JP2018011377A - Train operation support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a train operation support device allowing an operator to easily grasp operation support information without watching a screen.SOLUTION: A train operation support device according to one embodiment comprises an operation curve acquisition unit, a speed and position acquisition unit, a target operation manipulation determination unit, and a manipulation instruction display unit. The operation curve acquisition unit acquires an operation curve of a train comprising a handle for performing power running manipulation and brake manipulation. The speed and position acquisition unit acquires a current speed and a current position of the train. The target operation manipulation determination unit determines a target manipulation direction of the handle as target operation manipulation being operation manipulation to be executed for realizing operation in accordance with the operation curve on the basis of the operation curve and the current speed and the current position. The manipulation instruction display unit displays the target manipulation direction as a manipulation instruction to an operator on the display unit with a display mode matched with a physical manipulation mode of the handle.SELECTED DRAWING: Figure 1

Description

  Embodiments described herein relate generally to a train operation support apparatus.

  Create an optimal driving curve that saves energy while observing the driving time when driving in a predetermined section, and create and display driving support information using the optimal driving curve, so that you can not be a skilled driver However, technologies that enable optimal operation are being studied.

  For example, the optimal driving curve is created in consideration of route conditions and allowable speed information, and the position and speed of the own train are detected, and the optimal driving curve and the driving status of the own train are displayed on the same screen. Techniques have been proposed that provide driving assistance so that driving can be performed according to a driving curve.

Japanese Patent Laid-Open No. 10-230851

  However, in general, a display for driving support installed in a cab of a train is often relatively small, such as about 10 inches. Therefore, in the conventional technology as described above, the driver needs to watch the screen in order to grasp the difference between the optimum driving curve and the actual driving situation, and there is a possibility that safe driving may be hindered.

  Therefore, it is possible to provide a train driving support device that allows a driver to easily grasp driving support information presented to realize driving according to various driving curves such as an optimal driving curve without gazing at the screen. desired.

  The train driving support device according to the embodiment includes a driving curve acquisition unit, a speed position acquisition unit, a target driving operation determination unit, and an operation instruction display unit. A driving curve acquisition part acquires the driving curve of the train provided with the handle for performing power running operation and brake operation. The speed position acquisition unit acquires the current speed and position of the train. Based on the driving curve and the current speed and position, the target driving operation determination unit determines the target operation direction of the steering wheel as a target driving operation that is a driving operation to be executed to realize driving according to the driving curve. To decide. The operation instruction display unit displays the target operation direction on the display unit as an operation instruction for the driver in a display mode consistent with the physical operation mode of the steering wheel.

FIG. 1 is an exemplary block diagram illustrating a configuration of a train operation support device according to an embodiment. FIG. 2 is an exemplary view schematically showing the appearance of the handle according to the embodiment. FIG. 3 is an exemplary diagram showing an operation instruction display screen according to a comparative example. FIG. 4 is an exemplary diagram showing an operation instruction display screen according to the embodiment. FIG. 5 is an exemplary flowchart illustrating processing executed by the train operation support apparatus according to the embodiment. FIG. 6 is an exemplary diagram showing an operation instruction display screen according to the first modification. FIG. 7 is an exemplary view showing an operation instruction display screen according to a second modification. FIG. 8 is an exemplary view showing an operation instruction display screen according to a third modification. FIG. 9 is an exemplary view showing an operation instruction display screen according to a fourth modification.

<Embodiment>
Hereinafter, embodiments will be described with reference to the drawings.

  FIG. 1 is an exemplary block diagram illustrating a configuration of a train operation support device 10 according to the embodiment. As shown in FIG. 1, the train driving support device 10 is mounted on a train 100 having a handle 20 for driving operation.

  FIG. 2 is an exemplary view schematically showing the appearance of the handle 20 according to the embodiment. As shown in FIG. 2, the handle 20 is a commonly used power running brake handle that can realize a power running operation and a brake operation on the train 100 with one handle. Specifically, in the example of FIG. 2, the brake operation is realized when the handle 20 is tilted from the neutral position to the arrow A1 side, and the handle 20 is tilted from the neutral position to the arrow A2 side opposite to the arrow A1 side. In this case, the power running operation is realized. In the example of FIG. 2, when the handle 20 is in the neutral position, the coasting operation is realized. Note that the handle 20 illustrated in FIG. 2 is merely an example. Therefore, in the embodiment, a handle having a physical operation mode such as an operation direction and an appearance different from that in the example of FIG. 2 may be used.

  Here, the train operation support device 10 according to the embodiment is configured to be an optimum operation curve that is an operation curve that minimizes energy consumption while adhering to the travel time of the train 100, the current speed and position of the train 100, and the handle 20. Based on the current operation position, a target driving operation that is a driving operation to be executed in order to realize driving according to the optimal driving curve is determined, and the target driving operation is output as an operation instruction to the driver 30. And configured to provide driving assistance. Below, the structure (internal structure of the train driving assistance apparatus 10) for implement | achieving such driving assistance is demonstrated in detail.

  Returning to FIG. 1, the train operation support device 10 includes an operation curve acquisition unit 1, a speed position acquisition unit 2, a current operation position acquisition unit 3, a target operation operation determination unit 4, and an operation instruction display unit 5. Prepare.

  The driving curve acquisition unit 1 acquires (extracts) an optimal driving curve from the driving curve information DB (database) 1a and provides the acquired optimal driving curve to the target driving operation determination unit 4. The operation curve information DB 1 a stores an optimum operation curve created in advance according to the travel section of the train 100.

  In the embodiment, the operation curve acquisition unit 1 may be configured to create an optimum operation curve without depending on the operation curve information DB 1a. In other words, in the embodiment, by providing a database for storing route information, vehicle performance, and the like, and providing a function for acquiring diagram information, the optimum operation corresponding to the travel section is determined each time the travel section of the train 100 is determined. A curve may be generated by the operating curve acquisition unit 1. Furthermore, in embodiment, the structure which the operation curve acquisition part 1 receives from another apparatus, without creating the optimal operation curve itself may be sufficient.

  The speed position acquisition unit 2 acquires information indicating the current speed and position of the train 100 and provides the acquired information to the target driving operation determination unit 4. More specifically, the speed position acquisition unit 2 determines the current speed and position of the train 100 based on GNSS information acquired from a GNSS (Global Navigation Satellite System) antenna 6 provided in the train 100. In the embodiment, by installing a speed generator (not shown) on the axle, the speed position acquisition unit 2 takes in pulse information according to the rotation of the axle from the speed generator, and based on the pulse information. The current speed and position of the train 100 may be calculated.

  The current operation position acquisition unit 3 acquires the current operation position of the handle 20 operated by the driver 30. The operation position indicates the degree of power running operation or brake operation, that is, the number of notches. For example, when the handle 20 is connected to an information network system (not shown) on the train 100, the current operation position of the handle 20 is acquired by connecting the train operation support device 10 to the information network system. can do. On the other hand, when the handle 20 is not connected to the information network system on the train 100, an acceleration sensor (not shown) is installed inside the train operation support device 10 to obtain data acquired by the acceleration sensor. Based on the above, the current operation position of the handle 20 may be estimated. The acceleration measured using the acceleration sensor is acceleration (acceleration generated by tensile force, braking force, and running resistance applied to the train 100) in which the influence of the road surface gradient is canceled. Therefore, when using an acceleration sensor, the tensile force and braking force applied to the train 100 are estimated from the acceleration measured using the acceleration sensor and the weight of the train 100, By using the brake force model, the current operating position of the handle 20 can be estimated.

  The target driving operation determination unit 4 is provided from the optimum driving curve provided from the driving curve acquisition unit 1, the current speed and position of the train 100 provided from the speed position acquisition unit 2, and the current operation position acquisition unit 3. Based on the current operation position of the steering wheel 20, a target driving operation that is an operation of the steering wheel 20 to be executed in order to realize the driving according to the optimum driving curve is determined. The target driving operation is, for example, a target operating direction that is an operating direction of the handle 20 that is required to realize driving according to the optimal driving curve. In the example of FIG. 2, the target operation direction is determined as either the arrow A1 direction corresponding to the brake side or the arrow A2 direction corresponding to the power running side. Note that an operation in the direction of the arrow A1 corresponding to the brake side does not necessarily mean a brake operation. The operation on the brake side may mean that the operation is performed on the side where the power running notch is weakened when the current operation position is the maximum notch on the power running side.

  The target driving operation (target operating direction) is determined by the following procedure, for example. First, the target driving operation determination unit 4 extracts the speed on the optimum driving curve corresponding to the current position of the train 100 and compares the speed on the optimum driving curve with the current speed of the train 100. When the current speed of the train 100 is larger and the absolute value of the speed difference between the two is greater than or equal to the allowable value, the target driving operation determining unit 4 sets the direction corresponding to the brake side as the target operating direction (FIG. 2). In this example, the direction of arrow A1) is determined. On the other hand, when the current speed of the train 100 is smaller and the absolute value of the speed difference is greater than or equal to the allowable value, the target driving operation determination unit 4 sets the direction corresponding to the power running side as the target operation direction (example in FIG. 2). Then, the direction of arrow A2) is determined.

  Furthermore, even if the speed difference between the speed on the optimum driving curve and the current speed of the train 100 is within the allowable range, the target driving operation determination unit 4 determines the target operation according to the rate of change of the speed difference. Determine the direction. For example, when the speed difference change rate is larger than a predetermined value even though the speed difference is close to 0, there is a risk of overshooting after the speed of the train 100 matches the speed on the optimum driving curve. Therefore, in this case, the target driving operation determination unit 4 does not determine a direction that maintains the current operation position of the handle 20 as the target operation direction, but selects a direction corresponding to either the brake side or the power running side. decide.

  In addition, the determination procedure of the target operation direction by embodiment is not restricted to said procedure. In the embodiment, for example, the operation amount may be determined using logic of general PID (Proportional-Integral-Differential) control, and the target operation direction may be determined based on the operation amount.

  In the embodiment, the future speed and position of the train 100 are predicted based on the current speed and position of the train 100 and the current operation position of the handle 20 (whether on the brake side or the power running side), and the prediction result And the target operation direction may be determined based on the comparison between the optimal operation curve and the optimal operation curve.

  In this case, the target driving operation determination unit 4 first has a case where the current operation position of the handle 20 is held, a case where the handle 20 is operated to the brake side, and a case where the handle 20 is operated to the power running side. In these three cases, changes in the speed and position of the train 100 up to a predetermined time ahead are predicted by simulation. Then, the target driving operation determination unit 4 compares the speed of the train 100 with the speed on the optimum driving curve within the simulation range. Then, the target driving operation determination unit 4 determines the operation direction of the handle 20 in the case where the speed difference between the two is small and there is no overshoot as described above as the target operation direction.

  The operation instruction display unit 5 displays the target operation direction and the current operation position of the handle 20 as operation instructions for the driver 30 on the display unit 40 provided at a position where the driver 30 can visually recognize the operation. Accordingly, the driver 30 visually confirms the display screen of the display unit 40 (hereinafter referred to as an operation instruction display screen), and moves the handle 20 in a direction according to the target operation direction displayed on the operation instruction display screen. By operating, the operation according to the optimum operation curve can be executed.

  Hereinafter, the display mode of the operation instruction display screen according to the embodiment will be described in comparison with the comparative example.

  FIG. 3 is an exemplary diagram showing an operation instruction display screen IM0 according to a comparative example. As shown in FIG. 3, the operation instruction display screen IM0 according to the comparative example has a bar B0 corresponding to the speed meter of the train 100, a mark M1 indicating the current speed of the train 100, and a target speed that the train 100 should achieve. And a mark M0 indicating an operation instruction to the driver 30 are displayed.

  In the example of FIG. 3, the target speed exceeds the current speed. Therefore, in the example of FIG. 3, the mark M <b> 0 representing the operation instruction for the driver 30 is displayed as a white arrow pointing upward together with a message prompting the driver 30 to accelerate the train 100 (“Accelerate”). Has been.

  By the way, as described above with reference to FIG. 2, the general handle 20 provided in the train 100 realizes the brake operation when tilted to the back side (arrow A1 side in FIG. 2), and the front side (in FIG. 2). When it is tilted to the arrow A2 side, a power running operation is realized. However, in the example of FIG. 3, the upward white that is easy to understand intuitively that the mark M0 representing the operation instruction for accelerating the train 100 is an instruction to tilt the handle 20 to the back side (that is, the brake side). It is displayed as a blank arrow. Therefore, the display mode of the operation instruction display screen IM0 according to the comparative example is not consistent with the physical mode of operation of the handle 20, and the driving operation is likely to be confused.

  Therefore, the operation instruction display unit 5 according to the embodiment avoids the confusion of the driving operation as described above, and the target operation direction of the handle 20 is described as follows. It is displayed on the display unit 20 in a display mode consistent with the mode (direction in which the user can actually operate).

  FIG. 4 is an exemplary diagram showing an operation instruction display screen IM1 according to the embodiment. As shown in FIG. 4, the operation instruction display screen IM1 according to the embodiment includes a bar B10 corresponding to the operable range of the handle 20, a mark M11 indicating the current operation position of the handle 20, and a target operation direction of the handle 20. A mark M10 representing is displayed. Note that the characters “B”, “N”, and “P” displayed in the vicinity of the bar B10 indicate a guide for the operation position of the handle 20. More specifically, in the example of FIG. 4, the display of the mark M11 at the position in the bar B10 corresponding to “B” indicates that the handle 20 is fully tilted to the brake side. Further, in the example of FIG. 4, the display of the mark M11 at the position in the bar B10 corresponding to “P” indicates that the handle 20 is fully tilted to the power running side. Furthermore, in the example of FIG. 4, the display of the mark M11 at the position in the bar B10 corresponding to “N” indicates that the handle 20 is in the neutral position.

  Here, in the example of FIG. 4, it is intuitive that the mark M10 representing the target operation direction is an instruction to tilt the handle 20 toward the front side (that is, the power running side) with the apex in the direction toward “P”. It is displayed as a downward triangle that is easy to understand. Therefore, in the example of FIG. 4, the target driving operation along the optimum driving curve can be executed without causing confusion in driving operation simply by intuitively operating the handle 20 in accordance with the mark M10 representing the target operating direction. it can. Thus, according to the embodiment, the driver 30 simply looks at the operation instruction display screen IM1 without gazing at the display unit 40 while considering the physical operation mode (actual operation direction) of the handle 20. Only by this, it is possible to easily grasp the target driving operation (target operation direction of the handle 20). When there is no need to change the driving operation, that is, when the driving according to the optimal driving curve can be realized by continuing the current operating position, the mark M10 indicating the target operating direction is not displayed. Therefore, the driver only needs to confirm the direction when the mark M10 representing the target operation direction is displayed.

  In the embodiment, the display indicating the target operation direction may be any display as long as the directionality can be easily identified. Therefore, in the embodiment, as a display indicating the target operation direction, for example, a normal arrow-shaped display may be used instead of the triangular mark M10.

  Next, the operation of the embodiment will be described.

  FIG. 5 is an exemplary flowchart illustrating processing executed by the train operation support device 10 according to the embodiment.

  As shown in FIG. 5, in the embodiment, in S <b> 1, the target driving operation determination unit 4 of the train driving support device 10 performs the optimal driving curve, the current speed and position of the train 100, and the current operating position of the handle 20. And get. The optimum driving curve is acquired from the driving curve acquisition unit 1, the current speed and position of the train 100 are acquired from the speed position acquisition unit 2, and the current operation position of the handle 20 is acquired from the current operation position acquisition unit 3. Is done.

  In S2, the target driving operation determination unit 4 determines a target driving operation that is a driving operation to be executed in order to realize the optimal driving curve, based on the information acquired in S1. The target driving operation determined in this way is provided from the target driving operation determination unit 4 to the operation instruction display unit 5.

  In S <b> 3, the operation instruction display unit 5 outputs (displays) an operation instruction corresponding to the target driving operation on the display unit 40. More specifically, the operation instruction display unit 5 displays the target operation direction of the handle 20 as the target driving operation in a display mode consistent with the physical operation mode of the handle 20 as an operation instruction to the driver 30. To display. Then, the process ends.

  As described above, the train operation support device 10 according to the embodiment should be executed to realize the operation according to the optimum operation curve based on the optimum operation curve and the current speed and position of the train 100. As the target driving operation, a target driving operation determining unit 4 that determines the target operating direction of the handle 20 and a display mode that matches the target operating direction with a physical operating mode (actually operable direction) of the handle 20. And an operation instruction display unit 5 to be displayed on the display unit 40. As a result, the driver 30 simply looks at the screen displayed on the display unit 40 without gazing at the display unit 40 while taking into consideration the physical operation mode (actual operation direction) of the steering wheel 20. The driving operation (target operation direction of the handle 20) can be easily grasped.

<Modification>
In the above-described embodiment, the example in which the operation instruction corresponding to the target driving operation for realizing the driving according to the optimum driving curve optimized from the viewpoint of energy saving or the like has been described. However, the technology of the embodiment can also be applied when outputting an operation instruction corresponding to a driving operation for realizing driving according to a driving curve other than the optimal driving curve.

  In the above-described embodiment, an example has been described in which a brake operation is realized when the handle 20 is tilted to the back side, and a power running operation is realized when the handle 20 is tilted to the near side. However, as another example, a case where the operation direction of the handle is opposite to that of the above-described embodiment, that is, a case where the power running operation corresponds to the back side and the brake operation corresponds to the near side may be considered. In this case, the display of the target operation direction and the like on the operation instruction display screen is also the reverse of the above embodiment. That is, in this case, an operation instruction that prompts a powering operation is realized by an upward arrow or the like, and an operation instruction that prompts a brake operation is realized by a downward arrow or the like.

  Furthermore, in the above-described embodiment, the example in which the display indicating the target operation direction of the handle 20 and the display indicating the current operation position of the handle 20 are displayed on the operation instruction display screen has been described. However, the display mode of the operation instruction display screen is not limited to the display mode shown in the above embodiment. Hereinafter, some modified examples of the display mode of the operation instruction display screen will be described.

<First Modification>
FIG. 6 is an exemplary diagram showing an operation instruction display screen IM2 according to the first modification. As shown in FIG. 6, in the first modification, only an arrow mark M <b> 20 indicating the target operation direction of the handle 20 is displayed in the bar B <b> 20 corresponding to the operable range of the handle 20. That is, in the first modified example, unlike the above-described embodiment, the display indicating the current operation position of the handle 20 (display corresponding to the mark M11 in FIG. 4) is omitted. This first modification is applied when the current operation position of the handle 20 cannot be acquired. In this case, the target operation direction is determined according to the deviation between the speed on the optimum operation curve corresponding to the current position of the train 100 and the current speed of the train 100.

  Even in the display mode as in the first modification, the driver 30 can intuitively understand at least the target operation direction of the handle 20 simply by looking at the operation instruction display screen IM2. Therefore, according to the first modified example, similarly to the above-described embodiment, it is possible to easily perform the target driving operation without paying attention to the display unit 40 while considering the physical operation mode (actual operation direction) of the handle 20. I can grasp it.

<Second Modification>
FIG. 7 is an exemplary view showing an operation instruction display screen IM3 according to the second modification. As shown in FIG. 7, in the second modification example, an arrow mark M30 indicating the target operation direction of the handle 20 and the current operation position of the handle 20 are indicated in the bar B30 corresponding to the operable range of the handle 20. A mark M31 and a mark M32 indicating the target operation position of the handle 20 are displayed. That is, in the second modified example, new information called a mark M32 representing the target operation position of the handle 20 is added as compared with the above embodiment. The mark M31 and the mark M32 are displayed in a display mode that can be clearly distinguished from each other.

  The second modification is particularly effective when the amount of change in the operation position of the handle 20 is large. For example, at a point where the state of the train 100 changes from an acceleration state to a constant speed traveling state or a point where the train 100 changes from a constant speed traveling state to a deceleration state, the operation position of the handle 20 is changed from the fourth stage of the power running notch. The amount of change in the operation position of the handle 20 becomes large, such as changing to the first stage or changing from the first stage of the power running notch to the fourth stage of the brake notch. In such a case, changing the notch step by step according to the display of the target operation direction may lead to an operation delay.

  Therefore, in the second modification, the change amount of the operation position of the handle 20 is increased, and the target operation position of the handle 20 is determined based on the optimum driving curve and the current speed and position of the train 100, The target operation position is displayed on the operation instruction display screen IM3. Specifically, in the second modification, notch information at the start of constant speed running, notch information at the start of deceleration, and the like included in the driving curve information are extracted, and the extracted notch information is set as the target operation position. As a result, the driver 30 can easily grasp the fact that the operation position of the handle 20 needs to be changed quickly and greatly and the target operation position as the target operation only by looking at the operation instruction display screen IM3. Can do.

  The display of the target operation position can be omitted as appropriate. That is, if the target operation position is displayed over the entire travel section of the train 100, the driver 30 may overlook the information on the operation position of the handle 20 displayed on the display unit 40. After the point at which the change amount increases, the display of the target operation position may be omitted, and an operation instruction may be given to the driver 30 only by displaying the target operation direction.

<Third Modification>
FIG. 8 is an exemplary view showing an operation instruction display screen IM4 according to the third modification. As shown in FIG. 8, in the third modified example, an arrow mark M40 indicating the target operation direction of the handle 20 and a mark indicating the target operation position of the handle 20 in the bar B40 corresponding to the operable range of the handle 20 M42 is displayed. That is, in the third modified example, a display indicating the current operation position of the handle 20 (display corresponding to the mark M31 in FIG. 7) is omitted as compared with the second modified example.

  Even in the display mode as in the third modification, the driver 30 can intuitively understand the target operation direction and the target operation position of the handle 20 simply by looking at the operation instruction display screen IM4. Therefore, according to the third modified example, similarly to the second modified example described above, the target driving operation can be performed without paying attention to the display unit 40 while considering the physical operation mode (actual operation direction) of the handle 20. It can be easily grasped.

<Fourth Modification>
FIG. 9 is an exemplary view showing an operation instruction display screen IM5 according to a fourth modification. As shown in FIG. 9, in the fourth modification, a mark M51 representing the current operation position of the handle 20 and a mark M52 representing the target operation position of the handle 20 are located in the bar B50 corresponding to the operable range of the handle 20. And are displayed. That is, in the fourth modified example, a display indicating the target operation direction of the handle 20 (display corresponding to the mark M30 in FIG. 7) is omitted as compared with the second modified example.

  Even in the display mode as in the fourth modified example, the driver 30 can intuitively understand the target operation direction of the handle 20 simply by looking at the operation instruction display screen IM5. For example, according to the operation instruction display screen IM5 in FIG. 9, the target operation direction is a direction from the mark M51 representing the current operation position of the handle 20 toward the mark M52 representing the target operation position of the handle 20 (upper side in FIG. 4). In other words, it can be intuitively understood that it is the back side in FIG. Therefore, according to the fourth modified example, similarly to the second modified example described above, the target driving operation can be performed without paying attention to the display unit 40 while considering the physical operation mode (actual operation direction) of the handle 20. It can be easily grasped.

  As mentioned above, although embodiment and the modification of this invention were described, said embodiment and the modification are an example to the last, Comprising: It is not intending limiting the range of invention. The above-described embodiments and modifications can be implemented in various forms, and various omissions, replacements, and changes can be made without departing from the spirit of the invention. The above embodiments and modifications are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

DESCRIPTION OF SYMBOLS 1 Driving curve acquisition part 2 Speed position acquisition part 3 Current operation position acquisition part 4 Target driving operation determination part 5 Operation instruction display part 10 Train driving support device 20 Handle 30 Driver 40 Display part 100 Train

Claims (6)

An operation curve acquisition unit for acquiring an operation curve of a train having a handle for performing a power running operation and a brake operation;
A speed position acquisition unit for acquiring the current speed and position of the train;
Based on the driving curve and the current speed and position, a target operation direction of the steering wheel is determined as a target driving operation that is a driving operation to be executed to realize driving according to the driving curve. A target driving operation determination unit;
An operation instruction display unit for displaying the target operation direction on the display unit as an operation instruction for a driver in a display mode consistent with a physical operation mode of the steering wheel;
A train driving support device. A current operation position acquisition unit for acquiring a current operation position of the handle;
The operation instruction display unit displays the current operation position together with the target operation direction;
The train operation support device according to claim 1. The target driving operation determination unit further determines a target operation position of the steering wheel as the target driving operation,
The operation instruction display unit displays the target operation position together with the target operation direction;
The train operation support device according to claim 1 or 2. The target driving operation determination unit calculates a speed on the driving curve according to the current position, and determines the target operation based on a deviation between the speed on the driving curve and the current speed. To
The train operation assistance device according to any one of claims 1 to 3. The target driving operation determination unit predicts a future speed and position of the train based on the current speed and position and the current operation position, and determines the operation instruction based on a prediction result. To
The train operation support device according to claim 2 or 3. An operation curve acquisition unit for acquiring an operation curve of a train having a handle for performing a power running operation or a brake operation;
A speed position acquisition unit for acquiring the current speed and position of the train;
Based on the driving curve and the current speed and position, a target operation position of the steering wheel is determined as a target driving operation that is a driving operation to be executed to realize driving according to the driving curve. A target driving operation determination unit;
A current operation position acquisition unit for acquiring a current operation position of the handle;
An operation instruction display unit for displaying the current operation position and the target operation position on a display unit as an operation instruction for a driver in a display mode consistent with a physical operation mode of the steering wheel;
A train driving support device.

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