JP7186110B2 - Program and train driving simulator - Google Patents

Description

The present invention relates to a program and the like for executing a train operation simulation.

2. Description of the Related Art Conventionally, there has been known a technique of simulating a simulated operation of a train (railway vehicle) and conducting driving training by a driver. For example, Patent Literature 1 discloses a technique for detecting the position of a viewpoint while driving and evaluating a confirmation action for a traffic light or the like.

JP 2014-71319 A

By the way, in recent years, there has been a demand for devising a train operation that can reduce energy consumption (so-called energy-saving operation). However, it is difficult to conduct trial and error with respect to energy-saving operation during actual train operation. Therefore, the present invention has been devised as a problem to be solved by providing a technology that presents the power consumption related to running of a train to the user in a driving simulation and can evaluate the driving operation based on the power consumption. be.

A first invention for solving the above problems is
A program for causing a computer to execute a driving simulation based on a user's driving operation for a driving scenario in which a given train is operated in a given section along a given timetable,
time display control means (for example, the simulation time display control unit 215 in FIG. 16) that measures and controls the display of the simulation time during execution of the driving simulation;
Power consumption calculation means (for example, energy information calculation unit 219 in FIG. 16) for calculating power consumption related to running of the train and integrating power consumption during execution of the driving simulation;
Running speed display control means (for example, the energy screen display control unit 221 in FIG. 16) that displays and controls the running speed for each running position in a graph,
power consumption display control means (for example, the energy screen display control unit 221 in FIG. 16) for controlling display of the power consumption for each traveling position in a graph;
Traveling time evaluation means (for example, the individual evaluation unit 225 in FIG. 16) that evaluates the traveling time based on the simulation time based on the timetable,
power consumption evaluation means (for example, the individual evaluation unit 225 in FIG. 16) that evaluates the power consumption based on the reference power consumption associated with the driving scenario;
Comprehensive evaluation means (for example, a comprehensive evaluation unit 227 in FIG. 16) that performs a comprehensive evaluation of the driving simulation based on the evaluation results of the running time evaluation means and the evaluation results of the power consumption evaluation means;
It is a program for functioning the computer as.

According to the first invention, during execution of a driving simulation in which a user virtually operates a train for driving training related to a target driving scenario, power consumption related to running of the train is calculated by the driving simulation. and power consumption can be integrated. In addition, it is possible to display a graph of running speed for each running position (running speed graph) and a graph of power consumption (power consumption graph) for each running position to present to the user. Then, the driving time based on the simulation time can be evaluated based on the timetable, the power consumption can be evaluated based on the reference power consumption, and the overall evaluation of the driving simulation can be performed based on these evaluation results. Therefore, the user can conduct train operation training while performing trial and error on driving operations for energy-saving operation based on the display of the running speed graph and the power consumption graph, or the evaluation of the running speed and power consumption. It becomes possible.

Moreover, the second invention is
Exemplary travel speed display control means (for example, the energy screen display control unit 221 in FIG. 16) for graphically controlling and displaying an exemplary travel speed for each travel position based on the model driving operation associated with the driving scenario;
Exemplary power consumption display control means (e.g., energy screen display control unit 221 in FIG. 16) for graphically controlling and displaying exemplary power consumption for each driving position based on the exemplary driving operation associated with the driving scenario;
It is a program of the first invention for further functioning the computer as.

According to the second invention, at a predetermined timing such as during or after the execution of the driving simulation, a graph of the model running speed for each running position (model running speed In addition to displaying a graph of power consumption for each driving position based on the model driving operation (model power consumption graph), it is possible to present it to the user. According to this, it becomes possible for the user to perform train driving training while confirming the running speed and power consumption for each running position based on exemplary driving operations.

Moreover, the third invention is
The model running speed display control means displays the model running speed for each running position in a graph during execution of the driving simulation,
The model power consumption display control means displays the model power consumption for each driving position in a graph during execution of the driving simulation,
The running speed display control means superimposes a running speed graph for each running position on the model running speed graph, and updates the display as needed according to the running by the driving simulation,
The power consumption display control means superimposes a graph of power consumption for each traveling position on the graph of the model power consumption, and updates the display at any time according to the driving simulation.
It is a program of the second invention.

According to the third invention, the running speed graph is superimposed on the model running speed graph and updated and displayed at any time according to the running of the train by the operation simulation being executed, and the power consumption graph is superimposed on the model power consumption graph at any time. It can be updated and presented to the user. According to this, the user can perform train driving training while comparing the traveling speed and power consumption for each traveling position based on his own driving operation with the traveling speed and power consumption for each traveling position based on the exemplary driving operation. can be done.

Moreover, the fourth invention is
re-execution control means (e.g., re-execution control unit 229 in FIG. 16) for controlling re-execution of the driving simulation for the driving scenario when the comprehensive evaluation does not satisfy a predetermined pass condition;
The program according to any one of the first to third inventions for causing the computer to further function as a computer.

According to the fourth invention, when the overall evaluation does not satisfy the acceptance condition, it is possible to re-execute the driving simulation for the same driving scenario and allow the user to repeat the training by the driving simulation. According to this, it becomes possible for the user to repeat the simulated driving in the same travel section while devising driving operations with an awareness of energy-saving driving.

Moreover, the fifth invention is
there are a plurality of model driving maneuver candidates associated with the driving scenario;
re-execution control means (e.g., re-execution control unit 229 in FIG. 16) for controlling re-execution of the driving simulation for the driving scenario when the comprehensive evaluation does not satisfy a predetermined pass condition;
model driving operation selection means for selecting a model driving operation candidate to be the model driving operation from among the plurality of model driving operation candidates, wherein when the re-execution control means controls the execution of the driving simulation again, Model driving selection means (for example, the model driving operation selection unit 213 in FIG. 16) for reselecting, as a new model driving operation, a model driving operation candidate that is different from the model driving operation candidates that have been used as model driving operations in the past;
The program according to the second or third invention for causing the computer to further function as

According to the fifth aspect, a model driving operation candidate to be used as a model driving operation is selected from among a plurality of model driving operation candidates associated with the target driving scenario, and the model driving speed graph and the model power consumption graph are generated. Can be used for display. Then, when the driving simulation is re-executed because the comprehensive evaluation does not satisfy the acceptance condition, a model driving maneuver candidate different from the one selected in the past is re-selected as a new model driving maneuver, and the model running speed is reduced. It can be used to display graphs and exemplary power consumption graphs.

Moreover, the sixth invention is
The model driving selection means determines whether or not the remaining model driving operation candidates after excluding the model driving operation candidates selected as the model driving operation in the past are similar to the driving operation performed by the user in the past, thereby selecting a new model driving operation. Re-selecting the model driving operation candidate to be the model driving operation,
It is a program of the 5th invention.

According to the sixth aspect, when the driving simulation is re-executed, for example, model driving maneuver candidates that are similar to the user's past driving maneuvers are selected from the model driving maneuver candidates other than those that have been selected in the past. It can be reselected as a driving maneuver.

Moreover, the seventh invention is
By calculating a ride comfort index value based on the acceleration of the train, ride comfort evaluation means (for example, the ride comfort index value calculation unit 223 and the individual evaluation unit 225 in FIG. 16) that evaluates the ride comfort with respect to the user's driving operation ),
further functioning the computer as
The pass/fail determination means performs the comprehensive evaluation further using the evaluation result of the ride comfort evaluation means.
A program according to any one of the first to sixth inventions.

According to the seventh invention, it is possible to perform a comprehensive evaluation of the driving simulation, taking into consideration the riding comfort based on the acceleration of the train.

Moreover, the eighth invention is
A train driving simulator (for example, the train driving simulator 1000 in FIG. 1) that executes a driving simulation based on a user's driving operation for a driving scenario in which a given train is operated in a given section along a given timetable. and
time display control means for measuring and controlling the display of the simulation time during execution of the driving simulation;
power consumption calculation means for calculating power consumption related to running of the train and integrating power consumption during execution of the operation simulation;
a running speed display control means for displaying and controlling the running speed for each running position in a graph;
power consumption display control means for displaying and controlling the power consumption for each traveling position in a graph;
Travel time evaluation means for evaluating the travel time based on the simulation time based on the timetable;
power consumption evaluation means for evaluating the power consumption based on a reference power consumption associated with the driving scenario;
Comprehensive evaluation means for performing a comprehensive evaluation of the driving simulation based on the evaluation result of the running time evaluation means and the evaluation result of the power consumption evaluation means;
It is a train driving simulator with

According to the eighth invention, it is possible to realize a train operation simulator having the same effect as the first invention.

The figure which shows the structural example of a train operation simulator. The figure which shows the data structural example of scenario information. The figure which shows the data structural example of timetable data. The figure which shows the data structural example of driving information. The figure which shows the data structural example of energy information. FIG. 4 is a diagram showing an example of a display screen of a sub monitor; The figure which shows the example of a display of an energy screen during execution of driving simulation. The figure which shows the display example of the energy screen displayed as a simulation result. The figure which made the electric energy evaluation formula into the graph. The figure which graphed the passage time evaluation formula. The figure which graphed the final arrival time evaluation formula. FIG. 4 is a graph showing a ride comfort evaluation formula; The figure which shows the data structural example of simulation data. 4 is a flowchart showing the procedure of model driving operation selection processing; 4 is a flowchart showing the procedure of model driving operation reselection processing; The block diagram which shows the functional structural example of a train operation simulator. FIG. 4 is a diagram showing an example of programs and data stored in a storage unit; A flow chart for explaining a flow of processing in a train operation simulator.

Preferred embodiments of the present invention will be described below with reference to the drawings. In addition, the present invention is not limited by the embodiments described below, and the forms to which the present invention can be applied are not limited to the following embodiments.

[overall structure]
FIG. 1 is a diagram showing a configuration example of a train operation simulator 1000 according to this embodiment. The train operation simulator 1000 of this embodiment is a device for training operation of a train, and includes a computer 1100 communicably connected via a network 9, a main monitor 1202 for displaying operation screens, and an energy screen. A computer system including a sub-monitor 1204 for display and a cab simulation controller 1206 . In the example of FIG. 1, since the train operation simulator 1000 for one person is assumed, only one set of the main monitor 1202, the sub-monitor 1204, and the simulated cab controller 1206 is shown. If so, multiple such sets shall be provided. Also, although not shown, a diagram (a timetable carried by the driver in which arrival and departure times at each station are described), a driver's notebook, etc. are placed near the driver's cab simulated controller 1206 . Instruments such as a speedometer and switches are arranged integrally with or separately from the cab simulation controller 1206 . In other words, in the use of the train driving simulator 1000 by a user (hereinafter also referred to as a "training user") who conducts driving training, the form simulates a driver's cab or a crew cabin.

A network 9 means a communication channel capable of data communication. That is, the network 9 includes a dedicated line (dedicated cable) for direct connection, a LAN (Local Area Network) such as Ethernet (registered trademark), a telephone communication network, a cable network, and a communication network such as the Internet. , and the communication method may be wired or wireless.

The computer 1100 includes a main unit 1102, a keyboard 1104, a touch panel 1106, and a storage 1108. The main unit 1102 incorporates a control board 1150 therein.

The control board 1150 includes various microprocessors such as a CPU (Central Processing Unit) 1151, GPU (Graphics Processing Unit), and DSP (Digital Signal Processor), various IC memories 1152 such as VRAM, RAM, and ROM, and a communication device 1153. be done. Part or all of the control board 1150 may be implemented by an ASIC (Application Specific Integrated Circuit), FPGA (field-programmable gate array), or SoC (System on a Chip).

The computer 1100 comprehensively controls the train operation simulator 1000 by the control board 1150 performing arithmetic processing based on predetermined programs and data.

Note that the computer 1100 is not limited to the single configuration shown in FIG. 1, and may have a configuration in which a plurality of computers sharing various functions are connected to each other via an internal bus so as to be able to communicate with each other. Alternatively, a configuration may be adopted in which a plurality of independent computers installed at remote locations are allowed to perform data communication via the network 9, thereby functioning as the computer 1100 as a whole.

A main monitor 1202 displays a virtual landscape image seen from the driver's seat in the driving simulation as a driving screen. Specifically, it can be realized by appropriately using a stationary flat panel display, a head-mounted display, a video projector, or the like.

The operation screen displayed on the main monitor 1202 is an image that reproduces the state of the cab of a train running in an actual running section with railway signals installed at predetermined positions, and the scenery that can be seen from the car window of the cab. It is a simulation screen including various information displays. A railway signal indicates an operation condition for a train by presenting or displaying, and includes signals such as traffic signals, signs, signs, and the like.

A sub-monitor 1204 displays an energy screen, which will be described later. For example, a touch panel that functions as an image display device and a contact position input device can be used.

The simulated cab controller 1206 is an operation input device that simulates the driver's seat of an actual train subject to training. can.

[principle]
The train operation simulator 1000 of this embodiment executes a driving simulation based on the driving operation of a trained user for a driving scenario in which a given train is operated in a given section along a given timetable. During the execution of the driving simulation, the driving calculation is performed according to the running of the train by the driving simulation being executed (hereinafter also referred to as "target simulation"), and the driving information 550 (see FIG. 4) is generated as needed. Energy information 570 (see FIG. 5) is generated at any time by calculating the power consumption associated with running of the train and accumulating the amount of power consumption as energy calculation. Then, using the generated operation information 550 and energy information 570, the display of the energy screen on the sub-monitor 1204 is controlled.

Also, after the execution of the target simulation is finished, the training user's driving operation in the target simulation is evaluated. In this embodiment, individual evaluation is performed for a plurality of evaluation items including items related to running time and power consumption based on the simulation time (individual evaluation processing), and based on the evaluation results for each evaluation item, a comprehensive evaluation of the target simulation is performed. (Comprehensive evaluation process). Then, when the target simulation is determined to be "failed" as a result of the comprehensive evaluation process, the re-execution of the target simulation is controlled. That is, the training user needs to repeat the driving simulation for the driving scenario related to the target simulation to continue the training. If the target simulation is determined to be "passed", the driving training related to the target simulation is completed.

1. Operation Scenario At the start of operation training, first select an operation scenario. FIG. 2 is a diagram showing a data configuration example of scenario information 510 that defines a driving scenario. This scenario information 510 is prepared in advance for each travel section, for example. Specifically, as shown in FIG. 2, one piece of scenario information 510 includes a scenario ID 511, a scenario name 512, a travel route 513, a travel section 514 defined by a start point 515 and an end point 516, and a set train mass. 517 , elevation data 518 , speed limit data 519 , signal presentation data 520 and timetable data 521 .

The timetable data 521 stores the timetable of the travel section 514 in the driving scenario. For example, as shown in FIG. 3, the timetable data 521 is set with the name of a stop from its start point 515 to its end point 516, the corresponding operation time, arrival time, and departure time. If the corresponding stop is a passing station, the passing time is set.

The driving scenario is selected by displaying a list of scenario names 512 set in each scenario information 510 as options on the sub-monitor 1204 and receiving a selection operation from a user (for example, a training user). In addition to the scenario name 512, other information such as the train set mass 517 may also be displayed. Once the driving scenario has been selected, a driving simulation (target simulation) of driving a train with the set train mass 517 along the timetable data 521 from the starting point 515 to the ending point 516 is performed by the training user. Executed based on

2. Regarding Simulation Time During execution of the driving simulation, a virtual time (simulation time) on the simulation is clocked and displayed on the sub-monitor 1204 in the simulation time window W13 (see FIG. 6).

3. About Operation Calculation The train operation simulator 1000 operates by referring to the track information of the traveling section and the vehicle information of the train such as the mass of the train set, based on the operation input by the training user through the simulated cab controller 1206. do the math. As the track information, the track DB (not shown) stored in the storage 1108 or the like is read out for the corresponding travel section and used.

FIG. 4 is a diagram showing a data configuration example of driving information 550 generated as a result of driving calculation. This driving information 550 is generated each time a driving calculation is performed in a predetermined time period. Specifically, as shown in FIG. 4, one piece of operation information 550 includes a traveling route 551, a traveling section 552, a set train mass 553, a traveling time 554, a traveling position 555, a height difference 556, Includes running speed 557 , speed limit 558 , notch information 559 , acceleration 560 , pulling force 561 , braking force 562 and running resistance 563 . A running route 551, a running section 552, a set train mass 553, a height difference 556, and a speed limit 558 are set based on the scenario information 510 of the driving scenario related to the target simulation. The running time 554 is set based on the simulation time. The notch information 559 is set based on the training user's driving operations on the simulated cab controller 1206 . Each value of the running position 555, running speed 557, acceleration 560, tensile force 561, braking force 562, and running resistance 563 is calculated and set by operation calculation.

4. About Energy Calculation The train operation simulator 1000 performs energy calculation based on the running point and running state of the train according to the operation information 550 obtained by the operation calculation, calculates the instantaneous value of power consumption, and executes the target simulation. Calculate the integrated value of power consumption from the start.

FIG. 5 is a diagram showing a data configuration example of energy information 570 generated as a result of energy calculation. This energy information 570 is generated for each energy calculation. Specifically, as shown in FIG. 5 , one piece of energy information 570 includes travel time 571 , travel position 573 , power consumption 575 , and power consumption 577 . The value of the driving information 550 used to calculate the power consumption 575 is set for the travel time 571 and the travel position 573 . In the energy calculation, changes in potential energy based on train set mass 553 and elevation difference 556, etc., and changes in kinetic energy based on set train mass 553, running speed 557, notch information 559, acceleration 560, etc. are calculated. , the power consumption 575 at the calculation timing is calculated. If the calculation of regenerative power is included, the regenerative power during braking may be calculated, and power consumption 575 may be obtained as a negative value.

5. Concerning the Energy Screen FIG. 6 is a diagram showing an example of a display screen displayed on the sub-monitor 1204 during execution of the driving simulation. As shown in FIG. 6, the sub-monitor 1204 displays a main window W11, a simulation time window W13, and a chart window W15. The main window W11 has various menu buttons arranged thereon. In this main window W11, the current notch state, power consumption, current values of power consumption, etc. in the target simulation being executed are updated and displayed at any time. The simulation time window W13 displays the simulation time as a clock. The chart window W15 displays an energy screen including graphs of running speed and power consumption.

FIG. 7 is a diagram showing a display example of the energy screen displayed in the chart window W15. As shown in FIG. 7, the energy screen has a notch state transition G211 for each running position, a running speed graph (run curve) G221, a power consumption graph G231, and a The height difference change G24 is arranged vertically and displayed. More specifically, on this energy screen, a model notch state transition G213 for each driving position based on the model driving operation related to the same driving section as the target simulation, and a model traveling speed graph G223 for each driving position based on the model driving operation. , and a model power consumption graph G233 for each driving position based on the model driving operation are displayed prior to the start of execution of the target simulation. Then, during execution of the target simulation, the running speed graph G221 based on the driving operation of the training user is superimposed on the model running speed graph G223, and the running speed graph G221 is updated as needed according to the running of the train in the target simulation, and the running speed graph G221 is displayed. The power consumption graph G231 based on the operation is superimposed on the model power consumption graph G233, and the power consumption graph G231 is updated and displayed at any time according to the running of the train in the target simulation. Similarly, the notch state transition G211 based on the driving operation of the training user is superimposed on the model notch state transition G213, and the notch state transition G211 is updated and displayed according to the running of the train in the target simulation.

In order to display this energy screen, the train operation simulator 1000 performs energy screen display control processing during execution of the target simulation. This energy screen display control processing includes processing for controlling the display of a graph of the model running speed (model running speed graph) for each running position according to the result of model driving, which will be described later, and processing for controlling the display of the model power consumption for each running position according to the result of model driving. and a graph (running speed graph) of the running speed 557 for each running position 555 calculated at any time as the driving information 550 are superimposed on the model running speed graph and displayed. and a process of superimposing a graph (power consumption graph) of power consumption 575 for each travel position 573 calculated as energy information 570 on an exemplary power consumption graph and controlling the display.

Through this process, the training user compares the driving speed graph and the power consumption graph based on his/her own driving operation with the model driving speed graph and the model power consumption graph based on the model driving operation. Train operation training can be performed through trial and error.

In addition, in the present embodiment, at the end of execution of the target simulation, the energy screen at the end of the execution is controlled to be displayed on the sub-monitor 1204 as the simulation result (simulation result display control processing). FIG. 8 shows a display example of an energy screen displayed as a simulation result. Through this processing, the training user can confirm the running speed graph and power consumption graph based on his or her own driving operation in the target simulation that has been completed by comparing them with the model running speed graph and model power consumption graph.

It should be noted that the display of the model notch state transition G213, the model running speed graph G223, and the model power consumption graph G233 on the energy screen is not essential, and a configuration may be adopted in which none of them are displayed. Further, the model notch state transition G213 and the model running speed graph G223 may not be displayed, and only the model power consumption graph G233 may be displayed.

6. About Individual Evaluation Processing In the individual evaluation processing, for example, power consumption, transit time, final arrival time, and ride comfort are set as four evaluation items, and each evaluation item is evaluated.

6-1. Evaluation of Power Consumption Here, the power consumption 577 accumulated by the energy calculation during execution of the target simulation is evaluated based on the reference power consumption. In this embodiment, a predetermined power consumption evaluation formula is used based on the reference power consumption to convert the power consumption into a power consumption score. FIG. 9 is a graph of the power amount evaluation formula. For example, as shown in FIG. 9, in the power consumption evaluation formula, the power consumption score corresponding to the reference power consumption (30 [kWh] in FIG. 9) or less is given a full score (100 points). A power consumption score corresponding to the power consumption is output such that the power consumption score decreases as the power consumption increases. More specifically, this power consumption score formula is prepared for each running condition that affects the power consumption, such as the running section and the mass of the train set. . Instead of the power consumption evaluation formula, the correspondence between the power consumption and the power consumption score may be defined in a table format.

6-2. Evaluation of passing time When the running section of the target simulation includes a station that passes the time, it is evaluated whether or not the train passed through the station on time. In this embodiment, first, the transit time difference is calculated by subtracting the passage time of the passage station set in the timetable data 521 from the time (simulation time) at which the train passed the station in question in the target simulation. Then, using a predetermined passing time evaluation formula, the calculated passing time difference is converted into a passing time score. If the traveling section includes a plurality of time-tested passing stations, the passing-time score is obtained for each time-tested passing station, and the average value thereof, for example, is used as the passing-time score of the target simulation. FIG. 10 is a graph of the passing time evaluation formula. For example, as shown in FIG. 10, the passing time evaluation formula sets the passing time score corresponding to a passing time difference of "0" as a full score (100 points), and the passing time score increases as the passing time difference increases. A passing time score corresponding to the passing time difference is output so as to be low. Instead of the passing time evaluation formula, the corresponding relationship between the passing time difference and the passing time score may be defined in a table format.

6-3. Evaluation of final arrival time Here, evaluation is made as to whether or not the vehicle arrived at the end point of the travel section on time. In this embodiment, first, the end time set in the timetable data 521 (arrival time at the end stop in the timetable data 521) is subtracted from the time (simulation time) at which the end stop is reached in the target simulation. Calculated as a time difference. Then, using a predetermined arrival time evaluation formula, the calculated arrival time difference is converted into a finish time score. FIG. 11 is a graph of the final arrival time evaluation formula. For example, as shown in FIG. 11, in the arrival time evaluation formula, the arrival time score corresponding to the arrival time difference of "0" is set as a full score (100 points), and as the arrival time difference increases, the arrival time score increases. A final arrival time score corresponding to the final arrival time difference is output so as to be low. In place of the arrival time evaluation formula, the correspondence relationship between the arrival time difference and the arrival time score may be defined in the form of a table.

6-4. Evaluation of Ride Comfort For evaluation of ride comfort, first, an index value of ride comfort (ride comfort index value) based on the acceleration of the train is calculated. As for the procedure, first, the driving information 550 obtained in the target simulation is referred to, and the acceleration 560 is determined as a threshold value. Then, the number of pieces of driving information 550 in which the acceleration 560 exceeds a predetermined threshold value is counted, and the ratio to the total number of pieces of driving information 550 is calculated as a ride comfort index value. Thereafter, using a predetermined ride comfort evaluation formula, the calculated ride comfort index value is converted into a ride comfort score. FIG. 12 is a graph of the ride comfort evaluation formula. For example, as shown in FIG. 12, the ride comfort evaluation formula is such that the ride comfort score corresponding to the reference ride comfort index value (0.3 [%] in FIG. The ride comfort score corresponding to the ride comfort index value is output such that the ride comfort score decreases as the becomes larger than the reference ride comfort index value. Instead of the ride comfort evaluation formula, the correspondence relationship between the ride comfort index values and the ride comfort scores may be defined in a table format. Also, the ride comfort index value may be the number of pieces of driving information 550 in which the acceleration 560 exceeds a predetermined threshold instead of the ratio.

7. Comprehensive Evaluation Processing In the comprehensive evaluation processing, the target simulation is comprehensively evaluated based on the evaluation results of the four evaluation items in the individual evaluation processing. In this embodiment, first, according to the following equation (1), the total score of the power consumption score, passage time score, arrival time score, and ride comfort score is calculated as a total score.
Total score = Power consumption score + Passing time score + Arrival time score + Riding comfort score (1)

Then, it is determined whether or not the obtained total score satisfies a predetermined pass condition. The acceptance condition can be set, for example, as "the total score must reach a predetermined reference score". In that case, if the total score is equal to or higher than the reference point, it is judged as "passed", and if it is less than the reference point, it is judged as "failed". In this embodiment, since the power consumption is evaluated in the individual evaluation process, it is possible to make pass/fail judgments in consideration of the evaluation result.

8. About re-execution control of driving simulation In this embodiment, re-execution of the object simulation is controlled when it determines with "failure" as a result of comprehensive evaluation processing. If it is determined that the overall evaluation process is "passed", the driving training related to the target simulation is finished. By the processing here, the training user repeats the target simulation until the total score equal to or higher than the reference score can be obtained. Therefore, the training user can repeat the simulated driving in the same travel section while devising driving operations with an awareness of energy-saving driving.

9. Selection of model driving results In this embodiment, the results of the executed driving simulation are registered and accumulated in the result DB 590 (see FIG. 1) of the storage 1108 . Specifically, in-execution simulation data 540 (see FIG. 17) generated for each driving training is stored in result DB 590 as simulation data 600 (see FIG. 13).

Then, at the start of the driving training, the train driving simulator 1000 selects, from among the simulation data 600 stored in the result DB 590, those having the same running section as the target simulation as model driving operation candidates, and among them, the train driving simulator 1000 selects model driving operation candidates. Such simulation data 600 is selected as a "model driving result" (model driving operation selection process). During execution of the driving simulation, the selected model driving results are used to display a model running speed graph, a model power consumption graph, and the like.

In order to realize this model driving operation selection process, in the present embodiment, before starting execution of the target simulation, a running-in simulation (hereinafter simply referred to as "running-in") is performed. (also referred to as "main operation") is executed in response to ".

Then, simulation data 600 including data (running-in data) 610 such as driving information 611 obtained in the running-in and data (main running data) 620 obtained in the main run (target simulation) is stored in the result DB 590. be done.

The break-in can be realized by setting a test driving section in advance and executing a driving simulation for the test driving section. At that time, driving information is generated for each traveling position in the same manner as in the target simulation. The test travel section may be fixed, or may be configured to be set according to the target simulation, such as setting a part of the travel section related to the target simulation section as the test travel section. Also, the break-in may be performed multiple times in order to accustom the training user to the driving operation. In that case, the running-in data 610 obtained in the last running-in is saved.

FIG. 13 is a diagram showing a data configuration example of the simulation data 600. As shown in FIG. As shown in FIG. 13 , simulation data 600 includes execution date and time 601, simulation ID 602, scenario ID 603, training user ID 604, running-in data 610, main driving data 620, and model driving operation selection information 630. include.

The running-in data 610 includes at least operating information 611 . During the break-in, the energy information may also be generated for each travel position in the same manner as in the target simulation, and included in the break-in data 610 .

This operation data 620 is prepared for each repetition number 621 and includes operation information 622 , energy information 623 and evaluation result data 624 .

In this embodiment, as described above, the target simulation is re-executed and repeated until it is determined to be "passed" as a result of the comprehensive evaluation process. The repetition number 621 is a serial number for identifying the repeated target simulation. In other words, if the first target simulation is determined to be "passed", the simulation data 600 is set with one main operation data 620 whose repetition number 621 is "1". On the other hand, when it is determined to be "passed" in the fourth iteration, as illustrated in FIG. Main operation data 620 is set.

The evaluation result data 624 stores a ride comfort index value 625 , score data 626 , and pass/fail judgment results 627 . The score data 626 stores the power energy score, transit time score, arrival time score, and ride comfort score obtained for each evaluation item in the individual evaluation process, and the overall score obtained in the comprehensive evaluation process.

The model driving operation selection information 630 stores the simulation ID of the model driving result used in the target simulation identified by the repetition number in association with the repetition number.

Here, in the present embodiment, the model operation reselection process is performed when the reselection condition is satisfied, and a new model operation result different from the model operation result already selected in the current driving training is reselected. The reselection condition can be defined as, for example, "the target simulation has been repeated a predetermined number of times (for example, three times)". This is to change the model running speed graph, the model power consumption graph, etc. presented to the training user when the total score does not reach the reference score even after repeating the target simulation a predetermined number of times. Therefore, in the example of FIG. 13, in the model driving operation selection information 630, the simulation ID of the model driving result corresponding to the first to third repetitions and the simulation ID of the model driving result corresponding to the fourth repetition are different.

9-1. Regarding Model Driving Manipulation Selection Processing FIG. 14 is a flowchart showing the procedure of the model driving manipulation selection processing. As shown in FIG. 14, the train operation simulator 1000 first executes a break-in operation and acquires break-in operation data related to the current operation training (step S101). After the break-in is executed, next, among the simulation data 600 stored in the result DB 590, the break-in data 610 whose travel section is the same as that of the target simulation is read (step S103). Then, each of the read-out break-in data 610 is grouped (clustered) into groups (clusters) having similar driving operations (step S105). In the present embodiment, the driving information 611 of the running-in data 610 is referenced, and clustering is performed by mapping the traveling speed for each traveling position to the feature space, for example. As for the clustering method, a known method can be appropriately adopted.

Then, based on the running-in data (more specifically, the running speed of each driving information) acquired in step S101, the cluster closest to the running-in data in the feature space is selected as a determination target (step S107). ).

Subsequently, it is determined whether or not each of the simulation data 600 belonging to the determination target cluster satisfies a predetermined high score condition. The high score condition can be set in advance as, for example, ``the overall score of the evaluation result data 624 in the main driving data 620 is equal to or higher than a predetermined reference score''. When a plurality of actual operation data 620 are set in the simulation data 600, the actual operation data 620 at the time of passing (the actual operation data with the maximum repetition number 621) 620 is referred to. Then, if there is simulation data 600 that satisfies the high score condition (step S109: YES), one of them is selected as the model driving result (step S111). If there are multiple items that satisfy the high score condition, the item with the highest total score may be selected, or one may be selected at random.

On the other hand, if there is no simulation data 600 that satisfies the high score condition (step S109: NO), the cluster closest to the running-in data acquired in step S101 is to be judged among the clusters that have not yet been judged. (step S113). After that, it is determined whether or not the high score condition is satisfied, and the process proceeds to step S109 to repeat the above process.

9-2. About Model Driving Manipulation Reselection Processing FIG. 15 is a flowchart showing the procedure of the model driving manipulation reselection processing. The model driving maneuver reselection process can be performed in the same manner as the model driving maneuver selection process, but the data to be clustered is different.

Specifically, as shown in FIG. 15, first, main driving data (more specifically, driving speed of each driving information) acquired in the previous target simulation is input (step S201). Subsequently, out of the simulation data 600 stored in the result DB 590, the main driving data 620 whose travel section is the same as that of the target simulation is read (step S203). When a plurality of actual operation data 620 are set in one simulation data 600, only the actual operation data 620 at the time of passing is read. Then, the driving information 622 of each of the main driving data 620 read out is referenced, and clustering is performed using the driving speed for each driving position (step S205).

Then, based on the main driving data (more specifically, the driving speed of each driving information) input in step S201, the cluster closest to the main driving data in the feature space is selected as a determination target (step S207 ).

Subsequently, it is determined whether or not each of the main driving data belonging to the determination target cluster satisfies a predetermined high score condition. Then, if there is main driving data that satisfies the high score condition (step S209: YES), one of them is reselected as the model driving result (step S211). If there is no main driving data that satisfies the high score condition (step S209: NO), the cluster closest to the main driving data input in step S201 is selected as the target for determination from among the clusters that have not yet been determined. (step S213). After that, it is determined whether or not the high score condition is satisfied, the process proceeds to step S209, and the above processing is repeated.

According to the model driving operation selection process and the model driving operation re-selection process, it is possible to select a model driving result that matches the driving style of the training user and use it for displaying a model running speed graph, a model power consumption graph, and the like.

In addition, it is not limited to the configuration in which the simulation data 600 related to the model driving operation is selected from the simulation data 600 related to past driving training (more precisely, the actual driving data at the time of passing in the simulation data 600). A skilled person may perform a driving simulation to obtain simulation data related to the model driving operation, and use the data to display a model running speed graph, a model power consumption graph, and the like.

[Function configuration]
FIG. 16 is a block diagram showing a functional configuration example of the train operation simulator 1000 in this embodiment. As shown in FIG. 16, the train operation simulator 1000 includes a management operation input unit 100, an operation operation input unit 102, a calculation unit 200, an image display unit 390, a sound output unit 392, and a storage unit 500. .

The management operation input unit 100 is means for inputting various operations for management of the train operation simulator 1000 . For example, it is implemented by an operation input device such as a keyboard, touch panel, mouse, touch pad, lever, switch, etc., and outputs an operation input signal to the calculation unit 200 . In the example of FIG. 1, the keyboard 1104, the touch panel 1106, and the touch panel used as the sub-monitor 1204 correspond to this.

The driving operation input unit 102 is means for a user such as a training user to input a driving operation. For example, it is implemented by a switch, lever, dial, touch panel, pedal, handle, etc., and outputs an operation input signal to the calculation unit 200 . In the example of FIG. 1, the input lever of the cab simulation controller 1206 and the like correspond to this.

The computing unit 200 is implemented by, for example, a microprocessor such as a CPU or GPU, or electronic components such as an ASIC or an IC memory, and controls input/output of data with each functional unit. Then, various arithmetic processing is performed based on a predetermined program, various setting data, operation input signals from the management operation input unit 100 and the operation input unit 102, etc., and the operation of the train operation simulator 1000 is comprehensively controlled. . In the example of FIG. 1, the control board 1150 corresponds to this.

The computation unit 200 of this embodiment includes a simulation control unit 210 . Of course, functional units other than these can be included as appropriate.

The simulation control unit 210 includes a driving scenario selection unit 211, a model driving operation selection unit 213, a simulation time display control unit 215, a driving information calculation unit 217, an energy information calculation unit 219, and an energy screen display control unit 221. , a ride comfort index value calculation unit 223, an individual evaluation unit 225, a comprehensive evaluation unit 227, and a re-execution control unit 229, and perform various arithmetic processing related to execution of the driving simulation.

The driving scenario selection unit 211 reads out the scenario name 512 from the scenario information 510, displays the list, and selects a driving scenario according to the user's selection operation.

The model driving operation selection unit 213 performs model driving operation selection processing, and selects simulation data 600 as a model driving result from the result DB 590 . Further, when the reselection condition is satisfied, the model driving operation reselection process is performed, and the simulation data 600 as the model driving result is reselected.

The simulation time display control unit 215 clocks a simulation time 580 related to the target simulation, and controls display on the image display unit 390 (simulation time window W13 of the sub-monitor 1204; see FIG. 6).

The driving information calculation unit 217 repeatedly performs driving calculations during execution of the target simulation to generate driving information 550 as needed.

The energy information calculation unit 219 repeatedly performs energy calculation and generates energy information 570 at any time during execution of the target simulation.

The energy screen display control unit 221 performs energy screen display control processing during execution of the target simulation, and controls display of the energy screen on the image display unit 390 (chart window W15 of the sub-monitor 1204; see FIG. 6). In the present embodiment, during execution of the target simulation, the running speed graph is superimposed on the model running speed graph and updated as needed, and the power consumption graph is superimposed on the model power consumption graph and updated as needed. In addition, the energy screen display control unit 221 performs a simulation result display control process after the end of execution of the target simulation, controls the display of the energy screen at the end of the execution on the image display unit 390 as a simulation result, and displays it to the user (training user). presented to

The ride comfort index value calculation unit 223 calculates the ride comfort index value based on the acceleration 560 that is calculated as needed in the driving calculation.

The individual evaluation unit 225 performs individual evaluation processing, and evaluates four evaluation items, for example, power consumption, transit time, final arrival time, and ride comfort.

Comprehensive evaluation unit 227 performs comprehensive evaluation processing, and calculates the total value of the power energy score, transit time score, arrival time score, and ride comfort score obtained for each evaluation item in the individual evaluation processing as a comprehensive score. (See equation (1)). Then, a pass/fail judgment is made as to whether or not the total score satisfies the passing conditions.

The re-execution control unit 229 controls re-execution of the target simulation when the comprehensive evaluation unit 227 determines that the simulation is “failed”.

The image display unit 390 displays various images for system management, an operation screen, a main window, a simulation time window for displaying simulation time, a chart window for displaying an energy screen, etc., based on the image signal input from the calculation unit 200. display. For example, it can be realized by an image display device such as a flat panel display, a projector, or a head-mounted display. In the example of FIG. 1, the image related to system management is displayed on the touch panel 1106, the operation screen is displayed on the main monitor 1202, and the main window W11, simulation time window W13, and chart window W15 in FIG. ) is displayed on the sub monitor 1204 .

The sound output unit 392 emits sound signals such as operation sounds and environmental sounds related to the driving simulation based on the sound signals input from the calculation unit 200 . In the example of FIG. 1, this corresponds to a speaker (not shown) included in the main unit 1102 or the touch panel 1106 .

The storage unit 500 stores in advance a program for operating the train operation simulator 1000 and realizing various functions provided by the train operation simulator 1000, data used during execution of the program, or the like, or may be used for processing. Temporarily stored each time. For example, it is implemented by IC memories such as RAM and ROM, magnetic disks such as hard disks, optical disks such as CD-ROMs and DVDs, and online storage. In the example of FIG. 1, the storage 1108 and the IC memory 1152 mounted on the main unit 1102 correspond to this.

FIG. 17 is a diagram showing an example of programs and data stored in the storage unit 500. As shown in FIG. As shown in FIG. 17 , the storage unit 500 stores a simulation program 501 , scenario information 510 , scenario-specific environment setting data 530 , running simulation data 540 , simulation time 580 , and result DB 590 . In addition, information such as timers, counters, and various flags can be stored as appropriate.

The simulation program 501 is a program for realizing the function of the simulation control unit 210 by being read and executed by the calculation unit 200 .

The scenario information 510 is prepared for each driving scenario and stores various data defining the driving scenario (see FIG. 2).

The scenario-specific environment setting data 530 is prepared for each driving scenario and stores various data defining the contents of the driving simulation. For example, one scenario-specific environment setting data 530 includes scenario ID 531 of corresponding scenario information 510 , environment object setting data 533 , and railway signal setting data 535 . Of course, data other than these can be included as appropriate.

The environmental object setting data 533 is data for setting the simulation space of the driving section in which driving training is performed. ), and defines the model data, texture data, placement data, motion data, etc. of the object.

The railway signal setting data 535 is prepared for each railway signal arranged in the simulation space, and defines model data, texture data, arrangement position data, operation pattern data in the case of an operating railway signal, etc. of the railway signal.

The running simulation data 540 has the same data configuration as the simulation data 600 (see FIG. 13) stored in the result DB 590, and stores various data for controlling execution of the target simulation. The contents of the in-execution simulation data 540 at the time when the driving training by the target simulation is finished are registered and saved in the result DB 590 as the simulation data 600 .

Simulation time 580 stores the current simulation time clocked by simulation time display control unit 215 .

The result DB 590 is a database that accumulates simulation data 600 (see FIG. 13) relating to past driving training.

[Process flow]
FIG. 18 is a flowchart for explaining the flow of processing in the train operation simulator 1000 of this embodiment. The processing described here is implemented by reading and executing the simulation program 501 by the calculation unit 200 .

In the present embodiment, the driving scenario selection unit 211 first displays a list of scenario names 512 according to the scenario information 510, and receives a driving scenario selection operation by the user (step S301).

Subsequently, the model driving operation selection unit 213 performs the model driving operation selection process, and selects the simulation data 600 as the model driving result from the result DB 590 (step S303).

After that, the user (training user) inputs a driving operation, and according to the input, a driving simulation is started in which the field of view of the driver driving the train is displayed and controlled as a driving screen (step S305). Following the start of the operation simulation, the simulation time display control unit 215 starts clock display of the simulation time 580, the operation information calculation unit 217 starts operation calculation, and the energy information calculation unit 219 starts energy calculation.

Further, when the driving simulation is started, the energy screen display control unit 221 starts the energy screen display control processing, and until the driving simulation (target simulation) ends, the model running speed graph and the model power consumption are displayed on the energy screen. Graphs and the like are displayed, and the running speed graph, power consumption graph, and the like are updated and displayed as needed (step S307).

After that, the execution end condition of the target simulation is monitored. Then, when the execution end condition is satisfied and the execution of the target simulation ends (step S309: YES), the energy screen display control unit 221 performs simulation result display control processing, and the energy screen at the end of execution is displayed as the simulation result. is displayed (step S311). Further, the individual evaluation unit 225 performs individual evaluation processing (step S313), and then the comprehensive evaluation unit 227 performs comprehensive evaluation processing to determine whether the target simulation is acceptable (step S315). Then, if the total score reaches the reference score and it is determined as a pass (step S317: YES), the series of processing ends.

On the other hand, when the result of the comprehensive evaluation process is disqualified (step S317: NO), the model driving operation selection unit 213 determines the reselection condition. If the reselection condition is satisfied (step S319: YES), model driving operation reselection processing is performed to reselect the simulation data 600 as the model driving result (step S321). Thereafter, the re-execution control unit 229 controls re-execution of the target simulation to start the target simulation (step S323), returns to step S309, and repeats the above-described processing.

As described above, according to the present embodiment, during execution of a driving simulation (target simulation) in which a user virtually performs a train driving operation for driving training related to a target driving scenario, the target simulation It is possible to calculate the power consumption related to running of the train and to integrate the power consumption. Then, according to the running of the train by the target simulation, the running speed graph based on the user's driving operation is superimposed on the model running speed graph based on the model driving operation (model driving result) and updated as needed, and is based on the user's driving operation. The power consumption graph can be superimposed on the model power consumption graph based on the model driving operation, updated as needed, and presented to the user. In addition, when the execution of the target simulation is completed, the four evaluation items of power consumption, transit time, arrival time, and ride comfort are evaluated to perform a comprehensive evaluation of the target simulation. Subject simulations can be repeated. At that time, the model driving results can be reselected as appropriate and used for displaying the model running speed graph, the model power consumption graph, and the like. Therefore, the user can practice train operation while performing trial and error with respect to operation for energy-saving operation.

DESCRIPTION OF SYMBOLS 100... Management operation input part 102... Driving operation input part 200... Calculation part 210... Simulation control part 211... Driving scenario selection part 213... Model driving operation selection part 215... Simulation time display control part 217... Driving information calculation part 219... Energy Information calculation unit 221 Energy screen display control unit 223 Riding comfort index value calculation unit 225 Individual evaluation unit 227 Comprehensive evaluation unit 229 Re-execution control unit 500 Storage unit 501 Simulation program 510 Scenario information 512 Scenario name 514 Traveling section 521 Timetable data 530 Scenario environment setting data 540 Running simulation data 550 Driving information 554 Traveling time 555 Traveling position 557 Traveling speed 559 Notch information 560 Acceleration 570 Energy information 575 ... power consumption 577 ... power consumption 580 ... simulation time 590 ... result DB
600... Simulation data 610... Break-in data 611... Operation information 620... Main operation data 622... Operation information 623... Energy information 624... Evaluation result data 1000... Train operation simulator 1100... Computer 1108... Storage 1150... Control board 1202... Main monitor 1204 Sub-monitor 1206 Simulated cab controller 9 Network G221 Running speed graph G223 Model running speed graph G231 Power consumption graph G233 Model power consumption graph

Claims (7)

A program for causing a computer to execute a driving simulation based on a user's driving operation for a driving scenario in which a given train is operated in a given section along a given timetable,
Time display control means for counting and controlling the display of simulation time during execution of the driving simulation;
Power consumption calculation means for calculating power consumption related to running of the train and integrating power consumption during execution of the operation simulation;
An exemplary driving speed display control means for displaying and controlling, in a graph, an exemplary driving speed for each driving position based on exemplary driving operations associated with the driving scenario during execution of the driving simulation;
Model power consumption display control means for displaying and controlling a graph of model power consumption for each driving position based on the model driving operation associated with the driving scenario during execution of the driving simulation;
Traveling speed display control means for superimposing a graph of the traveling speed for each traveling position on the graph of the model traveling speed and updating the display at any time according to the traveling by the driving simulation;
power consumption display control means for superimposing the power consumption graph for each driving position on the model power consumption graph and updating the display at any time according to the driving simulation;
Travel time evaluation means for evaluating the travel time based on the simulation time based on the timetable;
power consumption evaluation means for evaluating the power consumption based on a reference power consumption associated with the driving scenario;
Comprehensive evaluation means for performing a comprehensive evaluation of the driving simulation based on the evaluation result of the running time evaluation means and the evaluation result of the power consumption evaluation means;
A program for causing the computer to function as a computer. re-execution control means for controlling re-execution of the driving simulation for the driving scenario when the comprehensive evaluation does not satisfy a predetermined pass condition;
2. A program according to claim 1 , for further causing said computer to function as a . A program for causing a computer to execute a driving simulation based on a user's driving operation for a driving scenario in which a given train is operated in a given section along a given timetable,
Time display control means for counting and controlling the display of simulation time during execution of the driving simulation;
Power consumption calculation means for calculating power consumption related to running of the train and integrating power consumption during execution of the operation simulation;
Exemplary travel speed display control means for displaying and controlling in a graph an exemplary travel speed for each travel position based on the model driving operation associated with the driving scenario;
Exemplary power consumption display control means for displaying and controlling in a graph exemplary power consumption for each driving position based on the exemplary driving operation associated with the driving scenario;
travel speed display control means for displaying and controlling the travel speed for each travel position in a graph;
power consumption display control means for displaying and controlling the power consumption for each traveling position in a graph;
Travel time evaluation means for evaluating the travel time based on the simulation time based on the timetable;
power consumption evaluation means for evaluating the power consumption based on a reference power consumption associated with the driving scenario;
Comprehensive evaluation means for performing a comprehensive evaluation of the driving simulation based on the evaluation result of the running time evaluation means and the evaluation result of the power consumption evaluation means;
functioning the computer as
there are a plurality of model driving maneuver candidates associated with the driving scenario;
re-execution control means for controlling re-execution of the driving simulation for the driving scenario when the comprehensive evaluation does not satisfy a predetermined pass condition;
model driving operation selection means for selecting a model driving operation candidate to be the model driving operation from among the plurality of model driving operation candidates, wherein when the re-execution control means controls the execution of the driving simulation again, model driving operation selection means for reselecting a model driving operation candidate different from the model driving operation candidate used as the model driving operation in the past as a new model driving operation;
A program for causing the computer to further function as a computer . The model driving selection means determines whether or not the remaining model driving operation candidates after excluding the model driving operation candidates selected as the model driving operation in the past are similar to the driving operation performed by the user in the past, thereby selecting a new model driving operation. Re-selecting the model driving operation candidate to be the model driving operation,
4. A program according to claim 3 . Riding comfort evaluation means for evaluating the riding comfort with respect to the driving operation of the user by calculating an index value of the riding comfort based on the acceleration of the train;
further functioning the computer as
The comprehensive evaluation means performs the comprehensive evaluation further using the evaluation result of the riding comfort evaluation means.
A program according to any one of claims 1-4 . A train operation simulator that executes a driving simulation based on a user's driving operation for a driving scenario in which a given train is operated in a given section along a given timetable,
time display control means for measuring and controlling the display of the simulation time during execution of the driving simulation;
power consumption calculation means for calculating power consumption related to running of the train and integrating power consumption during execution of the operation simulation;
model running speed display control means for displaying and controlling, in a graph, the model running speed for each running position based on the model driving operation associated with the driving scenario during execution of the driving simulation;
model power consumption display control means for displaying and controlling a graph of model power consumption for each driving position based on the model driving operation associated with the driving scenario during execution of the driving simulation;
A running speed display control means for superimposing a running speed graph for each running position on the model running speed graph and updating the display at any time according to the running by the driving simulation;
power consumption display control means for superimposing the power consumption graph for each driving position on the model power consumption graph and updating the display at any time according to the driving simulation;
Travel time evaluation means for evaluating the travel time based on the simulation time based on the timetable;
power consumption evaluation means for evaluating the power consumption based on a reference power consumption associated with the driving scenario;
Comprehensive evaluation means for performing a comprehensive evaluation of the driving simulation based on the evaluation result of the running time evaluation means and the evaluation result of the power consumption evaluation means;
A train driving simulator with A train operation simulator that executes a driving simulation based on a user's driving operation for a driving scenario in which a given train is operated in a given section along a given timetable,
time display control means for measuring and controlling the display of the simulation time during execution of the driving simulation;
power consumption calculation means for calculating power consumption related to running of the train and integrating power consumption during execution of the operation simulation;
model running speed display control means for displaying and controlling, in a graph, the model running speed for each running position based on the model driving operation associated with the driving scenario;
Exemplary power consumption display control means for displaying and controlling in a graph exemplary power consumption for each driving position based on the exemplary driving operation associated with the driving scenario;
a running speed display control means for displaying and controlling the running speed for each running position in a graph;
power consumption display control means for displaying and controlling the power consumption for each traveling position in a graph;
Travel time evaluation means for evaluating the travel time based on the simulation time based on the timetable;
power consumption evaluation means for evaluating the power consumption based on a reference power consumption associated with the driving scenario;
Comprehensive evaluation means for performing a comprehensive evaluation of the driving simulation based on the evaluation result of the running time evaluation means and the evaluation result of the power consumption evaluation means;
with
there are a plurality of model driving maneuver candidates associated with the driving scenario;
re-execution control means for controlling re-execution of the driving simulation for the driving scenario when the comprehensive evaluation does not satisfy a predetermined pass condition;
model driving operation selection means for selecting a model driving operation candidate to be the model driving operation from among the plurality of model driving operation candidates, wherein when the re-execution control means controls the execution of the driving simulation again, model driving selection means for re-selecting, as a new model driving operation, a model driving operation candidate that is different from the model driving operation candidate that has been used as a model driving operation in the past;
Train driving simulator with more .

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