JP6712959B2 - Travel control device, travel control method, and travel control system - Google Patents

Description

The present invention relates to a travel control device, a travel control method, and a travel control system, and is suitable for application to, for example, a travel control device, a travel control method, and a travel control system that control traveling of a train according to traveling conditions. ..

The introduction of an automatic train operation (ATO) device is being promoted for the purpose of reducing the burden on crew members by increasing the congestion of train operation schedules and stricter stop positions associated with the maintenance of platform doors. Among the ATO devices, the train automatic stop control (TASC) device that stops the train by accurately aligning the vehicle door position with the platform door position, in particular, has been introduced as the introduction of platform doors into existing line stations. , Has been actively introduced on many routes.

In recent years, in addition to traveling control based on a target traveling pattern, which is the original purpose of the ATO device, reduction in power consumption has also been demanded of the ATO device. On the other hand, the introduction of a driving support device that assists a driver in driving operation so that the driver can travel in a driving pattern with low power consumption for routes where the ATO device has not been installed is being promoted.

The ATO device and the driving support device perform the traveling control and the driving operation support based on the traveling pattern in which the power consumption amount is small, which is derived in advance by the simulation. However, in actual driving, due to conditions (running resistance, boarding rate, etc.) different from the preconditions for the simulation, a situation may occur in which the vehicle cannot travel according to the running pattern derived from the simulation.

In this regard, a technique for correcting the traveling pattern according to actual traveling conditions is disclosed (see Patent Document 1). More specifically, when traveling between stations by combining constant-speed traveling and coasting, station-to-station information indicating the stations between which the vehicle travels, and the target traveling time from the target traveling time when traveling between stations The speed at which constant-speed traveling is performed is determined by referring to the constant-speed traveling speed information that is calculated by preliminarily calculating the relationship between the travel time between stations required for traveling and the power consumption required for traveling between stations to determine the speed. A vehicle that determines the position to start coasting by referring to coasting start position information that records the relationship between the position to start coasting from the speed and the traveling time required to start the coasting to stop at the target position for each A travel control device and a vehicle travel support device are disclosed.

JP, 2013-146166, A

In the technique described in Patent Document 1, the traveling pattern is corrected according to the actual traveling condition by changing the position at which the coasting is started by referring to the coasting start position information calculated by the simulation. Therefore, the correction of the traveling pattern according to the actual traveling condition is not performed after the coasting is started. For example, when the running resistance and the boarding rate differ from the simulation conditions, the time of arrival from the start of coasting to the target position of the next station differs from the time calculated by the simulation.

When the traveling condition is different from the simulation condition as described above, the technique described in Patent Document 1 has a problem that the target traveling time cannot be satisfied.

After starting the coasting, the coasting start position information is referred to. If the travel time is later than the target travel time, powering is performed, and if the travel time is earlier than the target travel time, the brake is applied to satisfy the target travel time. You can also However, this method is the same as causing the coasting pattern calculated under a traveling condition different from the actual traveling condition to be followed, and power running and coasting, and braking and coasting are repeated. As a result, there are problems that the riding comfort is deteriorated and the power consumption is increased.

The present invention has been made in consideration of the above points, and satisfies the target traveling time even when there is a difference in the actual traveling condition from the design value assumed as the simulation condition (for example, traveling resistance, boarding rate). At the same time, it is an object of the present invention to propose a travel control device, a travel control method, and a travel control system that control the travel of a train so as to reduce the power consumption.

In order to solve such a problem, in the present invention, a storage unit that stores coasting start determination information that defines traveling time during coasting from each position of the train to the next target point for each traveling speed of the train for each traveling condition. A selection unit that selects the coasting start determination information corresponding to the current traveling condition from the coasting start determination information stored in the storage unit; and the current position of the train from the coasting start determination information selected by the selection unit. The running time is specified based on the current speed of the train, and based on the specified running time and the remaining running time until the train arrives at the next target point, braking/driving for controlling the running of the train A preparation section for preparing a command is provided.

Further, in the present invention, in a travel control device having a storage unit that stores the coasting start determination information that defines the travel time during coasting from each position of the train to the next target point for each speed of the train for each traveling condition. A first step of the traveling control method, wherein the selection unit selects coasting start determination information corresponding to the current traveling condition from the coasting start determination information stored in the storage unit, and the creation unit includes the selection unit. The running time is specified based on the current position of the train and the current speed of the train from the coasting start determination information selected in, and the specified running time and the remaining running time until the train arrives at the next target point And a second step of creating a braking/driving command for controlling the running of the train.

Further, in the present invention, in the storage unit and a storage unit that stores the coasting start determination information that defines the traveling time during coasting from each position of the train to the next target point for each speed of the train for each traveling condition. A selection unit that selects the coasting start determination information corresponding to the current traveling condition from the stored coasting start determination information, and the current position of the train and the current speed of the train from the coasting start determination information selected by the selection unit. Create a braking/driving command for controlling the running of the train based on the specified running time and the remaining running time until the train arrives at the next target point. Part and so on.

According to the present invention, it is possible to create a braking/driving command for controlling the traveling of a train between target points so that the target traveling time is satisfied and the increase in power consumption is suppressed even if the traveling conditions change. Therefore, the ATO device, the driving support device, and the like can be appropriately controlled.

According to the present invention, it is possible to realize a traveling control device, a traveling control method, and a traveling control system that control traveling of a train so as to reduce power consumption while satisfying a target traveling time.

It is a block diagram showing composition of a train run control system by a 1st embodiment. It is a block diagram which shows the structure of the driving pattern creation apparatus by 1st Embodiment. It is a figure which shows the flowchart which concerns on the process of the coasting start determination part by 1st Embodiment. It is a figure which shows the structural example of the coasting start determination table by 1st Embodiment. It is a conceptual diagram which shows the selection method of the coasting start determination table by 2nd Embodiment.

Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. Each device shown in FIGS. 1 to 5 is a device including a processor, a storage medium, and the like. Further, the function of each unit of each device is realized by the processor reading a program stored in the storage medium.

(1) First Embodiment In FIG. 1, reference numeral 1 indicates the train traveling control system according to the first embodiment as a whole. The train travel control system 1 includes a train 101. In the train travel control system 1, the travel of the train 101 is controlled based on a travel pattern (operating curve) that satisfies the target travel time (target travel time) derived in advance by simulation and that consumes less power. Further, in the train traveling control system 1, when the traveling condition (simulation condition) used for the simulation is different from the actual traveling condition, the actual traveling condition that satisfies the target traveling time and suppresses the increase in power consumption is taken into consideration. A braking/driving command (for example, information for adjusting the position to start coasting) is created, and the train 101 travels according to the actual travel conditions. The train 101 may be referred to as a vehicle that constitutes the train 101 in some cases.

The train 101 includes a travel pattern creation device 102, a vehicle information control device 103, an automatic train operation device (hereinafter referred to as an ATO device) 104, a braking/driving control device 110, and a master controller (hereinafter referred to as a mass controller) 111. And the travel of the train 101 is controlled.

The travel pattern creation device 102 receives the operation pattern, timetable information, position information, and speed information from the vehicle information control device 103. The travel pattern creation device 102 creates (corrects) a travel pattern up to a target point (next station, passing station, passing point, etc.) based on the remaining running time and the current position and current speed of the train 101 described later. .. For example, a travel pattern (may be a braking/driving command) to the next station that consumes less power while satisfying the arrival time at the next station (arrival time at which the train 101 arrives at the next station) is created. .. The travel pattern creation device 102 also sends the created travel pattern or braking/driving command to the ATO device 104. The data format between the travel pattern creation device 102 and the ATO device 104 does not matter.

The ATO device 104 has two main functions. One is a speed position detection function that detects a speed signal and a position signal, and the other is a control command calculation function that calculates a braking/driving command. That is, the ATO device 104 includes the speed position detection unit 105 that executes the speed position detection function and the control command calculation unit 106 that executes the control command calculation function.

The ATO device 104 detects a speed signal from the speed generator 107 installed on the wheel shaft of the train 101 by the speed position detection unit 105, and communicates with the ground element 108 and the ground element 108 that send information used for controlling the train 101. A position signal is detected from the on-board child 109 to be operated. The car child 109 is installed on the bottom surface of the train 101 so as to face the ground child 108 provided on the route. In addition, the ATO device 104 calculates a braking/driving command based on the speed signal (speed information) and the position signal (position information) acquired by the control command calculation unit 106, and the calculated braking/driving command is controlled by the vehicle information control. It is output to the braking/driving control device 110 via the device 103 or the vehicle information control device 103.

The control command calculation unit 106 includes a planning unit 112 that executes a planning function, a tracking unit 113 that executes a tracking function, and a speed deviation calculation unit 114.

The planner 112 receives the position information from the speed position detector 105 and plans the target speed of the train 101. The speed deviation calculator 114 receives the target speed from the planner 112 and the speed information from the speed position detector 105, calculates the difference between these speeds, that is, the speed deviation, and outputs it to the follower 113. The follow-up unit 113 receives the speed deviation calculated by the speed deviation calculation unit 114 and outputs the braking/driving force.

The planning function of the planning unit 112 is a function of determining a speed (calculating a target speed) by comparing the current position with a traveling pattern held in advance. In the present embodiment, the planning unit 112 uses the travel pattern from the travel pattern creation device 102 as the travel pattern. Further, the follow-up function in the follow-up unit 113 is a table in which the difference between the target speed calculated by the speed deviation calculation unit 114 and the current speed (speed deviation) is input and a braking/driving force corresponding to the speed deviation is defined. It is a function of reading out the braking/driving force to be output by referring to it.

The ATO device 104 includes the braking/driving force calculated by the tracking unit 113 in the braking/driving command, and outputs the braking/driving command to the braking/driving control device 110 via the vehicle information control device 103. The braking/driving control device 110 controls the traveling of the train 101 based on the input braking/driving command. When the ATO device 104 receives the braking/driving command from the travel pattern creating device 102, the ATO device 104 outputs the braking/driving command to the braking/driving control device 110 via the vehicle information control device 103 or the vehicle information control device 103.

Braking/driving commands from the mass controller 111 and the ATO device 104 include notch commands and torque commands. The vehicle information control device 103 is a device that manages information transmission on the train 101, and when a braking/driving command is input from the mass control 111 and the ATO device 104, the vehicle information control device 103 outputs the input braking/driving command to the braking/driving control device 110. The mass controller 111 is a switch device that remotely controls the output and speed of the train 101 (rail vehicle), and is generally installed in the cab of the rail vehicle.

The train 101 may have a configuration other than that shown in FIG. 1, and the function of the travel pattern creation device 102 may be mounted in the ATO device 104, for example. Further, for example, the control of the train 101 using the travel pattern created by the travel pattern creation device 102 is not performed by transmitting the travel pattern to the braking/driving control device 110 via the vehicle information control device 103, and The driver may be taught the driving pattern, and the driver may operate the mass control 111 according to the driving pattern to control the train 101.

In the present embodiment, the travel pattern creation device 102 is an example of a travel control device, and an appropriate configuration capable of controlling the train 101 according to the travel pattern created by the travel pattern creation device 102 or a braking/driving command can be adopted. The control method and the device configuration thereof do not matter.

Next, the travel pattern creation device 102 will be described. FIG. 2 is a diagram showing a functional configuration of the travel pattern creation device 102.

The traveling pattern creation device 102 includes a coasting start determination table storage unit 201, a traveling resistance calculation unit 202, a coasting start determination table selection unit 203, and a coasting start determination unit 204. The function of each unit will be described below.

The coasting start determination table storage unit 201 stores a coasting start determination table (an example of coasting start determination information) calculated by simulation under various running resistance and boarding rate conditions. The coasting start determination table storage unit 201 stores the coasting start determination table together with information on the simulation conditions (running resistance and boarding rate) when the coasting start determination table is calculated. Note that, in general, the boarding rate has a small effect on the behavior of the vehicle speed during coasting (vehicle behavior), and thus may be fixed under simulation conditions. In addition, the coasting start determination table may be provided for each running resistance.

Generally, in constant speed operation, control is performed so as to maintain a constant speed while controlling power running, coasting, and braking, but since the tensile force becomes “0” during coasting, the traveling resistance calculation unit 202 , The running resistance of the vehicle is calculated from the vehicle behavior during coasting during constant speed operation. The traveling resistance calculation unit 202 transmits the calculated traveling resistance to the coasting start determination table selection unit 203. When the traveling pattern creation device 102 can grasp the tensile force output by the vehicle, the traveling resistance may be calculated during the coasting during the constant speed operation, or during the powering or braking. You may.

Here, the resistance force acting on the traveling vehicle is called train resistance, and the train resistance is generally represented by the sum of travel resistance, gradient resistance, curve resistance, starting resistance, acceleration resistance, and tunnel resistance. Among the train resistances, the gradient resistance, the curve resistance, the starting resistance, the acceleration resistance, and the tunnel resistance depend on the route condition (slope, curvature) and the vehicle condition. It will not change unless changed. On the other hand, since the running resistance constantly changes due to the influence of wind or the like, the running resistance is calculated from the vehicle behavior. The running resistance is generally expressed by equation (1).
Here, R is running resistance, W is vehicle mass, V is vehicle speed, and a, b, and c are coefficients.

The relationship between the running resistance R and the deceleration β is represented by the equation (2).
Since the running resistance R can be calculated by calculating the deceleration β from the vehicle behavior (derivative of the vehicle speed) during coasting from the expression (2), the coefficient a using the expressions (1) and (2), By deriving b and c, the running resistance at any vehicle speed can be calculated. It should be noted that the running resistances of the three arbitrary vehicle speeds are calculated from the equation (2), the vehicle speed and the running resistance are respectively substituted into the equation (1), and the simultaneous equations are solved to obtain the coefficients a, b, and c. Derive. Further, in the present embodiment, it is sufficient that the running resistance can be calculated, and the calculation method and the data used do not matter. The passenger rate may be set by measuring and calculating the weight of the occupant, or by the conductor's judgment based on the congestion level.

The coasting start determination table selection unit 203 stores the traveling resistance calculated by the traveling resistance calculation unit 202 and the boarding rate acquired from the vehicle information control device 103 in each coasting start determination table stored in the coasting start determination table storage unit 201. Compared with the simulation condition, the coasting start determination table having the closest simulation condition is selected and read from the coasting start determination table storage unit 201. The coasting start determination table selection unit 203 transmits the read coasting start determination table to the coasting start determination unit 204.

The coasting start determination unit 204 calculates the remaining travel time based on the current time and the arrival target time. At this time, the coasting start determination unit 204 receives an operation pattern (information indicating a limited express train, stop at each station, etc.) from the vehicle information control device 103, timetable information (in the case of a limited express train, information indicating when and what time the train arrives at the A station, etc.). ) Is received and the arrival target time is calculated using the information. In the present embodiment, the arrival target time is calculated using the operation pattern and timetable information from the vehicle information control device 103, but it is sufficient if the arrival target time at the target point (next station, etc.) can be calculated. The method and the data used do not matter. Further, any method may be used as long as the remaining travel time from the current position to the target point can be calculated.

The coasting start determination unit 204 determines the timing at which the coasting operation is started by comparing the remaining travel time with the value (travel time) of the coasting start determination table at the current position and the current speed.

Hereinafter, a configuration example of transmitting the braking/driving command created by the travel pattern creation device 102 to the ATO device 104 will be described.

When transmitting the travel pattern represented in the form of position and speed to the ATO device 104, the travel pattern creation device 102 calculates the travel pattern from the braking/driving command, the vehicle condition, and the route condition using an equation of motion ( create. In addition, the travel pattern creation device 102 is based on the information of the coasting start determination table, the current position of the train 101, the current speed of the train 101, and the remaining travel time until the train 101 arrives at the next target point. It is possible to create a traveling pattern of the train 101 to the next target point.

Further, in the present embodiment, the braking operation immediately before the speed limit and the braking operation when the target point is stopped are controlled by the ATO device 104. More specifically, when the driving pattern creating device 102 outputs the braking operation immediately before the speed limit and the braking operation when the target point is stopped to the ATO device 104 as a driving pattern or braking/driving command, the ATO device 104 operates Based on the pattern, the timetable information, the current position, and the current time, the target points where the train 101 is running are specified, and the brake patterns between the target points where the train 101 is running are acquired from the brake patterns that are held in advance. However, it is used as a running pattern. Regarding the braking/driving command, the physical quantity (notch, tensile force, torque, etc.) capable of following the brake pattern is calculated using the logic of the ATO device 104.

Next, a process related to the start of coasting will be described. FIG. 3 shows a processing procedure of processing executed by the coasting start determination unit 204.

In steps S301 to S306, the coasting start determination unit 204 creates a braking/driving command, for example, a powering command, a braking command, a coasting command, and the like. This process is executed every operation cycle (for example, 200 msec) of the travel pattern creation device 102. The operation based on the flowchart of FIG. 3 is as follows.

Step S301:
The coasting start determination unit 204 calculates the remaining travel time based on the current time and the arrival target time.

Step S302:
The coasting start determination unit 204 refers to the coasting start determination table (FIG. 4) acquired from the coasting start determination table selection unit 203 based on the current position and the current speed, and the value stored in the acquired coasting start determination table. Get (running time). Then, the coasting start determination unit 204 compares the remaining travel time with the value of the coasting start determination table.

In step S302, when the coasting start determination unit 204 determines that the remaining travel time and the value of the coasting start determination table match (Yes), the process proceeds to step S303, and the remaining travel time and coasting start. If it is determined that the values in the determination table do not match (No), the process proceeds to step S304. Here, the fact that the remaining travel time and the value of the coasting start determination table match does not mean that they exactly match exactly, but they also substantially match such as ±15 seconds (the value of the coasting start determination table ≈ the remaining travel time). Just do it.

In addition, a certain allowable error (5 seconds, 10 seconds, etc.) may be allowed in the determination of the match between the remaining running time and the value of the coasting start determination table. May allow the tolerance to be changed. Needless to say, the method of determining the allowable error is not limited to the above. Details of the coasting start determination table will be described later.

Step S303:
Step S303 is a process performed when it is determined that the traveling time between target points can be satisfied when the coasting operation is started from the current position and the current speed. Therefore, the coasting start determination unit 204 sets the coasting operation to the braking/driving command (coasting instruction) in step S303.

Step S304:
The coasting start determination unit 204 refers to the coasting start determination table acquired from the coasting start determination table selection unit 203 based on the current position and the current speed, and acquires the value stored in the acquired coasting start determination table. Then, the coasting start determination unit 204 compares the remaining travel time with the value of the coasting start determination table.

In step S304, the coasting start determination unit 204 moves the process to step S305 when the remaining travel time is smaller than the value of the coasting start determination table (the value of the coasting start determination table>the remaining travel time) (Yes), When the remaining travel time is larger than the value of the coasting start determination table (the value of the coasting start determination table and <remaining travel time) (No), the process proceeds to step S306.

Step S305:
Step S305 is a process performed when it is determined that the running time between the target points cannot be reached even if the coasting operation is continued based on the current position and the current speed, that is, it is determined that the power running is necessary. Therefore, in step S305, the coasting start determination unit 204 sets the powering operation as the braking/driving command (powering instruction). The value of the power running notch to be set in the braking/driving command may be held in advance, or may be changed by a crew member, a maintenance staff, or the like from an cab display (not shown) installed in the cab.

Step S306:
Step S306 is a process performed when it is determined to arrive early when the coasting operation is continued based on the current position and the current speed. Therefore, in step S306, the brake is set (brake command) in the braking/driving command. The value of the brake notch to be set in the braking/driving command may be held in advance, or may be changed by a crew member, a maintenance staff, or the like from a cab display (not shown) installed in the cab.

Next, the coasting start determination table will be described. FIG. 4 shows an example of a coasting start determination table. The coasting start determination table is provided for each target point and for each simulation condition of running resistance and boarding rate.

The coasting start determination table holds the travel time in association with the position and the speed. More specifically, each grid of the matrix stores the travel time required from the position and speed corresponding to the grid to the next target point when the coasting operation is performed. The step size of the position and the step size of the velocity are defined in advance by performing a simulation or the like and satisfying the time of the allowable error. For example, by setting a small step size such as an interval of 1 m, the time of the allowable error can be satisfied, but in this case, the amount of data becomes large. Therefore, in the present embodiment, the simulation is performed in advance to allow the error. The step width is set to be a long interval that satisfies the time difference of the error.

As described above, in the present embodiment, the coasting start timing is determined by using the coasting start determination table created under the simulation condition closest to the latest traveling condition, so that powering and coasting, and braking and coasting are repeated. Instead, it becomes possible to meet the running time between the target points. Further, since the power running and the coasting and the braking and the coasting are not repeated, the riding comfort is improved and the increase in the power consumption can be suppressed.

(Second embodiment)
In the first embodiment, the configuration has been described in which the traveling resistance is calculated based on the vehicle behavior and the coasting start determination table is selected based on the calculated traveling resistance. In the second embodiment, a configuration will be described in which the coasting start determination table is directly selected based on the vehicle behavior and the value of the coasting start determination table.

The present embodiment is the same as the first embodiment except for the running resistance calculation unit 202 and the coasting start determination table selection unit 203, and thus the description thereof will be omitted. In the present embodiment, the running resistance calculation unit 202 is omitted, and the coasting start determination table selection unit 203 selects the coasting start determination table.

FIG. 5 is a conceptual diagram of a coasting start determination table selection method according to the present embodiment.

First, the coasting start determination table selection unit 203 sets an arbitrary coasting section (for example, two points). In this embodiment, as shown in FIG. 5, it is assumed that the first point and the second point are set. The coasting start determination table selection unit 203 calculates the actual travel time (20 seconds in this example) when the vehicle travels from the first point to the second point.

Next, the coasting start determination table selection unit 203 refers to the value of the first point in the coasting start determination table calculated for each running resistance. In FIG. 5, the values of the running resistance a, the running resistance b, and the running resistance c in the coasting start determination table are 240 seconds, 250 seconds, and 260 seconds, respectively.

Next, the coasting start determination table selection unit 203 refers to the value at the second point in the coasting start determination table calculated for each running resistance. In FIG. 5, the values of the running resistance a, the running resistance b, and the running resistance c in the coasting start determination table are 220 seconds, 240 seconds, and 250 seconds, respectively.

Next, the coasting start determination table selection unit 203 calculates the difference between the values at the first point and the second point in the coasting start determination table. In FIG. 5, the difference between the running resistance a, the running resistance b, and the running resistance c is 20 seconds, 10 seconds, and 10 seconds, respectively.

The coasting start determination table selection unit 203 selects a coasting start determination table of running resistance that is close to the actual running time when the calculated difference is between the first point and the second point. In FIG. 5, the coasting start determination table of the running resistance a whose difference is closest to the actual running time of 20 seconds is selected.

As described above, according to the present embodiment, it is not necessary to calculate the running resistance by the simultaneous equations, and only the table reference, the value subtraction, and the value comparison are performed, so that the calculation load is reduced.

(2) Other Embodiments In the above-described first and second embodiments, the case where the present invention is applied to the traveling pattern creation device 102 mounted on the train 101 has been described. The invention is not limited to this, and can be widely applied to various other devices.

Further, in the above-described first and second embodiments, for example, when the energy-saving traveling pattern is “power running→coasting→brake” and constant speed operation is not included, the vehicle behavior during coasting during constant speed operation is Cannot calculate running resistance and select coasting start judgment table. In this case, the running resistance calculated most recently for the vehicle and the coasting start determination table used for the most recent coasting start determination are used. As the running resistance and coasting start determination table, other than the latest one may be used. For example, calculation and calculation may be performed under the conditions closest to the current conditions (time, occupancy rate, weather such as fine weather, rain, snow, etc.). The selected running resistance and coasting start determination table may be used.

In addition, in the above-described first and second embodiments, the running resistance is calculated from the vehicle behavior during coasting and the coasting start determination table is selected and selected from all possibilities. It is not limited to. You may make it calculate and select from the conditions near the running resistance and coasting start determination table which were calculated and selected in the past. For example, on the same vehicle and on the same day, it may be considered that the running resistance does not significantly change, and the range of solutions for calculating the running resistance and selecting the coasting start determination table may be limited. By doing so, it becomes possible to reduce the calculation load related to the calculation of the running resistance and the selection of the coasting start determination table.

Further, in the above-described first and second embodiments, the case where the position signal (position information) is acquired from the ground element 108 has been described, but the present invention is not limited to this, and the train 101 uses GPS (Global Positioning). System) device and the position information may be acquired by a GPS device.

Further, in the above-described first and second embodiments, the case where the travel pattern creation device 102 stores the coasting start determination table has been described, but the present invention is not limited to this, and the travel pattern creation provided in the train 101. Another device different from the device 102 may store the coasting start determination table, or an external device capable of communicating with the train 101 may store the coasting start determination table.

In addition, in the above-described first and second embodiments, the case where the traveling pattern creation device 102 includes the traveling resistance calculation unit 202, the coasting start determination table selection unit 203, and the coasting start determination unit 204 has been described. The invention is not limited to this, and a part or all of the traveling resistance calculation unit 202, the coasting start determination table selection unit 203, and the coasting start determination unit 204 are other devices different from the traveling pattern creation device 102 provided in the train 101. May be provided, or an external device capable of communicating with the train 101 may be provided.

It should be noted that the present invention is not limited to the above-described embodiment, and various modifications are included. For example, the above-described embodiments have been described in detail in order to explain the present invention in an easy-to-understand manner, and are not necessarily limited to those having all the configurations described. Further, a part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of one embodiment can be added with the configuration of another embodiment. .. Further, with respect to a part of the configuration of each embodiment, it is possible to add, delete, and/or replace another configuration.

Further, the above-mentioned respective configurations, functions, processing units, processing means, etc. may be realized by hardware by designing a part or all of them, for example, by an integrated circuit. Further, the above-described respective configurations, functions and the like may be realized by software by the processor interpreting and executing a program for realizing each function. Information such as programs and tables for realizing each function is stored in a memory, a hard disk, a recording device such as an SSD (Solid State Drive), or a recording medium such as an IC (Integrated Circuit) card, an SD card, a DVD (Digital Versatile Disc). Can be placed in

1... Train running control system, 101... Train, 102... Running pattern creating device, 103... Vehicle information control device, 104... Automatic train operating device (ATO device), 105... Speed position detecting unit, 106 ......Control command calculation unit, 107 ・・・Speed generator, 108 ・・・Ground element, 109 ・・・Vehicle element, 110 ・・・Braking/controlling device, 111 ・・・Master controller (mascon) 112 ・・・Planning section, 113... Follow-up unit, 114... Speed deviation calculation unit

Claims (11)

A storage unit that stores, for each traveling condition, coasting start determination information that defines the traveling time during coasting from each position of the train to the next target point for each speed of the train,
A selection unit that selects coasting start determination information corresponding to the current traveling condition from the coasting start determination information stored in the storage unit,
From the coasting start determination information selected by the selection unit, the traveling time is specified based on the current position of the train and the current speed of the train, and the specified traveling time and until the train arrives at the next target point. A creating unit that creates a braking/driving command for controlling the running of the train based on the remaining running time,
A travel control device comprising: The storage unit stores the coasting start determination information defining the traveling time during coasting from each position of the train to the next target point for each speed of the train for each traveling resistance that is the traveling condition,
The train is provided with a calculation unit that calculates the running resistance of the train based on the speed when the train is running at constant speed and coasting,
The selection unit selects coasting start determination information corresponding to the traveling resistance calculated by the calculation unit from the coasting start determination information stored in the storage unit,
The travel control device according to claim 1, wherein: When the calculation unit cannot calculate the running resistance of the train, the running resistance of the train calculated most recently is used as the calculation result.
The travel control device according to claim 2, wherein: From the running resistance calculated in the past for the train, the calculation unit uses the running resistance of the condition closest to the current condition as the calculation result,
The travel control device according to claim 2, wherein: The selection unit compares the actual traveling time between any two points with the difference between the traveling times at the two points of the coasting start determination information stored in the storage unit for each traveling condition, and the actual traveling time. Select the coasting start judgment information that is the difference closest to the time,
The travel control device according to claim 1, wherein: If the selection unit cannot select coasting start determination information, it selects coasting start determination information of the train selected most recently,
The travel control device according to claim 5, wherein: From the coasting start determination information selected in the past for the train, the selection unit selects coasting start determination information of a condition closest to the current condition,
The travel control device according to claim 5, wherein: The storage unit stores the coasting start determination information that defines the traveling time during coasting from each position of the train to the next target point for each speed of the train for each traveling resistance and boarding rate that are the traveling conditions,
The selection unit selects coasting start determination information corresponding to the current running resistance and boarding rate from the coasting start determination information stored in the storage unit,
The creation unit specifies a travel time based on the current position of the train and the current speed of the train from the coasting start determination information selected by the selection unit, and the specified travel time and the train are the next target points. If it is determined that the remaining travel time until the vehicle arrives at is within the allowable error range, a braking/driving command indicating a coasting command is created.
The travel control device according to claim 1, wherein: The running time of the coasting start determination information stored in the storage unit is held in a matrix of position and speed, and the step size of the position and the step size of the speed are defined to satisfy the tolerance.
The travel control device according to claim 8, wherein A travel control method in a travel control device having a storage unit that stores, for each travel condition, coasting start determination information that defines the travel time during coasting from each position of the train to the next target point for each speed of the train. ,
A first step in which the selection unit selects coasting start determination information corresponding to the current traveling condition from the coasting start determination information stored in the storage unit;
The creating unit identifies the traveling time based on the current position of the train and the current speed of the train from the coasting start determination information selected by the selecting unit, and the identified traveling time and the train become the next target point. A second step of creating a braking/driving command for controlling the running of the train based on the remaining running time until the arrival;
A travel control method comprising: A storage unit that stores, for each traveling condition, coasting start determination information that defines the traveling time during coasting from each position of the train to the next target point for each speed of the train,
A selection unit that selects coasting start determination information corresponding to the current traveling condition from the coasting start determination information stored in the storage unit,
From the coasting start determination information selected by the selection unit, the traveling time is specified based on the current position of the train and the current speed of the train, until the specified traveling time and the train arrive at the next target point. A creating unit that creates a braking/driving command for controlling the running of the train based on the remaining running time,
A travel control system comprising: