JP6914203B2 - Driving support system - Google Patents

Description

The present invention relates to a driving support technique for a mobile body that performs orbital transportation such as a railroad.

Automatic train operations (ATO) devices have been introduced on many routes for the purpose of reducing the burden on crew members and labor costs against the backdrop of overcrowded train operation schedules and enhanced platform door maintenance. There is. In recent years, in addition to the original purpose of scheduled operation and labor saving, reduction of power consumption is also required for ATO devices. On the other hand, for routes where the ATO device has not been introduced, the introduction of a driving support device that assists the driver in driving operations is being promoted so that the vehicle can run in a driving pattern with low power consumption.

ATO devices and driving support devices for the purpose of energy saving implement running control and driving operation support based on a running pattern with low power consumption derived in advance by simulation. However, in actual driving, it may not be possible to drive according to the driving pattern derived by the simulation due to conditions different from the preconditions of the simulation (for example, overhead wire voltage and occupancy rate).

Patent Document 1 is a known technique. Patent Document 1 discloses a technique for correcting a traveling pattern according to an actual traveling record. Specifically, when traveling between stations by combining constant speed running and coasting, a constant speed start determination unit that determines the timing to start constant speed running and a coasting start determination unit that determines the timing to start coasting are provided. A driving support system that outputs a power running instruction / constant speed instruction / coasting instruction to a driving support device based on the remaining running time is disclosed.

JP-A-2017-63556

As represented by Patent Document 1, support for energy-saving operation can be roughly divided into two types. An example of the support point is shown in FIG. In FIG. 8, the horizontal axis represents the position of the train and the vertical axis represents the speed of the train. The first is to support cruising at an appropriate target speed, suppress excessive acceleration in consideration of punctuality, and contribute to the reduction of power running power ((1) in Fig. 8). The second is to support coasting at an appropriate position, which has a great effect on punctuality while reducing power running power ((2) in Fig. 8). The former target speed support is often used in the relatively first half of inter-station driving (points where acceleration is completed after departure from the station, etc.), while the latter coasting position support is often used in the second half of inter-station driving (such as the point where acceleration is completed after departure from the station). There is a tendency to utilize coasting on downhills during cruising and to insert coasting before stopping braking).

Here, there is a problem that an error is likely to be included in the recognition of the train position. Generally, the recognition of the train position is calculated by integrating the vehicle speed based on the wheel rotation speed detected by the speed generator. Therefore, due to an event such as a wheel diameter error, an integration error, or slipping / sliding, an error is likely to be inherent in the recognition of the existing line position, especially in the latter half of the inter-station traveling. If the coasting support is continued when the accuracy of recognizing the current position deteriorates, coasting cannot be performed at an appropriate position. As a result, it may deviate from the planned driving pattern and lead to deterioration of punctuality.

FIG. 9 shows an example of an adverse effect due to deterioration of the accuracy of the on-line position recognition. In this example, a case is shown in which slipping occurs after acceleration after departure from the station, and the in-line position recognized by the train advances ahead of the original in-line position in the traveling direction. Since the recognition of the current position is progressing, the coasting start position in front of the downhill is earlier than planned. As a result, the speed drop before the downhill slope becomes too large, and the running speed after coasting decreases. In addition, the coasting position before the stop brake is also in front of the schedule, and the coast is longer than planned. Such a way of running reduces the running speed of the entire distance between stations, leading to late arrival.

The present invention has been made in consideration of the above points, and provides a driving support technique capable of suppressing deterioration of punctuality, particularly late arrival, even when the accuracy of train position recognition deteriorates. The purpose.

In order to solve the above problems, a typical driving support system of the present invention is a driving support system that supports a driving operation while traveling between stations of a train, and determines a target speed according to the position of the train. A constant speed support unit, a coasting support unit that determines the coasting position according to the train's existing line position, an in-line position recognition accuracy detection unit that outputs the in-line position recognition accuracy that is the accuracy of the in-line position recognition of the train, and a line position recognition accuracy detection unit. A support information determination unit for determining driving support information is provided, and the support information determination unit creates the driving support information from the target speed and the coasting position when it is determined that the on-line position recognition accuracy is good. It is a driving support system characterized by creating the driving support information composed of only the target speed when it is determined that the on- line position recognition accuracy is not good.

According to the present invention, it is possible to suppress the deterioration of the punctuality even when the accuracy of recognizing the position of the train is deteriorated while supporting the energy-saving running.

It is a figure which shows an example of the system structure of the driving support system of this invention. It is a figure which shows an example of the processing flow of the support information determination part in the driving support system of this invention. It is a figure which shows an example of the detection method of the on-line position recognition accuracy detection part in the driving support system of this invention. It is a figure which shows an example of the detection method of the on-line position recognition accuracy detection part in the driving support system of this invention. It is a figure which shows an example of the detection method of the on-line position recognition accuracy detection part in the driving support system of this invention. It is a figure which shows an example of the detection method of the on-line position recognition accuracy detection part in the driving support system of this invention. It is a figure which shows an example of the detection method of the on-line position recognition accuracy detection part in the driving support system of this invention. It is a figure which shows the example of the traveling pattern when the on-line position recognition accuracy is good. It is a figure which shows the example of the traveling pattern in the case where the in-line position recognition accuracy deteriorates in the situation where the driving support system of this invention is not applied. It is a figure which shows the example of the traveling pattern when the in-line position recognition accuracy deteriorates in the situation where the driving support system of this invention is applied. It is a figure which shows another example of the system structure of the driving support system of this invention. It is a figure which shows an example (when the in-line position recognition accuracy is good) of the display content transition of the display in the driving support system of this invention. It is a figure which shows another example (when the in-line position recognition accuracy deteriorates) of the display content transition of the display in the driving support system of this invention.

Hereinafter, examples will be described with reference to the drawings.

In this embodiment, an example in which a train is automatically operated by the driving support system of the present invention is shown. According to the method of automatic train operation shown in this embodiment, even when the accuracy of recognizing the position of the train is deteriorated, the train can be operated while suppressing the deterioration of punctuality.

First, the system configuration of the driving support system of this embodiment will be described. FIG. 1 is a diagram showing a system configuration of the driving support system of this embodiment.

The driving support system 100 determines a command to the control drive device 103 based on the information acquired from the vehicle information control device 101 and the information acquired from the security device 102, and automatically drives the train. The information acquired by the driving support system 100 from the vehicle information control device 101 includes the remaining running time 150, the vehicle speed 151, the on-line position information 152, the control driving force information 153, the assumed running pattern 154, and the idling / sliding detection result 155. Is. Further, the information acquired by the driving support system 100 from the security device 102 is the speed limit 171.

The remaining travel time 150 is a value calculated inside the vehicle information control device 101, and as an example of the calculation method, a method of subtracting the current time from the arrival target time of the next station can be mentioned.

The vehicle speed 151 is generated and managed by the vehicle information control device 101 from the rotation speed information of a speed generator (not shown) or the like. For example, the mileage per unit time, that is, the speed is obtained by multiplying the wheel rotation speed information per unit time generated by the speed generator by the circumference of the wheel, and the vehicle speed 151 is generated using this. ..

The on-line position information 152 is held by the vehicle information control device 101, and the absolute position detection result by communication with the ground side using a transponder or the like is used as an initial value, and the vehicle speed 151 is set in a section where the communication is not possible. It is obtained by adding the integrated value, that is, the mileage.

The control driving force information 153 is an actual value or a command value of the generated control driving force acquired by the vehicle information control device 101 from the control driving force device 103 (the route is not shown).

The assumed running pattern 154 is a planned speed pattern between the stations, and at least the speed locus of the planned coasting section between the stations is held by the vehicle information control device 101.

The slip / slip detection result 155 is acquired by the vehicle information control device 101 from the control driving force device 103 via information transmission in the vehicle (path is not shown), and slips during power running and slips during braking. It is the occurrence history of.

The speed limit 171 is defined as an allowable maximum speed according to the position between stations.

The driving support system 100 includes a constant speed support unit 110, a coasting support unit 111, an on-line position recognition accuracy detection unit 112, a support information determination unit 113, and a control drive command calculation unit 114.

The constant speed support unit 110 calculates the target speed 160 by inputting the remaining running time 150, the vehicle speed 151, and the in-line position information 152, and outputs the target speed 160 to the support information determination unit 113. The calculation method of the target speed 160 will be described later.

The coasting support unit 111 calculates the coasting position 161 by inputting the remaining running time 150, the vehicle speed 151, and the current position information 152, and outputs the coasting position 161 to the support information determination unit 113. The calculation method of the coasting position 161 will be described later.

The in-line position recognition accuracy detection unit 112 inputs the in-line position accuracy 162 by inputting the vehicle speed 151, the in-line position information 152, the control driving force information 153, the assumed running pattern 154, and the idling / sliding detection result 155. It is calculated and output to the support information determination unit 113.

The on-line position accuracy 162 is set to two values of good and bad, and is set to "good" at the timing when the absolute position is corrected by communication with the power supply ground element such as when the station is stopped. The calculation method of the in-line position accuracy 162 will be described later.

The support information determination unit 113 calculates the driving support information 170 by inputting the target speed 160, the coasting position 161 and the on-line position accuracy 162, and outputs the driving support information 170 to the control drive command calculation unit 114. The calculation method of the driving support information 170 will be described later.

The control drive command calculation unit 114 calculates the control drive command 180 by inputting the driving support information 170, the vehicle speed 151, the on-line position information 152, and the speed limit 171 and outputs the control drive command 180 to the control drive device 103. do. The calculation method of the control drive command 180 will be described later.

The above is the description of the system configuration of the driving support system 100 of this embodiment.

Next, the constant speed support unit 110, the coasting support unit 111, the on-line position recognition accuracy detection unit 112, the support information determination unit 113, and the control drive command calculation unit included in the driving support system 100 of this embodiment. The calculation method of each output in 114 will be described.

The constant speed support unit 110 calculates the speed at which the train should shift to constant speed operation and outputs it as the target speed 160. As an example of the calculation method of the target speed 160, there is a method of using a constant speed start determination table in which the remaining running time and minute are defined for each position and speed between stations.

The constant speed start judgment table defines the remaining travel time as the time required to arrive at the next station when traveling at a certain speed from a certain position between stations, and the speed is fast or close to the next station. Sometimes it takes less time to arrive at the next station, so the remaining travel time is shorter.

The remaining running time 150 is a target value of the time until arriving at the next station, and a larger value means that there is more time to spare.

By comparing the remaining running hours and minutes stored in the table with the remaining running hours and minutes 150, it can be determined from the current position and speed whether it is better to perform constant speed operation or to continue power running. It is a mechanism.

The remaining running hours and minutes stored in the table are determined in advance on a simulation basis to save more energy while maintaining punctuality (of course, the values are measured by actually running the train. You may decide).

When the remaining running time 150 is equal to or greater than the value of the remaining running time corresponding to the current position and speed in the constant speed start determination table, the vehicle speed 151 at that time is output as the target speed 160.

On the other hand, if the remaining running time 150 is smaller than the value of the remaining running time corresponding to the current position and speed in the constant speed start determination table, it is necessary to continue power running, so the value is set to the target speed 160. Do not set.

Needless to say, the calculation method of the target speed 160 is not limited to the method using the constant speed start determination table, and any method for calculating the target speed in consideration of punctuality and energy saving may be used.

The coasting support unit 111 calculates a position where the train should shift to coasting operation and outputs it as the coasting position 161. As an example of the calculation method of the coasting position 161, there is a method of using a coasting start determination table in which the remaining running time and minute are defined for each position and speed between stations.

In the coasting start judgment table, when coasting is started at a certain speed from a certain position between stations, the remaining running time is defined as the time required to arrive at the next station, and the speed is fast or the next station is reached. When it is near, the time it takes to arrive at the next station will be shorter, so the remaining running time will be shorter.

By comparing the remaining running time and minutes stored in the table with the remaining running time and minute 150, it is better to coast from the current position and speed, or to continue the current driving operation. It is a mechanism that can be judged.

The remaining running hours and minutes stored in the table are determined in advance on a simulation basis to save more energy while maintaining punctuality (of course, the values are measured by actually running the train. You may decide).

While the remaining running time 150 is smaller than the value of the remaining running time corresponding to the current position and speed in the coasting start determination table, punctuality cannot be ensured if coasting is started at that time (= late arrival). Therefore, the value is not set at the coasting position 161.

On the other hand, when the remaining running time 150 becomes close to the value of the remaining running time corresponding to the current position and speed in the coasting start determination table (for example, within ± 5 seconds), the current line at that time The position information 152 is output as the coasting position 161.

Needless to say, the method for calculating the coasting position 161 is not limited to the method using the coasting start determination table, and any method for calculating the coasting position in consideration of punctuality and energy saving may be used.

The in-line position accuracy 162 output by the in-line position recognition accuracy detection unit 112 is a detection result regarding the consistency between the true position of the train and the in-line position information 152. As shown below, there are various detection methods, and by combining a plurality of detection methods, the on-line position accuracy 162 can be detected more accurately.

As an example of the detection method of the on-line position accuracy 162, there is a method based on the continuity of the on-line position information 152. Normally, the on-line position information 152 changes continuously with time. However, when the wheel idling phenomenon occurs, the number of rotations of the wheels increases rapidly, so that the mileage calculated by integrating the number of rotations suddenly changes, that is, the mileage changes significantly within a short period of time.

An example is shown in FIG. In FIG. 3, it appears that the train existing at the position L0 at the time T0, accelerating to the time T1 and reaching the position L1, moved to L1'after a short time ΔT due to idling. In such a case, it is determined that the in-line position accuracy 162 after T1 + ΔT is deteriorated. Examples of the determination method include a method of determining whether (L1'-L1) ÷ ΔT exceeds the maximum speed of the train, and the maximum acceleration obtained from the change in mileage that can be generated by the driving force of the target train. There is a method of determining whether or not the acceleration of is exceeded.

As another example of the detection method of the on-line position accuracy 162, there is a method of comparing a speed locus during traveling with an assumed speed locus and based on the difference. This is based on the idea that when the on-line position accuracy 162 deteriorates, the running resistance due to the route condition is different from the assumption, so that the locus of the speed is different from the assumption even during the same driving operation.

As an example of the method, there is a method of comparing the speed locus assumed in advance included in the assumed traveling pattern 154 with the speed locus obtained by accumulating the vehicle speed 151 with respect to the speed locus during coasting.

A conceptual diagram is shown in FIG. Here, whether or not the train is coasting is determined from the control driving force information 153. The broken line (Vplan (x)) in FIG. 4 is obtained by extracting the speed locus when coasting from the position x = L2 from the assumed running pattern 154. On the other hand, the speed locus obtained by accumulating the vehicle speed 151 is a dashed line (Vreal (x)) in FIG.

The velocity deviation at each position x is defined as "ΔV (x) = Vreal (x) -Vplan (x)", and the absolute value of ΔV (x) exceeds a predetermined threshold value (for example, 5 km / h). In this case, it is determined that the on-line position accuracy 162 is deteriorated. In FIG. 4, Vplan (x) is recovering speed while coasting, whereas Vreal (x) is not recovering speed by coasting.

The reason why coasting is taken as an example here is that there is no disturbance effect on the acceleration / deceleration due to the fluctuation of the overhead wire voltage, which exists during power running or braking, and it is easy to compare the speed trajectories. However, it is also possible to compare speed trajectories during power running and braking, and the application of this method is not limited to coasting.

As another example of the detection method of the on-line position accuracy 162, there is a method based on the collation result of the detection result by a plurality of position detection means. In addition to the method of integrating the wheel rotation speed by the speed generator, the method of detecting the position of the train itself is based on the speed detection result by the millimeter-wave radar, the method of recognizing the feature points of the outside world using a sensor, or GPS. It is possible to use a plurality of methods in combination, such as a method using.

Comparing the detection results by these plurality of position detecting means included in the in-line position information 152, if the position deviation is large, it can be considered that at least one of the in-line position accuracy has deteriorated. It can be said that the in-line position accuracy 162 has deteriorated.

In the example shown in FIG. 5, at time T2, the deviation of the in-line position detection result by the two types of position detection means exceeds the threshold value (for example, 5% of the mileage from the station to the current position), and at this point, It is determined that the on-line position accuracy 162 is deteriorated.

As another example of the detection method of the on-line position accuracy 162, there is a method based on the occurrence history of idling / sliding. When slipping or slipping occurs, the position detection accuracy based on the integration of the wheel rotation speed information of the speed generator deteriorates. A method of determination can be considered. In the example shown in FIG. 6, since the fourth idling / sliding occurs at time T3 and the determination criterion is 4 times or more in this case, it is determined that the in-line position accuracy 162 deteriorates at this point. do. Further, in the method, a variation in which the integration result of the duration of idling / sliding is used as the determination value is also possible.

The above is an example of the detection method of the line position accuracy 162 in the line position recognition accuracy detection unit 112, but it goes without saying that the detection method of the line position accuracy 162 is not limited to these. Since the in-line position information 152 is corrected by a transponder or the like when arriving at the next station, the in-line position accuracy 162 is reset to a good side at the corrected timing.

The calculation method of the driving support information 170 in the support information determination unit 113 will be described with reference to the flowchart of FIG.

In step 201, it is determined whether or not a value is set at the coasting position 161. If a value is set for the coasting position 161, the process proceeds to step 202, and if not, the process proceeds to step 204.

In step 202, the in-line position accuracy 162 is confirmed, and if the in-line position accuracy is good, the process proceeds to step 203, and if the in-line position accuracy is deteriorated, the flow is exited.

In step 203, the coasting position 161 is set as the driving support information 170, and is sent to the control drive command calculation unit 114.

In step 204, it is determined whether or not a value is set for the target speed 160. If a value is set for the target speed 160, the process proceeds to step 205. If the target speed 160 is not set, the process exits the main processing flow.

In step 205, the target speed 161 is set as the driving support information 170 and transmitted to the control drive command calculation unit 114.

According to this flowchart, even if the on-line position accuracy deteriorates and the coasting position support is interrupted, the original coasting position support is resumed after the on-line position accuracy returns to a good state. Is possible and contributes to the improvement of energy saving.

The above is the description of the calculation method of the driving support information 170 in the support information determination unit 113.

The calculation method of the control drive command 180 in the control drive command calculation unit 114 will be described.

First, basically, the control drive command calculation unit 114 calculates and outputs the control drive command 180 so that the vehicle speed 151 does not exceed the speed limit 171 acquired from the security device 102. Further, although not shown in FIG. 1, the control drive command 180 is calculated so as to stop according to a brake pattern (defined by the position and speed) prepared in advance toward the target stop position of the next station. ·Output. The control drive command calculation unit 114 calculates the control drive command 180 based on the driving support information 170 within a range in which the vehicle speed 151 does not exceed the speed limit 171 and the brake pattern.

After the train departs from the station, the control drive command calculation unit 114 powers the train while periodically checking the contents of the driving support information 170 to accelerate the train. When the target speed 160 is set in the driving support information 170, the control drive command 180 is calculated so that the vehicle speed 151 follows the speed. After that, when the coasting position 161 is set in the driving support information 170, coasting starts from that point. In some cases, the coasting position 161 may be set in the driving support information 170 without setting the target speed 160 during power running / acceleration. In that case, coasting is started from the point.

When there is a low speed limit between stations due to the speed limit 171, the control drive command calculation unit 114 calculates the control drive command 180 so that the vehicle speed 151 does not exceed the speed limit. .. After the speed limit is removed, the flow is the same as after departure from the station.

When approaching the stop station, regardless of whether the train is running at a constant speed or coasting, the control drive command calculation unit 114 controls the control drive so that the vehicle speed 151 does not exceed the speed of the brake pattern. Command 180 is calculated.

Examples of the control for making the vehicle speed 151 follow the target speed (the target speed 160 or the speed limit 171) in the control drive command calculation unit 114 include proportional control and fuzzy control. In this embodiment, the control method does not matter.

The above is the description of the calculation method of the control drive command 180 in the control drive command calculation unit 114.

According to the driving support system 100 described in the present embodiment, even when the accuracy of detecting the position of the train is deteriorated, the deterioration of the punctuality can be suppressed. An example is shown in FIG. In this example, idling occurs during constant speed running after departure from the station, and the detection accuracy of the current position is deteriorated. Specifically, it is a state in which the current position is mistakenly recognized in the forward direction of travel. Since coasting was started in the middle of the station in this state, the cruising speed in the latter half of the station has decreased. Here, the deterioration of the in-line position detection accuracy is detected by the method shown in FIG. 4 based on the deviation of the speed locus. As a result, the subsequent coasting support is stopped and the coasting before the stop brake is not inserted, and the influence of the late arrival at the next station can be suppressed.

The above is the description of the first embodiment.

In this embodiment, an example of supporting manual train operation by the driving support system of the present invention is shown. According to the driving support method shown in this embodiment, even when the accuracy of detecting the position of the train is deteriorated, the train can be operated while suppressing the deterioration of energy saving and punctuality.

First, the system configuration of the driving support system of this embodiment will be described. FIG. 11 is a diagram showing a system configuration of the driving support system of this embodiment.

The driving support system 1100 provides driving support based on the information acquired from the vehicle information control device 101. The information acquired by the driving support system 1100 from the vehicle information control device 101 includes the remaining running time 150, the vehicle speed 151, the on-line position information 152, the control driving force information 153, the assumed running pattern 154, and the idling / sliding detection result 155. Is.

The remaining running time 150, the vehicle speed 151, the in-line position information 152, the controlling driving force information 153, the assumed running pattern 154, and the slip / slip detection result 155 are as described in the first embodiment.

The driving support system 1100 includes a position / speed prediction unit 1115, a constant speed support unit 110, a coasting support unit 111, an on-line position recognition accuracy detection unit 112, a support information determination unit 113, and a display 1114. ..

The position / speed prediction unit 1115 calculates the predicted speed 1163 and the predicted position 1164 by inputting the vehicle speed 151, the on-line position information 152, and the control driving force information 153, and calculates the predicted speed 1163 and the predicted position 1164, and the constant speed support unit 110 and the said. Output to the coasting support unit 111. The calculation method of the predicted speed 1163 and the predicted position 1164 will be described later.

The constant speed support unit 110 calculates the target speed 160 by inputting the remaining running time 150, the predicted speed 1163, and the predicted position 1164, and outputs the target speed 160 to the support information determination unit 113. The calculation method of the target speed 160 will be described later.

The coasting support unit 111 calculates the coasting position 161 by inputting the remaining running time 150, the predicted speed 1163, and the predicted position 1164, and outputs the coasting position 161 to the support information determination unit 113. The calculation method of the coasting position 161 will be described later.

The on-line position recognition accuracy detection unit 112 receives the vehicle speed 151, the on-line position information 152, the control driving force information 153, the assumed running pattern 154, the idling / sliding detection result 155, and the crew input result 1171 as inputs. The position accuracy 162 is calculated and output to the support information determination unit 113. The calculation method of the in-line position accuracy 162 will be described later.

The support information determination unit 113 calculates the driving support information 170 by inputting the target speed 160, the coasting position 161 and the in-line position accuracy 162, and outputs the driving support information 170 to the display 1114. The calculation method of the driving support information 170 will be described later.

The display 1114 receives the driving support information 170 as an input and teaches the driving support content to the driver by screen display, voice ringing, or both. Specific examples of driving support content teaching will be described later.

The above is the description of the system configuration of the driving support system 1100 of this embodiment.

Next, the position / speed prediction unit 1115, the constant speed support unit 110, the coasting support unit 111, the on-line position recognition accuracy detection unit 112, and the support information determination unit included in the driving support system 1100 of the present embodiment. The calculation method of each output data in 113 and the display 1114 will be described.

The position / speed prediction unit 1115 predicts the speed and position of the train after a predetermined time. This is because, due to the characteristics of the function of driving support in manual driving, it is necessary to teach the crew the driving operation contents at a timing earlier than the actually required driving operation timing.

As an example of the speed and position prediction method, the position / speed prediction unit 1115 assumes that the control driving force information 153 continues until a predetermined time after that based on the vehicle speed 151 and the in-line position information 152. Then, the predicted speed 1163 and the predicted position 1164 are calculated.

In the prediction calculation process, more accurate prediction is possible by adding vehicle control characteristics, route conditions, and speed limit information (these additional information is not shown). In addition, the predetermined time for prediction is determined so that the crew can move to the operation with a margin after perceiving the support content.

In the calculation process of the target speed 160 in the constant speed support unit 110, the predicted speed 1163 and the predicted position 1164 of the present embodiment are used instead of the vehicle speed 151 and the in-line position information 152 in the first embodiment. It is calculated by. The specific calculation method is as described in Example 1.

In the calculation process of the coasting position 161 in the coasting support unit 111, the predicted speed 1163 and the predicted position 1164 of the present embodiment are used instead of the vehicle speed 151 and the in-line position information 152 in the first embodiment. It is calculated. The specific calculation method is as described in Example 1.

The in-line position accuracy 162 output by the in-line position recognition accuracy detection unit 112 is a detection result regarding the consistency between the true position of the train and the in-line position information 152. There are various detection methods, and by combining a plurality of detection methods, the on-line position accuracy 162 can be detected more accurately.

The detection methods described in FIGS. 3, 4, 5, and 6 of the first embodiment can also be applied to the present embodiment.

As another example of the detection method of the on-line position accuracy 162, a method based on the crew input result 1171 will be described. In this method, when a crew member has doubts about the in-line position detection result of his / her own train, he / she notifies the system side to that effect through the user interface. Specifically, as shown in FIG. 7, it is conceivable to provide a dedicated button on the driving support screen to enable notification.

The method of notification from the crew is not limited to this. When these notifications are given, it is determined that the in-line position accuracy 162 has deteriorated. It should be noted that the crew may be able to input that the accuracy of the on-line position recognition has been restored by using the same user interface.

The above is an example of the detection method of the line position accuracy 162 in the line position recognition accuracy detection unit 112, but it goes without saying that the detection method of the line position accuracy 162 is not limited to these.

The calculation method of the driving support information 170 in the support information determination unit 113 is as described in the first embodiment.

The display 1114 teaches the contents of support to the crew according to the driving support information 170. As a specific example, there is a method of teaching the operation contents.

FIG. 12 shows an example in which the operation content is displayed on the display 1114 installed in the driver's cab. When the target speed 160 is set in the driving support information 170, a driving operation content such as "87 km / h constant speed" is displayed, and when the coasting position 161 is set, a driving operation content such as "notch off at ● m" is displayed. NS. In addition to the screen display, it is also possible to teach by voice ringing, and it is conceivable to use both together.

Further, the display 1114 of FIG. 12 is provided with a button for instructing the suspension of coasting support, and the result of handling this is reflected in the crew input result 1171. An example in which the button is handled is shown in FIG. In FIG. 13, based on the input of the crew input result 1171, the transition to the state in which coasting support is not performed is made.

When arriving at the next station, the current position information 152 is generally corrected by a transponder or the like, and it is desirable to exit the coasting support stop mode at that timing.

According to the operation support system 1100 described in the present embodiment, even when the accuracy of detecting the position of the train is deteriorated, the deterioration of the punctuality and the energy saving property can be suppressed. The suppression of punctual deterioration is as described in Example 1, but with regard to the manual operation support described in this example, the delay recovery by the crew is achieved by ensuring the suppression of punctual deterioration on the system side. Excessive power running operation for the purpose of the above can be suppressed, and deterioration of energy saving can be suppressed.

The above is the description of the second embodiment.

100 ... Driving support system 101 ... Vehicle information control device 102 ... Security device 103 ... Control drive device 110 ... Constant speed support unit 111 ... Coasting support unit 112 ... Accuracy detection unit 113 ・ ・ ・ Support information determination unit 114 ・ ・ ・ Control drive command calculation unit 150 ・ ・ ・ Remaining running time 151 ・ ・ ・ Vehicle speed 152 ・ ・ ・ Current position information 153 ・ ・ ・ Control drive force information 154・ ・ ・ Assumed running pattern 155 ・ ・ ・ Idling / sliding detection result 160 ・ ・ ・ Target speed 161 ・ ・ ・ Coasting position 162 ・ ・ ・ Position accuracy 170 ・ ・ ・ Driving support information 171 ・ ・ ・ Speed limit 180 ・ ・ ・・ Control drive command 1100 ・ ・ ・ Driving support system 1114 ・ ・ ・ Display 1115 ・ ・ ・ Position / Speed prediction unit 1163 ・ ・ ・ Predicted speed 1164 ・ ・ ・ Predicted position 1171 ・ ・ ・ Crew input result

Claims (10)

It is a driving support system that supports driving operations while the train is traveling between stations, and determines the constant speed support unit that determines the target speed according to the current position of the train and the coasting position according to the current position of the train. The coasting support unit is provided with an on-line position recognition accuracy detection unit that outputs the on-line position accuracy, which is the accuracy of the on-line position of the train, and a support information determination unit that determines driving support information. is rail position accuracy to create the driving support information from the target speed and the coasting position when it is determined that good, the constituted only by the target speed when the on-rail position accuracy is determined not to be good A driving support system characterized by creating driving support information. The driving support system according to claim 1, wherein the on-line position recognition accuracy detection unit determines whether or not the on-line position accuracy is good based on the rate of change of the on-line position. system. The driving support system according to any one of claims 1 to 2, wherein in the in-line position recognition accuracy detection unit, the acceleration calculated based on the change in the in-line position is the driving force of the train. When it is equal to or less than the maximum acceleration that can be generated by, it is determined that the on-line position accuracy is good, and the acceleration calculated based on the change in the on-line position exceeds the maximum acceleration that can be generated by the driving force of the train. When the driving support system is characterized in that it is determined that the on-line position accuracy is not good. The driving support system according to any one of claims 1 to 3, wherein the on-line position recognition accuracy detection unit determines whether or not the on-line position accuracy is good based on a speed locus during traveling. A driving support system characterized by doing. The driving support system according to any one of claims 1 to 4, wherein the on-line position recognition accuracy detection unit has the on-line position accuracy based on collation results of detection results by a plurality of position detection means. A driving support system characterized by determining whether or not it is good. The driving support system according to any one of claims 1 to 5, wherein the on-line position recognition accuracy detection unit determines whether or not the on-line position accuracy is good based on the history of idling or sliding. A driving support system characterized by The driving support system according to any one of claims 1 to 6, wherein the on-line position recognition accuracy detection unit determines whether or not the on-line position accuracy is good based on an input from a crew member. A driving support system characterized by this. The driving support system according to any one of claims 1 to 7, wherein the in-line position recognition accuracy detection unit determines that the in-line position accuracy is good when the in-line position of the train is corrected. A driving support system characterized by doing. The driving support system according to any one of claims 1 to 8, characterized in that it includes a controlling drive command calculation unit that calculates a controlling drive command to the controlling drive device based on the driving support information. Driving support system. The driving support system according to any one of claims 1 to 9, further comprising a display that displays a target speed and coasting timing based on the driving support information.

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