JP6619985B2 - Automatic train operation device and train operation support device - Google Patents

Description

  The present invention relates to an automatic train operation device or a train operation support device that performs train operation.

  One of the energy saving methods for railway operation is the use of an electric brake, which uses a drive motor as a generator and converts kinetic energy during deceleration into electric energy for reuse. In general, the brake force that cannot be covered by the electric brake is compensated by the air brake for the required brake force. On the other hand, the loss is reduced by avoiding the supplement of the air brake and braking only by the electric brake. There is an idea of an all-electric brake. The concept of all-electric brake is disclosed in Patent Document 1.

  The concept of all electric brakes will be outlined with reference to FIG. In general, the electric brake has a characteristic that the brake force that can be generated is reduced in the high speed range due to the nature of the motor, and the maximum brake force is represented by the symbol “K → D → in FIG. E → F → C ”. At this time, when a constant braking force is required regardless of the speed as represented by the symbol “L → D → A” in FIG. 2, it is surrounded by the symbol “K → D → L → K” in FIG. 2. The range covered is supplemented by air brakes rather than electric brakes and lost as heat. A brake system that avoids the loss due to such air brake supplementation is the all-electric brake, and for example, a brake force command “K → D → A” in FIG. 2 is used.

  In an automatic train operation device or train automatic stop control device that has been introduced due to overcrowding of train operation diagrams and maintenance of platform doors, etc., usually stop control is performed with a constant braking force with air brake supplement. Yes. Therefore, when all the electric brakes described above are employed, the deceleration during braking is reduced by the absence of air brake supplement in the high speed range.

  When the deceleration during braking becomes small, it is necessary to start deceleration from a position in front of the vehicle as compared with the case where stop control is performed with a constant braking force accompanied by air brake supplementation. As a result, the average speed between stations decreases, and the travel time between stations increases. As an example of the amount of time extension, Patent Document 1 describes 5 seconds (when the maximum speed is 100 km / h and the braking force reduction start speed is about 50 km / h). If the maximum speed rises, the amount of time extension may exceed 10 seconds. If all electric brakes are installed on a route that is scheduled for operation in 15-second increments, there will be an adverse effect on punctuality. there's a possibility that.

  Therefore, it is necessary to adjust the inter-station travel pattern in order to compensate for the extension of travel time due to a decrease in deceleration in the high speed range and to maintain punctuality. There are two types of adjustment methods: “cruising speed increase” and “brake force increase at low speeds”. The two types of travel pattern adjustment methods will be described with reference to FIGS. 3 and 2 showing examples of travel patterns between stations.

  An example of a running pattern based on a constant braking force with air brake supplement as a reference is represented by “a → b → c → d” in FIG. The braking force characteristic in the travel pattern is represented by the symbol “L → D → A” in FIG.

  An example of a driving pattern when using all electric brakes and using “increase in cruise speed” for adjustment to maintain punctuality is represented by “a → f → g → d” in FIG. The The braking force characteristic in the traveling pattern is represented by the symbol “K → D → A” in FIG. In the traveling pattern, the cruising speed is increased as compared to the reference traveling pattern (from the first cruising speed to the second cruising speed in FIG. 3). That is, the travel time extension accompanying the decrease in the deceleration in the high speed range is compensated by the reduction of the travel time in the constant speed travel section.

  An example of the driving pattern when “Increase in braking force at low speed” is used for adjustment to maintain punctuality under the use of all electric brakes is “a → b → k → d” as shown in FIG. expressed. The braking force characteristic in the travel pattern is represented by the symbol “K → E → B” in FIG. This braking force characteristic is obtained by increasing the braking force in the low speed range within the range of the total electric braking force that can be output as a motor (symbol “K → D → E → F → C” in FIG. 2). In this driving pattern, the deceleration at the low speed range can be shortened in a short time by increasing the deceleration at the low speed range as compared to the above standard driving pattern, which is accompanied by a decrease in the deceleration at the high speed range. Make up for the extra time.

  The above is the description of the two types of travel pattern adjustment methods.

JP 2009-296733 A JP-A-5-193502 JP 2008-5585 A

  In the adjustment of the conventional inter-station driving pattern, where the brake pattern was fixed, the cruise speed was the main degree of freedom. Patent Document 2 discloses a traveling pattern adjustment method in which the cruise speed is the main degree of freedom. Alternatively, Patent Document 3 discloses a method for selecting an appropriate one from a plurality of brake patterns according to the remaining travel time during travel without changing the cruise speed.

  On the other hand, when all electric brakes are employed, as described above, there are two kinds of degrees of freedom, that is, the cruise speed and the brake pattern, and the calculation load for running pattern adjustment increases. If the performance of the computing device mounted on the vehicle is not sufficient for the computation load of running pattern adjustment, the accuracy of running pattern adjustment must be reduced, limiting the energy saving effect of all electric brakes, and punctuality Will lead to damage.

  In order to solve the above problems, for example, the configuration described in the claims is adopted.

The present application includes a plurality of means for solving the above-mentioned problems. For example, the maximum braking force that sets the maximum braking force characteristic by all the electric brakes of the own train based on at least the load information of the own train. For stopping at the next station before the target arrival time using the maximum braking force by all electric brakes based on the characteristic setting means, the maximum brake force characteristic, and the target arrival time information of the next station A cruise speed setting means for setting a cruise speed to the next station, and a brake pattern determination means for determining a brake pattern between stations to the next station based on the information on the cruise speed, the cruise speed And an automatic train driving device characterized by automatically controlling the traveling speed of the train based on the brake pattern "or" at least the load information of the own train. The maximum braking force characteristic setting means for setting the maximum braking force characteristic by all electric brakes of the own train, the maximum braking force characteristic setting means, and the maximum braking force by all electric brakes based on each information of the maximum braking force characteristic and the target arrival time of the next station Between the station to the next station based on the cruise speed setting means for setting the cruise speed to the next station to stop at the next station before the target arrival time using force, and the information on the cruise speed It is obtained Bei brake pattern determining means for determining a brake pattern and driving operation teaching means for teaching the operator's driving operation for realizing a running pattern to the next station by the brake pattern and the cruising speed at A train operation support device characterized by the above. "

  It is possible to create a traveling pattern that can achieve both energy saving effect and punctuality by all electric brakes with low computational load.

It is a figure which shows the example of the whole structure of the automatic train operation apparatus of this invention. It is a figure explaining the example of the braking force characteristic of the electric brake by a motor. It is a figure which compares the traveling pattern between stations on the assumption that air brake is included, and the traveling pattern between stations using all electric brakes. It is a figure which shows the structural example of the cruise speed setting means in the automatic train operation apparatus of this invention. It is a flowchart which shows the process example of the travel pattern plan means in the automatic train driving device of this invention. It is a figure which shows the structural example of the arrival time observance permission determination means in the automatic train driving device of this invention. It is a figure which shows the example of the whole structure of the train driving assistance apparatus of this invention. It is an example of the screen output of the teaching content preparation means in the train operation assistance apparatus of this invention. It is another example of the screen output of the teaching content preparation means in the train operation assistance apparatus of this invention. It is another example of the screen output of the teaching content preparation means in the train operation assistance apparatus of this invention.

Each embodiment will be described in detail with reference to FIGS.

  In this example, based on the maximum total electric brake force characteristics that can be output, set the cruise speed between stations before departure, and then, based on the set cruise speed before the start of stop control, An example of an automatic train driving device that determines a brake pattern will be described.

  First, with reference to FIG. 1, the structure of the automatic train operation apparatus 101 of this invention is demonstrated. The automatic train driving device 101 includes a travel pattern planning unit 102 that plans a travel pattern between stations, and a control command calculation unit that calculates a control command for causing the train to travel according to the travel pattern planned by the travel pattern planning unit 102. 103. An example of the travel pattern is a target travel speed according to the position. As shown in FIG. 1, this embodiment shows an example in which the automatic train driving device 101 is mounted on the vehicle. However, the traveling pattern planning means 102 is distributed on the ground, and the control command calculating means 103 is distributed on the vehicle. It is also possible to arrange.

  The travel pattern planning unit 102 includes a maximum total electric brake force characteristic setting unit 104, a cruise speed setting unit 105, and a brake pattern determination unit 106.

  The maximum total electric brake force characteristic setting means 104 receives the load information, the weather information, and the failure information of the main circuit of the driving device for driving the train. Set. This setting method will be described later. The braking force characteristic output from the maximum total electric braking force characteristic setting unit 104 is input to the cruise speed setting unit 105 and the brake pattern determination unit 106.

  The cruise speed setting means 105 includes a scheduled departure time at the current station of the own train, a target arrival time at the next station of the own train, an inter-station route condition to the next station, a vehicle condition of the own train, and the maximum all The maximum total electric brake force characteristic that is the output of the electric brake force characteristic setting means 104 is used as an input, and the cruise speed in the travel pattern to the next station is set. This setting method will be described later. Here, the inter-station route condition includes at least one of a distance between stations, a route gradient, curve information, and speed limit information. The vehicle condition includes at least acceleration characteristics of the vehicle. The cruise speed defines a target speed at a constant speed operation or an average speed of a section in which coasting and repowering are performed. The cruising speed output from the cruising speed setting means 105 is input to the control command calculation means 103 and the brake pattern determination means 106.

  The brake pattern determining means 106 receives the maximum total electric brake force characteristic, the cruise speed, the target arrival time, the inter-station route condition, and the vehicle condition, and inputs the distance between stations to the next station. The brake pattern in the travel stop control is determined. This determination method will be described later. Here, a method of expressing the brake pattern as a target speed corresponding to the position can be considered. The brake pattern output from the brake pattern determination unit 106 is input to the control command calculation unit 103.

  The control command calculation means 103 sets the cruising speed acquired from the cruising speed setting means 105 as a target speed for acceleration and constant speed running (or a target average speed for coasting repowering running), and the brake pattern determining means 106 The brake pattern acquired from is used as the target speed for stop control. Then, using the vehicle speed and the vehicle position of the own train acquired from the outside of the automatic train driving apparatus 101 as inputs, a control command is output to the braking / driving control apparatus so that the operation along these target speeds is performed.

  The above is the description of the configuration of the automatic train driving apparatus 101.

  Next, the internal configuration of the cruise speed setting means 105 will be described with reference to FIG. The cruise speed setting means 105 is composed of arrival time compliance determination means 401 and cruise speed determination means 402.

  The arrival time observability determination unit 401 receives the scheduled departure time, the target arrival time, the inter-station route condition, and the vehicle condition, and inputs the own train to the next station by the target arrival time. Determine if you can arrive. The cruising speed determining means 402 determines a cruising speed set as the cruising speed setting means 105 based on the determination result. Details of processing in the arrival time observability determination unit 401 and the cruise speed determination unit 402 will be described later.

  The above is the description of the internal configuration of the cruise speed setting means 105.

  Next, with reference to the flowchart of FIG. 5, the process performed inside the said travel pattern plan means 102 is demonstrated. In step 501, it is determined whether or not the own train is stopped at the station. If not stopped, the process is terminated.

  In step 502, the maximum total electric brake force characteristic setting means 104 acquires the corresponding load information of the own train, weather information, and failure information of the driving device. The response load is a value calculated from the pressure of the air spring for each vehicle. For example, there is a method of obtaining weather information from outside the train by wireless communication or the like, and at least information regarding the presence or absence of rain or snow is included. For example, there is a method of acquiring failure information of the drive device from a vehicle information control device.

  In step 503, the maximum total electric brake force characteristic setting means 104 sets the maximum total electric brake force characteristic of the own train using the information acquired in step 502. Here, the braking force characteristic is represented as a braking force corresponding to the speed, as exemplified by the symbol “K → D → E → F → C” in FIG. 2. The maximum total electric brake force characteristic of the entire train is the sum of the maximum total electric brake force characteristics of the motors mounted on each power truck. If there is a motor driven by the drive device that is determined to be out of order in the failure information of the drive device acquired in step 502, the maximum total electric brake force characteristic of the entire train is reduced by that motor.

  The maximum total electric braking force characteristics of each motor include a portion where the braking force in the low speed range is constant (symbol “C → F” in FIG. 2) and a portion where the braking force decreases as the speed increases (the symbol “ F → E → D → K ”). The value of the former constant braking force is determined by the applied load information and the weather information acquired in step 502 within a range equal to or less than the design maximum braking force determined as a design value in advance.

  Specifically, by multiplying the axle weight calculated from the applied load information by the adhesion coefficient determined from the weather information, the maximum braking force that each power bogie can output without causing sliding is estimated and calculated. The smaller value in the magnitude relationship between the value and the designed maximum braking force is adopted as the value of the constant braking force. Here, the adhesion coefficient is set smaller when there is rainy or snowy weather information than when it is not.

  In step 504, the arrival time observability determination unit 401 included in the cruise speed setting unit 105 acquires the target arrival time, the inter-station route condition, and the vehicle condition.

  In step 505, when the arrival time observability determination unit 401 travels between the next stations according to the predetermined first cruise speed and the maximum total electric brake force characteristics, the own train arrives at the target arrival time of the next station. Judge whether or not you can comply. The determination method will be described later. It is conceivable that the first cruise speed is set to a speed having a certain margin (for example, 5 km / h) below the speed limit between stations for each station.

  In step 506, based on the determination result in step 505, the cruise speed determining means 402 transitions to step 507a if compliance is possible, and transitions to step 507b if compliance is not possible.

  In step 507a, the cruise speed determination means 402 sets the first cruise speed as the cruise speed between the next stations. In step 507b, the cruise speed determining means 402 sets a second cruise speed higher than the first cruise speed as the cruise speed between the next stations. The second cruise speed may be set to a speed higher than the first cruise speed by a predetermined width (for example, 2 km / h) within the speed limit range between stations.

The first cruising speed and the second cruising speed are the target speeds of constant speed operation when carrying out constant speed operation, and in the driving method using coasting and repowering,
It corresponds to the average speed in the section traveling with the driving method.

  In step 508, the cruise speed between the stations is transmitted from the cruise speed setting means 105 to the control command calculation means 103, and the preparation for departure is completed.

  In step 509, the brake pattern determining unit 106 determines a brake pattern that can comply with the target arrival time at the next station when it is assumed that the vehicle travels at the cruise speed set by the cruise speed setting unit 105. The brake pattern determined here is preferably set within a range equal to or less than the brake force characteristic set by the maximum total electric brake force characteristic setting means 104, but the target arrival time of the next station is advanced after departure. When a stronger braking force is required as in the case where the air brake is applied, it is possible to set the brake pattern with supplementary air brake. As a method for selecting an appropriate one from a plurality of brake patterns according to the remaining running time, for example, a method disclosed in Patent Document 3 can be used.

  Here, a mechanism for determining that there is a possibility that the generation of the brake pattern that observes the target arrival time may not be in time for the stop control start timing of the own train is provided. A backup mechanism may be provided so that the stop control to the station is performed using. By doing so, there is an effect that the stop control can be surely started even when the generation of the brake pattern is delayed. As an example of the determination criterion, it can be considered that the determination criterion is whether or not the brake pattern generation by the brake pattern determination means 106 is finished at an intermediate point between stations.

  The above is the description of the processing performed inside the travel pattern planning unit 102.

  Next, with reference to FIG. 6, the constituent elements of the arrival time observability determination unit 401 and the details of the processing in step 505 will be described. The arrival time observability determination unit 401 includes an inter-station travel time simulation unit 601 and an arrival time comparison unit 602.

  The inter-station travel time simulation means 601 outputs the inter-station travel time by numerical simulation with the inter-station route condition, the vehicle condition, and the maximum total electric brake force characteristic as inputs. In this numerical simulation, the first cruise speed is assumed. Therefore, the traveling pattern between stations includes an acceleration pattern determined by the vehicle condition and the inter-station route condition, a constant speed traveling pattern by the first cruise speed or a traveling pattern by coasting repowering, and the maximum total electric braking force. This is a combination of characteristics and a deceleration pattern determined by the inter-station route conditions.

  The arrival time comparison means 602 receives the scheduled departure time, the target arrival time, and the inter-station travel time obtained from the inter-station travel simulation means 601 as input, and adheres to the arrival time at the next station of the own train. Outputs availability. Inside the arrival time comparison means 602, the planned arrival time, which is a time obtained by adding the travel time between stations to the planned departure time, is compared with the target arrival time, and the planned arrival time is more than the target arrival time. If it is early (including the same time) or if the delay of the scheduled arrival time with respect to the target arrival time is within a predetermined range, a determination result indicating that the arrival time can be observed is output. In other cases, a determination result indicating that the arrival time cannot be observed is output.

  Here, the predetermined range is determined in consideration of operational convenience and user convenience. Regarding operational convenience, it is necessary to prevent the arrival delay of the next station of the own train from affecting the timetable disturbance of the following train. Therefore, the predetermined range is set to be small on a route with dense diamonds. Regarding the convenience of passengers, it is necessary that the arrival delay of the next station of the own train does not hinder the transfer to another train at the next station. Therefore, when there is no allowance for transfer time to another train at the next station, the predetermined range is set small.

  The above is the description of the arrival time observability determination unit 401.

  Finally, a description will be given of a mechanism by which a traveling pattern that can achieve both energy saving effect and punctuality by all electric brakes can be created with a small calculation load according to the present invention. First, in the present invention, when planning a traveling pattern between stations, the cruise speed is determined first, and then the brake pattern is determined. This is because the cruise speed is the target speed when accelerating after departure, so it is necessary to prioritize it before departure, whereas the brake pattern is determined by the train leaving the cruise speed. After that, it is based on the principle that it may be carried out by the timing of starting stop control based on this brake pattern.

  According to the present invention, the cruise speed is determined first and output to the control command calculation means, and then the brake pattern is determined and output to the control command calculation means. It is not necessary to finish all the calculations, and the calculation process for determining the cruising speed may be performed before departure, and the calculation process for determining the brake pattern may be completed after the departure and before the stop control at the latest. Therefore, since the calculation processing of the travel pattern can be dispersed in time, it is possible to reduce the calculation load before departure as compared with the method of determining all the inter-station travel patterns before departure. Reducing the computation load before departure reduces costs by reducing the performance of necessary on-vehicle computing devices, and adds high on-vehicle devices by enabling computation of other functions that take advantage of available resources. Contribute to value.

  The present invention is characterized in that the maximum total electric brake force characteristic is taken into consideration in the cruise speed determination calculation performed before departure, among the methods for temporally distributing the calculation processing of the running pattern. As another method for temporally distributing the calculation processing of the driving pattern, a method of determining the cruising speed regardless of the limit of the brake pattern and determining the brake pattern while driving can be considered. And there is a problem in energy saving.

  That is, even if a strong all-electric brake cannot be used, if a high cruise speed is set, a brake with an air brake supplement is used in order to comply with punctuality, resulting in an increase in energy loss. Alternatively, if priority is given to not supplementing the air brake, it is necessary to start the brake at an early timing, which impairs the punctuality. On the other hand, even if a strong all-electric brake can be used, if a low cruising speed is set, the stop control itself can be performed in the range of all the electric brakes, but the cruising speed is set unnecessarily low. Timeliness is impaired.

  In the present invention, since the maximum total electric brake force characteristic is considered in the calculation of the cruise speed determination performed before departure, it is possible to set an appropriate cruise speed without impairing energy saving performance while maintaining punctuality. Become. The above is the description of the mechanism by which the present invention can improve the energy saving and punctuality while reducing the calculation load.

  The above is the description of the first embodiment.

  In this embodiment, information on the cruise speed between stations determined based on the maximum total electric brake force characteristic that can be output is taught to the driver before departure, and then the cruise is performed before the stop control starts. An example of a train operation support device that teaches the driver information regarding the brake pattern determined based on the speed will be described. According to the train operation support device of the present embodiment, manual operation excellent in energy saving and on-time performance is possible on a route on which a driver operates a train while utilizing all electric brakes.

  First, the configuration of the train operation support apparatus 701 will be described with reference to FIG.

  The train operation support device 701 provides a driving pattern planning unit 102 that plans a traveling pattern between stations and a driving operation for causing a train to travel according to the traveling pattern planned by the traveling pattern planning unit 102. And teaching content creating means 703 for creating teaching content. Since the travel pattern planning unit 102 is the same as that of the first embodiment, the description of the configuration and the internal processing is omitted.

  The teaching content creating means 703 sets the cruising speed acquired from the cruising speed setting means 105 as the target speed for acceleration and constant speed running, and the brake pattern acquired from the brake pattern determining means 106 as the target speed for stop control. And Then, using the train speed and position of the host train acquired from the outside of the train operation support apparatus 701 as input, the teaching content of the driving operation is created so that the operation along these target speeds is performed. The teaching content is transmitted to the driver by a screen on which the content of the driving operation is displayed or by sound output at an appropriate timing. The teaching content creating means 703 includes an output device such as a liquid crystal monitor and a speaker.

  The above is the description of the configuration of the train operation support device 701.

  Next, specific examples of the teaching contents created by the teaching contents creating means 703 will be described with reference to FIGS.

  FIG. 8 shows one form of a screen display that teaches a driving operation. On the screen, there is a drawing of an inter-station traveling pattern up to the next station and a point display of the driving operation. The inter-station travel pattern includes acceleration from the departure station, constant speed travel at a predetermined speed, and deceleration toward the next station. In the display of the running pattern, marks representing the current position and speed of the own train are drawn in an overlapping manner. The driving operation point display teaches the target speed for acceleration and constant speed, and the braking start position and notch operation for deceleration. According to this form of the screen display that teaches the driving operation, the driving operation can be performed by grasping in advance the image of the entire traveling between stations.

  As a feature of the screen display of FIG. 8 in the train operation support device of this embodiment, the contents relating to the acceleration and constant speed target speed are taught before departure, and the contents relating to deceleration are after the instruction relating to the acceleration and constant speed target speed. Is taught at the timing. As for the line representing the running pattern drawn on the screen, the acceleration and constant speed portions are drawn first, and the deceleration portion is drawn later.

  Another method for teaching about deceleration is to keep the approximate deceleration start position and brake pattern display (such as lighter color) before determining the brake pattern, and to teach accurate information after determining the brake pattern. It is done. With this method, the driver can easily grasp the overall feeling of traveling between stations in advance. The teaching method is not limited to the display on the screen as shown in FIG. 8, but may be accompanied by a voice transmission means. The accompanying voice transmission means can reduce the influence on the driver's forward gaze.

  FIG. 9 shows another form of screen display for teaching a driving operation, which is composed of a current speed display area (left side in FIG. 9) and a driving operation teaching area (right side in FIG. 9). In the current speed display area, a circular speed meter indicating the current speed of the own train is displayed. An annular target speed range display section is displayed around the speedometer, and a portion of the target speed range display section that corresponds to the speed range that the train should target at that time is highlighted in a predetermined color. .

  In the driving operation teaching area, the operation content of the driving operation to be performed by the driver is displayed in order to cause the train to travel in the traveling pattern planned by the traveling pattern planning unit 102. For example, in the example of FIG. 9, it is shown that “accelerate to 80 km / h”, “maintain the speed of 80 km / h”, and then “decelerate from the 23.10 km point”. Of these operation contents, the part displaying the operation contents of the driving operation to be performed by the driver is highlighted with a predetermined color.

  In this form of the screen display that teaches the driving operation, the driver performs the driving operation according to each operation content displayed in the driving operation teaching area while referring to the speed meter displayed in the current speed display area, The own train can be made to follow the speed pattern created by the travel pattern planning means 102.

  As a feature of the screen display of FIG. 9 in the train operation support device of the present embodiment, the contents relating to acceleration and speed maintenance are taught before departure, whereas the contents relating to deceleration are after the instruction relating to acceleration and speed maintenance. Teach with timing. As another method for teaching about deceleration, it is conceivable that only the approximate deceleration start position is taught before the brake pattern is determined, and clearer information is taught after the brake pattern is determined. With this method, the driver can easily grasp the overall feeling of traveling between stations in advance. The teaching method is not limited to the display on the screen as shown in FIG. 9, but may be accompanied by a voice transmission means. The accompanying voice transmission means can reduce the influence on the driver's forward gaze.

  FIG. 10 is another form of screen display that teaches the driving operation, and displays the current speed of the own train in a range of the speed that the own train should target (hereinafter referred to as the target speed). This is a screen display example when prompting the driver to control the speed.

  In this screen display, a time axis is displayed in parallel with the vertical direction of the screen, and a speed axis representing speed is displayed in parallel with the horizontal direction of the screen. This speed axis is displayed so as to move from the lower side of the screen to the upper side according to the elapsed time since the own train departed from the previous stop station. In addition, a mark representing this is displayed at a position corresponding to the speed of the current train on the speed axis.

  Further, in this screen display, a belt-like pattern representing the speed range for each elapsed time that the train should aim for in order to travel according to the speed pattern created by the travel pattern planning means 102 is displayed.

  Therefore, in this form of the screen display that teaches the driving operation, the driver controls the speed of the own train so that the mark representing the speed of the own train is positioned within the pattern representing the range of the target speed. The own train can be made to follow the speed pattern created by the travel pattern planning means 102.

  As a feature of the screen display of FIG. 10 in the train operation support device of the present embodiment, the target speed range of the acceleration section and the constant speed traveling section is displayed before departure, whereas the target speed range of the deceleration section is the acceleration section. And at a later timing than the constant speed section. Another way to display the deceleration zone is to keep the approximate target speed range display, such as dimming the color of the area indicating the target speed range before the brake pattern is determined, and clarify the color after determining the brake pattern. A method of displaying clear information is also conceivable. With this method, the driver can easily grasp the overall feeling of traveling between stations in advance. The teaching method is not limited to the display on the screen as shown in FIG. 9, but may be accompanied by a voice transmission means. The accompanying voice transmission means can reduce the influence on the driver's forward gaze.

  As described above, in the train operation support device 701 of this embodiment, the driver is instructed to perform a driving operation for traveling the own train in the traveling pattern planned by the traveling pattern planning unit 102. Therefore, the same effect as the automatic train driving device of the first embodiment can be obtained by applying the train driving support device 701 to the route on which the driver drives the train.

  The above is the description of the second embodiment.

DESCRIPTION OF SYMBOLS 101 ... Automatic train operation apparatus, 102 ... Traveling pattern planning means, 103 ... Control command calculation means, 104 ... Maximum all electric brake force characteristic setting means, 105 ... Cruise speed setting means, 106 ... Brake pattern determination means, 401 ... Arrival time Compliance observability judging means, 402 ... cruising speed determining means, 601 ... running time simulation means between stations, 602 ... arrival time comparing means, 701 ... train operation support device, 703 ... teaching content creating means

Claims (11)

Maximum braking force characteristic setting means for setting the maximum braking force characteristic by all electric brakes of the own train based on at least the response load information of the own train,
Based on the information on the maximum braking force characteristics and the target arrival time of the next station, the maximum braking force by all electric brakes is used to stop at the next station before the target arrival time. A cruise speed setting means for setting the cruise speed,
Based on the information on the cruising speed, comprising a brake pattern determining means for determining a brake pattern between stations to the next station,
An automatic train driving device that automatically controls a traveling speed of a train based on the cruise speed and the brake pattern. The automatic train driving device according to claim 1,
The cruise speed setting process is performed before the departure of the station from which to depart, and the traveling speed of the train is controlled based on the cruise speed.
An automatic train characterized in that the determination process of the brake pattern is completed before the start of braking between stations from the departure of the station to the next station, and the traveling speed of the train is controlled based on the brake pattern. Driving device. The automatic train driving device according to claim 1 or 2,
The maximum braking force characteristic is defined as a braking force according to speed;
Automatic train operation device characterized by. The automatic train operation device according to any one of claims 1 to 3,
The brake pattern is a brake pattern in the stop control to the next station,
Automatic train operation device characterized by. An automatic train driving device according to any one of claims 1 to 4,
The maximum braking force characteristic setting means obtains weather information, and in a weather condition in which a wheel including rain or snow is slippery, the braking force of the maximum braking force characteristic is compared with that in a sunny and cloudy weather condition. Set it small,
Automatic train operation device characterized by. An automatic train driving device according to any one of claims 1 to 4,
The maximum braking force characteristic setting means acquires failure information of a driving device that drives a train, and when there is a failed driving device, compared to a case where there is no failed driving device, the brake of the maximum braking force characteristic Set the force small,
Automatic train operation device characterized by. The automatic train driving device according to any one of claims 1 to 6,
The cruising speed setting means, when traveling to the next station with a predetermined first cruising speed and the maximum braking force characteristics, based on the target arrival time, inter-station route conditions, vehicle conditions, and the maximum braking force characteristics In addition, an arrival time compliance determination means for determining whether or not it is possible to arrive at the next station before the target arrival time,
Cruising speed determining means for setting a cruising speed to a second cruising speed higher than the first cruising speed when the arrival time cannot arrive at the next station before the arrival target arrival time;
Automatic train operation device characterized by. The automatic train driving device according to claim 7,
The arrival time observability determination means inputs the inter-station route condition, the vehicle condition, the first cruising speed, and the maximum braking force characteristic, performs a travel simulation, and results from the inter-station travel Determining whether it is possible to arrive at the next station before the target arrival time based on minutes;
Automatic train operation device characterized by. The automatic train operation device according to any one of claims 1 to 8,
When a predetermined fixed brake pattern is held and it is determined that the calculation end of the brake pattern determining means is not in time for the stop control start timing of the own train, the traveling speed of the train is controlled using the fixed brake pattern. To do,
Automatic train operation device characterized by. A train driving support device that supports driving of a train by teaching a driving operation to a driver driving the train,
Maximum braking force characteristic setting means for setting the maximum braking force characteristic by all electric brakes of the own train based on at least the response load information of the own train,
Based on each information of the maximum braking force characteristics and the target arrival time of the next station, the maximum braking force by all electric brakes is used to stop at the next station before the target arrival time. Cruise speed setting means for setting the cruise speed;
Brake pattern determination means for determining a brake pattern between stations to the next station based on the information on the cruise speed;
Train driving support apparatus characterized by obtaining Bei the driving operation teaching means for teaching a driving operation for realizing a running pattern to the next station by the brake pattern and the cruising speed to the motorman. The train operation support device according to claim 10,
The traveling pattern teaching means outputs the teachings related to the cruising speed before departure station, Ru is outputted by the start braking between stations of the teachings relates to a brake pattern after departure station until the next station about,
A train driving support device characterized by the above.

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