JP6736392B2 - Travel pattern creation device and travel pattern creation method - Google Patents

Description

The present invention relates to creation of a running pattern between stations of a vehicle.

Background of the Invention With the background of overcrowding of train operation schedules and improvement of maintenance of platform doors, automatic train operation (ATO) devices have been introduced on many routes. In recent years, in addition to the original purpose of scheduled operation and labor saving, reduction in power consumption has become an item required for ATO devices.
On the other hand, the introduction of a driving support device for assisting a driver in driving operation is being promoted so that the driver can travel in a driving pattern with low energy consumption for routes where the ATO device is not installed.

The ATO device and the driving support device read out the driving pattern with low energy consumption derived by the simulation according to the running time between stations, and carry out running control and driving operation support. If the running time between stations is updated from time to time by the operation management device on the ground, the running pattern derived in advance from the simulation can be modified according to the running time between stations, or a new running pattern that satisfies the running time between stations can be added. Need to create.

Patent Document 1 discloses a technique for deriving an energy-saving driving pattern according to the running time between stations. Specifically, when traveling between stations in a combination of constant-speed traveling and coasting, station-to-station information indicating the station between which the vehicle is traveling and the target traveling time from the target traveling time when traveling between stations. A vehicle running that calculates the relationship between the running time between stations required for running and the energy consumption required for running between stations by simulation and refers to the recorded constant speed running speed information to determine the speed at which constant speed running is performed A control device and a vehicle travel support device are disclosed.

JP, 2013-146166, A

In the technique described in Patent Document 1, the speed at which constant-speed traveling is performed is determined by referring to the constant-speed traveling speed information at the current traveling time between stations, and control is performed so that an energy-saving pattern is achieved across stations. .. That is, when the arrival time of the next station is moved forward and the running time between stations is shortened, the constant speed of the entire station is increased to control the running time between stations. For this reason, for example, when the arrival time of the next station is advanced ahead of time a plurality of times while traveling between stations, the constant speed operation speed is increased every time the arrival time of the next station is advanced. In other words, the control is performed so as to travel as slowly as possible during the given traveling time between stations. As for the situation where the running time between stations is shortened, it is assumed that the situation is being restored from the disorder of the schedule, and there is a high possibility that the arrival time will be moved forward in the future.
However, in the technique described in Patent Document 1, when advancement of arrival time occurs continuously, control is performed so that the vehicle travels as slowly as possible during the traveling time between stations at the time of advancement of arrival time. Therefore, there is a problem that the amount of advancement of the feasible arrival time at the next station is reduced, and it takes time to recover the delay from the disorder of the schedule.

On the other hand, there is also a method of creating a travel pattern in which the train travels in the first half between stations at the fastest speed and the speed is reduced near the arrival station to adjust the travel time to the required travel time between stations. According to this, there is an advantage that it is possible to maintain the amount of advance for the arrival time of the next station that can be realized when the advance of the arrival time occurs in succession, but it is possible to maintain the amount of advance for the arrival time of the next station. There is a problem that the energy-saving driving pattern cannot be created when lowering the maximum speed between the stations is the energy-saving driving pattern when the tilts occur continuously.

The present invention has been made in consideration of the above points, and at the time of restoration of the disorder of the diamond, in order to shorten the delay recovery time, while ensuring the maximum time that can be advanced ahead of the arrival time, The present invention proposes a travel pattern creation device that determines travel times of a plurality of sections between stations so that an energy-saving travel pattern can be created when the arrival times are continuously moved backwards due to occurrence.

In order to solve the above-mentioned problem, the travel pattern creation device according to the present invention includes a section travel time/minute determination unit and a travel pattern creation unit, and the section travel time/minute determination unit changes between station-to-station travel times. While assigning the section travel time for each section divided into multiple sections, the assignment of the section travel time is changed according to the change in the requested arrival time at the next station, and the travel pattern creation unit is based on the section travel time. It is characterized in that a running pattern is created for each section, and the running patterns are combined to create a running pattern between stations.

According to the present invention, it becomes possible to create a travel pattern between stations according to a change in running time between stations and control the ATO device and the driving support device based on the created energy-saving travel pattern.

FIG. 1 is a configuration diagram showing a train equipped with an automatic train operation device and related devices. FIG. 2 is a functional configuration diagram including the travel pattern creation device according to the first embodiment. FIG. 3 is a flowchart illustrating the section traveling time/minute determination process executed by the traveling pattern creation device according to the first embodiment. FIG. 4 is a conceptual diagram showing the relationship between the traveling time and the energy consumption required for traveling. FIG. 5 is an explanatory diagram illustrating a change example of the traveling pattern due to a change in arrival time when the first embodiment is performed.

As an embodiment of the present invention, an example of a travel pattern creating device according to the present invention will be described below.

Example 1 of the present invention is a travel pattern creation device that exemplifies a train equipped with an automatic train operation device (ATO device, which may be hereinafter referred to as "ATO device").

Each apparatus illustrated in FIGS. 1 and 2 is a processor, a storage medium, a program, or a device configured by combining them. For example, the processor reads a program stored in a storage medium to realize various functions.
FIG. 1 is a block diagram showing the functions of an automatic train operation device (ATO device). The ATO device detects the speed signal from the speed generator installed on the wheel shaft and also detects the position from the car top that communicates with the ground child by the speed position detection unit. Further, the ATO device calculates the braking/driving command based on the obtained speed signal and position by the control command calculation unit, and outputs the calculated braking/driving command to the vehicle information control device and the braking/driving control device. The vehicle information control device transmits the next station information and the arrival time received from the operation management device on the ground to the ATO device.

As described above, the functions of the ATO device are the speed position detection function for detecting the speed signal and the position and the control command calculation function for calculating the braking/driving command, and the control command calculation unit having the control command calculation function further includes It is composed of a planning unit having a planning function and a tracking unit having a tracking function.

The planning function calculates the running time between stations from the current time and arrival time, and calculates the target speed by comparing the current position with the inter-station running pattern that is held in advance corresponding to the running time between stations. It is a function. The follow-up function is a function of inputting the speed deviation between the target speed and the current speed and calculating the braking/driving force to be output. The ATO device includes the calculated braking/driving force in the braking/driving command and outputs the braking/driving command to the vehicle information control device or the braking/driving control device.
The braking/driving command includes a notch command and a torque command. The vehicle information control device is a device that manages information transmission on the vehicle. When a braking/driving command is input from the ATO device, the vehicle information control device outputs the input braking/driving command to the braking/driving control device. The braking/driving control device controls traveling of the train based on the input braking/driving command.

FIG. 2 is a diagram showing the relationship between the configuration of the travel pattern creation device according to the first embodiment of the present invention and each device shown in FIG. The travel pattern creation device (203) according to the first embodiment receives the next station information, arrival time of the next station, operation pattern, timetable information, position and speed from the vehicle information control device (202). The vehicle information control device (202) receives the arrival time of the next station from the operation management device (201) installed on the ground via the ground/vehicle communication network. The arrival time of the next station may be acquired from other than the operation management device (201), and may be set by, for example, a crew member through a display installed in the cab. The travel pattern creation device (203) creates a travel pattern that consumes less energy required for travel while satisfying the arrival time at the next station, and transmits the created travel pattern to the ATO device (204). The data format between the travel pattern creating device (203) and the ATO device (204) does not matter.

The travel pattern creation device (203) includes a section travel time/minute determination unit (205), a travel time/minute database (206), and a travel pattern creation unit (207). The details of each processing unit will be described below.
The section travel time determination unit (205) determines a change in arrival time based on the information received from the vehicle information control device (202). Depending on how the arrival time changes, the allocation of travel time (hereinafter referred to as "section travel time") for each section obtained by dividing the station into one or more sections is changed. The division of the section may be performed for each predetermined distance or may be performed before and after the speed limit section. The station may be divided into one or more sections, and the division method does not matter.

The travel time database (206) stores the energy saving travel time for each section when the energy saving travel pattern is used between the station travel times defined by the schedule, and the section when the station is traveled in the fastest pattern. Stores the fastest running time. The energy-saving travel time and the fastest travel time for each section may be held as a database such as a travel time database (206), or may be calculated by a simulation by the travel pattern creation device (203) at any time. Good. In short, any method can be used as long as the section traveling time determination unit (205) can grasp the energy-saving traveling time and the fastest traveling time for each section.

Here, the concept of the section travel time determination unit (205) determining the section travel time (run time for each section) will be described.
While the arrival time is ahead of schedule, it is assumed that the recovery from the disorder of the schedule is being performed, and it is highly possible that the arrival time will be ahead of schedule. Therefore, the first half between stations is controlled according to the fastest driving pattern so that further advancement can be accommodated, and the segment running time is set so that the arrival time can be adjusted near the next station.
On the other hand, when the arrival time has been pushed backward, it is assumed that the schedule disorder has occurred and the distance from the preceding vehicle is becoming narrower. At this time, there is a high possibility that the arrival time will be pushed backward, and if the vehicle runs fast and gets too close to the preceding train, an outage may occur. Therefore, it is controlled to run slowly so as not to get too close to the preceding train. At this time, the traveling time of the section is set so that the traveling pattern is energy-saving.

FIG. 3 shows a processing procedure executed by the section travel time determination unit (205) of the travel pattern creation device (203). By executing steps 301 to 316, the allocation for the traveling time of the section is determined. In addition, this processing is executed in each operation cycle of the travel pattern creation device (203). Below, the processing contents of each step will be explained step by step. Since the processing subject of each step is common to the section traveling time determination unit (205), the description of the processing subject will be omitted.

(Step 301)
Determine whether the next station has been updated. If the next station is not updated (Yes), the process proceeds to step 302. If the next station is updated (No), the process proceeds to step 303.

(Step 302)
Determine whether there is an update for the arrival time. If the arrival time has been updated (Yes), the process proceeds to step 304. If the arrival time has not been updated (No), the process proceeds to step 316.

(Step 303)
The energy-saving travel time for each section up to the next station read from the travel time database (206) is assigned to the section travel time. Then, it proceeds to step 316.

(Step 304)
The running time between stations is calculated from the departure time of the departure station and the arrival time of the next station. If the train has already left the departure station, the running time between stations is calculated from the actual time when the departure station left and the arrival time at the next station. Then, it proceeds to step 305.

(Step 305)
It is determined whether the arrival time at the next station is ahead of time (earlier in arrival time) or behind (earlier in arrival time) with respect to the previously acquired arrival time. If it has been moved forward (Yes), the process proceeds to step 306. If it has been pushed backward (No), the process proceeds to step 314.

(Step 306)
The fastest travel time for each section is read from the travel time database (206). Then, it proceeds to step 307.

(Step 307)
An ID for identifying a section (hereinafter referred to as "section identification ID") is set to n=1. The n is defined in ascending order toward the next station, where n=1 is the section closest to the departure station. The section n including the next station is n=N. Then, it proceeds to step 308.

(Step 308)
When the section n is closer to the departure station than the section in which the train is traveling, the actual travel time required to actually travel is assigned to the section n. When the section n is closer to the next station than the section where the train is running, the fastest running time corresponding to the section n is assigned. When the section n is the section currently traveling, the traveling time allocated to the relevant section is set as the traveling time of the section n. Then, it proceeds to step 309.

(Step 309)
It is determined whether the section n+1 is the last section between stations (n+1=N). If the section n+1 is the last section between stations (Yes), the process proceeds to step 310. If the section n+1 is not the last section between stations (No), the process proceeds to step 311.

(Step 310)
The allocated traveling time of the section N is calculated by the following formula. After the calculation, proceed to step 312.
Allocation travel time of section N = Inter-station travel time-Σ (travel time allocated to each section (n=1 to N-1))

(Step 311)
The section identification ID n is incremented by one (n=n+1), and the process returns to step 308.

(Step 312)
In order to prevent the running time of the last section between stations from becoming excessive and the running speed of the section from dropping excessively, the maximum value of running time that can be assigned to the last section between stations is set. It is determined whether the allocated travel time for the section N calculated in step 310 exceeds the maximum value for the travel time that can be allocated to the section N. If not exceeded (Yes), the process proceeds to step 316. If it exceeds (No), the process proceeds to step 313.

(Step 313)
The difference between the allocated travel time of the section N calculated in step 310 and the maximum value of the travel time that can be allocated to the section N is added to the fastest travel time allocated to the section N-1 in step 308 to obtain the section The time is N-1. In addition, when the maximum value of the travel time settable for the section N-1 is exceeded, the difference may be added to the section N-2. , Repeat until the maximum value that can be assigned to each section is reached. Then, it proceeds to step 316.

(Step 314)
The remaining running time is calculated by the following formula.
Remaining travel time = Inter-station travel time-Σ (actual travel time of the already traveled section)
-Running time assigned to the section currently running.The running time of the section that has already been run is the actual running time that took the actual running, and the running section at the time of acquiring the change of arrival time is , The travel time allocated to the relevant section is defined as the section travel time. Then, it proceeds to step 315.

(Step 315)
The travel time calculated in step 314 is assigned to each of the remaining sections to the next station. Then, it proceeds to step 316. Details of the allocation of running time will be described later.

(Step 316)
The section travel time is transmitted to the travel pattern creation unit 207. At this step, the series of processes is completed.

Next, details of the allocation for the remaining running time in step 315 will be described with reference to FIG.
FIG. 4 is a conceptual diagram showing the relationship between the traveling time and the energy consumption required for traveling. It is known that when a running pattern is divided into sections that do not include powering twice, the relationship between the section running time and energy consumption in that section has a monotonous decrease curve. Varies from section to section. Therefore, when the slope of the tangent line of the monotonically decreasing curve in the section running time assigned to each section is different in each section, the section running time of the section with a small slope is assigned to the section with a large slope. As a result, the energy consumption in the section having a large slope is larger than the energy consumption in the section having a small slope, and it is possible to reduce the energy consumption between the stations. By repeating this operation, the allocation for the running time when the slopes of the tangents of the monotonically decreasing curves in the respective sections match will be uniquely determined. The travel time for each section is adjusted until the tangent slopes of the monotonous decrease curves match, and the travel time for each section when the tangent slopes of the monotonous decrease curve match is allocated to each section in step 315. And

Further, the change of the traveling pattern due to the change of the arrival time when the present embodiment is carried out will be described with reference to FIG.
Fig. 5 shows the case where (a) the fastest running between stations (solid line, 90 minutes between running stations) and (b) the standard running time defined by the timetable (dotted line, running between stations). 110 seconds), (c) Arrival time is moved forward (broken line, running time between stations is shortened from standard running time) (Running time between stations 110 seconds → 100 seconds), (d) Arrival time Of the case where the vehicle is pushed backward (extended from the standard running time to the running time between stations) (one-dot chain line, running time between stations 110 seconds → 120 seconds), and four running patterns It shows the hourly allocation.

In contrast to the fastest traveling pattern (a), the traveling pattern (b) at the reference traveling time is that the constant speed operation is changed to coasting in the section 1, the maximum speed is decreased in the section 3, and the constant speed operation is coasted. Energy saving driving pattern is set by changing to.

A case (c) in which the arrival time is moved forward while the departure station is stopped will be described. If the arrival time is moved forward, the fastest travel time for each section is read (step 306 in FIG. 3). In the case of FIG. 5, the interval 1 is 30 seconds, the interval 2 is 20 seconds, and the interval 3 is 40 seconds. Next, the section running time is assigned to each section from the section close to the departure station (step 308 in FIG. 3). In the case of FIG. 5, section 1 is 30 seconds and section 2 is 20 seconds. The allocated travel time of the section 3 is calculated from the formula shown in step 310 of FIG. 3. The allocated travel time of the section 3 is 100 seconds between the stations and the allocated travel time of the section 1 is 30 seconds.
-Assigned travel time for section 2 20 minutes
=50 seconds.
When a travel pattern is created based on the travel time of each section, as shown in FIG. 5C, the sections 1 and 2 other than the section 3 closest to the next station have the fastest travel patterns. Become.

A case (d) in which the arrival time is pushed backward while the departure station is stopped will be described. When the arrival time is tilted backward, the remaining travel time is calculated (step 314 in FIG. 3). In the case of FIG. 5, the remaining running time is 120 seconds. Next, the section running time for each section is assigned so that the tangent slopes of the monotonically decreasing curves, which are functions showing the relationship between each section running time and the energy consumption required for running, match in each section (FIG. 3). Step 315). In the case of FIG. 5, the result is that the section 1 is 44 seconds, the section 2 is 20 seconds, and the section 3 is 56 seconds.
When the travel pattern is created based on the section travel time allocated to each section, as shown in FIG. 5D, the energy-saving travel pattern in which the maximum speed is decreased in the entire station is obtained.

As described above, according to the present embodiment, the section travel time between stations is adjusted according to the change in arrival time. While the arrival time is ahead of schedule, it is assumed that the recovery from the disorder of the schedule is being performed, and it is highly possible that the arrival time will be ahead of schedule. Therefore, the fastest running pattern is set in the first half between stations so that further advancement can be accommodated, and the running time for each section is set so that the arrival time can be adjusted near the next station.
On the other hand, when the arrival time has been pushed backward, it is assumed that the schedule disorder has occurred and the distance from the preceding vehicle is becoming narrower. At this time, there is a high possibility that the arrival time will be pushed backward, and if the vehicle runs fast and gets too close to the preceding train, an outage may occur. Therefore, drive slowly so as not to get too close to the preceding train. At this time, the traveling time of the section is set so that the traveling pattern is energy-saving.
That is, according to the present embodiment, when the timetable disorder is recovered, the timetable for arrival is continuously increased due to the occurrence of the timetable disorder while maximally securing the time that can be advanced ahead of the time of arrival to shorten the delay recovery time. If it is pushed backwards, it becomes possible to create an energy-saving driving pattern.

In the present embodiment, the allocation result for the section traveling time is automatically transmitted to the ATO device or the driving support device. However, the allocation result for the section traveling time is displayed to the crew member or the commander, and the crew member or the commander. Members may be able to change or reject.

Further, the crew member or the commander may be allowed to arbitrarily input the allocation for the traveling time of the section or may be arbitrarily selected from a plurality of candidates. By doing so, especially in the case of the driving support device, the crew can imagine the future driving pattern, and the driving operation can be performed with a sufficient margin.

Furthermore, in the present embodiment, the example in which the traveling pattern creating device is mounted on the train is shown, but the location of the traveling pattern creating device may be on the train or on the ground. For example, the travel pattern creation device may be installed on the ground and the travel pattern may be transmitted to the train.

201 Operation management device 202 Vehicle information control device 203 Running pattern creation device 204 Automatic train operation device (ATO device)
205 Traveling time/minute determination unit 206 Traveling time/minute database 207 Travel pattern creation unit

Claims (2)

Section running time determination part,
With a driving pattern creation unit,
The section travel time determination unit allocates the section travel time for each section obtained by dividing the inter-station travel time into a plurality of stations, and the section travel time according to the change in the requested arrival time of the next station. Change the assignment,
The travel pattern creation unit creates a travel pattern for each section based on the section travel time, creates a travel pattern between the stations by combining the travel patterns,
If the change in the requested arrival time of the next station is an advance request to accelerate the arrival time of the next station,
For the section other than the section near the next station, the section traveling time determination unit assigns a value smaller than the section traveling time assigned at the time of the advance request to the next station. A value greater than the segment travel time allocated at the time of the request for advance is assigned to the nearby section as the section travel time, and the maximum value of the travel time that can be assigned to the last section between the stations. A travel pattern creating device characterized by being provided. A first step of allocating a section travel time for each section obtained by dividing the inter-station travel time into a plurality of sections according to a change in the requested arrival time at the next station,
A second step of creating a traveling pattern for each section based on the section traveling time;
A third step of combining the traveling patterns to create a traveling pattern between the stations;
Have
The first step is to set a maximum value for the traveling time that can be assigned to the last section between the stations when an advance request is made to accelerate the arrival time at the next station, and to set the section other than the section near the next station. On the other hand, a value smaller than the segment travel time assigned at the time of the advance request is assigned as the section travel time, and the segment travel assigned to the section near the next station at the time of the advance request is assigned. This is a process that assigns a value larger than the hour and minute as the section traveling time and hour.
A driving pattern creating method characterized by the above.

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