JP5568040B2 - Train operation curve editing method and train operation curve editing system - Google Patents

Description

  The present invention relates to a train operation curve editing system and a train operation curve editing method for correcting a train operation curve indicating a relationship between a traveling position and a speed of a train between stations on a route.

Conventionally, in order to create a diagram (train operation plan / schedule) on a train route, an operation curve indicating the speed at the travel position on the route, the travel time from any position to the current travel position, etc. is generated. It was. This operation curve is composed of a speed curve (hereinafter referred to as a train operation curve) and a time curve. This train operation curve shows distance on the horizontal axis and travel speed on the vertical axis.
Further, using this train operation curve, the horizontal axis is distance, and the vertical axis is a time curve indicating the accumulated travel time to generate a diagram.
This train operation curve is generated by each railway company using manpower or an operation curve creation system (see, for example, Patent Document 1).

JP 2004-155314 A

  However, the operation curve creation system shown in Patent Document 1 takes into account the correspondence that the operator who creates the train operation curve changes the train operation method in the train operation curve created in advance in the test operation or the like. Not.

Also, when creating a diagram, the second digits (0 to 59) in the traveling time between stations obtained from the above time curve are set to 5 seconds, 10 seconds, and 15 seconds so that the time of the diagram can be easily set. Numbers are rounded to the unit.
For this reason, a rounding error occurs between the traveling time on the diagram and the actual traveling time.
In order to reduce the rounding error, it is necessary to correct the train operation curve. However, as described above, the operation curve creation system shown in Patent Document 1 does not have a function for correcting the train operation curve, and the rounding error is reduced. It is difficult to eliminate.

  The present invention has been made in view of such circumstances. The train operation curve prepared in advance is corrected by each parameter input by the operator, and a new train operation curve and time curve corresponding to this correction are obtained. A train operation curve editing system and a train operation curve editing method are provided.

In the train operation curve editing method of the present invention, the train control change in the train operation curve created in advance by the operation control command to change the operation state input by the operator and the position to change the operation state by the parameter, calculated in response to the operation control command at a location the change, the a train operating curve editing method for editing a train operation curve, the train running curves reading unit, the position of the train in the route, the train at the position The train operation curve reading process for reading out the train operation curve designated for editing by the operator from the operation curve database in which the train operation curve indicating the speed is stored for each route, and the vehicle speed calculation unit includes the train operation curve. the Oite, the position of the train, at least a power running operation at the position, one of coasting and braking operation By the operation control instruction corresponding to the state, the train speed calculation process of calculating the speed of each position before and after the position where the operation control command of the train operation curve is instructed, train operating curve changing section, the rate calculated And a train operation curve changing process for changing the train operation curve from the speeds of the respective positions calculated in the process.
In the train operation curve editing method of the present invention, the train operation curve reading unit reads a train operation curve that matches the route name and train organization information input by the operator from the operation curve database, and the vehicle speed calculation unit The speed of the train is calculated in accordance with the gradient and train formation and the operation control command input by the operator.

  In the train operation curve editing method of the present invention, the route is divided into a plurality of control regions, a speed limit curve indicating the upper limit value of the train speed is provided for each control region, In the adjacent control region, when entering the control region having the higher upper limit value with respect to the moving direction of the train, at the boundary of the adjacent control region, the lower control region of the speed limit curve Further comprising a gaze curve generating process for generating a gaze curve that is a speed change curve when accelerating in powering operation in contact with the upper limit value, wherein the train operation curve changing unit is a speed change curve of train speed in the immediately preceding power running operation. And the coasting curve is a coasting operation section.

  In the train operation curve editing method of the present invention, when the brake curve generation unit enters the control region having the lower upper limit value relative to the moving direction of the train in the adjacent control region, the adjacent control region A brake curve generating process for generating a brake curve that is a speed change curve when decelerating in brake operation, which is in contact with the upper limit value of the lower control region of the speed limit curve, and a coasting curve generating unit, A coasting curve generation process for generating a coasting curve that is a speed change curve corresponding to the time of coasting operation required when shifting to the brake curve, and the train operation curve changing unit sets coasting operation When the position is input, if the position to be coasted is between the coasting curve and the brake curve, the coasting position is the coasting curve. And changes in the closest position in.

  In the train operation curve editing method of the present invention, the coasting operation section shifts from a power running operation to a coasting operation, and a distance corresponding to a preset minimum time of the coasting operation when the coasting operation is shifted to the power running operation or more. It is characterized by being.

The train operation curve editing system of the present invention has a train speed change in a train operation curve created in advance by an operation control command for changing an operation state input by an operator and a position for changing the operation state by the parameter. calculated in response to the operation control command at a location the change, the a train train operation curve editing system for editing the operation curve, and the position of the train in the route, the train operation curve representing the train speed at the position from running curves database stored for each line, and the read out train operation curve train operating curve reading section to specify to the operator to edit, vehicle speed calculating section, Oite the train operation curve of the train position and at least a power running operation at the position, luck corresponding to one of the states of coasting and braking operation From the train speed calculation unit that calculates the speed of each position before and after the position where the operation control command of the train operation curve is instructed by the control command, and the speed of each position calculated in the train speed calculation unit And a train operation curve changing unit for changing the train operation curve.

  According to the present invention, a train prepared in advance by a parameter for changing an operation state (any state of a power running operation, a coasting operation and a brake operation) input by the operator and a position for changing the operation state by this parameter. Since the train speed change in the operation curve is recalculated corresponding to the parameter and the position to be changed, the train operation curve created in advance can be arbitrarily changed.

It is a figure which shows the structural example of the train operation curve edit system by one Embodiment of this invention. It is a figure which shows the train operation curve, time curve, and speed limit curve which are displayed on the display screen of the display part. It is a figure which shows the input section which inputs the operation area in the change area which this train operation curve change part 13 displays on the display screen of the display part 20, and this change area. It is a figure which shows the structure of the table of the route name and train organization information, the train operation curve data, and the time curve data which are memorize | stored in the train operation curve database. It is a figure which shows the structure of the table of the route name and train organization information, and calculation parameter which are memorize | stored in the calculation parameter database. It is a figure for demonstrating the production | generation of the thinning curve by the thinning curve production | generation part. It is a figure for demonstrating the production | generation of the thinning curve by the thinning curve production | generation part. It is a figure for demonstrating the production | generation of the thinning curve by the thinning curve production | generation part. It is a figure for demonstrating the process in which the brake curve production | generation part 15 produces | generates a brake curve, and the coasting curve production | generation part 16 produces a coasting curve. It is a figure explaining the process which controls the driving | running | working state of a train so that a speed limit may be satisfied when the train speed calculating part 12 uses a train speed limit curve and it is descending and accelerates by coasting. It is a figure which shows a train operation curve when an operator sets a power running state (for example, 4N notch) in the area of a flat or uphill slope in the present speed limit area | region. It is a figure which shows a train operation curve when the operator has set the transition from the power running state or the coasting state to the brake state in the current speed limit region. FIG. 5 is a diagram for explaining the operation of the train operation curve editing system when an operator designates and sets a traveling state in an arbitrary section and then designates a new traveling state in a section where all or a part of the section overlaps. is there. It is a figure explaining the speed restriction | limiting process which the train speed calculating part 12 performs when the driving | running state is made into a coasting state in a downward slope. It is a flowchart which shows the operation example of the train operation curve edit system by one Embodiment of this invention.

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a schematic block diagram showing a configuration example of a train operation curve editing system 1 according to an embodiment of the present invention.
In FIG. 1, a train operation curve editing system 1 includes a train operation curve reading unit 11, a train speed calculation unit 12, a train operation curve changing unit 13, a grazing curve generating unit 14, a brake curve generating unit 15, a coasting curve generating unit 16, A train operation curve database 17, a calculation parameter database 18, a train speed limit curve database 19, and a display unit 20 are provided.

Next, FIG. 2 is a diagram illustrating a train operation curve, a time curve, and a speed limit curve displayed on the display screen of the display unit 20, and the horizontal axis indicates a travel distance from the base point position (for example, km), The vertical axis indicates the train speed (km / h) and the elapsed time (for example, minutes) since the departure from the base point position. Here, the numerical value described on the right side of the figure is time, and the numerical value described on the left side of the figure is the train speed.
In this figure, the train operation curve shows the correspondence between the travel distance and the train speed. For example, each train travels (for example, 0 as the reference distance) on the way from the A station (base point position) to the B station. .01 km = 10 m). That is, the train operation curve is a travel speed pattern composed of a set of train speeds that change every moment while traveling on the travel route.

Further, the time curve shows the correspondence between the travel distance and the elapsed time, for example, the elapsed time from the time of departure from the base position for each travel distance on the way from the A station to the B station. .
The train speed limit curve is a curve in which the upper limit of the train speed that can be safely traveled by terrain (for example, curves, tunnels, traffic lights, etc.) in the train's travel route is set corresponding to the travel distance of the terrain. is there. That is, in the train speed limit curve, a speed limit area that is an area of a set of continuous distances where the same speed limit is set is continuously provided for each preset distance range. It is a curve with a set speed.

The train operation curve reading unit 11 is configured such that an operator who corrects a train operation curve displays, on the display unit 20, the name of a route and train formation information that the train operation curve is to be corrected by an input device (such as a keyboard) not shown. If it is input to the input column of the existing route name and train organization information, the route name and train organization information input to this input column are read.
Further, the train operation curve reading unit 11 searches the train operation curve database 17 for a train operation curve that matches the read route name and train organization information, and detects a train operation curve having the same route name and train organization information. The detected train operation curve is read from the train operation curve database 17, and for example, as shown in FIG. 2A, the train operation curve and the corresponding time curve image are displayed on the display unit 20.

The train operation curve changing unit 13 is, for example, a position where the operator corrects the train operation curve shown in FIG. 3 by clicking any position on the display unit 20 or a displayed train operation curve with a pointing device or the like. In addition, an input column for inputting data for specifying manual operation such as operation conditions is displayed.
FIG. 3 is a diagram showing an input column for inputting data in manual operation designation displayed on the display unit 20 by the train operation curve changing unit 13. The input field for inputting the data in this manual operation designation shows the operation state of the train in the correction section that is the section from which position (start position) to which position (end position) the train operation curve. In other words, the operator determines the operating conditions such as whether the power running operation, the brake operation and the coasting operation are performed, and when the power running operation is performed, whether the notch setting is set, and further whether or not the categorization is performed. This is a field for input from the input device.

Further, the train operation curve changing unit 13 corrects the train operation curve input in the manual operation designation input field (or the correction section indicated by the start position distance and the end position distance) and data such as operation conditions. In addition, the route name and train organization information are added to the train speed calculation unit 12 as corrected usage data.
Further, the train operation curve changing unit 13 displays an image of a train operation curve using the train speed and elapsed time calculated by the train speed calculation unit 12 on the display unit 20.

  The train speed calculation unit 12 calculates the train speed and the elapsed time at each position of the train operation curve based on the corrected use data including the position and operation conditions for correcting the train operation curve supplied from the train operation change unit 13. . A detailed description of the calculation of the train speed and elapsed time performed by the train speed calculation unit 12 will be given later.

  In the train speed limit curve, the grazing curve generating unit 14 shifts from the current speed limit area to an earlier speed limit area, that is, at the exit of the speed limit area, for example, from coasting operation to power running operation. It changes, and the smooth curve which is a speed change curve which shows the locus which the speed change of a train follows by this power running operation is generated. Further, detailed description of the generation of the blurred curve performed by the blurred curve generation unit 14 will be described later. In addition, the train operation curve changing unit 13 coasts the train between the speed change curve of the train speed in the immediately preceding power running operation (the speed change curve before shifting to the faster speed limit region) and the gaze curve. Let it be an operation section (section on the coasting curve in FIG. 7 described later). This coasting operation section is equal to or longer than a distance corresponding to a preset minimum time during which the coasting operation can be performed when the coasting operation is shifted from the coasting operation to the coasting operation.

  The brake curve generation unit 15 generates a brake curve that is a speed change curve indicating a trajectory followed by a change in train speed when the brake operation is performed. A detailed description of the brake curve generation by the brake curve generation unit 15 will be given later.

  The coasting curve generation unit 16 generates a coasting curve that is a speed change curve indicating a trajectory followed by a speed change of the train when the coasting operation is shifted from the power running operation or the brake operation. A detailed description of the coasting curve generation by the coasting curve generation unit 16 will be described later.

  In the train operation curve database 17, as shown in FIG. 4, for each train organization that runs on this route for each route (Yamanote Line, Tokaido Line, Chuo Line, Sobu Line, Takasaki Line, Hakodate Main Line, etc.) The created train operation curve and time curve are stored. FIG. 4 is a diagram showing the configuration of a table of route names and train organization information, train operation curve data and time curve data, gradients, and curves stored in the train operation curve database 17. . In this figure, train operation curve data and time curve data are stored in an index format such as address information indicating the storage location of each of the train operation curve and time curve graph data. Therefore, when reading, the graph data of the previous train operation curve and time curve indicated by the index are read from the train operation curve database 17. This indexed graph data is provided for each vehicle type, number of vehicles, distinction between up and down lines, starting station, terminal station, boarding rate, and the like. Each graph data shows the train speed at that point, the elapsed time since departure from the starting station, the slope, the maximum speed in the section, the tension for each section indicated by the number of kilometers from the starting station. Force, notch information, etc. are described.

As shown in FIG. 5, the operation parameter database 18 stores, for each route, operation parameters for each train formation that travels on this route for each train formation information. FIG. 5 shows the route name and train organization information stored in the computation parameter database 18 and computation parameters (train organization information, train weight W, tensile force T, inertia coefficient γ, running resistance type, braking force or reduction). It is a figure which shows the structure of a table with (speed). Here, the tensile force T and the braking force or deceleration are stored in an index format such as address information indicating the storage location of each of the tensile force T and braking force graph data. Therefore, when reading, the graph data of each of the previous tensile force T and brake force indicated by the index is read from the calculation parameter database 18.
Here, the train weight W is the total value of the weights of all trains in the train organization, and the unit is indicated by t (tons), for example.
The pulling force T is a driving wheel circumferential pulling force of the power vehicle in the vehicle, that is, a traction force, and a numerical value with respect to the speed for each notch is stored, and the unit is represented by, for example, kgf (kilogram weight).

For example, when shifting from coasting operation to power running operation, the inertia coefficient γ requires not only the train weight W but also an extra tensile force T, and this is regarded as an increase in the train weight W. The increment is an inertial weight, and the inertial weight is divided by the train weight W. This inertia coefficient γ is obtained in advance by experiments or the like, and is set (stored) in the calculation parameter database 18.
The brake force B is a unit of kgf / t (kilogram weight / ton), and indicates a negative force applied to the train in the brake operation when the train is traveling on a flat straight road. Further, deceleration (km / h / s) may be used instead of the braking force.

The gradient resistance G is, for example, in units of kgf / t (kilogram weight / ton), and when the train travels in a gradient section, in the case of an ascending gradient, On the other hand, in the case of a downward slope, it is a resistance force that acts as a force in the same direction as the direction of travel of the train due to the action of gravity, and is set in advance for each region where the slope is different in the distance on the horizontal axis in FIG. ing.
Since the gradient resistance G varies depending on the surrounding environment at the travel position, the gradient resistance G is calculated based on the gradient set in the train operation database 17.

  The running resistance R is a unit of kgf / t (kilogram weight / ton), and when the train travels on a flat straight road, it is a resistance force acting in the direction opposite to the traveling direction of the train. It includes frictional resistance, rolling frictional resistance between wheels and rails, various frictional resistances due to wheel swaying, and air resistance. Since the running resistance R varies depending on the speed, the calculation parameter database 18 is preset in the form of an arithmetic expression.

  In the train speed limit curve database 19, a train speed limit curve in each train formation traveling on this route is stored for each train formation information for each route.

<Calculation of train speed>
Below, the calculation of the train speed which the train speed calculating part 12 performs is demonstrated.
When the corrected usage data such as the position and the operation condition is supplied from the train operation curve changing unit 13, the train speed calculation unit 12 searches the calculation parameter database 18 for the same route name and train organization information items.
Then, the train speed calculation unit 12 calculates the calculation formulas or calculation parameters such as the train weight W, the tensile force T, the inertia coefficient γ, the traveling resistance formula, the braking force B, etc. from the items of the supplied same route name and train organization information. And read from the calculation parameter database 18.
At this time, the train speed calculation unit 12 calculates the gradient resistance G from the gradient for each distance in the change range indicated by the change from the start point to the end point.
The running resistance R is calculated based on the read arithmetic expression and the train speed at that time.

And the train speed calculation part 12 calculates a train speed by the following (1) Formula for every unit distance, calculates this distance and a position by integrating this train speed, and elapsed time by (2) Formula And ask. The following calculation is performed in the train speed calculation unit 12.
dV / ds = (1 / V). [T− (R + G + B)] / W (1 + γ) (1)
dt / ds = 1 / V (2)
As a practical calculation, numerical calculation is performed for each unit distance ΔS, for example, every 10 m or 1 m as follows.
When obtaining ΔV (= dV) by giving a unit distance ΔS (= ds) from an arbitrary starting point P0 (S0, V0), in equation (1), V = V0,
ΔV ′ = ΔS · (1 / V0) · [T− (R + G + B)] / W (1 + γ) (3)
ΔV ′ is calculated by substituting each parameter read from the calculation parameter database 18 into the right side of the equation (3).

Next, V = V0 + ΔV ′ is substituted into the equation (1), and
ΔV ″ = ΔS · [1 / (V0 + ΔV ′)] · [T− (R + G + B)] / W (1 + γ) (4)
ΔV ′ is calculated by substituting each parameter read from the calculation parameter database 18 into the right side of the equation (4).
Then, the train speed V is calculated by substituting the obtained V ′ and V ″ into the following equation (5).
V1 = V0 + (ΔV ′ + ΔV ″) / 2 (5)
This train speed V1 is output as the train speed at the distance S + ΔS.
The travel time Δt within ΔS is
Δt = ΔS / V (6)
V used in this equation (6) is the train speed calculated by the immediately preceding unit distance ΔS.

As described above, the train speed calculation unit 12 calculates the train speed V1 and the travel time Δt for each unit distance ΔS, adds the travel time Δt to the current elapsed time t, and the train operation curve change unit 13 Then, the calculated train speed V1 and elapsed time t are output.
Then, when the train speed V1 and the elapsed time t are supplied, the train operation curve changing unit 13 accumulates the train operation curve and time curve data in the internal storage unit, and includes the change range and the train speed after the start point. After the elapsed time is supplied, for example, an image obtained by changing FIG. 2A as shown in FIG. 2B is displayed on the display unit 20.

<Generation of Kasume curve and train speed control using Kasme curve>
Below, the production | generation of the thinning curve which the thinning curve production | generation part 14 performs is demonstrated.
When this grazing curve is generated and used to generate a train operation curve, an operator inserts a check in the “grass classification” field in the manual operation designation input field of FIG. 13 generates a glaze curve, and outputs a control signal for instructing to perform a train operation curve generation process using the glaze curve to the glaze curve generation unit 14.
The faint curve generation unit 14 generates a faint curve, which will be described later, when a control signal for generating the faint curve is supplied.

The kasume curve generation unit 14 reads the route name and train organization information of the train operation curve currently being corrected from the train operation curve change unit 13 and searches the train speed limit curve database 19 for the route name and train organization information. .
When the smooth curve generation unit 14 detects a route name and train organization information that matches the supplied route name and train organization information, the train speed limit curve that is written in correspondence with the route name and train organization information. Is read out from the train speed limit curve database 19.
Next, the grazing curve generation unit 14 is initially present in the traveling direction of the train after the distance in the corrected usage data input by the operator, that is, in the direction in which the distance increases, in the speed limit areas of consecutive different speed limits. A point that changes to a speed limit region with a high speed limit is extracted from the train speed limit curve.

Then, the grazing curve generation unit 14 generates a speed change curve at the maximum notch from the lower train speed limit value and the distance position of the extracted train speed limit curve.
The grazing curve generating unit 14 calculates the unit distance ΔS as negative in the equations (3) and (4) of the train speed.
At this time, the grazing curve generation unit 14 uses the starting point of the calculation as the distance of the boundary of the speed limit region, and uses the initial speed V0 as the lower speed limit at the boundary, so that the distance decreases, that is, the unit distance ΔS. Is subtracted from the starting point, the train speed for each distance is calculated and output as a grazing curve.

Next, as shown in FIG. 6, FIG. 7 or FIG. 8, the haze curve generation unit 14 displays the obtained haze curve so as to overlap the train operation curve on the display unit 20, and the train operation curve change unit. 13 is notified that the generation of the grazing curve has been completed. 6, 7, and 8 are diagrams for explaining the generation of the haze curve by the haze curve generation unit 14, which is a curve obtained by partially extracting the train operation curve, the horizontal axis is the distance, and the vertical axis is the speed. Is shown.
The train operation curve changing unit 13 then calculates the speed change curve obtained from the operation state input by the operator as shown in FIGS. 6, 7 and 8 after the start position of the correction section in the correction use data input by the operator. However, the position (distance) of the intersection that intersects the grazing curve is calculated, and the power running state by the maximum notch corresponding to the grazing curve is determined from this distance.

For example, the train operation curve changing unit 13 may check this notch if the operator has set the notch to a power running state at 4N as shown in FIG. The notch set by the operator changes from the 4N power running state to the power running state with the maximum notch corresponding to the grazing curve from the distance at which the speed change curve calculated as the power running state at 4N intersects the above-described grazing curve.
On the other hand, the train operation curve changing unit 13 does not check the “caulking division” column in FIG. 3 when the operator has set the notch to a power running state with 4N as shown in FIG. Even if the speed change curve calculated as the power running state at 4N crosses the above-described grazing curve, the notch set by the operator continues the power running state at 4N.

Further, the train operation curve changing unit 13 calculates the coasting state when the operator has set the coasting state as shown in FIG. 7 when the column of “kasume classification” in FIG. 3 is checked. From the distance at which the speed change curve intersects the above-described grazing curve, the coasting state set by the operator is changed to the power running state with the maximum notch corresponding to the grazing curve.
On the other hand, the train operation curve changing unit 13 calculates the coasting state when the operator has set the coasting state as shown in FIG. The coasting state set by the operator is continued even if the speed change curve becomes a distance intersecting with the above-described glaze curve.

Further, the train operation curve changing unit 13 calculates the brake state when the operator has set the brake state, as shown in FIG. 8, when the “caulking division” column in FIG. 3 is checked. From the distance at which the speed change curve intersects the above-described grazing curve, the braking state set by the operator is changed to the power running state with the maximum notch corresponding to the grazing curve.
On the other hand, the train operation curve changing unit 13 calculates the brake state when the operator has set the brake state as shown in FIG. 8 if the “Cascading division” column in FIG. 3 is not checked. The brake state set by the operator is continued even if the speed change curve becomes a distance intersecting with the above-described glaze curve.

As described above, the grazing curve is used to efficiently reach the new speed limit when the speed limit area is switched to the speed limit area set to a higher speed limit with respect to the driving state set by the operator. Is a curve set to. By setting this grazing curve to be applied, the operator is more efficient in limiting the new speed limit area when the speed limit area to be newly entered is higher than the current speed limit area. It is not necessary to calculate the speed change curve to be increased. For this reason, the mechanism for assisting the creation of the speed change curve using the grazing curve can reduce the load of the operator creating the speed change curve.
In other words, by setting the power running-maximum notch at the intersection of the train operation curve and the grazing curve, the speed can be changed so as to graze the exit of the speed limit, and the speed can be increased without waste.

<Brake curve generation and train speed control using the brake curve>
Below, the generation | occurrence | production of the brake curve which the brake curve production | generation part 15 performs is demonstrated.
In the present embodiment, this brake curve is generated and used to generate a train operation curve. In the train speed control using the brake curve, the train operation curve changing unit 13 brakes the operation state of the train from the distance at which the speed change curve and the brake curve intersect without inputting the operator's manual operation designation. Transition to the brake state along the curve.
The train operation curve changing unit 13 generates a brake curve at the time when generation of the speed change curve is started by the train speed calculation unit 12, and instructs to perform a train operation curve generation process using the brake curve. The control signal for performing is output to the brake curve generation unit 15. Moreover, the train operation curve changing unit 13 instructs to perform the coasting curve generation process corresponding to the generated brake curve at the time when the generation of the speed change curve is started by the train speed calculation unit 12. The control signal is output to the coasting curve generation unit 16.
When a control signal for generating a brake curve is supplied, the brake curve generation unit 15 generates a brake curve described later. Further, the coasting curve generation unit 16 is supplied with a control signal for generating a coasting curve, and after the brake curve generation unit 15 generates a brake curve, the coasting curve generation unit 16 generates a coasting curve corresponding to the brake curve.

The brake curve generation unit 15 reads the route name and train organization information of the train operation curve currently being corrected from the train operation curve change unit 13 and searches the train speed limit curve database 19 for the route name and train organization information. .
And if the brake curve production | generation part 15 detects the route name and train organization information which correspond to the supplied route name and train organization information, the train speed limit curve written corresponding to this route name and train organization information will be shown. Is read out from the train speed limit curve database 19.
Next, the brake curve generation unit 15 is first present in the traveling direction of the train after the distance in the corrected usage data input by the operator, that is, in the direction in which the distance increases, in the speed limit regions of the continuous different speed limits. A point that changes to a speed limit region with a lower speed limit is extracted from the train speed limit curve.

And the brake curve production | generation part 15 produces | generates the speed change curve in a brake state from the position value and distance position of the lower train speed of the extracted train speed restriction curve.
The grazing curve generating unit 14 calculates the unit distance ΔS as negative in the equations (3) and (4) of the train speed.
At this time, the brake curve generation unit 15 uses the starting point of the calculation as the distance of the boundary of the speed limit region, and uses the initial speed V0 as the lower speed limit at this boundary, so that the distance decreases, that is, the unit distance ΔS. Is subtracted from the starting point, the train speed for each distance is calculated and output as a brake curve.
In addition, the brake curve generation unit 15 may calculate the above-described brake curve using a deceleration (km / h / s) instead of the speed change curve in the brake state.
The brake curve generation unit 15 generates a speed change curve in the deceleration state from the lower train speed limit value and the distance position of the extracted train speed limit curve.

In addition, the coasting curve generation unit 16 generates a brake curve, and then starts each point located on the brake curve (the point at which the train speed is calculated when generating the brake curve) as a starting time. During tpcb, the speed of the train traveling in the coasting state is calculated for each unit distance ΔS using the equations (3) and (4) of the train speed.
Then, the coasting curve generation unit 16 connects coordinate points (positions) composed of distances and speeds from the starting points on the brake curve to form a coasting curve.
In this coasting curve, when shifting from the power running state to the brake state, it is prohibited by the structure of the train to directly shift from the power running state to the brake state, and during the transition from the power running state to the brake state, the time tpcb Since it is necessary to provide a coasting state, it is calculated corresponding to the brake curve.

The coasting time tpcb provided during the transition from the power running state to the brake state differs for each route name and train organization information, and is stored in the calculation parameter database 18 for each route name and train organization information.
Further, as described above, the brake curve and the coasting curve differ depending on the route and the train composition. In addition, even on the same route, in the train speed limit curve, a point (indicated by the distance) that changes to a speed limit area with a lower speed limit with respect to the speed limit area that is running is an upward slope section. Depending on whether it is included in the section of the downward slope or the magnitude of each slope, the brake curve and coasting curve differ in each speed limiting region.
For this reason, the brake curve generation unit 15 extracts points that change to a speed limit region having a lower speed limit for all the speed limit regions that are running on the route, and generates a brake curve at each of the points. .
Further, the coasting curve generation unit 16 generates a coasting curve corresponding to the brake curve generated by the brake curve generation unit 15.

Next, FIG. 9 is a diagram for explaining processing in which the brake curve generation unit 15 generates a brake curve and the coasting curve generation unit 16 generates a coasting curve. Here, FIG. 9A is a diagram for explaining generation of a brake curve and a coasting curve on a downward slope, and FIG. 9B is a diagram for explaining generation of a brake curve and a coasting curve on an upward slope.
The brake curve generation unit 15 displays the obtained brake curve superimposed on the train operation curve on the display unit 20 as shown in FIGS. 9 (a) and 9 (b), and the train operation curve change unit. 13 is notified that the generation of the brake curve has been completed. Similarly, the coasting curve generation unit 16 displays the obtained coasting curve superimposed on the train operation curve on the display unit 20 as shown in FIG. 9A and FIG. The curve changing unit 13 is notified that the generation of the coasting curve has been completed.
And the train operation curve change part 13 calculated | required from the operation state which the operator input like FIG.9 (a) and FIG.9 (b) after the starting point position of the correction area in the correction use data which the operator input. The position (distance) of the intersection where the speed change curve intersects with the brake curve is calculated, and the driving state is changed from this distance to the brake state corresponding to the brake curve.
When the position for coasting operation is input, the train operation curve changing unit 13 is between the coasting curve and the brake curve (when not on the coasting curve). Search for a coasting position on the coasting curve. That is, the train operation curve changing unit extracts the coasting start position on the coasting curve closest to (closest to) the input position, and sets the coasting start position as a position for starting the coasting operation.

<Other restriction processing>
・ Other restriction process # 1
Next, FIG. 10 is a diagram illustrating a process in which the train speed calculation unit 12 controls the operation state of the train so as to satisfy the speed limit using the train speed limit curve, and the horizontal axis indicates the distance. The vertical axis shows the train speed.
In FIG. 10, when the operator sets the coasting state in the downward gradient section in the current speed limit region, the train is accelerated in the coasting state due to the gravitational acceleration due to the downward gradient. And when the speed calculated for every unit distance is calculated in the coasting state which the operator set, when the calculated speed exceeds the speed limit in the current speed limit area where it is running, The running state is shifted from the coasting state to the braking state at a distance immediately before exceeding the speed.
Moreover, the train speed calculation part 12 produces | generates the speed change curve after transfering to a brake state, compares the difference speed set beforehand with the difference between a limit speed and the present speed, and compares with a difference speed. When the difference becomes large, the driving state is changed again from the braking state to the coasting state, and the speed in the coasting state on the down slope is calculated.

As described above, when the terrain is downhill in the operation state section set by the operator and the operation state set by the operator is the coasting state, the train is accelerated even if it is not in the power running state, and the speed limit during traveling The speed limit in the area will be exceeded.
For this reason, when it is confirmed that the operator does not need to accelerate and the coasting state is set on the descending slope, the train speed calculation unit 12 is configured to set the differential speed in advance, so that the train speed calculation unit 12 can A speed change curve that alternately repeats the coasting state and the braking state is generated between the speed limit in the region and a speed that is lower than the speed limit by a difference speed.

・ Other restriction process # 2
Next, FIG. 11 shows a train operation curve when the operator sets a power running state (for example, 4N notch) in the uphill section in the current speed limit region, and the horizontal axis shows the distance. The vertical axis indicates the train speed.
As shown in FIG. 11, in the case of power running that overcomes the upward acceleration of gravity, the train speed gradually increases.
The train speed calculation unit 12 calculates the speed limit when the calculated travel speed exceeds the speed limit in the travel speed limit area when calculating the speed for each unit distance in the power running state set by the operator. The driving state is shifted from the power running state to the coasting state at a position (distance) immediately before the operation.
Moreover, the train speed calculation part 12 produces | generates the speed change curve after transfering to a coasting state, compares the difference speed set beforehand, and the difference of a speed limit and the present speed, and this difference is set. When it becomes larger than the differential speed, the driving state is changed again from the coasting state to the powering state, and the speed in the powering state on the ascending slope is calculated.

As described above, in the driving state section set by the operator, when the terrain is uphill and the driving state set by the operator is a power running state, the train is accelerated if there is an acceleration with respect to the gravitational acceleration, and traveling The speed limit in the middle speed limit area will be exceeded.
For this reason, when it is assumed that the operator has an ascending slope and needs to be in the power running state, and the driving state is set as the power running state, the train speed calculation unit 12 is set to run by setting the differential speed in advance as described above. A speed change curve in which the power running state and the coasting state are alternately repeated is generated between the speed limit in the speed limit range being performed and a speed lower than the speed limit by a difference speed.

・ Other restriction process # 3
Next, FIG. 12 shows a train operation curve when the operator sets a transition from the power running state or the coasting state to the brake state in the current speed limit region, the horizontal axis indicates the distance, and the vertical axis indicates the distance. The train speed is shown.
In the section in which the operator sets the brake state, the train speed calculation unit 12 continues the brake state and calculates the speed for each unit distance regardless of the environment.

・ Other restriction process # 4
Next, FIG. 13 shows a train operation curve editing system when the operator designates and sets a traveling state in an arbitrary section and then designates a new traveling state in a section where all or a part of the section overlaps. It is a conceptual diagram explaining operation | movement of. In FIG. 13, the horizontal axis indicates the distance, and the vertical axis indicates the train speed.
In the manual operation designation input field shown in FIG. 3, the operator sets (designates) the driving state from the point of distance A to the point of distance B as a power running state with a notch of 3N. Thereafter, the operator again sets the driving state between the point of the distance C and the point of the distance D as a power running state where the notch is 4N in the section between the point of the distance A and the point of the distance B. To do.

In the case of FIG. 13, the train operation curve changing unit 13 has a buffer inside, and the distance (position) of the start point and the distance from the start point input in the manual operation designation input field of FIG. 3. The changed section set by the above and the operating conditions in the changed section are temporarily stored.
In addition, the train operation curve changing unit 13 does not output the corrected usage data including the buffer change section and the operation condition to the train speed calculation unit 12 until the operator performs an operation for starting the calculation.

Here, as described above by the operator, the train operation curve changing unit 13 uses the point of the distance A as the starting point, the distance from the point of the distance A to the point of the distance B, and the operation state in the changed section, When the power running state of the notch 3N is set, the corrected usage data is written in the internal buffer.
Then, in the changed section in which the operator has already set the driving state, the point of the distance C is set as the starting point, and the distance from the starting point of the distance C to the point of the distance D is set as the changing section. When the operation state is entered in the input field for manual operation designation, the train operation curve changing unit 13 compares the changed section already written in the buffer with the newly set changed section, and has already written in the buffer. It is determined whether or not the changed section and the newly set changed section overlap.

And the train operation curve change part 13 changes the newly set change area, and the operation condition in this area, when the change area already written in the buffer and the newly set change area do not overlap. Write a new buffer.
On the other hand, when the changed section already written in the buffer and the newly set changed section overlap, the train operation curve changing unit 13 changes the already written section in the buffer as shown in FIG. On the other hand, the newly set changed section is overwritten, and the operating condition of the section overwritten in the buffer is changed to the newly set changed section operating condition.

Further, as shown in FIG. 13, the train operation curve changing unit 13 sets a newly set change section (distance C of distance C) in the change section (from the point of distance A to the point of distance B) already written in the buffer. (From the point to the point of the distance D), the change section already written in the buffer after the point of the distance D, that is, the section from the point of the distance D to the point of the distance B is defined as the change section. Cancel and set the initial state in which neither the changed section nor the operating conditions are set.
Therefore, in the case shown in FIG. 13, the buffer in the train operation curve changing unit 13 includes the change section A indicated by the distance from the point of the distance A that is the start point to the point of the distance C, and the distance C that is the start point. Each change section with the change section C indicated by the distance from the point to the point of the distance D is stored.

That is, the train operation curve changing unit 13 writes and stores the modified usage data including the changed section A and the operating conditions of the changed section A, the changed section B and the operating conditions of the changed section B, in the internal buffer. Yes.
The train operation curve changing unit 13 outputs the buffer corrected use data to the train speed calculation unit 12 by performing an operation of changing the designated train operation curve based on the corrected use data input by the operator.
And the train operation curve change part 13 respond | corresponds to the detection of the change point of the speed limit area | region in the setting of a gaze segment and a train speed limit curve, the gaze curve generation part 14, the brake curve generation part 15, and the coasting curve generation part 16 Control is performed to instruct generation of a grazing curve, a brake curve, and a coasting curve.
With the configuration described above, as long as the start point is accurately input, even if the distance from the start point is rough to some extent, the changed section can be input efficiently with high accuracy.

Other restriction processing # 5
Next, FIG. 14 is a diagram illustrating the speed limiting process performed by the train speed calculation unit 12 when the driving state is in the coasting state on a downward slope, where the horizontal axis indicates the distance and the vertical axis indicates the train speed. Show.
If the operator sets a change section for the input field for manual operation designation and the driving condition is the coasting state as the driving condition of this changed section, if the topography of this changed section is a downward slope, even in the coasting state, The speed of the train is accelerated by the gravitational acceleration.
For this reason, the train speed calculation unit 12 calculates the speed of the train traveling in the coasting state for each unit distance ΔS using the equation (3) and (4) of the train speed, and the calculated speed change curve is the train When intersecting with the speed limit line segment in the speed limit curve, the subsequent driving state from the point of the intersecting distance is changed from the coasting state to the braking state. And the train speed calculation part 12 calculates the speed of the train which advances in a brake state for every unit distance (DELTA) S using the (3) type | formula and (4) type | formula of a train speed, and produces | generates a speed change curve.

Next, FIG. 15 is a flowchart illustrating an operation example of a train operation curve correction process by the train operation curve editing system according to the present embodiment. Hereinafter, the train operation curve correction process by the train operation curve editing system will be described with reference to FIG.
In order to adjust the time between stations, the operator inputs the route name to be corrected and the train organization information to the train operation curve editing system 1 from an input device (not shown).
When the route name and train organization information are input, the train operation curve reading unit 11 converts the train operation curve having the route name and train organization information that matches the input route name and train organization information, into the train operation curve database 17. Search in.

At this time, the train operation curve readout unit 11 displays an image that prompts re-input, for example, “input” when the train operation curve database 17 does not detect the route name and train organization information that match the input route name and train organization information. The train operation curve corresponding to the selected route name and train organization information is not found. Please check and enter again "is displayed on the display unit 20.
On the other hand, the train operation curve reading unit 11 responds to the route name and train organization information when the train operation curve database 17 detects a route name and train organization information that match the input route name and train organization information. The train operation curve to be read is read from the train operation curve database 17 (step S1).

Next, the train operation curve reading unit 11 displays the read train operation curve on the display unit 20 with an image shown in FIG.
Then, the operator clicks with any pointing device on the display screen of the display unit 20. Or an operator clicks the mark of the station which corrects in the train operation curve currently displayed on the display screen of the display part 20 to a pointing device.
When the operator clicks on the display screen of the display unit 20, the train operation curve changing unit 13 displays the manual operation designation input field shown in FIG. 3 on the display screen of the display unit 20 on which the train operation curve is displayed. To do.
When the manual operation designation input field is displayed on the display screen of the display unit 20, the operator can modify the changed section (correction section) and the operation conditions in the correction section in the displayed manual operation designation input field. The data to be used is input, and the recalculation button is clicked with the pointing device (step S2).

Next, the train operation curve change unit 13 adds the route name and train organization information to the input change section and the operation conditions in the change section, and uses the corrected use data as a train speed calculation unit. 12 is output.
When the corrected usage data is input, the train speed calculation unit 12 searches the calculation parameter database 18 for the items of the route name and the train organization information that match the route name and the train organization information indicated in the corrected usage data.
When the train speed calculation unit 12 detects an item of the route name and train organization information that matches the route name and train organization information in the modified use data in the operation parameter database 18, the train speed operator 12 detects the matching route name and train organization. Calculation parameters stored corresponding to the information items are read from the calculation parameter database 18.

  The train speed calculation unit 12 calculates the train speed in the designated change section for each unit distance ΔS and recalculates the speed change in the change section by the process described in the section <Train speed calculation>. A speed change curve is obtained (step S3), and for each unit distance ΔS in this speed change curve, the travel time Δt at the corresponding unit distance is recalculated, and a time curve in a range corresponding to the recalculated speed change curve is obtained. (Step S4).

Moreover, when calculating | requiring a speed change curve, the train speed calculating part 12 searches the item of the route and train organization information in the train restriction curve database 19 in agreement with the route and train organization information in correction use data.
And if the train speed calculation part 12 detects the item of the route name and train organization information which correspond to the route name and train organization information in correction use data in the train restriction curve database 19, this route name and train which correspond. The train speed limit curve data stored corresponding to the organization information item is read from the train limit curve database 19.
And the train speed calculation part 12 calculates the change speed mentioned above according to the speed restriction | limiting by a train speed restriction | limiting curve, as shown by <other restriction | limiting processes>.

Further, when calculating the speed change curve, the train operation curve changing unit 13 determines that the gaze curve is effective when the gaze segment is valid, as described in <Generation of gaze curve and train speed control using gaze curve>. A control signal for instructing the generation unit 14 to generate a grazing curve is output, and a grazing curve used for speed control when entering a speed limit region where the speed limit is larger than the currently calculated region is generated.
Then, the train operation curve changing unit 13 corrects the speed change curve generated by the train speed calculation unit 12 with the gaze curve generated by the gaze curve generation unit 14.

Similarly, when calculating the speed change curve, the train operation curve changing unit 13 generates the brake curve generating unit 15 as described in <Brake curve generation and train speed control using the brake curve>. The speed change curve generated by the train speed calculation unit 12 is corrected using the brake curve and the coasting curve generated by the coasting curve generation unit 16.
At this time, the train speed calculation unit 12 recalculates the travel time Δt for each unit distance ΔS in the speed change curve corrected by the train operation curve change unit 13 to generate a final time curve. Also, the train speed calculation unit 12 is different from the previous time in the travel time traveling in the changed section, that is, the accumulated time obtained by integrating the travel time Δt for each unit distance ΔS. Reflecting this difference in the accumulated time, a new time curve for the entire route is generated.

  Next, the train operation curve changing unit 13 corrects the speed change curve generated by the train speed calculation unit 12 using each of the gaze curve, the brake curve, and the coasting curve as necessary, and the corrected speed change curve. Is overwritten on the train operation curve read out from the train operation curve database 17, and is drawn on the display screen of the display unit 20, and the new train operation curve and time curve are displayed on the display unit as shown in FIG. 20 is displayed on the display screen (step S5).

Then, the operator confirms the train operation curve and the time curve displayed on the display screen of the display unit 20 (step S6). If the result is good, for example, it is the same as the time for which the travel time between stations is desired. In this case, a close button in the input column for manual operation designation in FIG. 3 is clicked with a pointing device, and an operation for storing the calculated train operation curve is performed.
By this operation, the train operation reading unit 11 searches the train operation curve database 17 for the route name and train organization information of the train operation curve currently being edited.

Here, when the train operation readout unit 11 searches the train operation curve database 17 for a route name and train organization information that matches the train operation curve route name and train organization information currently being edited, The newly generated train operation curve is overwritten on the train operation curve data stored corresponding to the route name and train organization information.
At this time, the train operation curve reading unit 11 adds version information to the train operation curve when the “hold original train operation curve after recalculation” field is checked in the input field for manual operation designation. And remember. Then, when the train operation curve readout unit 11 performs the readout process next time, the train operation curve readout unit 11 performs display on the display screen of the display unit 20 to select the train operation curve to be read from a plurality of versions.

On the other hand, in step S6, when the train operation curve and time curve displayed on the display screen of the display unit 20 are not good as a result, for example, when the travel time between stations is different from the desired time, the operation curve is again obtained. 3 is corrected, the operating conditions designated for manual operation shown in FIG. 3 are corrected, and the recalculation button is clicked again.
When the recalculation button is clicked, the train operation curve changing unit 13 performs the processing from step S2 to step S6 again.

  With the configuration described above, according to the present embodiment, the train operation curve stored in the train operation curve database 17 generated in advance is recalculated so as to correspond to the operation condition input by the operator, and a new one is newly calculated. Edit processing to generate train operation curves and time curves can be performed, and train operation curves and time curves as needed can be easily obtained when the route environment changes, train schedules etc. change Can do.

  In addition, the train operation curve reading unit 11, the train speed calculation unit 12, the train operation curve change unit 13, the grazing curve generation unit 14, the brake curve generation unit 15 and the coasting curve generation unit 16 of the train operation curve editing system 1 in FIG. A program for realizing the function is recorded on a computer-readable recording medium, and the program recorded on the recording medium is read into the computer system and executed to edit the train operation curve and the edited train A time curve corresponding to the curve may be generated. Here, the “computer system” includes an OS and hardware such as peripheral devices.

Further, the “computer system” includes a homepage providing environment (or display environment) if a WWW system is used.
The “computer-readable recording medium” refers to a storage device such as a flexible medium, a magneto-optical disk, a portable medium such as a ROM and a CD-ROM, and a hard disk incorporated in a computer system. Furthermore, the “computer-readable recording medium” dynamically holds a program for a short time like a communication line when transmitting a program via a network such as the Internet or a communication line such as a telephone line. In this case, a volatile memory in a computer system serving as a server or a client in that case, and a program that holds a program for a certain period of time are also included. The program may be a program for realizing a part of the functions described above, and may be a program capable of realizing the functions described above in combination with a program already recorded in a computer system.

  The embodiment of the present invention has been described in detail with reference to the drawings. However, the specific configuration is not limited to this embodiment, and includes design and the like within a scope not departing from the gist of the present invention.

DESCRIPTION OF SYMBOLS 1 ... Train operation curve edit system 11 ... Train operation curve reading part 12 ... Train speed calculation part 13 ... Train operation curve change part 14 ... Kasume curve generation part 15 ... Brake curve generation part 16 ... Coasting curve generation part 17 ... Train operation curve Database 18 ... Calculation parameter database 19 ... Train speed limit curve database 20 ... Display section

Claims (6)

An operation control command for changing an operation state input by an operator and a position at which the operation state is changed by the parameter are used to change a train speed change in a train operation curve created in advance to the operation control command at the position to be changed. A train operation curve editing method for calculating and editing the train operation curve correspondingly,
The train operation curve designated for train operation curve reading section, and the position of the train in the route, from the operating curve database train operation curve showing the train speed has been stored for each line at the position, where the operator edits Train operation curve reading process to read
Vehicle speed calculating unit, Oite the train operating curve, the position of the train, at least a power running operation at the position, by the operation control instruction corresponding to one of the states of coasting and braking operation, the train operating curve Train speed calculation process of calculating the speed of each position before and after the position where the operation control command of
A train operation curve editing method, wherein the train operation curve change unit includes a train operation curve change process for changing the train operation curve from the speeds of the respective positions calculated in the speed calculation process. The train operation curve reading unit reads the train operation curve that matches the route name and train organization information input by the operator from the operation curve database,
The vehicle speed calculation unit calculates the train speed in response to the route gradient and train organization and the operation control command input by the operator.
The train operation curve editing method according to claim 1. The route is divided into a plurality of control areas, and a speed limit curve indicating the upper limit value of the train speed is provided for each control area,
When the gaze curve generating unit enters the control region having the upper limit higher than the moving direction of the train in the adjacent control region, the speed limit curve is low at the boundary of the adjacent control region. A grazing curve generating process for generating a grazing curve which is a speed change curve when accelerating in power running operation, which is in contact with the upper limit value of the control region of
The train running curves changing unit, the train operation according the speed change curve of the train speed in a power running operation of the immediately preceding, to claim 1 or claim 2, characterized in that the coasting interval between the grazing curve Curve editing method. When the brake curve generation unit enters the control region having the lower upper limit value with respect to the moving direction of the train in the adjacent control region, the speed limit curve is low at the boundary of the adjacent control region. A brake curve generation process for generating a brake curve that is a speed change curve when decelerating in brake operation, which is in contact with the upper limit value of the other control region
The coasting curve generation unit further includes a coasting curve generation process for generating a coasting curve, which is a speed change curve corresponding to the time of coasting operation, which is necessary when shifting to the brake curve,
When the position for the coasting operation is input by the train operation curve changing unit, the position for the coasting operation is between the coasting curve and the brake curve. 4. The train operation curve editing method according to claim 3 , wherein the train operation curve is changed to the nearest position on the coasting curve. The coasting interval, proceeds to overrun operation from power running, claim 3, characterized in that the minimum time overrun operation that is set in advance at the time of the transition from the overrun operation to the power running is more than the distance corresponding Or the train operation curve edit method of Claim 4 . An operation control command for changing an operation state input by an operator and a position at which the operation state is changed by the parameter are used to change a train speed change in a train operation curve created in advance to the operation control command at the position to be changed. A train operation curve editing system that calculates and edits the train operation curve correspondingly,
The position of the train in the route, from the operating curve database train operation curve showing the train speed has been stored for each line at the position, the train operating curve reading section for reading the train operation curve to specify to the operator edits When,
Vehicle speed calculating unit, Oite the train operating curve, the position of the train, at least a power running operation at the position, by the operation control instruction corresponding to one of the states of coasting and braking operation, the train operating curve Train speed calculation unit for calculating the speed of each position before and after the position where the operation control command is instructed,
A train operation curve editing system, comprising: a train operation curve changing unit that changes the train operation curve from the speeds of the respective positions calculated by the train speed calculation unit.

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