JP2019089449A - Device, method and program for train travel control - Google Patents

Abstract

To provide a method by which both the punctuality and energy conservation during a train operation are compatibly realized while an operation curve is not prepared in real time.SOLUTION: An operation curve preparation unit of a train travel control device in an embodiment prepares a planned train operation curve based on standard operation curve data between prescribed stations previously stored in an operation curve database and when a control object train traveling based on the planned operation curve meets a possible case to stop between a present station and a next one, caused by the running condition of a preceding train which precedes the control object train, a speed change setting unit sets the speed of the control object train in a lower side than the speed set by the planned train operation curve in order to avoid a stop between stations.SELECTED DRAWING: Figure 2

Description

  Embodiments of the present invention relate to a train travel control device, method and program.

The railway is a high-speed public transportation that carries passengers according to the planned schedule. Therefore, conventionally, how to operate while securing on-time characteristics has been an important issue.
However, due to power shortages in recent years, further energy saving (hereinafter simply referred to as energy saving) is also required for energy efficient railways.

Patent No. 4471739 gazette Patent No. 5476070

  By the way, when a delay occurs in the operation of a train, the travel time of the train may be made shorter than the travel time of the plan diagram in order to recover the delayed time and secure the on-time performance. In such a case, when the preceding train is also delayed, there is a possibility that a stop may be forced between the stations by a signal affected by the traveling state of the preceding train.

  In the case of stopping between stations, it is necessary to accelerate again, energy is consumed for acceleration, and energy consumption efficiency is deteriorated.

  On the other hand, it is conceivable to travel slowly in advance to avoid wasting energy by stopping between stations, but it is not possible to recover the delay if the train is delayed, It could also be a cause of the delay of the following train of the train concerned.

  In order to prevent the stop between stations in such a situation, the technique which creates a driving curve in real time is proposed.

  However, when creating a driving curve in real time, for example, if it takes 1 second to create a driving curve, if the speed at the current time is 108 km / h, the error will increase by about 30 m in 1 second As a result, there is a risk that the desired control can not be performed.

  Then, this invention aims at providing the train travel control apparatus, method, and program which can implement | achieve coexistence of fixed time property ensuring and energy saving, without producing a driving curve in real time.

The operation curve creation unit of the train travel control device of the embodiment creates a planned operation curve of the train based on reference operation curve data between predetermined stations stored in advance in the operation curve database.
As a result, the speed change setting unit causes the control target train to follow the current station based on the running state of the preceding train in which the control target train is operated prior to the control target train based on the planned operation curve. When there is a possibility of stopping between the stations reaching the stopping station, the speed of the train to be controlled is set to a lower speed side than the speed set by the planned operation curve in order to avoid stopping between the stations.

FIG. 1 is a schematic block diagram of a train operation system. FIG. 2 is a detailed block diagram of the train operation system including the inter-train station travel control device. FIG. 3 is a functional configuration diagram of the train travel control device. FIG. 4 is an explanatory diagram of an example of time operation curve data. FIG. 5 is an explanatory diagram of a specific example of the driving curve database (DB). FIG. 6 is a process flowchart of the inter-train station travel control device according to the embodiment. FIG. 7 is a process flowchart of speed change information calculation processing. FIG. 8 is a process flowchart of the time operation curve following mode. FIG. 9 is a process flowchart of the inter-station stop avoidance mode. FIG. 10 is an explanatory diagram of an example of the driving support information screen. FIG. 11 is an explanatory diagram of an example of data acquisition when position measurement can not be performed. FIG. 12 is an explanatory diagram of an example of data acquisition when the velocity can not be measured. FIG. 13 is an explanatory diagram of an example of data acquisition when position measurement and velocity measurement can not be performed. FIG. 14 is an explanatory view of a conventional traveling state. FIG. 15 is an explanatory view of a traveling state of the embodiment.

Embodiments will now be described with reference to the drawings.
[1] First Embodiment FIG. 1 is a schematic block diagram of a train operation system.
The train operation system 100 includes a train 11, a preceding train 11P preceding in the traveling direction of the train 11, a plurality of track circuits 15, and a plurality of track circuits 15 and an operation management system 101 connected via transmission lines 16. And.

FIG. 2 is a detailed configuration block diagram of a train operation system including the inter-train station travel control device according to the embodiment.
In FIG. 2, the same parts as in FIG. 1 are given the same reference numerals.

  The train operation system 100 can be roughly divided into a substation 14 which supplies power to the train 11 (and the preceding train 11P) via the overhead line 12 and the line 13, and a track circuit for monitoring the operation state of the train 11. An operation management device 17 connected communicably to the substation 14 and the track circuit 15 via the transmission path 16 and performing operation management of the train 11, and via the ground transmission / reception device 18 under the control of the operation management device 17 And a train travel control device 19 for controlling the travel of the train between the stations using a drive support device 22 mounted on the train 11.

  In this case, the operation management device 17 and the train travel control device 19 are installed at the operation command center, and the operation management device 17, the ground transmission / reception device 18 and the train travel control device 19 constitute the operation management system 101. There is.

  The train 11 includes an on-vehicle transmission / reception device 21 that communicates with the ground transmission / reception device 18 and a driving support device 22 that performs driving support for a driver. Then, the on-vehicle transmission / reception device 21 of the train 11 transmits the departure time and arrival time of the stop station, the traveling results between the stations, and the like to the operation management device 17 on the ground, and the departure time and driving from the train control device 19 on the ground. The driving assistance information etc. which are displayed on the assistance device 22 are received.

  The substation 14 manages the power supplied to the running of the train, the safety equipment on the ground, the equipment of the station, and the like. Further, the power management information of the substation 14 can be obtained by the train travel control device 19 installed at the operation control center via the transmission line 16.

  The track circuit 15 is for confirming the on-rail status of the train. According to the track circuit 15, control can be performed such that a plurality of trains 11 can not exist in the same closed section, and security such as collision prevention of the trains 11 can be secured.

The transmission line 16 is configured as a so-called communication network, and configures a communication line for notifying the operation management device 17 of the operation status of the train 11 and the status of the used power of the substation.
The operation management device 17 manages the on-rail status of the train 11 using the information from the track circuit 15 described above.

  The ground transmission / reception device 18 transmits the on-car transmission / reception device 21 the speed change information of the train generated by the train travel control device 19. Also, the ground transmission / reception device 18 receives speed change information from the on-vehicle transmission / reception device 21.

  The train travel control device 19 controls the travel of the train between the stations via the driving support device 22 in accordance with the operation state of the train 11.

FIG. 3 is a functional configuration diagram of the train travel control device.
The train travel control device 19 is roughly divided into a relative speed / relative distance calculation unit 31, a time operation curve creation unit 32, a speed change calculation unit 33, an operation result database (DB) 34, and a plan diagram database (DB) ), A vehicle / route information database (DB) 36, and a driving curve database (DB) 37.

  The relative speed / relative distance calculation unit 31 calculates the speed and position at the current time between the stations currently being traveled, the speed at the current time of the preceding train 11 P of the train 11, and Calculate relative velocity and relative distance from the position.

  The time driving curve creation unit 32 is station identification information (station ID for identifying the train number of the relevant train stored in the plan diagram database 35 and the station that is currently stopped or has stopped immediately before). The traveling time between the stations is calculated with reference to the time of departure on the plan diagram and the time of arrival at the next stop station on the plan diagram. Subsequently, based on the calculated travel time between the stations, the time driving curve creating unit 32 determines from the driving curve database 37 the station identification information (station ID) of the current station, the station identification information (station ID) of the next arrival station, and Reference driving curve data of the same traveling time as the traveling time is retrieved. Then, the time driving curve creating unit 32 adds the respective elapsed times to the departure time of the station currently stopped or recorded immediately before recorded in the plan diagram database 35 to plan the train 11 The time operation curve data having information of speed, position and the like with respect to time of diamond is created.

FIG. 4 is an explanatory diagram of an example of time operation curve data.
The time operation curve data is, as shown in FIG. 4, the time when the train 11 is scheduled to depart on the diagram from the station (departure station) where it was stopped immediately before (in the example of FIG. Speed data that stores the speed at that time, position data that represents the distance from the departure station at that time, current power data that represents instantaneous power consumption at each travel position, and each travel position Cumulative power amount data representing the cumulative power consumption amount up to

FIG. 5 is an explanatory diagram of a specific example of the driving curve database (DB).
By the way, although time operation curve data is created for every station in each row number, if it has data individually, it will be a huge amount. Therefore, the minimum data required to create the time operation curve data is the data of FIG. Since the data in FIG. 5 is described by the elapsed time since leaving the station, if the departure time is known, the time operation curve data shown in FIG. 4 is created by adding the time to each time sequence. be able to. Therefore, if attention is paid to one certain station, only reference driving curve data having different traveling times may be recorded in the driving curve DB.

  The driving curve database (DB) 37 is a database in which a driving curve calculated by the time driving curve generation unit 32 and a driving curve calculated in advance by a traveling time on a diamond are recorded.

Here, a specific example of the driving curve database (DB) 37 will be described.
The driving curve database (DB) 37 is time data representing an elapsed time after the start of traveling for a specific station identified by a departure station ID for identifying a departure station and an arrival station ID for identifying an arrival station. Speed data representing the speed of the vehicle corresponding to the time data, position data representing the position (traveling position) relative to the departure station, current power data representing instantaneous power consumption at each traveling position, and each traveling position Cumulative power consumption data representing cumulative power consumption is provided.
The current power data is calculated in consideration of the boarding rate, and the boarding rate is calculated based on, for example, the output of a load sensor provided between the vehicle body and the carriage.

  Further, the speed change calculation unit 33 uses the relative speed and relative distance calculated by the relative speed / relative distance calculation unit 31 and the time operation curve data calculated by the time operation curve creation unit 32 so that the train 11 is traveling. Information for speed change after the current time is calculated based on the planned travel position, current position, speed, relative speed with the preceding train, and relative position, which are set by a schedule between stations.

The operation result database (DB) 34 is a database for recording the actual value of the train operation. Specifically, in the operation result database 34, a data group represented by a combination of the speed, the kilometer position, the instantaneous power, the notch number and the like with respect to the time every predetermined time is recorded.
The plan diagram database (DB) 35 is a database in which departure times, arrival times, and the like of each station are described for each row number.

  The vehicle and route information database (DB) 36 contains data such as tensile force, braking force and input current with respect to the velocity of each vehicle, and information about the route such as slope with respect to the kilometer position of the route, speed limit, and track radius of curvature. It is a stored database.

Next, the operation of the embodiment will be described.
FIG. 6 is a process flowchart of the inter-train station travel control device according to the embodiment.
The process shown in FIG. 6 is started for a train to be controlled when an event occurs, such as at a predetermined time interval (for example, every 10 seconds) or at a timing when a closing boundary is passed.

  First, the train travel control device 19 detects the speed and position of the train 11 to be controlled at the current time, and the speed and position of the preceding train 11P of the train 11 to be controlled at the current time (step S11). Specifically, GPS or the like may be used as a method of detecting the velocity and the position.

Next, the train travel control device 19 calculates the relative velocity and the relative position using the velocity and the position of the train 11 and the preceding train 11P detected in step S11 (step S12).
In the following description, each of v the current speed and position at time t of the train 11 which has detected (t) and x (t), preceding train 11P of velocity and position, respectively _{v prev} (t) and _{x prev} (t And).

Thus, the relative velocity CV and the relative distance CX are defined as follows.
Relative velocity CV = [v _prev (t)-v (t)]
Relative distance CX = [x _prev (t)-x (t)]
Here, it is assumed that the positional relationship between the preceding train 11P and the train 11 to be controlled always holds the following relationship.
x _prev (t)> x (t)

  Since the preceding train 11P is defined between the stations for each train number in the plan diagram database 35, the train travel control device 19 searches for the preceding train 11P at the same time in the process of creating the next time operation curve data. ing.

  Next, the train travel control device 19 determines the station ID at which the train 11 to be controlled is stopped at the current time, or the station ID of the station at which the train 11 was stopped immediately before and the train number of the train 11 to be controlled. From the reference operation curve data stored in the plan diagram database 35 based on the information, the reference operation curve data in which the traveling time of the plan diagram coincides with the departure station ID and the arrival station ID is searched, In addition to the elapsed time, time operation curve data is calculated (step S13).

  Here, when the train 11 is stopped at the station, an estimated value of the departure time is required. As a method of estimating the departure time, for example, the method disclosed in Japanese Patent Application No. 2014-50183 or the like The estimation may be performed by

  Next, the train travel control device 19 calculates speed change information based on the relative speed CV and the relative distance CX calculated in step S12 and the time operation curve data calculated in step S13 (step S14).

Here, the method of calculating the speed change information will be described more specifically.
FIG. 7 is a process flowchart of speed change information calculation processing.
The train travel control device 19 first determines whether the relative distance CX is greater than the threshold distance L (step S21).
In this case, the threshold distance L indicates an allowable lower limit value of the relative distance CX between the train 11 to be controlled and the preceding train 11P. That is, if the preceding train 11P is separated from the train 11 to be controlled by the threshold distance L, the train 11 can travel without being affected by the speed limit by the signal control caused by the preceding train 11P. It is assumed.

  As the simplest setting method of the threshold distance L, the distance (remaining distance) to the next arrival station of the train 11 may be set. By setting in this way, if the relative distance CX is larger than the remaining distance (= threshold distance L), it means that the preceding train 11P is farther than the next arrival station, and hence it is caused by the preceding train 11P. This is because traveling may be performed based on the time driving curve data without considering the speed limit.

  When the relative distance CX is larger than the threshold distance L in the determination of step S21 (step S21; Yes), the train travel control device 19 transitions to the time operation curve following mode, and the time operation curve data and the control target Speed change information at the next time is calculated based on the speed and position at the current time of the train 11 (step S22).

Here, processing in the time driving curve following mode will be described.
FIG. 8 is a process flowchart of the time operation curve following mode.
In the following description, _{assuming that} the speed v _base (t) of the train at time t in the time operation curve data and the position of the train at time t is x _base (t), the time operation curve of the train 11 to be controlled The relative velocity CV1 and the relative distance CX1 to the virtual train traveling according to the data are expressed by the following equations.
CV1 = v _base (t)-v (t)
CX1 = x _base (t)-x (t)

Here, when the relative distance CX1 is a positive value, it indicates that the train 11 to be controlled is delayed with respect to the traveling state corresponding to the time driving curve data at the current time.
First, the train travel control device 19 determines that the relative distance CX1 is a positive value, that is,
CX1 = x _base (t)-x (t)> 0
It is determined whether or not (step S31).

In the determination of step S31, the relative distance CX1 is a positive value, that is,
CX1 = x _base (t)-x (t)> 0
(Step S31; Yes), the train travel control device 19 determines that the relative speed CV1 is a positive value, that is,
CV1 = v _base (t)-v (t)> 0
It is determined whether or not (step S32).

In the determination of step S32, the relative velocity CV1 is a positive value, that is,
CV1 = v _base (t)-v (t)> 0
If it is (step S32; Yes), it means that the speed is insufficient, so in order to accelerate, the notch is changed to a notch one step larger (higher) than the notch currently being used, and the process is ended (step S33).

On the other hand, in the determination of step S32, the relative velocity CV1 is zero or a negative value, that is,
CV1 = v _base (t)-v (t) 0 0
If it is (step S32; No), the speed is sufficient, and in order to maintain the speed, the currently used notch is maintained and the processing is ended (step S34).

In the determination of step S31, the relative distance CX1 is zero or a negative value, that is,
CX1 = x _base (t) −x (t) ≦ 0
If it is (step S31; No), it means that the vehicle travels ahead of the traveling position of the train 11 according to the time operation curve data, so the train traveling control device 19 determines that the relative speed CV1 is a positive value. That is,
CV1 = v _base (t)-v (t)> 0
It is determined whether or not (step S35).

In the determination of step S35, the relative velocity CV1 is a positive value, that is,
CV1 = v _base (t)-v (t)> 0
If it is (step S35; Yes), the speed is sufficient, and in order to maintain the speed, the currently used notch is maintained and the processing is ended (step S36).

Further, in the determination of step S35, the relative velocity CV1 is zero or a negative value, that is,
CV1 = v _base (t)-v (t) 0 0
If it is (step S35; No), it means that the speed is exceeded, so in order to perform natural deceleration, it is changed to an overhang notch (neutral notch) and the processing is ended (step S36).

  When the relative distance CX is equal to or less than the threshold distance L in the determination of step S21 (step S21; No), the train travel control device 19 determines whether the relative speed CV1 exceeds the threshold δ (≧ 0). It discriminates (step S23).

  Here, the threshold value δ represents the limit value (lower limit value) of the relative velocity CV1, and if the threshold value δ = 0, theoretically, the preceding train 11P and the train 11 to be controlled keep an equal distance. It will be. Further, if the threshold value δ> 0, the distance between the preceding train 11P and the train 11 to be controlled should become larger as time passes.

  However, since the speed of the preceding train 11P and the speed of the train 11 to be controlled are always changed in practice, a security margin is secured, and the preceding train 11P and the train 11 to be controlled approach more than necessary. In order to prevent this, it is preferable to set a predetermined value (positive value) larger than zero.

  If it is determined in step S23 that the relative speed CV1 exceeds the threshold value δ (step S23; Yes), the train travel control device 19 transitions to the time operation curve following mode, and the time operation curve data and the control target Based on the speed and position at the current time of the train 11, speed change information at the next time is calculated according to the above-described procedure (step S22).

  If it is determined in step S23 that the relative speed CV1 is equal to or less than the threshold value δ (step S23; No), the train travel control device 19 avoids the train 11 to be controlled from stopping between the stations. The inter-stop avoidance mode is entered (step S24).

FIG. 9 is a process flowchart of the inter-station stop avoidance mode.
First, the train travel control device 19 determines a braking distance L _lim and braking necessary to stop the train 11 based on the speed v (t) and the position x (t) at the current time t of the train 11 to be controlled. The time T _lim is calculated (step S41).
In this case, it is possible to consider slip due to rainfall or the like, an increase in inertial mass due to the riding rate, and the like.

Subsequently, the train travel control device 19 determines whether the braking distance L _lim at time t is less than the relative distance CX1 at time t1, that is,
L _lim <CX1 = x _base (t) −x (t)
It is determined whether or not (step S42).

If it is determined at step S42 that the braking distance L _lim at time t is less than the relative distance CX1 at time t1 (step S42; Yes), if the train 11 applies a brake at time t, the preceding train 11P is stopped. Even if it does, the vehicle can be stopped without a collision, so in order to perform natural deceleration, it is changed to an overhang notch (neutral notch) and the process is ended (step S43).

If it is determined in step S42 that the braking distance L _lim at time t is equal to or greater than the relative distance CX1 at time t1 (step S42; No), the train 11 may be braked at time t as it is. Since there is a risk of a collision when the preceding train 11P stops, the train travel control device 19 determines the maximum brake notch based on the speed v (t) and the position x (t) at the current time t of the train 11 to be controlled. Calculating the distance L _lim2 and the time T _lim2 until the speed of the train 11 to be controlled becomes the same speed as the speed v _prev (t) of the preceding train 11 P at the current time t (step S44) ).

In this case, if the speed of the train 11 to be controlled is the same as the speed v _prev (t) of the preceding train 11 P at the current time t, the train 11 to be controlled is the same. This is because the distance between and the preceding train 11P is kept constant.

Subsequently, the train travel control device 19 adds a time T _lim2 until the speed of the train 11 to be controlled becomes equal to the speed v _prev (t) of the preceding train 11 P at the current time t at the current time t. Until the time, the maximum brake notch is used, and thereafter, control is performed to change it to the coasting notch (neutral notch) in order to perform natural deceleration, and the process is ended (step S45).

  As a result of these, the train travel control device 19 transmits the speed change information calculated in step S14 to the on-vehicle transmission / reception device of the train 11 via the ground transmission / reception device 18, and the display screen of the display device of the driving support device 22 is displayed. The driving support information screen is displayed based on the speed change information received via the on-vehicle transmission / reception device 21 (step S15).

FIG. 10 is an explanatory diagram of an example of the driving support information screen.
As shown in FIG. 10, in the driving support information screen GI, the present notch (in the example of FIG. 10, notch P5 [= power running fifth notch]), notch change instruction (in the example of FIG. 10, neutral notch) The change instruction to N), the distance to the arrival station (2500 m in the example of FIG. 10) and the distance to the preceding train 11P (2700 m in the example of FIG. 10) are displayed.

  As described above, according to the first embodiment, information for causing the train 11 to travel is displayed on the driving support information screen GI while preventing a decrease in energy efficiency due to stopping between stations, so that regularity is ensured. Energy saving operation can be performed reliably.

[2] Second Embodiment In the first embodiment, the processing is performed on the premise that the speed and position of the train 11 and the preceding train 11P to be controlled are reliably measured, but, for example, the speed measurement as described above And if GPS is used as a means of position measurement, it is possible that the velocity or position can not be measured at points where it is difficult for radio waves to reach, such as between tunnels and high-rise buildings, and transmission to the ground side is impossible.

  Therefore, in the second embodiment, even if the velocity or position can not be measured temporarily, correct control can be performed even if the velocity or position can not be measured by estimating using the velocity and position measured immediately before. It is the embodiment which did.

Now, as an aspect in which the velocity or the position can not be measured, the following three cases may be mentioned.
(1) The speed could be measured but the position could not be measured.
(2) The position could be measured but the speed could not be measured.
(3) When speed and position can not be measured.

FIG. 11 is an explanatory diagram of an example of data acquisition when position measurement can not be performed.
The case shown in FIG. 11 is the case where the position at the time of 8: 00: 40 can not be measured.
In such a case, for example, 8 o'clock based on the velocity (= 30 m / sec) at the last 8:30 minutes and the velocity (= 30 m / sec) at the 8: 0 40 seconds. Assuming a constant acceleration motion with an average velocity of 30 m / sec as the velocity from 0:30:00 to 8: 0: 40, the position at 8: 0: 40 is estimated (calculated).

Specifically, since the position at the time of 8:30:30 is 450 m, the estimated value of the position at the time of 8: 30: 40 = 450 + 30 × 10 + {(1/2) × (30−30) × 10 ² }
= 750 (m)
It becomes.

FIG. 12 is an explanatory diagram of an example of data acquisition when the velocity can not be measured.
The case shown in FIG. 12 is the case where the velocity at the time of 8: 0: 40 can not be measured.
In this case, as in the case where position measurement can not be performed, the velocity at the time of 8: 0: 40 is calculated assuming constant acceleration motion.

Specifically, assuming that the estimated value of the velocity at 8:00:40 is Vx,
750 = 450 + 30 x 10 + {(1/2) x (Vx-30) x 10 ² }
Solve the equation of to calculate Vx = 30 (m / sec).

FIG. 13 is an explanatory diagram of an example of data acquisition when position measurement and velocity measurement can not be performed.
The case shown in FIG. 13 is the case where the position and velocity at the time of 8: 0: 40 can not be measured.
In this case, for example, the acceleration is calculated from the speeds at the nearest 8: 0: 20 and 8: 0: 30, and the calculated acceleration is from 8: 0: 30 to 8: 0: 40. Calculate the speed and position assuming that you have traveled.

Specifically, the estimated value Vx1 of the velocity at 8:00:40 is represented by the following equation.
Vx1 = 30 + (30-20) / 10 × 10
= 40 (m / sec)
The estimated value Xx1 of the position at 8:00:40 is expressed by the following equation.
Xx1 = 450 + 30 × 10 + {(1/2) × (40-30) × 10 ² }
= 1250 (m)
It becomes.

In the first embodiment, it is assumed that all trains can be equipped with GPS to measure the speed and position relative to the current time, but trains that do not have GPS can measure speed and position information. I can not do it. Therefore, trains that can not measure the speed and position at the current time estimate travel between stations by forecasting.
Here, the forecasted diamond is estimated using, for example, information using a track circuit using a known technique such as Japanese Patent Laid-Open No. 2014-43141. That is, departure time and arrival time at each station of a train not equipped with GPS are estimated, travel time is calculated from the time difference, time travel curve of the travel time is calculated, speed information and position information It will be substituted.

[3] Effects of the Embodiment Next, the effects of the embodiment will be described.
FIG. 14 is an explanatory view of a conventional traveling state.
In FIG. 14, the design operation curve (design diagram) DPP of the leading train 11P, the actual operation curve (performance diamond) DRP of the preceding train 11P, and the design operation curve (design diagram) DP of the train 11 are illustrated.
Conventionally, when the preceding train 11P is delayed, the vehicle travels without considering the situation, and as shown in FIG. 14, the design of the actual operation curve (the result diamond) DRP of the preceding train 11P and the train 11 The driving curve (design diagram) DP intersects at time TX (= the train 11 catches up with the preceding train 11P), and it becomes practically impossible to operate, so the next station where the preceding train 11P is the arrival station of the relevant train 11 The train 11 had to stop and wait in front of the next station.

Then, when the preceding train 11P leaves the station and the blockage is released, it becomes possible to enter the next station, and therefore, it is possible to move again and arrive at the next station.
In this case, power running again is not necessary if the train 11 does not stop, and energy is wasted in vain.

FIG. 15 is an explanatory view of a traveling state of the embodiment.
In FIG. 15, the design operation curve (design diagram) DPP of the preceding train 11P, the actual operation curve (performance diamond) DRP of the preceding train 11P, the design operation curve (design diagram) DP of the train 11, and the actual operation curve of the train 11. Performance diagram) DR and a performance operation curve (performance diagram) DRC of the train 11 at the time of low speed operation control are illustrated.
Then, according to the present embodiment, as shown in FIG. 15, since the train 11 detects that the preceding train 11P has stopped at the next station at the stage of leaving the front station, the train 11 In order not to stop at the speed between stations, it will travel at a lower speed than the speed of the schedule schedule.
Specifically, the actual operation curve (actual result diagram) DRP of the leading train 11P and the designed operation curve (design diagram) DP of the train 11 do not intersect at time TX, and the actual operation curve (actual result diagram) DR of the train 11 is The actual operation curve (actual diagram) DRC of the train 11 at the time of low speed operation control is connected smoothly, and the operation can be performed with the operation curve without stopping between stations.
Therefore, the average speed is low, and power consumption after stopping between stations is also unnecessary, so energy consumption can be significantly reduced.

  The train travel control device of this embodiment includes a control device such as a CPU, a storage device such as a ROM (Read Only Memory) or a RAM, an external storage device such as an HDD or a CD drive device, and a display device such as a display device. , And an input device such as a keyboard and a mouse, and has a hardware configuration using a normal computer.

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

  Furthermore, the program executed by the train travel control device of the present embodiment may be stored on a computer connected to a network such as the Internet and provided by being downloaded via the network. The program executed by the train travel control device of the present embodiment may be provided or distributed via a network such as the Internet.

  Further, the program of the train travel control device of the present embodiment may be configured to be provided by being incorporated in a ROM or the like in advance.

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

DESCRIPTION OF SYMBOLS 100 train operation system 101 operation control system 11 train 11P leading train 12 overhead line 13 line 14 substation 15 track circuit 16 transmission line 17 operation control apparatus 18 ground transmission / reception apparatus 19 train traveling control apparatus 21 on-vehicle transmission / reception apparatus 22 operation support apparatus 31 relative Speed / relative distance calculation unit 32 Time driving curve creation unit 33 Speed change calculation unit 34 Operation results database 35 Plan timetable database 37 Driving curve database CV, CV1 Relative speed CX, CX1 Relative distance GI Driving support information screen L Threshold distance Llim Brake distance Tlim braking time Vx estimated value Xx estimated value

Claims (7)

A driving curve database storing reference driving curve data between predetermined stations in advance;
A driving curve creation unit for creating a planned driving curve of a train based on the reference driving curve data;
Based on the planned operation curve, the control target train stops between stations from the current station to the next stop station due to the traveling state of the preceding train in which the control target train is operated prior to the control target train A speed change setting unit configured to set the speed of the train to be controlled to a lower speed side than the speed set by the planned operation curve in order to avoid stopping between the stations when there is a possibility of
Train operation control device equipped with If there is a possibility that the train will stop between the stations, the planned operation curve of the controlled train and the planned operation curve of the preceding train obtained with reference to the operation curve database may be the stop station or the interval between the stations In which case it will intersect at
The train travel control device according to claim 1. The speed change setting unit sets the speed of the controlled train based on a driving curve of the controlled train, a current speed of the controlled train, a current position, a relative speed with the preceding train, and a relative position.
The train travel control device according to claim 1 or 2. The control target train and the preceding train each include a positioning device that measures the speed and position of its own train.
The speed change setting unit acquires the speed and the position of the train from the positioning device, calculates the relative speed and the relative position with respect to the preceding train, and sets the speed of the train to be controlled.
The train travel control device according to claim 3. The speed change setting unit sets the distance between the control target train and the preceding train to be longer than the braking distance of the control target train when setting the speed of the control target train.
The train travel control device according to any one of claims 1 to 4. A train travel control device connected communicably to a train via a transmission path and performing travel control of the train, the method being executed by:
Creating a planned driving curve of the train based on reference driving curve data between predetermined stations;
Based on the planned operation curve, the control target train stops between stations from the current station to the next stop station due to the traveling state of the preceding train in which the control target train is operated prior to the control target train Setting the speed of the train to be controlled to a lower speed side than the speed set by the planned operation curve in order to avoid stopping between the stations,
How to have it. A program for controlling by a computer a train travel control device communicably connected to a train via a transmission path and performing travel control of the train, the computer comprising:
The computer,
Operation curve data storage means storing in advance reference operation curve data between predetermined stations;
Operation curve creation means for creating a planned operation curve of a train based on the reference operation curve data;
Based on the planned operation curve, the control target train stops between stations from the current station to the next stop station due to the traveling state of the preceding train in which the control target train is operated prior to the control target train Speed change setting means for setting the speed of the train to be controlled to a lower speed side than the speed set by the planned operation curve in order to avoid stopping between the stations when there is a risk of
To make it work.

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