JP7426256B2 - Energy-saving driving support system and its method - Google Patents

Description

The present invention relates to an energy-saving driving support system and method for mobile bodies that carry out rail transport such as railways, and in particular, to an energy-saving driving support system that can achieve further energy savings by better supporting the driving operations of crew members. Relating to a system and method.

In recent years, against the backdrop of increasingly congested train schedules and improved platform door maintenance, automatic train operation (ATO) devices have been introduced on many lines with the aim of reducing the burden on train crews and personnel costs. has been done. This ATO device is an operation safety system that aims to make train operation completely unmanned. In the case of completely unmanned systems, they are being gradually introduced starting with subways and new transportation systems, where safety for people can be easily ensured. In addition to the original objectives of on-time operation and unmanned operation, there is a strong tendency for demands on ATO equipment to place emphasis on reducing power consumption.

The feasibility of completely unmanned systems is largely determined by investment efficiency. In other words, due to the nature of ATO equipment, if a new route is to be laid based on a pre-determined plan, the investment efficiency is good and the possibility of implementation is high. Currently, the track record is limited to large cities where large-scale transportation volumes are considered stable over a long period of time. On the other hand, for existing routes where ATO equipment has not been introduced, it is not possible to aim for complete unmanned operation all of a sudden because the capital investment efficiency is low when remodeling existing routes.

For this reason, the introduction of ATO devices and driving support devices for the purpose of energy conservation (abbreviated as ``energy saving'' throughout) is being promoted on existing manned routes, without aiming for complete unmanned operation. In other words, although it will be manned operation, it will be automated to a considerable extent within the allowable range of equipment investment efficiency, but complete automation that requires extremely high equipment costs will be postponed for the time being.In other words, it is more realistic to use a cheaper manned ATO combined equipment. It has a proven track record of widespread use.

An inexpensive manned ATO combination device based on this purpose supports better driving operations for the crew so that the driver can drive in a driving pattern that consumes less electricity. It is defined as In this energy-saving driving support system, the allowable range that can be automated from the viewpoint of equipment investment efficiency is the driving range from starting, acceleration, constant speed running, and coasting.

Therefore, the general consensus is that for the time being, it is better to rely on humans for the operation area from deceleration to stop on the existing route, that is, the deceleration section. In other words, on existing railway lines, there is a real problem that the investment efficiency of completely unmanned transportation is extremely low when it comes to the ability to accurately stop moving objects, for example, the ability to stop at a predetermined position at a station. Therefore, here we will examine issues related to an energy-saving driving support system in which the driver manually operates the vehicle, at least during the deceleration section.

In other words, issues other than the above-mentioned investment efficiency remain. As is conventionally known, ATO devices and driving support devices for the purpose of energy saving perform driving control and driving operation support based on driving patterns with low power consumption derived in advance through simulation. However, in actual driving, conditions (for example, overhead wire voltage, occupancy rate) that differ from the preconditions of the simulation may cause the vehicle to not be able to travel according to the driving pattern derived through the simulation.

As a known technique, there is Patent Document 1. Patent Document 1 discloses a technique for correcting a driving pattern according to actual driving results. Specifically, when traveling between stations using a combination of constant speed travel and coasting, a constant speed start determination section that determines the timing to start constant speed travel and a coasting start determination section that determines the timing to start coasting are provided. An energy-saving driving support system is disclosed that outputs a power running instruction/constant speed instruction/coasting instruction to a driving support device based on the remaining travel time.

Another known technique is Patent Document 2. Patent Document 2 discloses a technology that supports each driver's vehicle driving technique for the purpose of reducing power consumption. Specifically, in addition to calculating target driving operations to achieve the target power consumption, the system also generates driving support information that will reduce power consumption below a threshold from the collected vehicle information and presents it to the driver. A driving support system for a railway vehicle has been disclosed, which supports vehicle operation using the following methods.

JP2017-63556A JP 2017-30473 Publication

As typified by Patent Document 1, an energy-saving driving pattern, which is the basis of energy-saving driving support, is defined by an appropriate constant driving speed and coasting start position. These elements are generally determined by numerical calculations, etc., assuming that the driving pattern during deceleration (defined by the speed pattern or notch operation pattern) is a typical fixed pattern. If the premise is that the ATO automatically travels between stations, there is no problem in assuming a typical fixed travel pattern during deceleration.

However, at least in the case of an energy-saving driving support system in which the crew manually drives the vehicle in the deceleration section, the crew is forced to operate according to the fixed deceleration pattern. In other words, crew members are subject to a heavy burden because they are no longer able to exercise discretion based on their skills. This means that each railway operator and each crew member has their own unique way of thinking and habits when it comes to braking operations, which are required to stop a train safely and comfortably, and this was recognized as a driving skill to a certain extent. The ways of thinking and habits that were within the scope of officially recognized driving skills may conflict with the requirements stipulated by the latest systems as deceleration patterns, so they should not be easily changed or fixed. difficult.

In this manner, in a situation where variations in deceleration patterns must be tolerated, driving assistance based on a fixed deceleration pattern does not yield good results. That is, in a semi-automatic or semi-manual energy-saving driving support system, punctuality may deteriorate if the crew member is controlled by a fixed pattern of constant running speed or coasting start position.

In addition, in the technology described in Patent Document 2, a driving command signal is generated by determining whether or not the driver's driving operation is appropriate based mainly on whether or not it contributes to energy saving, and the driving command signal is transmitted to the driver. It was intended to assist vehicle driving by displaying information. However, drivers' driving tendencies based on other aspects, especially the fact that each driver has a familiar and recognized discretionary range, are hardly considered, and the discretionary range based on skill is limited. There was a problem in that drivers found it difficult to accept the above-mentioned support because they felt it was a burden.

The present invention has been made to solve such problems, and its purpose is to make braking operations that are unavoidably variable depending on the individual driving skills of the crew members easy for all crew members to accept. The objective is to present support measures that respect individual driving skills to reduce late and early arrivals, and to provide an energy-saving driving support system that pursues energy-saving driving.

A representative energy-saving driving support system of the present invention that solves the above-mentioned problems is an energy-saving driving support system that supports driving operations while a train is running between stations, and that operates at a constant running speed according to the position of the train on the track. a constant speed support unit that determines a coasting start position according to the position of the train on the line; a coasting support unit that determines a coasting start position according to the position of the train; and a target remaining running time that calculates a target remaining running time as a target value of the remaining running time to the next stop station. The deceleration pattern feature management section includes a time calculation section and a deceleration pattern feature management section that manages deceleration pattern features for each crew member, and the deceleration pattern feature management section outputs the deceleration pattern features corresponding to the crew member of the train to be supported. The constant speed support section and the coasting support section determine the constant speed running speed and the coasting start position from the position and speed of the train, the target remaining running time, and the deceleration pattern characteristics.

According to the present invention, it is possible to provide an energy-saving driving support system that suppresses late arrivals and early arrivals by presenting support measures that respect individual driving skills so as to be easily accepted by all crew members, and pursues energy-saving driving.

1 is a block diagram showing a schematic configuration of an energy-saving driving support system (hereinafter also referred to as "this system") according to a first embodiment of the present invention. 2 is a flowchart showing a processing procedure for determining support information in the present system of FIG. 1. FIG. 2 is a graph for explaining the operation of the present system of FIG. 1 based on a run curve. FIG. 2 is an explanatory diagram showing a first method of managing deceleration pattern characteristics in the present system of FIG. 1; FIG. 2 is an explanatory diagram showing a second management method of deceleration pattern characteristics in the present system of FIG. 1; FIG. 2 is an explanatory diagram showing a third management method of deceleration pattern characteristics in the present system of FIG. 1; FIG. 2 is a block diagram showing a schematic configuration of an energy-saving driving support system (also referred to as "this system") according to a second embodiment of the present invention. FIG. 8 is an explanatory diagram illustrating an example in which the display in the present system of FIG. 7 changes display content.

Embodiments of the present invention will be described below with reference to the drawings. First, Example 1 will be explained along with FIGS. 1 to 6, and then Example 2 will be explained along with FIGS. 7 to 8. Embodiment 1 exemplifies a driving support system that automatically operates in areas other than deceleration sections between stations and manually operates only in the deceleration sections. Embodiment 2 shows an example in which manual train operation is supported throughout the entire journey between stations.

FIG. 1 is a block diagram showing a schematic configuration of an energy-saving driving support system (this system) according to a first embodiment of the present invention. The system shown in FIG. 1 includes a driving support device 10, a vehicle information control device 1, and a safety device 7. The driving support device 10 determines the braking/driving command 21 based on the information acquired from the vehicle information control device 1 and the information acquired from the safety device 7.

Although the vehicle information control device 1 has other names such as a monitor device and a vehicle information management device, the name vehicle information control device 1 is used here. The braking/driving command 21 is transmitted via the vehicle information control device 1 to a braking/driving device such as an inverter or a brake. The information that the driving support device 10 acquires from the vehicle information control device 1 includes the target arrival time 11, the current time 12, the train speed 13, the train position 14, and the next running station information (also simply referred to as "next running station distance") 15. , crew identification information 16 , and manual notch information 23 . Further, the information that the driving support device 10 acquires from the safety device 7 is the speed limit 22.

The target arrival time 11 is a target regarding the arrival time of the next stop station, and is based on the timetable information held by the vehicle information control device 1. The timetable information may be managed as fixed departure/arrival times, or may be departure/arrival times that dynamically change depending on the operating status of other trains or the flow of people. The current time 12 is the current time 12 recognized by the vehicle information control device 1.

The train speed 13 is generated and managed by the vehicle information control device 1 from information such as the rotation speed of a speed generator (not shown). For example, by multiplying the wheel rotation speed information per unit time generated by the speed generator by the circumference of the wheel, the travel distance per unit time, that is, the speed, is obtained, and this is used to generate the train speed 13. .

The train position 14 is held by the vehicle information control device 1, and is a value obtained by integrating the train speed 13 in a section where communication is not possible, with the initial value being the absolute position detection result through communication with the ground side using a transponder, etc. In other words, it is determined by adding the distance traveled. Transponder is a compound word from TRANSmitter (transmitter) and resPONDER (response device), and is used to relay and transmit received electrical signals, convert electrical signals and optical signals mutually, or add some form to the received signal. This is a general term for devices that return responses.

The next traveling station information 15 is held by the vehicle information control device 1 and changes depending on the train position 14. If Station A, Station B, and Station C (not shown) are lined up in this order, and the train is heading towards Station C, the next station distance 15 while the train is stopping at Station A is "Station A to Station B". be. When the train is running from station A to station B or stopping at station B, the next station distance 15 is "station B to station C."

The crew identification information 16 is held by the vehicle information control device 1 and is information that can identify the crew member working on the train to be supported. Examples include crew names and ID numbers assigned to each crew member. An example of a method for inputting the crew identification information 16 to the vehicle information control device 1 is a method in which the crew member himself inputs the information to the vehicle information control device 1 through a user interface such as the display 27 (FIGS. 7 and 8). It will be done. Alternatively, a method of setting an IC card unique to the crew member in the vehicle information control device 1 may also be considered. The speed limit 22 is defined as the maximum allowable speed depending on the position between stations. The manual notch information 23 is the number of notches operated by the crew member.

The driving support device 10 includes a target remaining travel time calculation section 2, a deceleration pattern characteristic management section 3, a constant speed support section 4, a coasting support section 5, and a braking/driving command calculation section 6.

The target remaining travel time calculation unit 2 subtracts the current time 12 from the target arrival time 11 to calculate a target remaining travel time 17. The calculated target remaining travel time 17 is transmitted to the constant speed support section 4 and the coasting support section 5.

The deceleration pattern feature management section 3 has two functions described as a first function and a second function. The first function is to create a database of deceleration patterns for each crew member. The second function is to search and output a deceleration pattern corresponding to the crew member on board.

Regarding the first function, database creation, the train speed 13, train position 14, crew identification information 16, and manual notch information 23 are used as input signals. Based on this information, the characteristics of the deceleration patterns of each crew member will be compiled into a database for each station.

The present system according to the first embodiment shown in FIG. 1 is an example of a driving support system that automatically operates a train in areas other than deceleration sections between stations, and manually operates only the deceleration sections. According to the energy-saving driving support method using this system, deterioration in punctuality can be suppressed even if there is variation among crew members in the driving method of the manual operation portion (deceleration section). This system controls the automatic driving portion (other than the deceleration section) to achieve this.

FIG. 2 is a flowchart showing the processing procedure for determining support information in the present system of FIG. The flow of the output information of the constant running speed 19 and coasting start position 20 while the train is in operation (including while the train is stopped at a station) will be explained using the flowchart of FIG. 2. As shown in FIG. 2, first, in step S1, the deceleration pattern feature management unit 3 determines whether the train to be supported is stopping at a station.

If the vehicle is stopped (Yes in S1), the process proceeds to step S2, and if the vehicle is not stopped (No in S1), that is, if the vehicle is traveling between stations, the process proceeds to step S6. An example of a method for determining whether a train stops at a station is to use information on the train speed 13 and train position 14 to determine that the train is stopped within a predetermined position range.

As another example (not shown) of determining whether the vehicle is stopping at a station, a method of receiving and using a flag indicating that the vehicle is stopping at a station from the vehicle information control device 1 is also considered. In step S2, the deceleration pattern feature management unit 3 acquires the next traveling station information 15 from the vehicle information control device 1. In the subsequent step S3, the deceleration pattern feature management section 3 acquires the crew identification information 16 from the vehicle information control device 1.

In step S4, the deceleration pattern feature management unit 3 searches the database for the deceleration pattern feature 18 associated with the crew member based on the crew member identification information 16. The database will be described later using FIGS. 4, 5, and 6. The deceleration pattern feature 18 retrieved here is output to the constant speed support section 4 and the coasting support section 5.

In step S5, the constant speed support unit 4 and the coasting support unit 5 select a constant speed start determination table and a coasting start determination table, respectively, based on the next traveling station information 15 and the deceleration pattern characteristics 18. Loaded in preparation for traveling between stations.

In step S6, the coasting support unit 5 determines whether a value has been set in the coasting start position 20. If a value is set in the coasting start position 20 (Yes in S6), the process moves to step S7, and if it is not set (No in S6), the process moves to step S8. In step S7, the coasting support section 5 sends information on the coasting start position 20 to the braking/driving command calculation section 6.

In step S8, the constant speed support unit 4 determines whether a value has been set for the constant traveling speed 19. If a value has been set for the constant running speed 19 (Yes in S8), the process moves to step S9, and if it has not been set (No in S8), the process exits from this processing procedure. In step S9, the constant speed support section 4 sends information on the constant traveling speed 19 to the braking/driving command calculation section 6. The above is the processing procedure for outputting information about the constant running speed 19 and the coasting start position 20. Next, a method of calculating the braking/driving command 21 in the braking/driving command calculating section 6 will be explained.

FIG. 3 is a graph for explaining the operation of the system shown in FIG. 1 based on a run curve. As shown in FIG. 3, the following process is executed based on the daily operation record of the train to be supported. First, (1) characteristics of deceleration patterns are stored and managed in correspondence with crew identification information. When traveling between stations, (2) the identification information of the crew member driving between the stations is acquired. Using the results of (1) and (2), (3) search and set a deceleration pattern that is a prerequisite for determining the run curve shape.

(4) Based on the set deceleration pattern, a run curve that can maintain punctuality is determined. By executing the process according to the above procedure, the run curve shape is changed flexibly for each crew member, so the robustness of punctuality is improved compared to the case where the run curve shape is determined based on a virtual fixed deceleration pattern. improves. Note that robustness refers to an internal mechanism or property that prevents a system from changing due to the effects of external disturbances such as stress or changes in the environment.

FIG. 4 is an explanatory diagram showing a first method of managing deceleration pattern characteristics in the present system of FIG. 1. As shown in FIG. 4, in this first management method, speed data according to position is compiled into a table, and deceleration patterns of each crew member are compiled into a database for each station. Since the same crew member may have different deceleration patterns depending on the time and situation, the values stored in the database are representative values. One way to determine the representative value is, for example, to use the average value of past results. According to this method, the average deceleration pattern of the crew member can be obtained. Alternatively, in order to reflect the most recent driving operation tendency of the crew member, the representative value may be speed data from the most recent run.

FIG. 5 is an explanatory diagram showing a second method for managing deceleration pattern characteristics in the present system of FIG. 1. As shown in FIG. 5, in this second management method, the number of notches according to the position is tabulated, and the deceleration patterns of each crew member are compiled into a database for each station. Since the same crew member may have different deceleration patterns depending on the situation, the number of notches stored in the database is a representative value. One way to determine the representative value is, for example, to use the number of notches frequently used in past results. According to this method, a deceleration pattern frequently used by the crew member can be obtained. Alternatively, in order to reflect the most recent driving tendency of the crew member, the representative value may be the number of notches in the most recent run.

FIG. 6 is an explanatory diagram showing a third method of managing deceleration pattern characteristics in the present system of FIG. 1. As shown in FIG. 6, in this third management method, the deceleration patterns of each crew member are classified into steep and slow deceleration trends, and are compiled into a database for each station interval. In this example, the tendency of deceleration is classified into three types: steep, moderate, and slow, that is, into two or more stages, and an expected deceleration is assigned to each. Each crew member is classified into one of these deceleration trends closest to each other based on past driving performance.

The method of managing the deceleration pattern features 18 in the deceleration pattern feature management section 3 is not limited to the examples shown in FIGS. 4, 5, and 6, and may be a method that distinguishes between differences in speed reduction trends during deceleration by crew members. That's fine. Furthermore, management for each station is not necessarily necessary, and a method may be used in which the overall deceleration pattern characteristics 18 between all stations are compiled into a database for each crew member.

The management and accumulation of deceleration patterns in the deceleration pattern feature management unit 3 is preferably continued regardless of whether driving support by this system is being supported or not, in order to increase the number of samples of deceleration patterns by the same crew member. Furthermore, the management and accumulation of deceleration patterns in the deceleration pattern characteristic management unit 3 are managed and accumulated in detail depending on the presence or absence of rain or snowfall, the number of occupancies, and the elapsed time since the last maintenance period. is desirable.

This is because, as the effectiveness of the vehicle's brakes changes depending on these conditions, the characteristics of the crew's normal operations may also change accordingly, and segmented management improves the accuracy of the assumed basic pattern. be. When using these conditions, a possible method is to obtain and use information regarding the presence or absence of rain or snowfall, the number of occupants, and the elapsed time since the last maintenance time from the vehicle information control device 1. (not shown).

Regarding the second function of the deceleration pattern feature management section 3, which is to search and output the deceleration pattern corresponding to the crew member on board, the next running station information 15 and the crew identification information 16 are input information, and the deceleration pattern Feature 18 is output information. Using the next traveling station information 15 and the crew identification information 16, the corresponding deceleration pattern feature 18 is searched from the above-mentioned database and output to the constant speed support section 4 and the coasting support section 5.

The constant speed support unit 4 inputs the target remaining running time 17, train speed 13, train position 14, next running station information 15, and deceleration pattern characteristics 18, calculates a constant speed running speed 19, and performs braking/driving. It is output to the command calculation section 6. A method for calculating the constant running speed 19 will be described later.

The coasting support unit 5 inputs the target remaining running time 17, train speed 13, train position 14, next running station information 15, and deceleration pattern characteristics 18, calculates the coasting start position 20, and calculates the braking/driving command. output to section 6. A method for calculating the coasting start position 20 will be described later.

The braking/driving command calculation unit 6 inputs the train speed 13, train position 14, constant running speed 19, coasting start position 20, and speed limit 22, calculates the braking/driving command 21, and outputs it to the vehicle information control device 1. do. A method for calculating the braking/driving command 21 will be described later. Next, a method of calculating each output in the constant speed support section 4 and the coasting support section 5 included in the energy saving driving support system of the first embodiment will be explained.

The constant speed support unit 4 calculates the speed at which the train should shift to constant speed operation and outputs it as a constant traveling speed 19. One example of a method for calculating the constant speed running speed 19 is to use a constant speed start determination table in which remaining running time is defined for each position and speed between stations. By comparing the remaining travel time stored in the constant speed start determination table with the target remaining travel time 17, it is determined whether it is better to perform constant speed operation based on the current position and speed, or whether it is better to continue power running. This is a system that allows you to judge whether something is good or not. The remaining running time stored in the constant speed start determination table is predetermined on a simulation basis to a value that will save more energy while maintaining punctuality (of course, it can be measured by actually running the train). (The value may be determined by

If the target remaining running time 17 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 and accelerate to shorten the running time. No value is set for fast running speed 19.

On the other hand, if the target remaining travel time 17 is greater than or equal to the value of the remaining travel time corresponding to the current position and speed in the constant speed start determination table, the remaining travel time at the current position in the constant speed start determination table is The speed that is closest to the target remaining travel time 17 is output as the constant travel speed 19.

A plurality of constant speed start determination tables are prepared in advance for each station interval before operation, and during operation, one is selected from among the plurality of tables depending on the contents of the deceleration pattern feature 18.

If the method of managing the deceleration pattern feature 18 is to define a deceleration pattern for each crew member as shown in Figures 4 and 5, a simulation is performed in advance based on each crew member's deceleration pattern, and a constant speed start determination table is created. There is a way to prepare.

Alternatively, as a method of creating the constant speed start determination table, there is also a method of performing a simulation in advance based on a plurality of virtual deceleration patterns. Here, as an example of a plurality of deceleration patterns, there is a method in which a deceleration pattern is assumed for each number of brake notch stages. In this case, the deceleration pattern features 18 are the speed data and notches listed in the tables of FIGS. 4 and 5. Inside the constant speed support unit 4, the deceleration pattern closest to the deceleration pattern characteristic 18 is selected from among the plurality of virtual deceleration patterns, and a constant speed start determination table created on the premise of that deceleration pattern is used. be done.

If the management method for the deceleration pattern characteristics 18 is classified in advance into several patterns such as "sudden", "slow", and "moderate" in FIG. 6, the deceleration pattern for each assumed deceleration shown in FIG. Based on this assumption, a constant speed start determination table is prepared by performing a simulation. The deceleration pattern feature 18 is a classification of deceleration tendency, and a constant speed start determination table is selectively used according to the specified classification. In this way, it is preferable that the deceleration pattern characteristics 18 be classified and managed into two or more stages depending on the magnitude of the deceleration.

The coasting support unit 5 calculates the position at which the train should shift to coasting operation and outputs it as a coasting start position 20. As an example of a method for calculating the coasting start position 20, there is a method using a coasting start determination table in which remaining running time is defined for each position between stations and speed.

By comparing the remaining travel time stored in the coasting start determination table with the target remaining travel time 17, it is determined whether it is better to coast from the current position and speed, or whether it is better to continue the current driving operation. This is a system that allows you to judge whether a product is good or not. The remaining travel time stored in the coasting start determination table is determined in advance on a simulation basis at a value that will save more energy while maintaining punctuality. Of course, the value may be determined by actual measurement by actually running the train.

As long as the target remaining running time 17 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 point, that is, the vehicle will arrive late. Therefore, no value is set in the coasting start position 20.

On the other hand, when the target remaining running time 17 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 train position 14 at that point becomes is output as the coasting start position 20.

A plurality of coasting start determination tables are prepared in advance for each station interval before operation, and during operation, these plurality of tables are used depending on the contents of the deceleration pattern characteristics 18. The method of creating a table and the method of selecting and using it based on the method of managing the deceleration pattern characteristics 18 are the same as the concept for the constant speed start determination table. The above is an explanation of the calculation method of each output in the constant speed support section 4 and the coasting support section 5.

First, the braking/driving command calculation unit 6 calculates and outputs the braking/driving command 21 so that the train speed 13 basically does not exceed the speed limit 22 obtained from the safety device 7. That is, the braking/driving command calculation unit 6 calculates the braking/driving command 21 based on the constant traveling speed 19 and the coasting start position 20 within a range in which the train speed 13 does not exceed the speed limit 22 . In addition, in the first embodiment, it is assumed that the stopping brake at the station is applied by the train crew.

After the train departs from the station, the braking/driving command calculation unit 6 accelerates the train by powering it while periodically checking the contents of the constant running speed 19 and the coasting start position 20. When a value is set for the constant running speed 19, the braking/driving command 21 is calculated so that the train speed 13 follows the set speed.

After that, if a value is set in the coasting start position 20, coasting starts from that point. Note that during acceleration due to power running, the value of the coasting start position 20 may be set without the constant running speed 19 being set. In that case, the vehicle starts coasting from the set point without intervening constant speed travel.

If a low speed limit exists between stations due to the speed limit 22, the braking/driving command calculation unit 6 calculates the braking/driving command 21 so that the train speed 13 does not exceed the speed limit. After the speed limit is lifted, acceleration, constant speed, and coasting are performed in the same manner as after leaving the station.

As described above, in the first embodiment, the driver is responsible for operating the stop brake when approaching a stop station. In the vehicle information control device 1, regardless of the content of the braking/driving command 21, a braking command is sent to the main circuit and the brake device with priority given to a notch operation (not shown) by a crew member.

Proportional control, fuzzy control, etc. are known as the control for causing the train speed 13 to follow the target speed (constant running speed 19 or limited speed 22) in the braking/driving command calculation unit 6. However, here, the control method does not matter. The description of the first embodiment, which mainly focuses on the method of calculating the braking/driving command 21 in the braking/driving command calculation unit 6, is as above. In the following, a second embodiment will show an example in which manual train operation is supported throughout the entire journey between stations.

FIG. 7 is a block diagram showing a schematic configuration of an energy-saving driving support system (also referred to as "this system") according to a second embodiment of the present invention. The system shown in FIG. 7 includes a driving support device 30, a vehicle information control device 1, and a display 27. The driving support device 10 determines and outputs driver support information 26 based on information acquired from the vehicle information control device 1.

Driver support information 26 is taught to the crew through a display 27. The information that the driving support device 30 acquires from the vehicle information control device 1 includes target arrival time 11, current time 12, train speed 13, train position 14, braking/driving force information 25, next running station information 15, and crew identification information 16. and manual notch information 23.

The target arrival time 11, current time 12, train speed 13, train position 14, next running station information 15, crew identification information 16, and manual notch information 23 are as described in the first embodiment. The braking/driving force information 25 is an actual value or a command value of the generated braking/driving force. These are held in the vehicle information control device 1.

The driving support device 30 includes a target remaining travel time calculation section 2, a position/speed prediction section 28, a deceleration pattern characteristic management section 3, a constant speed support section 4, a coasting support section 5, and a driver support information creation section. 9. The target remaining travel time calculation unit 2 is as described in the first embodiment.

The position/speed prediction section 28 inputs the train speed 13, the train position 14, and the braking/driving force information 25, calculates a predicted speed 29 and a predicted position 24, and outputs them to the constant speed support section 4 and the coasting support section 5. do. A method for calculating the predicted speed 29 and predicted position 24 will be described later. The 18 deceleration pattern features are as described in the first embodiment.

The constant speed support unit 4 inputs the target remaining travel time 17, predicted speed 29, predicted position 24, next traveling station information 15, and deceleration pattern characteristics 18, calculates a constant speed 19, and provides driver support. It is output to the information creation section 9. A method for calculating the constant running speed 19 will be described later.

The coasting support unit 5 inputs the target remaining travel time 17, predicted speed 29, predicted position 24, next running station information 15, and deceleration pattern characteristics 18, calculates the coasting start position 20, and creates driver support information. Output to section 9. A method for calculating the coasting start position 20 will be described later.

The driver support information creation unit 9 inputs the constant running speed 19 and the coasting start position 20 and creates driver support information 26 for the crew. A specific example of the driver support information 26 is a method of configuring it as a set of a control mode and a parameter. Here, the control mode is "constant speed" or "coasting", and the parameter may be a speed for "constant speed" and a position for "coasting". The display device 27 teaches the driver support information 26 through screen display, audio sound, or both. A specific example of driving support content teaching will be described later. The above is a description of the schematic configuration of the energy-saving driving support system (this system) according to the second embodiment.

Next, a method of calculating each output data in the position/velocity prediction unit 28, the constant speed support unit 4, and the coasting support unit 5 included in the present system according to the second embodiment shown in FIG. 7 will be explained.

The position/speed prediction unit 28 predicts the speed and position of the target 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 details of the driving operation to the crew member at a timing earlier than the timing of the actual driving operation.

As an example of a method for predicting speed and position, the position/speed prediction unit 28 calculates a predicted speed based on the train speed 13 and train position 14, assuming that the braking/driving force information 25 continues until a predetermined time after that. 29 and the predicted position 24 are calculated.

In the prediction calculation process, more accurate predictions can be made by taking into account the vehicle's braking/driving characteristics, route conditions, or speed limit 22 information (these additional information is not shown). Further, the predetermined time for prediction is determined so that the crew member can begin operations with ample time after perceiving the content of support.

The process of calculating the constant speed traveling speed 19 in the constant speed support unit 4 is performed by using the predicted speed 29 and predicted position 24 of the second embodiment instead of the train speed 13 and train position 14 of the first embodiment. The specific calculation method is as described in Example 1.

In the process of calculating the coasting start position 20 in the coasting support section 5, the predicted speed 29 and predicted position 24 of the second embodiment are used instead of the train speed 13 and the train position 14 of the first embodiment. The specific calculation method is as described in Example 1. The display 27 instructs the crew on the details of support according to the driver support information 26. A specific example is a method of teaching driving operation details, which will be described later with reference to FIG.

Embodiment 2 shows an example in which the energy-saving driving support system of the present invention supports manual train driving throughout the entire journey between stations. According to the method shown in the second embodiment, even if there are variations among the crew members in the driving method in the deceleration section, it is possible to teach the crew members driving support information that can suppress deterioration of punctuality. Note that Embodiment 2 also includes a case where a part of the section is automatically operated in principle.

FIG. 8 is an explanatory diagram showing an example of how the display 27 in the present system shown in FIG. 7 changes the display contents. As shown in FIG. 8, the details of the driving operation are displayed on a display 27 installed in the driver's cab. Driving operation details such as "87 km/h constant speed" when a value is set for the constant running speed 19 and "notch off at point Xm" when the coasting start position 20 is set are displayed. In addition to screen display, it is also possible to teach by voice sound, and it is also possible to use both in combination. The processing procedure for outputting the constant running speed 19 and the coasting start position 20 while the train is in operation (including while the train is stopped at a station) is shown in FIG. 2 and is the same as described in the first embodiment.

Hereinafter, the main points of the present invention will be explained along with the scope of the claims.
[1] This system supports train crews in driving operations while traveling between stations. This system includes a constant speed support section 4, a coasting support section 5, a target remaining travel time calculation section 2, and a deceleration pattern characteristic management section 3. The constant speed support unit 4 determines the constant speed running speed 19 according to the position of the train on the line. The coasting support unit 5 determines a coasting start position 20 according to the position of the train on the line. The target remaining travel time calculation unit 2 calculates a target value of the remaining travel time to the next stop station. The deceleration pattern feature management unit 3 manages deceleration pattern features 18 for each crew member.

The deceleration pattern feature management unit 3 outputs a deceleration pattern feature 18 corresponding to the crew member of the train to be supported. In addition to the deceleration pattern characteristics 18 output in this way, the constant speed support unit 4 and the coasting support unit 5 determine the constant speed running speed 19 and the coasting speed based on the position and speed of the train and the target remaining running time. Each starting position 20 is determined.

The operation of this system solves the problems that remain with manned energy-saving driving support systems that are expected to become more widespread, that is, energy-saving driving support systems that require manual driving by the crew at least in the deceleration section. The problem is that variations in braking operations based on the individual driving skills of crew members are unavoidable.

To address this issue, this system presents support measures that respect individual driving skills in a way that is easily accepted by all crew members, suppresses late arrivals and early arrivals, and pursues energy-saving driving. It becomes possible. In other words, the support measures based on the deceleration pattern characteristics 18 of individual train crew members corresponding to the train crew members to be supported are designed to respect the individual driving skills.

Therefore, the crew members themselves who are presented with the content of the support plan naturally have little psychological resistance and are more likely to accept the support plan as it is tailored to their individuality. As a result, the crew performs optimal driving operations in accordance with the optimal support measures in accordance with the energy saving objective. In this way, according to this system, it is possible to suppress late arrivals and early arrivals, and to pursue energy-saving driving.

[2] In this system, the deceleration pattern feature 18 is managed as speed information according to the train position 14. Regarding this, as shown in FIG. 4, in the first management method, speed data according to position is created in a table, and deceleration patterns of each crew member are created in a database for each station. That is, the deceleration pattern feature 18 is managed as speed information according to the position [m] between station 1 and station 2, as described in the table of FIG.

[3] In this system, the deceleration pattern feature 18 is managed as notch handling information according to the train position 14. That is, as described in the table of FIG. 5, in the second management method, the deceleration pattern feature 18 is managed as notch handling information according to the position [m] between station 1 and station 2. In actual driving support using this information, for example, as shown in FIG. 8, when the coasting start position 20 is set, driving operation details such as "notch off at point Xm" are displayed.

[4] In this system, the deceleration pattern characteristics 18 are classified and managed into two or more stages depending on the magnitude of deceleration. Regarding this, as shown in FIG. 6, in the third management method, each crew member's deceleration pattern is classified into two or more stages depending on the steepness or slowness of the deceleration tendency, and a database is created for each station. In the embodiment, the tendency of deceleration is classified into three types: steep, moderate, and slow, and an expected deceleration is assigned to each type. Each crew member is classified into one of these deceleration trends closest to each other based on past driving performance.

[5] In this system, the deceleration pattern characteristics 18 are managed on a case-by-case basis depending on at least one of the following conditions: the presence or absence of rain or snowfall, the amount of occupancy, and the elapsed time since the previous maintenance period.
[6] In this system, the deceleration pattern characteristic management unit 3 acquires information for identifying the crew member of the train to be supported from the vehicle information control device 1 (step S3 in FIG. 2). Then, the deceleration pattern feature management section 3 acquires the crew identification information 16 from the vehicle information control device 1. Note that examples of the crew identification information 16 include the names of crew members and ID numbers assigned to each crew member.

[7] In this system, the deceleration pattern characteristic management unit 3 receives information from the vehicle information control device 1 regarding at least any of the following: the presence or absence of rain or snowfall, the amount of occupancy, and the elapsed time since the previous maintenance period. get. Since the effectiveness of the vehicle's brakes changes depending on these conditions, the characteristics of the crew's normal operation may change accordingly. On the other hand, by performing subdivided management, the accuracy of the assumed principle pattern can be improved.

[8] This system includes a braking/driving command calculation unit 6 that calculates a braking/driving command 21 to the braking/driving device based on the constant running speed 19 and the coasting start position 20. In the present invention, it is assumed that the stopping brake at the station is applied by the train crew. In order to support the crew, the braking/driving command calculation unit 6 calculates and outputs the braking/driving command 21 so that the train speed 13 does not exceed the speed limit 22 obtained from the safety device 7. That is, the braking/driving command calculation unit 6 calculates the braking/driving command 21 based on the constant running speed 19 and the coasting start position 20 within a range in which the train speed 13 does not exceed the speed limit 22 . The calculated braking/driving command 21 is output from the braking/driving command calculation unit 6 to the vehicle information control device 1 to support the crew member.

[9] This system includes a driver support information creation unit 9 (FIG. 7) that outputs a target speed and coasting timing for reference by the crew based on the constant running speed 19 and the coasting start position 20. The driver support information creation unit 9 inputs the constant running speed 19 and the coasting start position 20 and creates driver support information 26 for the crew.

A specific example of the driver support information 26 is configured as a set of a control mode and a parameter. Examples of this control mode include "constant speed" and "coasting". As an example of a set, a combination of speed is set for "constant speed" and position is set for "coasting". The display 27 shown in FIGS. 7 and 8 teaches driver support information 26.

[10] This system includes a terminal that teaches the target speed and coasting timing output by the driver support information creation unit 9 to the crew by at least one of display and voice. As shown in FIG. 8, the display 27 shows "87 km/h constant speed" when the constant running speed 19 is set, and "Notch off at point Xm" when the coasting start position 20 is set. '' will be displayed. In addition to screen display, it is also possible to teach by voice sound, and both may be used in combination.

[11] This method uses the vehicle information control device 1, the driving support device 10, and the safety device 7 to support the driving operation of a train running between stations. The driving support device 10 transmits the braking/driving command 21 to the braking/driving device via the vehicle information control device 1 . This driving support device 10 includes a target remaining travel time calculation section 2, a deceleration pattern characteristic management section 3, a constant speed support section 4, a coasting support section 5, and a braking/driving command calculation section 6. It is configured.

The target remaining travel time calculation unit 2 calculates a target value of the remaining travel time to the next stop station. The deceleration pattern feature management unit 3 manages deceleration pattern features 18 for each crew member. The constant speed support unit 4 determines the constant speed running speed 19 according to the position of the train on the line. The coasting support unit 5 determines a coasting start position 20 according to the position of the train on the line. The braking/driving command calculation unit 6 inputs the train speed 13, train position 14, constant running speed 19, coasting start position 20, and speed limit 22, calculates the braking/driving command 21, and outputs it to the vehicle information control device 1. do.

The driving support device 10 acquires the target arrival time 11, the current time 12, the train speed 13, the train position 14, the next running station information 15, the crew identification information 16, and the manual notch information 23 from the vehicle information control device 1. In addition, the speed limit 22 is acquired from the safety device 7.

The deceleration pattern feature management section 3 outputs the deceleration pattern feature 18 to the constant speed support section 4 and coasting support section 5 according to the following procedure (steps S1 to S9). First, in step S1, it is determined whether a train to be supported is stopping at a station. Next, in step S2, the next traveling station information 15 is acquired from the vehicle information control device 1. Next, in step S3, crew identification information 16 is acquired from the vehicle information control device 1.

Next, in step S4, based on the crew member identification information 16, the database is searched for deceleration pattern characteristics 18 associated with the crew member. The searched deceleration pattern feature 18 is output to the constant speed support section 4 and the coasting support section 5.

Next, in step S5, the constant speed support unit 4 and the coasting support unit 5 select a constant speed start determination table and a coasting start determination table, respectively, based on the next running station information 15 and the deceleration pattern characteristics 18. and then load it in preparation for the next trip between stations. Next, in steps S6 and S8, the coasting support section 5 and the constant speed support section 4 respectively determine whether the coasting start position 20 and the constant speed running speed 19 are set.

Further, the constant speed support unit 4 and the coasting support unit 5 determine the constant speed running speed 19 and the coasting start position 20 based on the target remaining running time, the deceleration pattern characteristics 18, and the position and speed of the train. . Next, in steps S7 and S9, the coasting support section 5 and constant speed support section 4 send the set coasting start position 20 and constant speed running speed 19 to the braking/driving command calculation section 6. This method supports the operation of a train running between stations through the steps described above.

Further, each of the above-mentioned configurations, functions, processing units, processing means, etc. may be partially or entirely realized in hardware by designing, for example, an integrated circuit. Note that this system is configured by a computer (not shown). The computer includes, for example, a CPU (Central Processing Unit), a memory, a communication device, and an input/output device. The CPU implements the functions illustrated in FIGS. 1 to 8 by executing programs stored in the memory. Various DBs illustrated in FIG. 4 are also stored in the memory of this computer. In addition, information such as programs, tables, etc. that realize each function can be stored in a memory, a recording device such as a hard disk, an SSD (Solid State Drive), or a recording medium such as an IC card, SD card, or DVD. .

1 Vehicle information control device, 2 Target remaining travel time calculation unit, 3 Deceleration pattern characteristic management unit, 4 Constant speed support unit, 5 Coasting support unit, 6 Braking/driving command calculation unit, 7 Safety device, 9 Driver support information creation Part, 10, 30 Driving support device, 11 Target arrival time, 12 Current time, 13 Train speed, 14 Train position, 15 Next running station information, 16 Crew identification information, 17 Target remaining running time, 18 Deceleration pattern characteristics, 19 constant running speed, 20 coasting start position, 21 braking/driving command, 22 speed limit, 23 manual notch information, 24 predicted position, 25 braking/driving force information, 26 driver support information, 27 display, 28 position/speed prediction Part, 29 Predicted speed

Claims (11)

While a train is running between stations, a crew member manually drives the train in a deceleration section, but controls the running of the train in an automatic operation section other than the deceleration section, the energy-saving driving support system comprising:
a constant speed support unit that determines a constant traveling speed according to the position of the train;
a coasting support unit that determines a coasting start position according to the position of the train;
a target remaining travel time calculation unit that calculates a target remaining travel time as a target value of the remaining travel time to the next stop station;
a deceleration pattern characteristic management unit that manages deceleration pattern characteristics for each crew member in the deceleration section ;
Equipped with
The deceleration pattern characteristic management unit outputs the deceleration pattern characteristic corresponding to the crew member of the train to be supported,
In areas other than the deceleration section, the constant speed support section and the coasting support section determine the constant speed running speed and the coasting start position based on the target remaining running time, the deceleration pattern characteristics, and the position and speed of the train. decide,
Energy-saving driving support system. The deceleration pattern characteristics are managed as speed information according to the train position.
The energy-saving driving support system according to claim 1. The deceleration pattern characteristics are managed as notch handling information according to the train position.
The energy-saving driving support system according to claim 1. The deceleration pattern characteristics are classified and managed into two or more stages depending on the magnitude of the deceleration.
The energy-saving driving support system according to claim 1. The deceleration pattern characteristics are managed on a case-by-case basis depending on at least one of the following conditions: the presence or absence of rain or snowfall, the amount of occupancy, and the elapsed time since the previous maintenance time.
The energy-saving driving support system according to claim 1. The deceleration pattern characteristic management unit acquires information identifying a crew member of the train to be supported from a vehicle information control device;
The energy-saving driving support system according to claim 1. The deceleration pattern characteristic management unit acquires information regarding at least any of the following: the presence or absence of rain or snowfall, the amount of occupancy, and the elapsed time since the previous maintenance period;
The energy-saving driving support system according to claim 1. comprising a braking/driving command calculation unit that calculates a braking/driving command to a braking/driving device based on the constant running speed and the coasting start position;
The energy-saving driving support system according to claim 1. comprising a driver support information creation unit that outputs a target speed and coasting timing for reference by a crew member based on the constant running speed and the coasting start position;
The energy-saving driving support system according to claim 1. comprising a terminal that teaches the target speed and coasting timing output by the driver support information creation unit to the crew member by at least one of display and voice;
The energy saving driving support system according to claim 9. An energy-saving driving support method for supporting the driving operation of a train running between stations using a vehicle information control device, a driving support device, and a security device, the method comprising:
The driving support device transmits a braking/driving command to a braking/driving device via the vehicle information control device,
a target remaining travel time calculation unit that calculates a target value of the remaining travel time to the next stop station;
a deceleration pattern characteristic management unit that manages deceleration pattern characteristics for each crew member;
a constant speed support unit that determines a constant traveling speed according to the position of the train;
a coasting support unit that determines a coasting start position according to the position of the train;
a braking/driving command calculation unit that inputs a train speed, a train position, a constant running speed, a coasting start position, and a speed limit, calculates a braking/driving command, and outputs the same to the vehicle information control device;
configured with
The driving support device acquires target arrival time, current time, train speed, train position, next running station information, crew identification information, and manual notch information from the vehicle information control device, and also acquires restriction information from the security device. get speed,
The deceleration pattern feature management unit includes:
determining whether the train to be supported is stopping at a station;
acquiring next traveling station information from the vehicle information control device;
acquiring crew identification information from the vehicle information control device;
searching the database for the deceleration pattern characteristics associated with the crew member based on crew identification information, and outputting the deceleration pattern characteristics to the constant speed support section and the coasting support section;
The constant speed support unit and the coasting support unit select a constant speed start determination table and a coasting start determination table, respectively, based on the next traveling station information and the deceleration pattern characteristics, and prepare for the next station traveling. and the step of loading
a step in which the coasting support section and the constant speed support section respectively determine whether a coasting start position and a constant speed are set;
a step in which the coasting support unit and the constant speed support unit send the set coasting start position and constant speed to the braking/driving command calculation unit;
has
The target remaining travel time calculation unit calculates a target remaining travel time to be a target value of the remaining travel time to the next stop station,
The constant speed support unit and the coasting support unit determine the constant speed running speed and the coasting start position based on the target remaining running time, the deceleration pattern characteristics, and the position and speed of the train.
Energy saving driving support method.