JP6289187B2 - Train operation control system, on-board device, and train operation control method - Google Patents

Description

  The present invention relates to a train operation control system, an on-board device, and a train operation control method.

  Conventionally, if the train speed deviates from the target run curve while the train is running, or if the train schedule is changed (the planned next station arrival time is changed), the current train position with respect to the running train -There is a technology that re-optimizes the energy-saving target run curve based on the speed.

Japanese Patent No. 3919553

  However, according to the above-described conventional technique, the target run curve optimization process takes time, and when the place where the optimization is performed is on the ground, a communication delay occurs between ground vehicles. Therefore, when the train travels during these delay times, there is a problem that the target run curve and the position / speed of the train at that time already deviate when the target run curve regeneration is completed. If there is a divergence, there is a problem that it is necessary to re-create the target run curve, and if unnecessary acceleration / deceleration occurs in order to follow the shifted target run curve, the ride comfort and power consumption deteriorate. .

  The present invention has been made in view of the above, and is to obtain a train operation control system, an on-board device, and a train operation control method capable of avoiding a deviation in train position and speed with respect to a re-created run curve. Objective.

  In order to solve the above-described problems and achieve the object, the present invention provides a train travel prediction unit for predicting the position / speed of the own train after a set time has elapsed since the present time. An automatic operation unit that performs automatic operation of the own train based on a given run curve, and the ground device uses the predicted position / speed information of the train after the set time elapses, and the set time elapses. A run curve generation unit that generates a run curve from a later time is provided.

  According to this invention, there is an effect that it is possible to avoid a difference in train position and speed with respect to a re-created run curve.

FIG. 1 is a diagram illustrating a configuration example of a train operation control system according to the first embodiment. FIG. 2 is a diagram showing a state where an energy saving run curve is regenerated by a conventional method. FIG. 3 is a diagram showing a state where the energy saving run curve is regenerated by the method according to the first embodiment. FIG. 4 is a flowchart illustrating the train operation control method according to the first embodiment. FIG. 5 is a diagram illustrating a method of predicting the position / speed of the own train after n seconds in the second embodiment. FIG. 6 is a diagram illustrating a method of predicting the position / speed of the own train after n seconds in the third embodiment. FIG. 7 is a diagram illustrating a method of predicting the position / speed of the own train after n seconds in the fourth embodiment. FIG. 8 is a diagram illustrating a method of predicting the position / speed of the own train after n seconds in the fifth embodiment. FIG. 9 is a diagram illustrating a configuration example of a train operation control system according to the sixth embodiment. FIG. 10 is a diagram illustrating a configuration example of the on-vehicle apparatus according to the seventh embodiment. FIG. 11 is a diagram illustrating a configuration example of the on-vehicle apparatus according to the eighth embodiment.

  Hereinafter, embodiments of a train operation control system, an on-board device, and a train operation control method according to the present invention will be described in detail with reference to the drawings. Note that the present invention is not limited to the embodiments.

Embodiment 1 FIG.
FIG. 1 is a diagram illustrating a configuration example of a train operation control system 1 according to the present embodiment. The train operation control system 1 includes an on-board device 10 mounted on a train and a ground device 20 installed on the ground. In the train operation control system 1, the on-board device 10 predicts the position and speed of the own train after n seconds when the current running state of the train deviates from a target run curve having an energy saving effect (energy saving run curve). The ground device 20 is requested to regenerate the energy-saving run curve from the position / speed of the own train after the set time has elapsed (for example, after n seconds). The ground device 20 regenerates the energy saving run curve from the position and speed after n seconds of the train.

  The onboard device 10 includes a train travel prediction unit 11, an onboard communication processing unit 12, a train automatic operation unit 13, and a vehicle route information storage unit 14.

  The train traveling prediction unit 11 determines the position / speed of the own train after n seconds based on the information such as the position / speed / time of the own train and the vehicle performance and route data acquired from the vehicle route information storage unit 14. And the predicted position / speed of the train after n seconds and the time information after n seconds are output to the on-board communication processing unit 12 and the train automatic operation unit 13.

  The on-vehicle communication processing unit 12 outputs to the ground device 20 information on the position and speed of the own train after n seconds predicted by the train travel prediction unit 11 and the time after n seconds. Further, the on-vehicle communication processing unit 12 outputs the information on the energy saving run curve acquired from the ground device 20 to the train automatic operation unit 13.

  The train automatic operation unit 13 includes information such as the position / speed / time of the own train, vehicle performance and route data information acquired from the vehicle route information storage unit 14, and the ground device 20 acquired from the on-vehicle communication processing unit 12. Based on the information on the energy-saving run curve regenerated in step 1, the train is operated automatically. Further, in the train automatic operation unit 13, information such as the position / speed / time of the own train, vehicle performance and route data information acquired from the vehicle route information storage unit 14, and n seconds predicted by the train travel prediction unit 11 Based on the position and speed of the following own train, the train is automatically operated so that the train reaches the predicted position and speed after n seconds.

  The vehicle route information storage unit 14 is a storage unit that stores vehicle performance such as acceleration / deceleration performance, running resistance, and vehicle weight of the own train, and route data such as station position, speed limit, and gradient on the route. In addition, although vehicle performance and route data are stored in one storage unit, this is an example, and each may be stored in different storage units.

  The ground device 20 includes a ground communication processing unit 21, a run curve generation unit 22, a vehicle route information storage unit 23, and a plan diagram storage unit 24.

  The ground communication processing unit 21 acquires information on the predicted position and speed of the train after n seconds and the time after n seconds from the on-board device 10, and outputs the information to the run curve generation unit 22. The ground communication processing unit 21 outputs information on the energy saving run curve regenerated by the run curve generation unit 22 to the on-board device 10.

  The run curve generation unit 22 includes the predicted train position / speed after n seconds acquired from the ground communication processing unit 21, time information after n seconds, vehicle performance and route data acquired from the vehicle route information storage unit 23. Based on the information and the information of the next station planned arrival time acquired from the planned diagram storage unit 24, the energy saving run curve from the time after n seconds is regenerated. The method for regenerating the energy saving run curve is not particularly limited, and may be the same as the conventional method (for example, according to the method described in International Publication No. 2013/0579969).

  The vehicle route information storage unit 23 is a storage unit that stores vehicle performance such as acceleration / deceleration performance, running resistance, and vehicle weight of each train, and route data such as station position, speed limit, and gradient on the route. In addition, although vehicle performance and route data are stored in one storage unit, this is an example, and each may be stored in different storage units.

  The plan diagram storage unit 24 is a storage unit that stores a plan diagram of the target route of the energy saving run curve and stores a next station planned arrival time.

  Here, conventional problems and effects obtained in this embodiment will be briefly described with reference to the drawings.

  FIG. 2 is a diagram showing a state where an energy saving run curve is regenerated by a conventional method. Conventionally, since the energy-saving run curve is regenerated based on the train position and speed at the current time (optimization start time), the contact point between the regenerated energy-saving run curve and the running record (existing run curve) is the current time Become. In this case, if it takes n seconds to regenerate the energy-saving run curve as an optimization process, the train will run for n seconds, so the train position and speed after n seconds and the regenerated energy-saving run There may be a deviation from the curve (a in the figure).

  FIG. 3 is a diagram showing a state where the energy saving run curve is regenerated by the method according to the present embodiment. In the present embodiment, the on-board device 10 predicts the position and speed of the train after the elapse of n seconds necessary for the regeneration process of the energy saving run curve as the optimization process from the current time (optimization start time). (A in the figure), the vehicle travels to reach the predicted position / speed after n seconds (b in the figure). The ground device 20 regenerates the energy-saving run curve based on the predicted train position / speed after n seconds (c in the figure). Thereby, the shift | offset | difference between the position and speed of the train after n second and the regenerated energy saving run curve can be avoided.

  Next, a train operation control method for predicting the position / speed of the own train after n seconds in the train operation control system 1 and regenerating the energy saving run curve from the time after n seconds will be described. FIG. 4 is a flowchart showing the train operation control method of the present embodiment.

  First, in the on-board device 10, train information (position / speed of the own train, current time), vehicle performance, route data as information necessary for the train travel prediction unit 11 to predict the position / speed of the own train. Get information about. Next, the train travel prediction unit 11 sets n seconds as the time necessary for regenerating the energy saving run curve, and predicts the position / speed of the own train after n seconds (step S1). The train travel prediction unit 11 outputs the predicted position / speed information of the train after n seconds to the ground device 20 via the on-board communication processing unit 12.

  The setting method for n seconds is performed in consideration of the regeneration time of the energy-saving run curve in the run curve generation unit 22 and the communication delay time between the on-board device 10 and the ground device 20. For example, although n = 5 (5 seconds) can be set, the present invention is not limited to this.

  Further, in the on-board device 10, the train automatic operation unit 13 is connected to the position / speed of the own train after n seconds predicted by the train travel prediction unit 11. Automatic operation is performed (step S2).

  In parallel with the process of step S2 in the on-board device 10, in the ground device 20, the run curve generation unit 22 uses the on-board device 10 via the ground communication processing unit 21 as information necessary for regeneration of the energy saving run curve. The information on the train position / speed predicted after n seconds is obtained, and the vehicle performance and route data are obtained from the vehicle route information storage unit 23, and the next station planned arrival time information is obtained from the plan diagram storage unit 24. To do. Next, the run curve generation unit 22 regenerates an energy saving run curve from the predicted train position and speed after n seconds to the next station (step S3). The run curve generation unit 22 outputs information on the regenerated energy saving run curve to the on-board device 10 via the ground communication processing unit 21.

  In the on-board device 10, the automatic train driving unit 13 acquires information on the energy-saving run curve regenerated by the ground device 20 via the on-board communication processing unit 12, and controls automatic train driving according to the acquired energy-saving run curve. (Step S4). Specifically, the train automatic operation unit 13 outputs notch information based on the information on the energy saving run curve.

  In addition, since the train automatic operation part 13 should just be able to control train automatic operation, the information of an energy-saving run curve is not the information of the curve shape itself of the graph shown in FIG. 3, but the parameter which can reproduce the curve shape. It may be information. In this case, the run curve generation unit 22 regenerates and outputs parameter information.

  In addition, the timing for predicting the position / speed of the own train after n seconds in the train travel prediction unit 11, that is, the timing at which regeneration of the energy saving run curve is required is the existing energy saving setting currently set for the own train. There is a method in which a predetermined deviation (deviation) occurs between the run curve and the position / speed of the current time, but this is an example, and the present invention is not limited to this. For example, the train travel prediction unit 11 may periodically predict the position / speed of the own train after n seconds and start the regeneration process of the energy saving run curve.

  Further, the train travel prediction unit 11 can also acquire information on the boarding rate of the own train and predict the position / speed of the own train after n seconds. Since the train running characteristics of acceleration, deceleration, and coasting differ depending on the total weight of the train, a more accurate run curve can be generated by transmitting the current weight of the train including passengers to the run curve generation unit 22.

  Moreover, in the run curve production | generation part 22, when a timetable is changed by diamond disturbance etc., the timetable information after a change is acquired from the operation management system which is not shown in figure. Thereby, even when the next station arrival time is changed, the run curve generation unit 22 can regenerate an energy saving run curve suitable for the actual operation state.

  Moreover, the train needs to complete deceleration by the start end of a speed limit with respect to the general speed limit shown in the figure of an energy-saving run curve, such as FIG. However, on routes that use multi-stage ATC (Automatic Train Control) as the signal system, the speed limit for the section where the train is currently present is given as the current speed via the rail, and the speed is reduced after obtaining the current speed information. You may start. For this reason, even when the display speed is temporarily exceeded, it is allowed.

  In addition, the energy-saving run curves such as Figs. 2 and 3 show traveling between stations, but the target stop position includes not only the stop position at the destination station but also the safety stop position given by the signal system. Shall be.

  As described above, according to the present embodiment, in the train operation control system 1, in the on-board device 10, the train travel prediction unit 11 predicts the position / speed of the own train after n seconds, and train automatic The operation unit 13 performs automatic operation of the train for the own train to reach the predicted position / speed after n seconds. In the ground device 20, the run curve generation unit 22 regenerates an energy saving run curve from the predicted train position after n seconds to the next station. In the on-board device 10, the train automatic operation unit 13 controls the train automatic operation according to the regenerated energy saving run curve. As a result, assuming the time (n seconds) required for the regeneration of the energy saving run curve and the communication delay time between the on-board device 10 and the ground device 20 in advance, the position / speed after n seconds from the current position / speed A run curve can be created as a base point, and in order to perform automatic operation of the train to reach the position and speed after n seconds, avoid the deviation of the train position and speed from the energy-saving run curve to be recreated. Can do.

Embodiment 2. FIG.
In the present embodiment, as a method for the train travel prediction unit 11 to predict the position / speed of the own train after n seconds, the currently input notch and travel mode (coasting, constant speed) are set to the speed limit (or ATC). (Presentation speed) and a prediction method assuming that the target stop position is maintained for n seconds within a range that can be protected will be described.

  FIG. 5 is a diagram illustrating a method for predicting the position / speed of the own train after n seconds in the train travel prediction unit 11 according to the present embodiment. For example, FIG. 5A shows a state where the train continues the speed at the current time for n seconds. Since the current time and constant speed, the constant speed is kept. FIG. 5B shows a state where the train continues the acceleration at the current time for n seconds. Acceleration keeps for acceleration driving now. FIG. 5C shows a state in which the train continues acceleration at the current time but changes its speed to a constant speed before the speed limit. Although the acceleration speed is kept for the current acceleration, if the speed limit is likely to be exceeded, the speed will be constant thereafter. FIG. 5D shows a state where the train continues at the current time speed but decelerates before the speed limit. The speed is kept constant because the current time is the same speed, but if the speed limit is likely to be exceeded, the brake is decelerated.

  Thereby, the train travel prediction unit 11 can predict the position / speed of the own train after n seconds with a simple calculation.

Embodiment 3 FIG.
In the present embodiment, it is assumed that the train traveling prediction unit 11 performs traveling for returning to the existing energy saving run curve set at the present time as a method for predicting the position / speed of the own train after n seconds. The prediction method will be described.

  FIG. 6 is a diagram illustrating a method of predicting the position / speed of the own train after n seconds in the train travel prediction unit 11 according to the present embodiment. For example, FIG. 6A shows a state where the vehicle is accelerating because it is traveling at a lower speed than the existing energy saving run curve. After returning to the existing energy saving run curve, follow the existing energy saving run curve. FIG. 6B shows a state where the vehicle is accelerating because it is traveling at a lower speed than the existing energy saving run curve. However, it is not necessary to return to the existing energy saving run curve after n seconds. If it is forced to return to the existing run curve after n seconds, it will become full power (full brake, full acceleration), which may lead to deterioration of ride comfort and power consumption. Therefore, it is possible to return slowly without trying to forcefully return. FIG. 6C shows a state where the vehicle decelerates because it is traveling at a higher speed than the existing energy saving run curve. Similar to FIG. 6B, it is not necessary to return to the existing energy saving run curve at the time point after n seconds.

  In the present embodiment, an existing energy saving run curve is stored in the on-board device 10 and used as an input to the train travel prediction unit 11. As a configuration for storing an existing energy saving run curve, a storage unit for an existing energy saving run curve may be added to the on-board device 10, or a storage unit for an energy saving run curve is provided in the train traveling prediction unit 11. May be.

  Thereby, the train travel prediction unit 11 can predict the position / speed of the own train after n seconds by a simple calculation as in the second embodiment.

Embodiment 4 FIG.
In the present embodiment, the train travel prediction unit 11 predicts the position / speed of the own train after n seconds, regardless of the current travel state and the existing energy saving run curve. A method for predicting on the assumption that the vehicle will travel will be described.

  FIG. 7 is a diagram illustrating a method for predicting the position / speed of the own train after n seconds in the train travel prediction unit 11 according to the present embodiment. For example, FIG. 7A shows a state where the train travels coasting from the speed of the current time. Decelerates from the current time and keeps coasting. FIG. 7B shows a state where the train continues the speed at the current time for n seconds. Even if the vehicle is currently accelerating, it is kept at a constant speed. FIG. 7C shows a state in which the train continues at the current time speed but decelerates before the speed limit. Even when the constant speed is maintained in FIG. 7B, if the speed limit is likely to be exceeded, the brake is decelerated by the brake. The same applies to the coasting keep in FIG.

  Thereby, the train travel prediction unit 11 can predict the position / speed of the own train after n seconds by a simple calculation as in the second and third embodiments.

Embodiment 5. FIG.
In the present embodiment, as a method for the train travel prediction unit 11 to predict the position / speed of the own train after n seconds, the current train position / speed, the speed limit information of the point and the front (arriving station side), A description will be given of a prediction method assuming that the vehicle travels by determining an appropriate travel method locally, regardless of the existing energy saving run curve, depending on the gradient information and the distance to the arrival station.

  FIG. 8 is a diagram illustrating a method of predicting the position / speed of the own train after n seconds in the train travel prediction unit 11 according to the present embodiment. For example, FIG. 8 (a) shows a state in which the speed at the current time is continued for n seconds because the train is currently traveling along the speed limit. Keep the speed limit and run at a constant speed. FIG. 8B shows a state where acceleration is continued because the train is currently sufficiently slower than the speed limit. Acceleration keeps for acceleration driving now. In FIG. 8C, although the train is currently slower than the speed limit, there is a section with a lower speed limit ahead (arriving station side), so that the train moves to coasting. Although the vehicle is currently accelerating, coasting is selected in consideration of the low speed limit section. In FIG. 8 (d), the train is currently slower than the speed limit, but shifts to coasting because it is close to the arrival station. Although it is currently accelerating, it selects coasting in consideration of the distance to the arrival station.

  Thereby, the train traveling prediction unit 11 can predict the position / speed of the own train after n seconds by a simple calculation as in the second to fourth embodiments.

Embodiment 6 FIG.
In the first embodiment, in the on-board device 10, the train automatic operation unit 13 controls the train automatic operation based on the energy-saving run curve regenerated by the ground device 20, but instead, Based on the energy-saving run curve regenerated by the ground device 20, the driver may be instructed with assistance information.

  FIG. 9 is a diagram illustrating a configuration example of the train operation control system 1a according to the present embodiment. The train operation control system 1 a includes an on-board device 10 a and a ground device 20. The on-board device 10a provides information for driving support to the driver according to the energy saving run curve acquired from the ground device 20.

  The on-board device 10 a includes a train travel prediction unit 11, an on-board communication processing unit 12, a driving support information instruction unit 15, and a vehicle route information storage unit 14. The driving support information instructing unit 15 is based on information such as the position / speed / time of the own train and information on the energy saving run curve regenerated by the ground device 20 acquired from the on-board communication processing unit 12. Is instructed to support the travel based on the energy saving run curve. Further, the driving support information instruction unit 15 provides the driver with information such as the position / speed / time of the own train and the position / speed of the own train after n seconds predicted by the train travel prediction unit 11. Thus, information for supporting traveling for the host train to reach the predicted position / speed of the host train after n seconds is instructed. Note that the method of instructing information to the driver in the driving support information instruction unit 15 includes a method of displaying on a screen and a method of guiding by voice, but is not limited thereto.

  As the driving support information instruction unit 15, an existing driver's cab may be used, or a dedicated device (screen, speaker) may be provided separately. Moreover, when setting it as an exclusive apparatus, you may include the structure of the train traveling prediction part 11, the on-vehicle communication process part 12, etc. inside this exclusive apparatus.

  In addition, the method for predicting the position / speed after n seconds of the own train in the train travel prediction unit 11 and the method for regenerating the energy saving run curve in the run curve generation unit 22 are the same as described above.

  As described above, according to the present embodiment, in the train operation control system 1a, in the on-board device 10a, the driving support information instructing unit 15 gives the driver his own train after n seconds predicted. Information for supporting traveling for the host train to reach the position / speed of the vehicle is also provided, and traveling based on the energy saving run curve is supported based on the information on the energy saving run curve regenerated by the ground device 20. Direct information. Even in this case, the same effect as in the first embodiment can be obtained by driving according to the information instructed by the driver.

Embodiment 7 FIG.
In the first and sixth embodiments, the method of regenerating the energy saving run curve by the ground device 20 has been described. In the present embodiment, a method for regenerating an energy saving run curve on the on-board device side will be described.

  FIG. 10 is a diagram illustrating a configuration example of the on-board device 10b according to the present embodiment. The on-board device 10b includes a train travel prediction unit 11, a train automatic operation unit 13, a vehicle route information storage unit 14, a diagram information acquisition unit 16, and a run curve generation unit 17.

  The diamond information acquisition unit 16 acquires information on the next station arrival scheduled time and outputs the information to the run curve generation unit 17. The diamond information acquisition unit 16 may store the next station arrival scheduled time information in a storage unit in the on-board device 10b (not shown), or may acquire the information from another information device in the train, You may acquire from the ground side via the communication processing part which is not illustrated.

  The run curve generation unit 17 is the position / speed of the own train after n seconds predicted by the train travel prediction unit 11, the time information after n seconds, the vehicle performance and route data information acquired from the vehicle route information storage unit 14. Based on the next station arrival scheduled time information acquired from the diamond information acquisition unit 16, the energy saving run curve from the time after n seconds is regenerated. In addition, about the regeneration method of an energy-saving run curve, the method similar to the run curve production | generation part 22 may be sufficient.

  Thus, by regenerating the energy saving run curve in the on-board device 10b, the delay time due to communication with the ground device side can be eliminated. However, the processing speed of the device on the on-board device 10b side tends to be slower than the device on the ground device side. Therefore, as a setting method of n seconds, it is only necessary to consider only the regeneration time of the energy saving run curve in the run curve generation unit 17. In this case, the value of n may be different from that in the first embodiment.

  As described above, according to the present embodiment, the energy-saving run curve is regenerated in the on-board device 10b. Thereby, the effect similar to Embodiment 1 can be acquired only by the onboard apparatus 10b, without changing the ground apparatus side.

Embodiment 8 FIG.
In the present embodiment, when the energy saving run curve is regenerated on the on-board side, the driver is instructed with assistance information based on the regenerated energy saving run curve as in the sixth embodiment. .

  FIG. 11 is a diagram illustrating a configuration example of the on-board device 10c of the present embodiment. The on-board device 10 c includes a train travel prediction unit 11, a driving support information instruction unit 15, a vehicle route information storage unit 14, a diagram information acquisition unit 16, and a run curve generation unit 17. The operation of each component is as described above.

  As described above, according to the present embodiment, when the energy saving run curve is regenerated in the on-board device 10c, the driving support information instruction unit 15 regenerates the energy saving run generated by the run curve generating unit 17. Based on the curve information, the driver is instructed to support the driving based on the energy saving run curve. Thereby, the effect similar to Embodiment 6 can be acquired only by the on-board apparatus 10c, without changing the ground apparatus side.

  As described above, the train operation control system, the on-board device, and the train operation control method according to the present invention are useful for train operation control, and are particularly suitable when a run curve is used.

  1, 1a Train operation control system 10, 10a, 10b, 10c On-board device, 11 Train travel prediction unit, 12 On-board communication processing unit, 13 Train automatic operation unit, 14 Vehicle route information storage unit, 15 Driving support information instruction Unit, 16 diagram information acquisition unit, 17 run curve generation unit, 20 ground device, 21 ground communication processing unit, 22 run curve generation unit, 23 vehicle route information storage unit, 24 plan diagram storage unit.

Claims (26)

On-board equipment mounted on the train
A train travel prediction unit that predicts the position and speed of the train after a set time has elapsed since the present time,
An automatic operation unit that automatically operates the train based on a given run curve;
With
Ground equipment
A run curve generation unit that generates a run curve from the time after the set time has elapsed, using information on the predicted position / speed of the train after the set time has elapsed,
A train operation control system comprising: The automatic driving unit automatically drives the train to reach the predicted position / speed of the own train after the set time has elapsed,
The train operation control system according to claim 1. On-board equipment mounted on the train
Instructing information for supporting the running of the train by using the information of the run curve,
The train operation control system according to claim 1. When the deviation between the current position / speed of the current train and the position / speed in the existing run curve currently set exceeds the specified deviation amount, the train traveling prediction unit Predicting the position and speed of your train,
The train operation control system according to any one of claims 1 to 3, wherein: The train travel prediction unit periodically predicts the position / speed of the train after the set time has elapsed,
The train operation control system according to any one of claims 1 to 3, wherein: The train traveling prediction unit predicts the position / speed of the own train after the set time has elapsed by continuing the current traveling state of the own train,
The train operation control system according to any one of claims 1 to 5, wherein: The train travel prediction unit predicts the position / speed of the train after the set time has elapsed by performing travel to return to the existing run curve currently set for the train.
The train operation control system according to any one of claims 1 to 5, wherein: The train travel prediction unit predicts the position / speed of the own train after the set time has elapsed by traveling in the set fixed mode,
The train operation control system according to any one of claims 1 to 5, wherein: The train travel prediction unit determines the travel method according to the current position / speed of the own train, speed limit information, gradient information, and the distance to the destination station, and travels after the set time has elapsed. Predict train position and speed,
The train operation control system according to any one of claims 1 to 5, wherein: A train travel prediction unit that predicts the position and speed of the train after a set time has elapsed since the present time,
An automatic operation unit that automatically operates the train based on a given run curve;
A run curve generation unit that generates a run curve from the time after the set time has elapsed , using information on the predicted position / speed of the train after the set time has elapsed ,
An on-vehicle device comprising: The automatic driving unit automatically drives the train to reach the predicted position / speed of the own train after the set time has elapsed,
The on-vehicle device according to claim 10. A train travel prediction unit that predicts the position and speed of the train after a set time has elapsed since the present time,
A run curve generation unit that generates a run curve from the time after the set time has elapsed, using information on the predicted position and speed of the train after the set time has elapsed,
Instructing the information to support the traveling of the own train using the predicted position / speed information of the own train after the set time elapses, and the information supporting the traveling of the own train using the information of the run curve A driving support information instruction section for instructing;
An on-vehicle device comprising: When the deviation between the current position / speed of the current train and the position / speed in the existing run curve currently set exceeds the specified deviation amount, the train traveling prediction unit Predicting the position and speed of your train,
The on-vehicle device according to any one of claims 10 to 12, characterized in that: The train travel prediction unit periodically predicts the position / speed of the train after the set time has elapsed,
The on-vehicle device according to any one of claims 10 to 12, characterized in that: The train traveling prediction unit predicts the position / speed of the own train after the set time has elapsed by continuing the current traveling state of the own train,
The on-vehicle device according to any one of claims 10 to 14, wherein The train travel prediction unit predicts the position / speed of the train after the set time has elapsed by performing travel to return to the existing run curve currently set for the train.
The on-vehicle device according to any one of claims 10 to 14, wherein The train travel prediction unit predicts the position / speed of the own train after the set time has elapsed by traveling in the set fixed mode,
The on-vehicle device according to any one of claims 10 to 14, wherein The train travel prediction unit determines the travel method according to the current position / speed of the own train, speed limit information, gradient information, and the distance to the destination station, and travels after the set time has elapsed. Predict train position and speed,
The on-vehicle device according to any one of claims 10 to 14, wherein A prediction step in which the train traveling prediction unit predicts the position / speed of the train after a set time has elapsed from the present time;
A first automatic operation step in which the train automatic operation unit performs automatic operation of the train using the predicted position / speed information of the train after the set time has elapsed;
A run curve generation step, wherein the run curve generation unit generates a run curve from the time after the set time elapses, using the predicted information on the position / speed of the train after the set time elapses,
A second automatic operation step in which the train automatic operation unit performs automatic operation of the train using the information of the run curve;
The train operation control method characterized by including. A prediction step in which the train traveling prediction unit predicts the position / speed of the train after a set time has elapsed from the present time;
A first driving support information instruction step for instructing information for supporting the traveling of the train using the predicted position / speed information of the train after the set time elapses;
A run curve generation step, wherein the run curve generation unit generates a run curve from the time after the set time elapses, using the predicted information on the position / speed of the train after the set time elapses,
A second driving support information instruction step for instructing information for supporting the traveling of the train using the information of the run curve;
The train operation control method characterized by including. In the prediction step, if the difference between the current train position / speed and the currently set position / speed in the existing run curve exceeds a specified deviation amount, the train position after the set time has elapsed.・ Predict speed,
The train operation control method according to claim 19 or 20, characterized in that: In the prediction step, the position / speed of the train after the set time elapses is periodically predicted.
The train operation control method according to claim 19 or 20, characterized in that: In the prediction step, the train position / speed after the set time elapses is predicted by continuing the running state of the current train.
The train operation control method according to any one of claims 19 to 22, characterized by: In the predicting step, predicting the train position / speed after the set time elapses by running to return to the existing run curve currently set for the train,
The train operation control method according to any one of claims 19 to 22, characterized by: In the prediction step, by predicting the position / speed of the train after the set time has elapsed by running in the set fixed mode,
The train operation control method according to any one of claims 19 to 22, characterized by: In the prediction step, according to the current train position / speed, speed limit information, gradient information, and distance to the destination station, the train position / Predict speed,
The train operation control method according to any one of claims 19 to 22, characterized by:

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