JP6139372B2 - Operation plan creation device - Google Patents
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Description
本発明の実施形態は、ダイヤ通りに運行するための運転計画を立てる技術に関する。 Embodiments of the present invention relate to a technique for creating an operation plan for operating on a schedule.
従来の方式では、駅間の全ての区間をある演算周期でシミュレーションすることで、運転計画を立てていた。 In the conventional method, an operation plan is made by simulating all sections between stations at a certain calculation cycle.
従って、駅間が長距離の路線を走行する長距離列車に従来の方式を適用する場合、演算負荷が莫大となり、例えば、時間的に余裕がない状況で運転計画を再計画する際に、計算終了までに掛かる時間遅れが運行に影響を与える懸念があった。 Therefore, when the conventional method is applied to a long-distance train that travels on a long-distance route between stations, the calculation load becomes enormous, for example, when re-planning the operation plan in a situation where there is no time allowance, There was a concern that the time delay until the end would affect the operation.
実施形態は上記課題を鑑みてなされたものであり、上記のような長距離列車において最も長い区間である平坦区間の運転計画を走行平均速度として求めることで、駅間の全区間のシミュレーションを省略し、演算負荷を大幅に低減させることで、駅間が長距離の場合でも運転計画を可能とする運転計画作成装置を提供する。 The embodiment has been made in view of the above-mentioned problems, and the simulation of the entire section between stations is omitted by obtaining the driving plan of the flat section which is the longest section in the long-distance train as described above as the running average speed. And the operation plan creation apparatus which enables an operation plan even when the distance between stations is long distance is provided by reducing calculation load significantly.
実施形態に係る運転計画作成装置は、到着駅の到着時刻を基準運転時分に基づいて算出する算出手段と、前記基準運転時分で次駅に到着するための運転計画における平坦区間の走行平均速度を、運行状況に応じて補正し、平坦区間の運転計画を計算する第１の計算手段と、前記補正した平坦区間の走行平均速度を用いて、加速及び減速区間の運転計画を計算する第２の計算手段と、前記第１及び第２の計算手段より計算される平坦区間走行時分と加減速区間走行時分とを加算して、全区間走行時分を算出する手段と、前記全区間走行時分に基づく次駅予想到着時刻と、前記算出手段にて算出された到着時刻との誤差が、所定範囲内であれば、出発時における運転計画を確定する第１の計画手段と、走行時に通過時分誤差を検知するＷａｙＰｏｉｎｔで、出発時から当該ＷａｙＰｏｉｎｔまでの実走行時分と当該ＷａｙＰｏｉｎｔ通過予定時刻との間に、所定値以上の時分誤差が生じていたら、以降の平坦区間の走行平均速度を補正し、運転計画を再計算する第２の計画手段とを備える。 The operation plan creation device according to the embodiment includes a calculation means for calculating the arrival time of the arrival station based on the reference operation time, and a running average of a flat section in the operation plan for arriving at the next station at the reference operation time The first calculation means for correcting the speed according to the operation status and calculating the driving plan for the flat section, and the driving average speed for the flat section using the corrected traveling average speed of the flat section, 2 calculating means, a means for adding the flat section traveling time calculated by the first and second calculating means and the acceleration / deceleration section traveling time to calculate the entire section traveling time, A first planning means for determining an operation plan at the time of departure if an error between an estimated arrival time of the next station based on a section traveling time and an arrival time calculated by the calculation means is within a predetermined range; WayPo to detect the passing time error during driving If there is an hour / minute error greater than or equal to a predetermined value between the actual running time from departure to the corresponding WayPoint and the scheduled time for passing through the WayPoint at nt, the driving average speed in the subsequent flat section is corrected and Second planning means for recalculating the plan.
以下、実施形態に係る運転計画作成装置について、図面を参照して説明する。 Hereinafter, an operation plan creation device according to an embodiment will be described with reference to the drawings.
（第１の実施形態）
図１は、第１の実施形態の運転計画作成装置を搭載した列車のシステムブロック図である。
(First embodiment)
FIG. 1 is a system block diagram of a train on which the operation plan creation apparatus according to the first embodiment is mounted.
（構成）
受信装置１は、軌道回路６より現在位置などの路線情報を取得する。運転計画作成装置３は、受信装置１より取得した路線情報、データベースからの情報等に基づき、運転計画を作成する。また運転計画作成装置３は、後述のＷａｙＰｏｉｎｔ検知により平坦区間の運転計画を再計算する。ここで平坦区間とは速度を一定に保つ区間を示す。ＡＴＣ２は、列車５のブレーキを制御する。ＡＴＯ６は、運転計画作成装置３で計算された運転計画に基づき、列車５を自動運転する。尚、受信装置１で受信した情報は、ＡＴＣを介してそのまま運転計画作成装置３に伝送される。
(Constitution)
The receiving device 1 acquires route information such as the current position from the track circuit 6. The operation plan creation device 3 creates an operation plan based on the route information acquired from the reception device 1, information from the database, and the like. In addition, the operation plan creation device 3 recalculates the operation plan in the flat section by waypoint detection described later. Here, the flat section indicates a section in which the speed is kept constant. ATC 2 controls the brake of train 5. The ATO 6 automatically operates the train 5 based on the operation plan calculated by the operation plan creation device 3. The information received by the receiving device 1 is directly transmitted to the operation plan creating device 3 via the ATC.
図２は、運転計画作成装置３のシステムブロック図である。運転計画作成装置３は、データベース１０１と、到着時刻算出手段１０２と、平坦区間運転計画計算手段１０３と、加減速区間運転計画計算手段１０４と、ＷａｙＰｏｉｎｔ検知手段１０５と、走行時分比較手段１０６と、平坦区間運転計画再計算手段１０７と、運転モード選択手段１０８とを備える。 FIG. 2 is a system block diagram of the operation plan creation device 3. The operation plan creation device 3 includes a database 101, arrival time calculation means 102, flat section operation plan calculation means 103, acceleration / deceleration section operation plan calculation means 104, WayPoint detection means 105, travel time comparison means 106, The flat section operation plan recalculation means 107 and the operation mode selection means 108 are provided.
到着時刻算出手段１０２は、出発時にブレーキ緩解したタイミングを出発駅出発時刻として、データベース１０１から得られる基準運転時分（ダイヤ）より、次駅到着予想時刻を算出する。この基準運転時分は、ダイヤ（基準出発時刻及び基準次駅到着時刻等）より算出される現在停車している駅から次駅までの基準所要時間を示す。 The arrival time calculation means 102 calculates the expected arrival time of the next station from the reference operation time (diagram) obtained from the database 101, with the timing of brake release at the departure as the departure station departure time. This reference operation time indicates a reference required time from the currently stopped station to the next station calculated from a diagram (reference departure time, reference next station arrival time, etc.).
平坦区間運転計画計算手段１０３は、運行状況に応じて到着時刻を調整するために、基準運転時分（ダイヤ）における平坦区間の走行平均速度を補正する。後述の図４のように、平坦区間、加速区間、減速（例えば、ＴＡＳＣ：Train Automatic Stop-position Controller）区間の区間幅（各区間の距離）は、データベース１０１に記録されており不変である。また、各区間の走行時間の初期値がデータベースに記録されている。例えば、データベースの駅間の距離が８０ｋｍで、データベースの平坦区間の距離＝５０ｋｍ、加速区間＝１０ｋｍ、減速（ＴＡＳＣ）区間＝２０ｋｍで、データベースのダイヤ（ここでは駅間の基準所要時間）が４０分で、データベースの各区間の走行時間の初期値が平坦区間＝３０分、加速区間＝４分、減速区間＝６分とした場合、駅出発時（最初に平坦区間の走行平均速度を算出する時）に平坦区間の走行平均速度は、５０ｋｍ÷３０分＝１００ｋｍ／ｈと求める。ここで、ダイヤ４０分としているが、列車が遅延していて、３６分で走らなければならない状態（平坦区間＝２６分）となった時に、平坦区間運転計画計算手段１０３は平坦区間の平均速度を１００ｋｍ／ｈ→１１５ｋｍ／ｈに補正する。つまり、平坦区間の走行平均速度は、最初はデータベースの平坦区間距離と平坦区間の走行時間初期値より求め、遅延が生じたりして速く走らなければならなくなったときに、最初に算出した平坦区間の平均速度を補正するという仕組みになっている。 The flat section operation plan calculation means 103 corrects the average traveling speed of the flat section in the reference operation time (diagram) in order to adjust the arrival time according to the operation status. As shown in FIG. 4 to be described later, the section width (distance of each section) of a flat section, an acceleration section, and a deceleration section (for example, TASC: Train Automatic Stop-position Controller) section is recorded in the database 101 and remains unchanged. Moreover, the initial value of the travel time of each section is recorded in the database. For example, the distance between the stations of the database is 80 km, the distance of the flat section of the database = 50 km, the acceleration section = 10 km, the deceleration (TASC) section = 20 km, and the database diagram (here, the reference required time between stations) is 40. If the initial value of the travel time of each section of the database is flat section = 30 minutes, acceleration section = 4 minutes, deceleration section = 6 minutes, the station departure time (first calculate the average travel speed of the flat section The average running speed in the flat section is determined as 50 km / 30 minutes = 100 km / h. Here, although it is assumed that the schedule is 40 minutes, when the train is delayed and it has to run in 36 minutes (flat section = 26 minutes), the flat section operation plan calculation means 103 calculates the average speed of the flat section. Is corrected from 100 km / h to 115 km / h. In other words, the average running speed of the flat section is initially calculated from the flat section distance in the database and the initial travel time of the flat section. It is a mechanism to correct the average speed of.
加減速区間運転計画計算手段１０４は、データベース１０１から得られる速度制限開始時点、終着点、ＴＡＳＣ開始点、路線データ（加速および減速区間の勾配等）と前記平坦区間走行平均速度より、速度制限開始時点、終着点、ＴＡＳＣ開始点を基準として、前記平坦区間走行平均速度に収束する加速および減速の走行（速度）カーブを計算する。 The acceleration / deceleration section operation plan calculation means 104 starts the speed limit based on the speed limit start point, end point, TASC start point, route data (acceleration and deceleration section gradient, etc.) obtained from the database 101 and the flat section running average speed. Acceleration and deceleration traveling (speed) curves that converge to the flat section traveling average speed are calculated based on the time point, end point, and TASC start point.
走行時分比較手段１０６は、前記平坦区間運転計画計算手段１０３で計算される平坦区間走行時分（平坦区間の走行所要時間）と前記加減速区間運転計画計算手段１０４で計算される加減速区間走行時分（加減速区間の走行所要時間）との和である全区間（駅間）走行時分を計算し、計算した全区間走行時分と基準運転時分（ダイヤ）とを比較する。 The travel time comparison means 106 includes a flat section travel time calculated by the flat section operation plan calculation means 103 (travel time required for the flat section) and an acceleration / deceleration section calculated by the acceleration / deceleration section operation plan calculation means 104. The travel time for all sections (between stations) that is the sum of the travel time (travel time of the acceleration / deceleration section) is calculated, and the calculated travel time for all sections is compared with the reference operation time (diamond).
ＷａｙＰｏｉｎｔ検知手段１０５は、加速区間終了時点、速度制限開始時点、通過駅、分岐器、踏切、ＡＴＣ抵触点、の少なくとも６種類のＷａｙＰｏｉｎｔを検知する。ＷａｙＰｏｉｎｔのうち、通過駅、分岐器、踏切等の位置はデータベース１０１に予め記録されている。なお、ＷａｙＰｏｉｎｔは基準点と呼んでもよい。 The waypoint detection means 105 detects at least six types of waypoints: an acceleration section end point, a speed limit start point, a passing station, a turnout, a railroad crossing, and an ATC conflict point. Positions such as passing stations, turnouts, and railroad crossings in WayPoint are recorded in the database 101 in advance. Note that WayPoint may be referred to as a reference point.
ＷａｙＰｏｉｎｔとは、全区間走行時分と基準運転時分（ダイヤ）との差すなわち走行時分誤差を補正するために、当該ＷａｙＰｏｉｎｔ以降の前記平坦区間走行平均速度を再計算する位置あるいはタイミングである。 WayPoint is a position or timing for recalculating the flat section traveling average speed after WayPoint in order to correct the difference between the traveling time for all sections and the reference driving time (diagram), that is, the traveling time error. .
前記加速区間終了時点をＷａｙＰｏｉｎｔとすることで、乗車率、路線状況（カーブ、勾配等）により加速区間終了時点の実走行時分と加速終了予定時刻に差が生じた場合、以後の平坦区間の走行平均速度を補正する。尚、ここで実走行時分とは、出発時点から当該ＷａｙＰｏｉｎｔに到達した時刻までの時間を示す。また、予定時刻とは、シミュレーションで得られる当該ＷａｙＰｏｉｎｔ到達時刻を示す。 By setting the end point of the acceleration section as WayPoint, if there is a difference between the actual travel time at the end of the acceleration section and the scheduled end time of acceleration due to the boarding rate and route conditions (curve, gradient, etc.), Correct the running average speed. Here, the actual travel time indicates the time from the departure point to the time when the point reached the WayPoint. Further, the scheduled time indicates the WayPoint arrival time obtained by simulation.
前記速度制限開始時点をＷａｙＰｏｉｎｔとすることで、速度制限開始点の実走行時分と速度制限開始予定時刻に差が生じた場合、その差に応じて以後の平坦区間の走行平均速度を補正する。 When the speed limit start time is set to WayPoint, if there is a difference between the actual travel time at the speed limit start point and the scheduled speed limit start time, the average travel speed in the subsequent flat section is corrected according to the difference. .
前記通過駅をＷａｙＰｏｉｎｔとすることで、通過駅通過時の実走行時分と通過駅通過予定時刻に差が生じた場合、その差に応じて以後の平坦区間の走行平均速度を補正する。 By setting the passing station as WayPoint, when there is a difference between the actual running time when passing through the passing station and the scheduled passing time at passing station, the running average speed in the subsequent flat section is corrected according to the difference.
前記分岐器をＷａｙＰｏｉｎｔとすることで、実走行時分と分岐器通過時刻に差が生じた場合、その差に応じて以後の平坦区間の走行平均速度を補正する。 By setting the branching unit to WayPoint, when a difference occurs between the actual traveling time and the branching unit passing time, the traveling average speed in the subsequent flat section is corrected according to the difference.
前記踏切をＷａｙＰｏｉｎｔとすることで、実走行時分と踏切通過時刻に差が生じた場合、その差に応じて以後の平坦区間の走行平均速度を補正する。 By setting the level crossing to WayPoint, when a difference occurs between the actual travel time and the level crossing passing time, the average traveling speed in the subsequent flat section is corrected according to the difference.
前記ＡＴＣ抵触点をＷａｙＰｏｉｎｔとすることで、抵触してＡＴＣのブレーキ処理後に平坦区間走行平均速度を補正する。 By setting the ATC conflict point to WayPoint, the flat section traveling average speed is corrected after the ATC braking process due to the conflict.
平坦区間運転計画再計算手段１０７は、出発時においては、前記走行時分比較手段１０６で比較した結果に例えば５秒より大きい走行時分誤差が発生していたら、その差がなくなるように、前記平坦区間運転計画計算手段１０３で計算された平坦区間走行平均速度を調整する。走行時においては、前記ＷａｙＰｏｉｎｔを検知したときの実走行時分と前記ＷａｙＰｏｉｎｔの運転計画した計画走行時分（平坦区間運転計画計算手段１０３が計算した走行時分（前記予定時刻））との誤差が例えば５秒より大きければ、その誤差に応じて前記平坦区間走行平均速度を調整する。 At the time of departure, the flat section operation plan recalculating unit 107 is configured so that, if a running time error greater than, for example, 5 seconds occurs in the result of comparison by the running time comparing unit 106, the difference is eliminated. The flat section traveling average speed calculated by the flat section operation plan calculation means 103 is adjusted. During travel, an error between the actual travel time when the WayPoint is detected and the planned travel time planned for the operation of the WayPoint (the travel time calculated by the flat section operation plan calculation means 103 (the scheduled time)) If, for example, is longer than 5 seconds, the flat section traveling average speed is adjusted according to the error.
運転モード選択手段１０８は、通常時は基準運転時分（ダイヤ）で走行する基準運転モードとなっているが、運行の遅延により最高速度より速い走行平均速度が要求される場合、運転士に遅延回復のための運転モードを選択させる。前記運転モードには、（１）自編成の遅延回復のみであれば、平坦区間運転計画再計算手段１０７の計算結果通りに走行するフル運転モードと、（２）接近している他編成（先行列車）との遅延回復に合わせ、回復時分を調整する調整運転モードとの２パターンがある。（１）のフル運転モードでは、平坦区間運転計画再計算手段１０７が遅延を回復するために、平坦区間走行速度を最高速度として平坦区間運転計画を再計算する。（２）の調整運転モードでは、平坦区間運転計画再計算手段１０７が遅延を回復するために、他編成との決まった一定距離を保つようにしながら平坦区間走行速度を上げ、平坦区間運転計画を再計算する。 The operation mode selection means 108 is a reference operation mode in which the vehicle travels in the standard operation time (diamond) at normal times. However, if a travel average speed faster than the maximum speed is required due to the operation delay, the operation mode selection means 108 is delayed to the driver. Lets you select an operating mode for recovery. The operation mode includes (1) a full operation mode in which the vehicle travels according to the calculation result of the flat section operation plan recalculation means 107 if only self-organization delay recovery is performed, and (2) another train approaching (preceding) There are two patterns: an adjustment operation mode that adjusts the recovery time according to the delay recovery with the train). In the full operation mode (1), the flat section operation plan recalculation means 107 recalculates the flat section operation plan with the flat section traveling speed as the maximum speed in order to recover the delay. In the adjustment operation mode (2), in order to recover the delay, the flat section operation plan recalculation means 107 increases the flat section traveling speed while maintaining a fixed distance from another train, Recalculate.
図３は、運転計画作成装置の運転計画作成フローチャートである。図３Ａは出発時に運転計画作成装置が計算する運転計画作成フローチャートである。ステップＳ１で、到着時刻算出手段１０２が次の到着駅の到着時刻を算出した後、ステップＳ２で、平坦区間運転計画計算手段１０３が、運行状況に応じて到着時刻を調整するために、基準運転時分で走行する場合の平坦区間走行平均速度を補正する。ステップＳ３で、補正した平坦区間走行平均速度に基づいて、加減速区間運転計画計算手段１０４が、前記平坦区間走行平均速度に収束する走行（速度）カーブを計算する。 FIG. 3 is an operation plan creation flowchart of the operation plan creation device. FIG. 3A is an operation plan creation flowchart calculated by the operation plan creation device at the time of departure. In step S1, the arrival time calculation means 102 calculates the arrival time of the next arrival station, and in step S2, the flat section operation plan calculation means 103 adjusts the arrival time according to the operation status. The flat section traveling average speed is corrected when traveling in hours and minutes. In step S3, based on the corrected flat section traveling average speed, the acceleration / deceleration section operation plan calculation means 104 calculates a traveling (speed) curve that converges to the flat section traveling average speed.
ステップＳ４で、走行時分比較手段１０６が全区間（平坦区間＋加減速区間）の運転時分を計算し、当該全区間運転時分に基づく到着時刻とステップＳ１で算出した基準運転時分に基づく到着時刻とを比較する。比較結果が例えば５秒以内であれば、ステップＳ５で、出発時の運転計画を確定し、列車５は発車する。比較結果が５秒より大きければ、ステップＳ６で、平坦区間運転計画再計算手段１０７が、平坦区間走行平均速度を再計算する。例えば、出発が遅れて、到着予定時刻がダイヤより遅くなる場合（ステップＳ４の比較結果が５秒より大きい場合）、到着予定時刻を早めるために、平坦区間の走行平均走行速度を上げる。逆に、ダイヤが乱れて出発が早まり、到着予定時刻がダイヤより早くなる場合（ステップＳ４の比較結果が５秒より大きい場合）、到着予定時刻を遅めるために、平坦区間の走行平均走行速度を下げる。 In step S4, the travel time comparison means 106 calculates the operation time for the entire section (flat section + acceleration / deceleration section), and determines the arrival time based on the operation time for the entire section and the reference operation time calculated in step S1. Compare with the arrival time based on. If the comparison result is, for example, within 5 seconds, the operation plan at the time of departure is confirmed in step S5, and the train 5 departs. If the comparison result is greater than 5 seconds, the flat section operation plan recalculation means 107 recalculates the flat section traveling average speed in step S6. For example, when the departure is delayed and the estimated arrival time is later than the diamond (when the comparison result in step S4 is greater than 5 seconds), the average travel speed of the flat section is increased in order to advance the estimated arrival time. On the other hand, when the schedule is disturbed and the departure is earlier, and the estimated arrival time is earlier than the diamond (when the comparison result in step S4 is greater than 5 seconds), the average running of the flat section is delayed to delay the estimated arrival time. Reduce speed.
ステップＳ７で、再計算結果が収束する場合は、ステップＳ３で、加減速区間運転計画計算手段１０７が、再計算した平坦区間走行平均速度に収束する走行カーブを計算する。ステップＳ７で、前記平坦区間走行平均速度の再計算結果が収束しない場合は、ステップＳ８で、運転モード選択手段１０８により、運転士が運転モードを選択し、ステップＳ９で、平坦区間運転計画再計算手段１０７が、選択した運転モードにおける平坦区間の走行平均速度を再計算して、遅延回復を図る。なお、再計算結果が収束するとは、例えば、基準運転時分に基づく到着時刻と再計算を行った結果による到着予定時刻との差が５秒以内となった場合、またはこの差が５秒以内の所定時間内となった場合と定めればよい。 If the recalculation result converges in step S7, the acceleration / deceleration zone operation plan calculation means 107 calculates a running curve that converges to the recalculated flat zone running average speed in step S3. If the recalculation result of the flat section traveling average speed does not converge in step S7, the driver selects the operation mode by the operation mode selection means 108 in step S8, and the flat section operation plan recalculation in step S9. The means 107 recalculates the running average speed in the flat section in the selected operation mode to recover the delay. Note that the recalculation result converges when, for example, the difference between the arrival time based on the standard operation time and the estimated arrival time due to the recalculation is within 5 seconds, or this difference is within 5 seconds. It may be determined that the time is within the predetermined time.
図３Ｂは走行時に運転計画作成装置が計算する運転計画作成フローチャートである。ＷａｙＰｏｉｎｔの検知（ステップＳ１０）でＷａｙＰｏｉｎｔを検知したら、検知時の実走行時分と運転計画した計画走行時分とを比較する。比較結果に誤差が生じていれば、平坦区間運転計画の再計算（ステップＳ１２）で以後の平坦区間の走行平均速度を調整して、走行時運転計画の確定（ステップＳ１３）で運転計画を確定する。比較結果に誤差が生じていなければ、補正せずに走行時運転計画の確定（ステップＳ１３）で運転計画を確定する。 FIG. 3B is an operation plan creation flowchart calculated by the operation plan creation device during traveling. If the waypoint is detected in the waypoint detection (step S10), the actual running time at the time of detection is compared with the planned running time planned for operation. If there is an error in the comparison result, the flat average operation plan is recalculated (step S12), the average travel speed in the subsequent flat interval is adjusted, and the driving plan is determined by determining the driving operation plan (step S13). To do. If there is no error in the comparison result, the operation plan is determined by determining the driving operation plan without correction (step S13).
図４は、運転計画作成装置が作成する出発時における運転計画の計算例１である。出発時にブレーキを緩解した時点で出発時分が決まり、到着時刻算出手段１０２は、データベース１０１から取得した基準運転時分（ダイヤ）と前記出発時分より、到着時刻を算出する。平坦区間運転計画計算手段１０３は、運行状況に応じて到着時刻を調整するために、駅停車時に基準運転時分よりシミュレーションした平坦区間の走行平均速度（補正前の走行平均速度）を補正する。図４では、例えば先行車が接近しており、到着時間を遅らせた場合の平坦区間走行平均速度（補正後の走行平均速度）を示している。なお、前記基準運転時分よりシミュレーションした運転計画は、データベースのＴＡＳＣ開始点を考慮して計算される。 FIG. 4 is a calculation example 1 of an operation plan at the time of departure created by the operation plan creation device. The departure time is determined when the brake is released at the time of departure, and the arrival time calculation means 102 calculates the arrival time from the reference operation time (diagram) acquired from the database 101 and the departure time. The flat section operation plan calculation means 103 corrects the travel average speed (travel average speed before correction) in the flat section simulated from the reference operation time when the station stops, in order to adjust the arrival time according to the operation status. FIG. 4 shows the flat section traveling average speed (the corrected traveling average speed) when the preceding vehicle is approaching and the arrival time is delayed, for example. The operation plan simulated from the reference operation time is calculated in consideration of the TASC start point of the database.
加減速区間運転計画計算手段１０４は、加速区間については、前記平坦区間運転計画計算手段１０３で補正した平坦区間の走行平均速度を基準とし、走行カーブを計算する。減速区間についてはデータベースの速度制限による速度変化点、ＴＡＳＣ開始点、終着点を基準にして、走行カーブを計算する。 The acceleration / deceleration section operation plan calculation means 104 calculates a travel curve for the acceleration section on the basis of the average travel speed of the flat section corrected by the flat section operation plan calculation means 103. For the deceleration zone, the running curve is calculated based on the speed change point, TASC start point, and end point due to the speed limit of the database.
走行時分比較手段１０６は、前記平坦区間運転計画計算手段１０３で計算した平坦区間走行時分と、前記加減速区間運転計画計算手段１０４で計算した加減速区間走行時分との和である全区間走行時分を基準運転時分と比較する。比較した結果、許容範囲内の誤差であれば運転計画を確定し、計画に基づき運転を開始する。 The travel time comparison means 106 is the sum of the flat section travel time calculated by the flat section operation plan calculation means 103 and the acceleration / deceleration section travel time calculated by the acceleration / deceleration section operation plan calculation means 104. Compare the section running time with the reference running time. As a result of the comparison, if the error is within the allowable range, the operation plan is determined and the operation is started based on the plan.
図５は、図４に示す計算例１のように全区間走行時分を計算後、基準運転時分と比較した結果、許容範囲外の誤差である場合、平坦区間の運転計画を再計算したときの計算例２（補正後の走行平均速度）である。全区間走行時分の誤差が許容範囲外の場合、平坦区間運転計画再計算手段１０７により、平坦区間の走行平均速度を再計算する。再計算した結果、最高速度以下の前記平坦区間走行平均速度を要求する場合は、再計算した運転計画を採用することとする。 FIG. 5 is a calculation example of the entire section as shown in calculation example 1 shown in FIG. 4. When the result of comparison with the reference operation time is an error outside the allowable range, the operation plan in the flat section is recalculated. It is calculation example 2 (running average speed after correction). When the error for the traveling time of all sections is out of the allowable range, the flat section operation plan recalculation means 107 recalculates the traveling average speed of the flat section. As a result of recalculation, when the flat section traveling average speed below the maximum speed is requested, the recalculated operation plan is adopted.
（効果）
以上の第１実施形態によれば、平坦区間の運転計画において、平坦区間走行平均速度を算出し、ＷａｙＰｏｉｎｔで平坦区間走行平均速度を補正することで、シミュレーションを省略でき、演算負荷を大幅に低減できることが可能となる。
(effect)
According to the first embodiment described above, in the flat section operation plan, the flat section traveling average speed is calculated, and the flat section traveling average speed is corrected by WayPoint, so that the simulation can be omitted and the calculation load is greatly reduced. It becomes possible.
（第２の実施形態）
第２の実施形態について図６を参照し、詳細に説明する。第２の実施形態の運転計画作成装置を搭載した列車のシステムは、図１に示す第１の実施形態のシステムと同様であるため割愛する。図６Ａ、６Ｂは、図５に示す計算例２のように再計算した結果、最高速度より速い前記走行平均速度が要求される場合、運転モード選択手段１０８により運転モードを選択して、平坦区間の運転計画を再計算した時の計算例３、４である。最高速度より速い前記走行平均速度が要求される場合、運転手がフル運転モードか調整運転モードのいずれかの運転モードを選択する。自編成のみで遅延が生じている場合、フル運転モードを選択し、図６ＡのようにＡＴＣ制限速度に抵触しない速度（最高速度で走れる区間は最高速度とする）で走行して遅延回復を図る。最高速度で走行しても回復しきれない遅延（最大速度超過分）は、次走行区間で回復を図るようにする。
(Second Embodiment)
The second embodiment will be described in detail with reference to FIG. Since the train system equipped with the operation plan creation apparatus of the second embodiment is the same as the system of the first embodiment shown in FIG. 6A and 6B show that when the average running speed faster than the maximum speed is required as a result of recalculation as in calculation example 2 shown in FIG. 5, the operation mode is selected by the operation mode selection means 108, and the flat section Calculation examples 3 and 4 when the operation plan is recalculated. When the traveling average speed faster than the maximum speed is required, the driver selects either the full operation mode or the adjustment operation mode. If there is a delay due to self-organization, select the full operation mode, and run at a speed that does not conflict with the ATC speed limit as shown in FIG. . Delays that cannot be recovered even when traveling at the maximum speed (exceeding the maximum speed) should be recovered in the next traveling section.
他編成（先行列車）でも遅延が生じている場合、調整運転モードを選択し、図６Ｂのように当該駅間で例えば１分だけ（任意の時間）遅延回復を図り、回復しきれない遅延は、次走行区間で回復を図るように、少しずつ遅延を回復させる。なお、通常運転時は、運転モードは基準運転モードが選択され、図６Ｃのように基準運転時分で走行し、列車５はダイヤ通りに運行する。 If there is a delay in other trains (preceding train), select the adjustment operation mode, and try to recover the delay between the stations as shown in Fig. 6B for only 1 minute (arbitrary time). In order to recover in the next driving section, the delay is recovered little by little. During normal operation, the reference operation mode is selected as the operation mode, and the vehicle travels in the standard operation time as shown in FIG. 6C, and the train 5 operates according to the schedule.
（効果）
以上の第２実施形態によれば、平坦区間の運転計画において、最高速度より速い走行平均速度が要求される場合、運転士が運転モードを選択することで、最高速度で各駅間を走行して遅延回復を図るか、各駅間で少しずつ（１分または任意時間）遅延回復させていくか、遅延回復パターンを選ぶことができる。
(effect)
According to the second embodiment described above, when a driving average speed higher than the maximum speed is required in the driving plan of the flat section, the driver selects the driving mode to drive between the stations at the maximum speed. The delay recovery pattern can be selected, or delay recovery can be performed little by little (1 minute or arbitrary time) between stations, or a delay recovery pattern can be selected.
（第３の実施形態）
第３の実施形態について図７を参照し、詳細に説明する。第３の実施形態の運転計画作成装置を搭載した列車のシステムは、図１に示す第１の実施形態のシステムと同様であるため割愛する。図７は、ＷａｙＰｏｉｎｔで平坦区間の運転計画を再計算したときの計算例５である。ＷａｙＰｏｉｎｔを検知したとき、検知時の実走行時分と通過予定時刻（運転計画した計画走行時分）とを比較し、誤差が生じていれば、全区間運転時分が基準運転時分となるように以後の平坦区間走行平均速度を補正する。ＡＴＣ抵触時は、ＡＴＣのブレーキ処理後に平坦区間の走行平均速度を調整し、全区間走行時分を基準運転時分に補正する。尚、駅の出発時刻に例えば遅延が生じていた場合、通過予定時刻は前記遅延に対応して調節され、ダイヤ通りに次駅に到着するように、平坦区間走行平均速度が補正される。
(Third embodiment)
The third embodiment will be described in detail with reference to FIG. The train system equipped with the operation plan creation device of the third embodiment is the same as the system of the first embodiment shown in FIG. FIG. 7 is a calculation example 5 when the operation plan in the flat section is recalculated at WayPoint. When WayPoint is detected, the actual running time at the time of detection is compared with the scheduled passage time (planned running time planned for operation), and if there is an error, the operating time for all sections becomes the reference operating time. In this way, the subsequent flat section traveling average speed is corrected. At the time of ATC collision, the running average speed in the flat section is adjusted after the ATC braking process, and the running time for all sections is corrected to the reference running time. For example, if there is a delay in the departure time of the station, the scheduled passage time is adjusted in accordance with the delay, and the flat section traveling average speed is corrected so as to arrive at the next station on the schedule.
（効果）
以上の第３実施形態によれば、ＷａｙＰｏｉｎｔで平坦区間の走行平均速度を補正することで、演算量を大幅に低減できることが可能となる。
(effect)
According to the third embodiment described above, it is possible to significantly reduce the amount of calculation by correcting the running average speed in the flat section with WayPoint.
上記で説明された全ての実施形態は、例として提示したものであり、発明の範囲を限定するものではない。そのため、その他の様々な形態で実施されることが可能であり、発明の要旨を逸脱しない範囲で、種々の省略、置き換え、変更を行うことができる。これら実施形態やその変形は、特許請求の範囲に記載された発明とその均等の範囲に含まれる。 All the embodiments described above are presented by way of example and do not limit the scope of the invention. Therefore, the present invention can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the spirit of the invention. These embodiments and modifications thereof are included in the scope of the invention described in the claims and equivalents thereof.
Claims (3)
前記基準運転時分で次駅に到着するための運転計画における平坦区間の走行平均速度を、運行状況に応じて補正し、平坦区間の運転計画を計算する第１の計算手段と、
前記補正した平坦区間の走行平均速度を用いて、加速及び減速区間の運転計画を計算する第２の計算手段と、
前記第１及び第２の計算手段より計算される平坦区間走行時分と加減速区間走行時分とを加算して、全区間走行時分を算出する手段と、
前記全区間走行時分に基づく次駅予想到着時刻と、前記算出手段にて算出された到着時刻との誤差が、所定範囲内であれば、出発時における運転計画を確定する第１の計画手段と、
走行時に通過時分誤差を検知するＷａｙＰｏｉｎｔで、出発時から当該ＷａｙＰｏｉｎｔまでの実走行時分と当該ＷａｙＰｏｉｎｔ通過予定時刻との間に、所定値以上の時分誤差が生じていたら、以降の平坦区間の走行平均速度を補正し、運転計画を再計算する第２の計画手段と、
を備えることを特徴とする運転計画作成装置。 A calculating means for calculating the arrival time of the arrival station based on the standard driving time;
A first calculating means for correcting the driving average speed of the flat section in the operation plan for arriving at the next station at the reference operation time according to the operation state, and calculating the operation plan of the flat section;
Second calculating means for calculating an operation plan for an acceleration and deceleration section using the corrected average traveling speed of the flat section;
Means for adding the flat section traveling time calculated by the first and second calculating means and the acceleration / deceleration section traveling time to calculate the entire section traveling time;
First planning means for determining an operation plan at the time of departure if an error between the predicted arrival time of the next station based on the travel time for all sections and the arrival time calculated by the calculation means is within a predetermined range. When,
If a WayPoint that detects a passing time error during driving has a predetermined time or more error between the actual driving time from the departure time to the WayPoint and the scheduled waypoint passing time, a subsequent flat section A second planning means for correcting the driving average speed and recalculating the driving plan;
An operation plan creation device comprising:
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| JPS5640915A (en) * | 1979-09-13 | 1981-04-17 | Japanese National Railways<Jnr> | Running drive control unit for track confirming vehicle |
| JPH0479705A (en) * | 1990-07-18 | 1992-03-13 | Hitachi Ltd | Preparation of train operating system |
| JPH0515013A (en) * | 1991-07-02 | 1993-01-22 | Central Japan Railway Co | Method and apparatus for controlling traveling of train |
| JPH06153327A (en) * | 1992-11-10 | 1994-05-31 | Toshiba Corp | Automatic train operating system |
| JPH07327302A (en) * | 1994-05-30 | 1995-12-12 | Toshiba Corp | Automatic train operation system |
| JP4011864B2 (en) * | 2001-06-15 | 2007-11-21 | 三菱電機株式会社 | Train operation curve creation method |
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