternatively, in the configuration as shown in FIG. 2 or FIG. 3, even if the creation of the assumed run curve cannot be continued, the running run curve that feeds back the actual running results as long as there is no change in the intersection order or the departure / arrival line, etc. By continuing the update, driving support can be continued including the case of disruption of operation due to a simple delay.

DESCRIPTION OF SYMBOLS 100 Ground side system 101 Prediction diamond creation process part 102 Assumed run curve creation process part 103 Traveling run curve creation process part 200 Car upper side system 201 On-board run curve creation process part 202 Motor and brake control process part 203 Train position and speed acquisition process part 204 Driving support information presentation processing unit

Claims (10)

A ground side system including a prediction diamond creation processing unit for creating a prediction diamond;
An on-vehicle system comprising an electric motor and a brake control processing unit for transmitting an electric motor and a brake control signal, and a train position and a speed acquisition processing unit for acquiring a train position and a speed and creating travel result data;
A train driving support system comprising a run curve creation processing unit for creating a run curve of a train based on the prediction diagram in at least one of the ground side system and the vehicle upper side system. The run curve creation processing unit
The train operation support system according to claim 1, wherein the train operation support system is an assumed run curve creation processing unit that is provided in the ground side system and creates an assumed run curve.   The train driving support system according to claim 2, wherein an on-vehicle run curve creation processing unit for correcting the assumed run curve is provided in the vehicle upper system. The ground side system includes a running run curve creation processing unit that corrects the assumed run curve based on the running record data,
The train driving support system according to claim 2, wherein an on-vehicle run curve creation processing unit for correcting the traveling run curve is provided in the vehicle upper system.   The train operation support system according to claim 2, wherein the ground system includes a travel run curve creation processing unit that corrects the assumed run curve based on the travel record data. The run curve creation processing unit
The train driving support system according to claim 1, which is an on-vehicle run curve creation processing unit provided in the on-vehicle side system.   The train operation support system according to claim 1, wherein the electric motor and brake control processing unit transmits the electric motor and brake control signal to a train. A plurality of the ground side systems;
The train operation support system according to claim 1, wherein the run curve creation processing unit creates run curves by giving overlapping to jurisdiction sections of the plurality of ground-side systems.   2. The train operation support system according to claim 1, wherein a run curve is created by setting a point on which the arrival time is to be protected on the route and protecting the arrival time at the set point.   2. The train operation support system according to claim 1, wherein information inputted by a station staff or a conductor is a condition to be considered in the run curve creation processing unit.

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