JPH05193502A - Optimum traveling pattern calculating device and system - Google Patents

Abstract

PURPOSE:To simple, quickly, and surely calculation of an optimum traveling pattern in which a train is able to travel with less energy consumption and with satisfactory riding comfort ableness, while satisfying constraint conditions such as travel distance, traveling time, and speed limit. CONSTITUTION:An input means 1 inputs route data and vehicle data. An evaluation function setting means 2 sets an evaluation function concerning energy consumption and riding comfort ableness. A traveling simulating means 3 uses a retrograde curve, reference parameters for notch switching, and an upper limit speed, to calculate a traveling pattern of a train which obeys both prescribed travel distance and speed limit. A time setting means 5 makes the traveling simulating means 3 calculate a traveling pattern satisfying the prescribed traveling time while adjusting the upper limit speed. A traveling pattern optimizing means 7 makes the traveling simulating means 3 calculate a traveling pattern of the train which gives less energy consumption and satisfactory riding comfort ableness, while adjusting parameters for notch switching.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention
The present invention relates to an optimum traveling pattern calculation device and a calculation system for calculating an optimal traveling pattern for a train to travel comfortably and with low energy consumption while observing constraints such as speed limits.

[0002]

2. Description of the Related Art When traveling a train, a standard traveling pattern given to a driver is generally used as a target traveling pattern for observing a speed limit, surely stopping at a predetermined position, and riding as comfortably as possible with less energy consumption. It is created by manually connecting the curves on paper based on the empirically obtained running style. Also, when there is a delay from the running timetable, the timetable recovery operation is performed to recover the timetable. In this case, there is no driving pattern to refer to, and the driver actually depends on his intuition and experience. Is. As for the optimal operation of trains, it is very difficult to optimize it mathematically because the problem has strong non-linearity and discontinuity. The following studies have been conducted on the optimal operation method of trains.

[1] Yasunobu, et al .: Automatic train operation based on the preview Fuzzy control system, system and control, vol.28, No.1
0, pp. 605-613, 1984 [2] Inage, et al .: Laboratory experiments of next-generation operation control system,
Railway Research Institute Report, vol.5, No.1, pp.48-55,19
91.1 [3] Hokawa: A calculation method of operating energy and a study on energy-saving operation method of trains that stop at each Shinkansen station using it, The Institute of Electrical Engineers of Japan, B, vol. 106, No. 9, pp. 769-77.
However, even in these studies, a driving method in which all of ride comfort, energy consumption, and time adjustment are taken into consideration is not found.

[0004]

[Problems to be Solved by the Invention] It is not clear that the empirically obtained driving style is optimal in terms of riding comfort and energy consumption, and in addition, it is necessary to manually create a standard driving pattern. It takes a lot of time and effort. Also,
While the operating timetables are becoming more and more crowded year by year, the number of applicants for drivers is decreasing and the number of skilled workers is decreasing.Currently, the timetable recovery operation, which depends on the driver's skill, can be stopped at a certain position to keep the speed limit. We cannot guarantee whether or not the diamond recovery rate is constant.

According to the present invention, it is possible to simply and surely find an optimum driving pattern for keeping the vehicle at a predetermined position without failing to meet a speed limit, and riding comfortably and with less energy consumption in a predetermined traveling time in a short time. It is an object of the present invention to provide an optimum traveling pattern calculation device and a calculation system capable of performing the above.

[0006]

According to the present invention, input means for inputting route data and vehicle data, various data from the input means, a retrograde curve from a retrograde curve calculating means, and a notch switch from a parameter initial value setting means. Using a parameter and the upper limit speed, a running simulation means for simulating running of the train and calculating a running pattern of a train running within a predetermined speed within a predetermined running distance, and a running time of the running pattern calculated by the running simulation means. Optimum travel pattern calculation, characterized in that: when the travel time differs from the predetermined travel time, there is provided time adjustment means for adjusting the upper speed limit by a signal from the upper speed adjustment means and causing the travel simulation means to recalculate the travel pattern. Stores device, route data, vehicle data and driving condition data Based on this database and the route data, vehicle data, and driving condition data from the database, a travel pattern calculation for calculating a travel pattern for traveling in a predetermined section for a predetermined travel time in a comfortable and energy-saving state Device and an interface for displaying the obtained travel pattern while outputting a travel pattern calculation command to the travel pattern calculation device, and an optimal travel pattern calculation system, route data, vehicle data and driving Based on the database or storage medium storing the condition data and the route data, vehicle data and driving condition data from the database or storage medium, the vehicle travels within a predetermined section for a predetermined traveling time in a comfortable and energy-saving state. Driving pattern calculation to calculate driving patterns for Device and an interface for outputting a traveling pattern calculation command to the traveling pattern calculation device and changing various data in the database. The database, the traveling pattern calculation device and the interface are mounted on the train and the position of the preceding train. An optimal travel pattern calculation system is provided with a communication system that outputs data relating to speed and operation management data to a travel pattern calculation device.

[0007]

DESCRIPTION OF THE PREFERRED EMBODIMENTS First Embodiment An embodiment of the present invention will be described below with reference to the drawings. 1 to 4 are views showing a first embodiment of the present invention.

In FIG. 1, the optimum traveling pattern calculation device has an input means 1 for inputting route data, vehicle data and the like.
And an evaluation function setting means 2 for setting an evaluation function relating to energy consumption and riding comfort based on data from the input means 1, and a running pattern of a train which simulates running of the train and runs a predetermined travel distance within a speed limit. The running simulation means 3 for calculating, the time adjusting means 5 for adjusting the running time of the running pattern calculated by the running simulation means 3, and the running function for which the running time is adjusted by the time adjusting means 5 have the smallest evaluation function. And a pattern optimizing means 7 for adjusting notch switching parameters.

The traveling simulation means 3 is also connected to a parameter initial value setting means 10 and a retrograde curve calculation means 4. Further, an upper limit speed adjusting means 6 is connected to the time adjusting means 5, and a pattern optimizing means 7 is also provided.
The parameter adjusting means 8 is connected to. The pattern optimizing means 7 is connected to an output means 9 for outputting the travel pattern obtained by the pattern optimizing means 7.

Next, the operation of this embodiment having such a configuration will be described.

First, from the input means 1, a predetermined traveling distance between stations, a predetermined traveling time between stations, a speed limit, route data regarding route conditions (curve, slope), train formation, and vehicle using an electronic pen, a touch sensor, or the like. Vehicle data regarding weight, passenger capacity, traction characteristics, etc. are input. The evaluation function setting means 2 obtains an equation for the energy consumption of the train during power running based on these data, for example, vehicle data such as vehicle weight, and also an equation related to the number of times of notch switching as an index of poor riding comfort. Obtain them and set them as evaluation functions. When it is desired to change the weight of the evaluation function, the weight of the evaluation function of the evaluation function predetermined means 2 is changed by the weight changing means 2a. Further, the power running and the brake have a plurality of notches respectively corresponding to discrete traction forces, and each notch is used as a representative when calculating the traveling pattern. Therefore, the number of times of notch switching refers to the number of times of four types of notch switching, that is, brake on / off and power (power running) on / off, and the higher the number of times of switching, the worse the riding comfort. Further, the greater the change in traction force during switching, the worse the riding comfort.

Next, the operation of the traveling simulation means 3 will be described. In the traveling simulation means 3, the route data and vehicle data from the input means 1, the retrograde curve obtained in advance by the retrograde curve calculation means 4, and the initial value and the upper limit of the notch switching parameter set by the parameter initial setting means 10. Simulate train travel based on speed. The retrograde curve calculated by the retrograde curve calculating means 4 includes a retrograde brake curve and a retrograde power curve. As shown in FIG. 2, the retrograde brake curves 12 and 12 are obtained by reversing the travel curves when the brakes are applied with reference to the point a and the end point b where the upper limit speed 14 decreases. On the other hand, the retrograde power curve 13 refers to a curve obtained by reversing the running curve when the vehicle powers on the basis of the point c at which the upper limit speed increases.

The notch switching parameter is defined on the basis of powering / brake on / off, and generally comprises four elements in descending order of value: brake on, power off, brake off, and power on. Each element of the notch switching parameter is, for example, 100 with respect to the upper limit speed.
%, 90%, 80%, 70%, etc., for proper activation. That is, the brake is turned on when the speed reaches 100% of the upper limit speed during speed increase, and the power is turned off when the speed reaches 90% of the upper limit speed during speed increase. Also, while lowering the speed, 8 against the upper limit speed
When the speed drops to 0%, the brake is turned off, and when the speed drops to 70% of the upper limit speed, the power is turned on.

As shown in FIG. 9, for example, the brake-on parameter is 100%, the power-off parameter is 90%,
When the brake-off parameter is 80% and the power-on parameter is 70%, the speed is increased in the neutral state (N) and the brake is turned on when the speed reaches 100% (FIG. 9 (a)). In the power-on state (P), the speed increases and when the speed reaches 90%, the power is turned off (Fig. 9).
(B)). In this case, when the line resistance is positive when the power is off, the vehicle is decelerated in the neutral state (N), and when the line resistance is negative, the vehicle is accelerated in the neutral state (N). Further, the speed decreases in the brake-on state (B), and when the speed decreases to 80%, the brake is turned off (FIG. 9 (c)). In this case, when the line resistance is positive when the brake is off, the vehicle is decelerated in the neutral state (N), and when the line resistance is negative, the vehicle is accelerated in the neutral state (N). Further, the speed drops in the neutral state (N), and when the speed drops to 70%, the power is turned on (FIG. 9 (d)).

In the parameter initial value setting means 10, an initial value for the notch switching parameter is set, and unique values of the above-mentioned four types of notch switching parameters, that is, percentages with respect to the upper limit speed are determined.

Further, the speed limit is used as an initial value of the upper limit speed input to the traveling simulation means 3. Here, the speed limit is an absolute speed limit for each section, which is obtained in advance by route conditions or the like, and is a limit value of the traveling speed. On the other hand, the upper limit speed is an upper limit speed that is used for obtaining the optimum traveling pattern for convenience, and the limit speed is the maximum value of the upper limit speed.

The running simulation means 3 simulates running of the train so that the running distance does not exceed the upper limit speed. When the running curve intersects the retrograde brake curve 12 or the retrograde power curve 13 as shown in FIG. 2 during the running simulation, the retrograde brake curve 12 and the retrograde power curve 13 are drawn along the travel curve. As a result, when the upper limit speed increases in front, power can be performed early to accelerate efficiently, and when the upper limit speed decreases, the vehicle can run without exceeding it, and it must stop securely at a predetermined stop position. Is possible.

In the traveling simulation, when the traveling speed becomes equal to or higher than the brake-on speed or the power-off speed, the braking is started and the power running is stopped. When the traveling speed falls below the brake-off speed or the power-on speed, release the brake and start powering, respectively. This makes it possible to keep the speed limit and prevent the vehicle from stopping before the stop position. In this way, the traveling pattern 11 as shown in FIG. 2 is obtained. In FIG. 2, the energy consumption is 6.3, the number of times of notch switching is 6, and the time error is -17.5 seconds.

Next, when the traveling time of the traveling pattern obtained by the traveling simulation means 3 has a margin, the traveling time is adjusted by the time adjusting means 5.

That is, the running time of the running pattern obtained by the running simulation means 3 has a margin (17.5 seconds).
2 (FIG. 2), the time adjusting means 5 causes the upper limit speed adjusting means 6 to adjust the upper limit speed, the signal from the time adjusting means 5 is input to the traveling simulation means 3, and the traveling simulation is repeated. The running simulation is performed so that the running speed is as close to the upper limit speed as possible. Therefore, if the upper limit speed is lowered, the maximum running speed is lowered and the running time is extended. The adjustment of the upper limit speed performed by the upper limit speed adjusting means 6 is performed by lowering the upper limit speed of the convex portion in the traveling pattern obtained in FIG. This is repeated until the running time error falls within the allowable range. In this way, FIG.
A travel pattern 21 as shown in is obtained. In FIG. 3, reference numeral 22 is a reverse brake curve, and reference numerals 24 and 25 are the upper limit speed before adjustment and the upper limit speed after adjustment, respectively. Further, in FIG. 3, the energy consumption is 3.5, the number of times of notch switching is 8, and the time error is 0.1 second.

When the four elements of the notch switching parameter are determined to have proper numerical values such as 100%, 90%, 80% and 70%, the traveling pattern after the traveling time adjustment shown in FIG. 3 becomes constant. Decided. Therefore, the pattern optimizing means 7 selects the notch switching parameter as the traveling pattern optimizing parameter. Next, while adjusting the notch switching parameter which is the optimization parameter, the signal from the pattern optimization means 7 is input to the travel simulation means 3, and the travel simulation means 3 and the travel time adjustment by the time adjustment means 5. Repeated. In this way, a notch switching parameter having an eigenvalue that minimizes the evaluation function is obtained.

The adjustment of the optimization parameter is performed by the parameter adjusting means 8 based on, for example, a rule determined based on the switching status of the notch or the state of change of the evaluation function, or AI (Artifi).
cialIntelligence) system. Further, while viewing the running pattern, the evaluation function value, etc. currently obtained on the display provided in the pattern optimizing means 7,
It can also be adjusted manually. The less the notch switching other than the reverse curve, that is, the notch switching based on the notch switching reference speed (upper limit speed × notch switching parameter), the better the riding comfort and the unnecessary acceleration. Is obtained (Fig. 4). The traveling pattern thus obtained is displayed by the traveling pattern display device.

In FIG. 4, reference numeral 32 is a reverse brake curve, and reference numerals 34 and 35 are the upper limit speed before adjustment and the upper limit speed after adjustment, respectively. Further, in FIG. 4, the energy consumption is 2.5, the number of times of notch switching is 2, and the time error is 0.1 seconds.

From this, the predetermined traveling distance, the predetermined traveling time,
You can easily and reliably obtain a driving pattern that follows the speed limit, is comfortable to ride, and consumes less energy.
If the predetermined traveling time is given a little, a traveling pattern for the diamond recovery operation can be obtained. Also, since the shortest running time can be obtained, this device can be used when the timetable is revised or when a new line timetable is created. In addition, an optimal train pattern is obtained in advance, and automatic train operation (ATO)
If the train is given to the system as a target travel pattern and the train is controlled so as to follow this pattern, the travel distance, travel time, and speed limit can be observed, and energy-saving and comfortable riding can be realized.

Second Embodiment Next, a second embodiment of the present invention will be described with reference to FIGS.

The second embodiment shown in FIGS. 5 to 8 is the same as the first embodiment shown in FIGS. 1 to 4 except that the notch switching parameters input to the traveling simulation means are different. is there.

First, from the input means 1 (see FIG. 1), for example, a mouse, an electronic pen, a touch sensor, etc., a predetermined traveling distance between stations, a predetermined traveling time between stations, speed limitation, route conditions (curve, slope), etc. Vehicle data such as route data, train organization, vehicle weight, passenger capacity, and traction characteristics are input. The evaluation function setting means 2 obtains an equation of energy consumption based on these data, obtains an equation relating to the number of times of notch switching as an index of poor riding comfort, and sets these equations. To change the weight of the evaluation function, change the weight of the evaluation function. Here, the number of times of notch switching refers to brake on / off and power (power running).
The number of times of four types of notch switching of ON / OFF is described. The greater the number of times of switching and the greater the change in traction force during switching, the worse the riding comfort.

Next, in the traveling simulation means 3,
According to the route data and vehicle data from the input means 1, the retrograde curve previously obtained by the retrograde curve calculating means 4, the initial value and the upper limit speed of the set of notch switching parameters set by the parameter initializing means 10,
Simulate the running of a train.

The reverse curve obtained by the reverse curve calculating means 4 includes a reverse brake curve and a reverse power curve. As shown in FIG. 5, the reverse brake curve 102 is the running curve when the brake is applied, and the upper limit speed is 1
The value obtained in the opposite direction from the point a and the end point b of 04. The reverse power curve 103 refers to a running curve obtained when the vehicle is running in the reverse direction from the point c where the upper limit speed 104 rises.

The parameter initial value setting means 10 sets the initial value of the notch switching parameter. The notch switching parameter is defined as a criterion for determining whether to turn on / off the brake or power running, and has four elements of brake on, power off, brake off, and power on. Each element has a unique value that is fixed to each station, and this unique value is expressed as a ratio (%) to the upper speed limit. The value of the brake-on parameter is greater than the value of the power-on parameter. The power-off parameter and the brake-off parameter have a numerical value between the brake-on parameter and the power-on parameter.

In this embodiment, the power-off parameter and the brake-off parameter among the above-mentioned elements have two unique numerical values corresponding to the positive and negative of the line resistance. The value of the line resistance is determined for each point depending on the slope resistance, the curve resistance, and the running resistance. Regarding the power-off parameter and the brake-off parameter, which of the two values is to be taken is determined by the route resistance value at the running point.

The speed limit is used as the initial value of the upper limit speed. Here, the speed limit is an absolute speed limit for each section predetermined as one of the route conditions, and is a travel speed limit value. On the other hand, the upper limit speed is a convenient speed limit used when obtaining the optimum traveling pattern, and the speed limit is the maximum value of the upper limit speed.

The running simulation means 3 simulates running of the train so that the running distance does not exceed the upper limit speed. When the traveling curve intersects the retrograde brake curve 102 or the retrograde power curve 103 as shown in FIG. 5 during the traveling simulation, the retrograde brake curve 102 or the retrograde power curve 103 is used to draw the traveling curve. As a result, when the upper limit speed increases in front, power running can be applied early to accelerate efficiently, when the upper limit speed decreases, it can not be exceeded, and the vehicle can surely stop at a predetermined stop position. Also, during the traveling simulation, the upper limit speed of the traveling section is multiplied by the proper numerical value of each element of the notch switching parameter, and the notch switching reference brake-on speed, power-off speed, brake-off speed,
Find the power-on speed for each.

As for the power-off speed and the brake-off speed, the characteristic values corresponding to the positive line resistance and the negative line resistance are obtained as described above. When the traveling speed is equal to or higher than the brake-on speed or equal to or lower than the power-on speed, braking and power running are started, respectively. At the point where the line resistance is positive (speed decreases when coasting), the power-off speed or the brake-off speed is selected based on the eigenvalue corresponding to the running speed when the line resistance is positive. Further, at a point where the line resistance is negative (the speed increases when coasting), the power-off speed or the brake-off speed is selected based on the eigenvalue corresponding to the running speed when the line resistance is negative. When the speed reaches the power-off speed and the brake-off speed, the power running and the brake are released, respectively. This makes it possible to keep the speed limit and prevent the vehicle from stopping before the stop position.

In this way, the traveling pattern 101 as shown in FIG. 5 is obtained. In FIG. 5, the brake-on parameter is 100%, the power-on parameter is 45%,
Both the power-off parameter and the brake-off parameter are 99%, which correspond to the positive and negative of the line resistance (initial value). The energy consumption is 1156, the number of times of notch switching is 15, and the running time error is -5.616 seconds.

There is a margin in the traveling time of the traveling pattern obtained by the traveling simulation means 3 (5.616 in FIG. 5).
Second), the traveling time is adjusted by the time adjusting means 5.

The time adjusting means 5 determines the running time error of the running pattern obtained by the running simulation means 3. Then, the upper limit speed adjusting means 6 adjusts the upper limit speed according to this error, and the new upper limit speed is output to the traveling simulation means 3 to perform a traveling simulation. This is repeated until the running time error falls within the allowable range.

The upper limit speed adjusting means 6 raises or lowers the upper limit speed of the convex portion in FIG. 5 within the range of the limit speed or less according to the positive or negative of the running time error to determine a new upper limit speed. Since the unique value of each element of the notch switching parameter is fixed, if the upper limit speed is decreased, the maximum running speed is reduced and the running time is extended, and if the upper limit speed is increased, the maximum running speed is increased and the running time is shortened.

In this way, the traveling pattern 121 as shown in FIG. 6 is obtained. In FIG. 6, reference numeral 122 is a retrograde brake curve, 123 is a retrograde power curve, 12
4 is an upper limit speed before adjustment (equal to the speed limit), and 125 is an upper limit speed after adjustment. Energy consumption is 705, notch switching is 15 times, running time error is -0.099
Seconds.

If the characteristic values of each element of the set of notch switching parameters are determined to be constant, the travel pattern obtained as a result of the time adjustment by the time adjustment means 5 is uniquely determined. The switching parameters are adjusted to optimize the driving pattern.

In the travel pattern optimizing means 7, the time adjusting means 5 determines the switching situation of the notch of the travel pattern and the change of the evaluation function in which the travel time is adjusted, and the parameter adjusting means 8 is determined according to these situations. The notch switching parameter is adjusted so that the evaluation function value decreases. Then, a new notch switching parameter is sent to the travel simulation means 3 to perform a travel simulation, and this is repeated until the evaluation function becomes the minimum.

The parameter adjusting means 8 adjusts the notch switching parameter so that the evaluation function value decreases by using a rule determined based on the switching status of the notch or the state of the change of the evaluation function, the AI system, or the like. To do. Also,
It is also possible to make manual adjustments while looking at the running patterns, evaluation function values, etc. currently obtained. The less the notch switching other than that by the reverse curve, that is, the less the notch switching by the notch switching parameter, the better the riding comfort and the less useless power running, so the energy consumption is reduced.

The notch switching parameters are adjusted by selecting some from a set of notch switching parameters.
As for the power-off parameter and the brake-off parameter, two unique numerical values are individually adjusted depending on whether the line resistance is positive or negative as described above. Even when the brake or power running is turned off at a point where the line resistance between certain stations is different from positive or negative, the optimum travel pattern 131 can be obtained according to the current state of the line resistance (FIG. 7). In FIG. 7, reference numeral 132
Is a reverse brake curve, 133 is a reverse power curve, 1
34 and 135 are upper limit speeds before and after adjustment, respectively. The unique value of the brake-on parameter is 100
%, The peculiar numerical value of the power-on parameter is 45%, the peculiar numerical value of the power-off parameter that corresponds to a positive line resistance is 98%, the peculiar numerical value of the one that corresponds to a negative line resistance is 91%, the brake The characteristic values of the off parameters are both 99%. In this case, the energy consumption is 89
6, the notch switching frequency is 5, the running time error is 0.1
38 seconds.

As compared with the case of FIG. 7, when the power-off parameter and the brake-off parameter each have only one value, the parameters cannot be optimized and the running pattern 141 as shown in FIG. 8 is obtained. In FIG.
Reference numeral 142 is a retrograde brake curve, 143 is a retrograde power curve, and 144 and 145 are upper limit speeds before and after adjustment, respectively. The unique value of the brake-on parameter is 100%, and the unique value of the power-on parameter is 45%.
%, The characteristic value of the power-off parameter is 93%, and the characteristic value of the brake-off parameter is 99%. In this case, the energy consumption is 905 and the number of times the notch is switched is 7.
The time and running time error is -0.057 seconds. Those who consider route conditions with notch switching parameters (Fig. 7)
However, compared to the case where route conditions are not taken into consideration (Fig. 8), unnecessary braking is not required and energy consumption is reduced by 1%.

In this way, a traveling pattern that keeps the predetermined traveling distance, the predetermined traveling time, and the speed limit and is comfortable to ride and consumes less energy can be obtained easily and reliably in a short time. If the predetermined traveling time is given a little, a traveling pattern for the diamond recovery operation can be obtained. Since the shortest running time is also required, this device can be used even when the timetable is revised or the timetable of a new line is created. In addition, if the optimum travel pattern is obtained in advance, it is given to the automatic train operation (ATO) system as a target travel pattern, and the train is controlled so as to follow this pattern, the travel distance, travel time, and speed limit are protected, Achieves comfortable riding with less energy consumption.

Third Embodiment Next, a third embodiment of the present invention will be described with reference to FIGS. The third embodiment is an optimum travel pattern calculation system incorporating the optimum travel pattern calculation device of the first embodiment or the second embodiment.

FIG. 10 is a diagram showing a ground type optimum traveling pattern calculation system. In FIG. 10, the optimum traveling pattern calculation system includes a database 202, an interface 201, a traveling pattern calculation device 203 described in the first and second embodiments, a storage device 204, and an output device 205. ing.

The database 202 includes operating condition data such as train numbers and service schedules, station names, station distances, slopes,
Route data such as curves, branches, speed limits, vehicle weight,
Stores vehicle data such as vehicle length, train formation, acceleration, deceleration, gradient resistance type, curve resistance type, running resistance type for each weather, seating capacity, boarding rate for each time zone, etc. for calculation of running patterns. These data can be referred to as needed. A storage medium such as a floppy disk or a magnetic card may be used instead of the database 202.

The interface 201 is, for example, as shown in FIG.
From an operation screen such as 1, using an input device such as a mouse or a keyboard, (a) a section for calculating a traveling pattern,
Time, weather, type of driving pattern (standard / fast / slow /
Speed, deviation of travel time), conditions regarding travel patterns,
Etc., (b) automatic / manual adjustment mode switching, initial value change of notch switching parameter in automatic adjustment mode, setting notch switching parameter in manual adjustment mode, (c) instruction for running pattern calculation, (d) ) Display of the calculated travel pattern, display of the notch switching parameter adjustment result, (e) Switching and output of the output destination of the calculated travel pattern, (f) Data modification of the database (revision of travel schedule, vehicle type) as an auxiliary function. Change / addition)
It can be easily operated. Of the above, four types of traveling patterns are defined as the traveling time, and four types of traveling patterns corresponding to each traveling time are defined (standard / fast /
Late / fastest). The deviation of each traveling time can be appropriately selected.

The traveling pattern calculation device 203 has the interface 201 as described in the first and second embodiments.
Based on the data read from the database 202 in the section designated by, a travel pattern is calculated such that the vehicle travels in a comfortable riding state and in an energy saving state for a predetermined travel time.

The storage device 204 stores the travel pattern calculated by the travel pattern calculation device 203. Output device 2
05 outputs the travel pattern calculated by the travel pattern calculation device 203 or stored in the storage device 204 to the ATO system 213 on the train through a storage medium such as an IC card or the communication system 212.

Next, the operation of this embodiment having such a configuration will be described.

First, a section for calculating a traveling pattern is designated from the interface 201. From the screen configured as shown in FIG. 11, using a mouse or a keyboard, enter the route and driving type and running section, the running section and train number, or the running section and departure time, and the running pattern where and when to run. Specify whether to ask.

When the section for calculating the traveling pattern is designated by the interface 201, the database 202 is selected from the route data, the operating condition data, and the train data for the items not input by the interface 201.
Read and display the data from.

In the interface 201, conditions such as vehicle type and weather are further changed, types of running patterns are switched to standard / fast / slow / fastest, conditions relating to running patterns and initial values of notch switching parameters are set. You can change it.

Type of traveling pattern is standard / fast / slow /
The reason for switching to the fastest speed is to obtain some traveling patterns and select the target traveling pattern according to the deviation from the operation timetable. In addition to standard / fast / slow / fastest switching, interface 201
The size of the change time and the ratio to the running time can also be specified by.

When the condition relating to the traveling pattern is input from the interface 201, if the pattern condition button of the interface 201 is selected, a sub-window for inputting the condition as shown in FIG. It is possible to change the power (power running) / brake notch used for creation, the follow-up allowance during pattern-following travel, and the accuracy of time adjustment from the values determined by the standard.

In FIG. 12, the margin up to the speed limit is
In order to allow a slight deviation from the traveling pattern during the pattern following traveling, the value of the speed difference or the ratio of the speed difference to the limiting speed is input with the speed difference at least assured between the traveling speed and the speed limit.

One type of power running notch is used as the power running / brake notch used to create the traveling pattern, and two types of brake notch are used, one for stopping and one for decelerating so as not to exceed the upper limit speed. The brake notch for deceleration is specified to be weaker than that for stopping so as not to deteriorate the riding comfort. In FIG. 12, one type of power notch “4” and two types of brake notch “2” and “5” are used.

The follow-up margin defines how much the travel pattern has a margin for canceling out the influence of disturbance even during the pattern-following traveling. If the following margin is increased, it is possible to increase the time for which the weak brake is used at the end of the stop brake (immediately before the stop) in order to improve the riding comfort in the traveling pattern. Further, even when the deviation from the traveling pattern becomes large due to disturbance during the pattern following traveling, the margin for eliminating the deviation becomes large.

The time alignment accuracy is specified as the accuracy of the traveling time, the magnitude of the allowable error or the ratio to the traveling time.

The initial value of the notch switching parameter is set by moving the bar of each parameter displayed on the interface 201 up and down or inputting a value regarding the brake-on (deceleration brake start) speed and the power-on (repowering) speed. Or you can specify it.

When the conditions concerning the traveling pattern can be set, the calculation button on the interface 201 is selected,
Instruct the driving pattern calculation.

In the running pattern calculation device 203, when the running pattern calculation is instructed from the interface 201,
Necessary data is read from the database 202 to calculate a traveling pattern. Figure 1 for driving pattern calculation
The procedure is similar to that of the first embodiment shown in FIG.

That is, as shown in FIG. 1, the running simulation means 3 simulates the running of the train using various data from the input means 1, the backward curve, a set of notch switching parameters, and the upper limit speed. Then, the traveling pattern of the train traveling the predetermined traveling distance at the speed limit or less is calculated.

The initial value of the upper limit speed is the interface 20.
The margin designated by 1 is set as a value obtained by subtracting the speed limit from the parameter initial setting means 10 to the traveling simulation means 3
Entered in. The reverse power curve is calculated from the point where the upper limit speed rises, and the reverse brake curve is calculated from the point and the end point where the upper limit speed rises, and these are input from the reverse curve calculation means 4 to the traveling simulation means 3. When the vehicle crosses a retrograde curve during a traveling simulation, the vehicle travels along the retrograde curve to the end of the retrograde curve. If necessary, a reverse neutral curve is obtained from a point where the upper limit speed increases or a point where the reverse brake curve intersects the upper limit speed, and a traveling pattern is created along the curve. In this case, it is possible to avoid wasteful switching of notches to obtain a traveling pattern that is comfortable to ride, and reduce the number of times the notch switching parameter is adjusted, so that the traveling pattern can be calculated more efficiently.

Further, the notch switching parameter has four elements relating to powering / brake on / off as a criterion for determining whether or not to switch the notch. The unique numerical value of each element is expressed as a ratio to the upper speed limit, and is 1
Each station has a fixed value. The values regarding powering / brake off have two values depending on the case where the speed increases or decreases when the vehicle makes an elliptic stroke. During traveling, notch switching is performed based on the notch switching reference speed obtained by multiplying the upper limit speed of the traveling point by the unique numerical value of each element of the notch switching parameter.

When the brake-on speed is reached and the brake notch is inserted before crossing the retrograde brake curve,
Use a weak notch brake to avoid a bad ride. In addition, for a certain period of time immediately before the stop of the retrograde brake curve from the end point, it is possible to switch to a weak notch to improve the riding comfort when stopped and at the same time when the pattern deviates from the running pattern when running Give a margin to solve.

Driving simulation means 3 (see FIG. 1)
When the traveling time of the traveling pattern obtained in step 3 is different from the designated traveling time, the time adjusting means 5 adjusts the upper limit speed and causes the traveling simulation means 3 to calculate the traveling pattern again. Repeat this to adjust the running time to match the specified running time.

When the running time matches the predetermined running time,
Evaluation function setting means 2 based on route data and vehicle data
The driving pattern optimizing means 7 is set so that the evaluation functions relating to the energy consumption and the riding comfort set by
The notch switching parameter is adjusted by and the traveling simulation means 3 is made to calculate the traveling pattern again. By repeating this, the optimum traveling pattern for the train to travel comfortably and with less energy consumption can be simply and surely calculated in a short time while satisfying constraints such as traveling distance, traveling time, and speed limitation.

As described above, each element of the notch switching parameter has a constant unique numerical value between certain stations as a criterion for determining whether to switch the notch. By dividing the distance between stations into several sections and determining the absolute value of the speed at which the notch is switched for each section, by expressing it as a ratio (%) to the upper limit speed, the parameters can be adjusted effectively. The driving pattern can be optimized.

When the notch switching parameter adjustment is performed manually, the interface 201 switches the adjustment mode from automatic to manual, the notch switching parameter value is specified, and the traveling pattern calculation device 203 is instructed to calculate the traveling pattern. Calculate the driving pattern. Alternatively, the run curve diagram portion of the interface 201 (FIG. 11)
It is also possible to calculate the traveling pattern by designating the notch switching point and instructing the traveling pattern calculation.

The obtained traveling pattern can be displayed and confirmed on the screen of the interface 201 in the form of a run curve together with the speed limit, the gradient of the route, the curve, etc. every time the traveling time is adjusted. Further, the adjustment result of the notch switching parameter is also displayed on the screen of the interface 201.

The traveling pattern calculation is repeated as necessary. The data of the obtained traveling pattern is selected by selecting the output button on the operation screen of the interface 201, and then passes through the storage device 204 and the output device 205 and is transmitted through the storage medium such as an IC card or the communication system 212 to the onboard ATO system 213. Is output to. In this case, the traveling pattern data includes traveling section, traveling distance, traveling time,
Driving pattern type (standard / fast / slow / fastest), weather condition, notch switching point position, time, speed, notch used, and run curve data (position, time, speed, drive / braking device output) Torque, effective torque). In addition, the traveling pattern stored in the storage device can be confirmed from the traveling pattern reading sub-window of the interface 201 and the reading can be instructed as necessary (FIG. 1).
3).

The output destination of the traveling pattern data can be switched in advance between the storage device and the output device. It is also possible to read out the traveling pattern stored in the storage device 204 and output it to the IC card or the communication system 212. The traveling pattern data recorded in the storage medium such as an IC card is used as the on-board ATO system 213.
Is read by a card reading device provided in
It is used as a target travel pattern.

If the travel timetable is revised or the vehicle type is changed / added, the interface 201
Can modify the data in the database 202.

Next, FIG. 14 shows an on-vehicle type optimum traveling pattern calculation system. 14, the optimum traveling pattern calculation system includes an interface 201 mounted on a train 210, a database 202, a traveling pattern calculation device 203, a storage device 204, and an output device 20.
5, and a communication system 223 is connected to the traveling pattern calculation device 203.

Through the communication system 223, the preceding vehicle 2
It is possible to receive the position and speed data with the vehicle 25, and receive the operation timetable change data and the temporary speed limit data with the operation management system 224. Further, the position and speed data of the own vehicle can be sent to the succeeding train and operation management system 224.

The database 202 includes station names, distances between stations,
It stores route data such as slopes, curves, branches, speed limits, and storage media such as the IC card 209 stores train condition data, operating condition data such as train schedules, vehicle weight, vehicle length, train formation, and acceleration. , Deceleration, gradient resistance type,
Vehicle data such as a curve resistance type, a running resistance type for each weather, a passenger capacity, and a boarding rate for each time zone are stored, and these data can be referred to through the interface 201 as necessary.

The interface 201 inputs (a) weather, deviation from the travel schedule, conditions relating to the travel pattern, etc. to the travel pattern calculation device 203, (b) changes the initial value of the notch switching parameter, and (c). Instruct to calculate / recalculate the driving pattern. Also the interface 20
In (1), (d) the travel pattern calculated based on the signal from the travel pattern calculation device 203 is shown and the notch switching parameter adjustment result is displayed. Further, by operating the interface 201, (e) the calculated traveling pattern is output to the output device 205, and the database 20
For (2), data in the database (f) can be changed (route data can be changed).

The traveling pattern calculation device 203 calculates the target traveling pattern between the next stations while the vehicle is traveling or stopped based on the data read from the database 202 and a storage medium such as an IC card. Alternatively, when a change occurs in driving conditions or route conditions, a train running simulation is used based on data read from a database 202 and a storage medium such as an IC card to a running pattern to the next station. To calculate.

The storage device 204 stores the travel pattern calculated by the travel pattern calculation device 203. Further, the output device 205 calculates by the traveling pattern calculation device 203,
Alternatively, the traveling pattern stored in the storage device 204 is output to the tracking control device.

Next, the operation of this embodiment having such a configuration will be described.

When obtaining the traveling pattern between the next stations while the vehicle is traveling or stopped, first, the driver changes the weather condition from the interface 201 as necessary, and if it is deviated from the traveling schedule, Enter the deviation. Further, as in the case shown in FIG. 10, the condition relating to the traveling pattern and the initial value of the notch switching parameter can be changed from the interface 201. When the conditions are set, the driving pattern calculation device 203 is instructed to calculate the driving pattern.

When the vehicle greatly deviates from the target traveling pattern during following traveling, or when the vehicle approaches the preceding vehicle 225 too much, it is automatically judged from the deviation or the distance from the preceding vehicle 225, or the driving is performed. The driving pattern is recalculated by hand judgment. When the condition of the route changes, such as when it starts to rain, the driving pattern is recalculated by automatically judging from the sensor information or by the driver. When the temporary speed limit occurs for some reason or when the driving schedule is confused due to an accident, the driving pattern is automatically recalculated. The driver issues a recalculation instruction from the interface 201 to the traveling pattern calculation device 203, and an automatic recalculation instruction is issued from the tracking control device or the communication system 223 to the traveling pattern calculation device 2.
To 03.

In the traveling pattern calculation device 203, when the traveling pattern calculation is instructed from the interface 201,
Database 202 and IC card 209 for necessary data
It is read from a storage medium such as the above and the running pattern between the next stations is calculated. Further, when the driving pattern recalculation is instructed, the running timetable can be recovered as much as possible without approaching the preceding train 225, or at a temporary predetermined running time given from the operation management system 224 through the communication system 223. As traveling, the traveling pattern to the next station is calculated based on the data read from the database 202 and the storage medium such as the IC card 209, and the data received from the communication system 223 and the monitor device 208. The calculation of the driving pattern is performed in the same procedure as the optimum driving pattern calculation system shown in FIG.

The traveling pattern obtained by the traveling pattern calculation device 203 is displayed and confirmed on the screen of the interface 201 in the form of a run curve together with the speed limit, the gradient of the route, the curve, etc. every time the traveling time is adjusted. It
At the same time, the adjustment result of the notch switching parameter is also displayed on the screen of the interface 201.

The traveling pattern calculation is repeated as necessary, and the obtained traveling pattern data is output from the traveling pattern calculating device 203 to the storage device 204. The traveling pattern data includes traveling section, traveling distance, traveling time, type of traveling pattern (standard / fast / slow / fastest), weather conditions, position of notch switching point, time, speed, notch used,
And run curve data (position, time, speed, drive /
The output torque of the braking device, the execution torque). The output device 205 outputs the traveling pattern data from the storage device 204 to the tracking control device 207 as needed, and the tracking control device 207 outputs the traveling pattern data based on the traveling pattern data.
10 traveling control is performed.

As an auxiliary function, when the route conditions are changed, the interface 201 can be used to access the database 20.
Two data can be modified.

In the pattern-following traveling, usually, the target traveling pattern calculated by the ground-based optimal traveling pattern calculation system (FIG. 10) is read from the storage medium and used, and only the traveling pattern recalculation is performed to calculate the on-board optimal traveling pattern. System (FIG. 14), and so on.
It is also possible to selectively use the optimum traveling pattern calculation system of.

As described above, according to the optimum traveling pattern calculation system of the present embodiment, the traveling pattern for a train to travel comfortably and with a small amount of energy consumption while ensuring punctuality can be simply and in a short time. You can definitely get it. In addition, the target traveling pattern following type automatic traveling control becomes possible, and traveling with a comfortable ride can be realized at any traveling time.

[0092]

As described above, according to the present invention,
It is possible to easily obtain a travel pattern that is comfortable to ride and consumes less energy within a predetermined travel distance, a predetermined travel time, and a predetermined speed limit in a short time.

Further, it becomes possible to perform the target traveling pattern following type automatic traveling control, and it is possible to realize comfortable traveling in an arbitrary traveling time.

[Brief description of drawings]

FIG. 1 is a schematic diagram of an optimum traveling pattern calculation device showing a first embodiment of the present invention.

FIG. 2 is a diagram showing a travel pattern obtained by a travel simulation means.

FIG. 3 is a diagram showing a travel pattern obtained through a time setting means.

FIG. 4 is a diagram showing a traveling pattern obtained through a pattern optimizing means.

FIG. 5 is a diagram showing a travel pattern obtained by a travel simulation means in the second embodiment of the present invention.

FIG. 6 is a diagram showing a travel pattern obtained through a time setting means.

FIG. 7 is a diagram showing a traveling pattern obtained through a pattern optimizing means.

FIG. 8 is a diagram showing a travel pattern obtained by using a notch switching parameter when the line resistance is not taken into consideration.

FIG. 9 is a diagram showing a form of each element of a notch switching parameter.

FIG. 10 is a schematic diagram of an optimum traveling pattern calculation system showing a third embodiment of the present invention.

FIG. 11 is a diagram showing an operation screen of an interface.

FIG. 12 is a diagram showing a condition input sub-window relating to a traveling pattern on the interface.

FIG. 13 is a diagram showing a sub-window for reading a traveling pattern on the interface.

FIG. 14 is a schematic diagram showing another example of the optimum traveling pattern calculation system.

[Explanation of symbols]

 1 Input Means 2 Evaluation Function Setting Means 3 Driving Simulation Means 5 Time Adjustment Means 7 Pattern Optimization Means 201 Interfaces 202 Database 203 Driving Pattern Calculators 204 Storage Devices 205 Output Devices 207 Tracking Control Devices 210 Trains

Claims (10)

[Claims] 1. Use of input means for inputting route data and vehicle data, various data from the input means, a retrograde curve from a retrograde curve calculating means, and a notch switching parameter and an upper limit speed from a parameter initial value setting means. A case in which the traveling time of the traveling pattern calculated by the traveling simulation means is different from the prescribed traveling time by simulating the traveling of the train and calculating the traveling pattern of the train traveling at the speed limit within the prescribed traveling distance An optimum travel pattern calculation device further comprising: time adjustment means for causing the travel simulation means to recalculate the travel pattern by adjusting the upper speed limit by the upper speed adjustment means. 2. An evaluation function setting means for setting an evaluation function relating to energy consumption and riding comfort based on various data input to the input means, and parameter adjustment for a travel pattern whose travel time is adjusted by the time adjustment means. The pattern optimization means for adjusting the notch switching parameter by the signal from the means so that the evaluation function is minimized, and causing the travel simulation means to recalculate the travel pattern. Optimal driving pattern calculation device. 3. An optimum function according to claim 2, further comprising weight changing means for arbitrarily setting and changing the weight of evaluation for the evaluation items of energy consumption and riding comfort with respect to the evaluation function setting means. Driving pattern calculation device. 4. The notch switching parameter input to the traveling simulation means is composed of a plurality of elements each having a characteristic value for the upper speed limit, and some of these elements have a plurality of characteristic values considering the line resistance. The optimum pattern calculation device according to claim 1, wherein: 5. The notch switching parameter consists of brake-on, power-off, brake-off, and power-on elements, of which the power-off parameter and brake-off parameter correspond to when the line resistance is positive and when it is negative. Two
The optimum pattern calculation device according to claim 4, wherein the optimum pattern calculation device has three unique numerical values. 6. A database that stores route data, vehicle data, and driving condition data, and a comfortable ride at a predetermined traveling time within a predetermined section based on the route data, vehicle data, and driving condition data from the database. A driving pattern calculation device for calculating a driving pattern for traveling in an energy-saving state, and an interface for outputting a driving pattern calculation command to the driving pattern calculation device and displaying the obtained driving pattern Optimal driving pattern calculation system. 7. The optimum travel pattern calculation system according to claim 6, further comprising an output device for outputting the travel pattern obtained by the travel pattern calculation device to an external communication system. 8. The optimum travel pattern calculation system according to claim 7, further comprising a storage device for temporarily storing the travel pattern obtained by the travel pattern calculation device and outputting the travel pattern to an output device. 9. A database or storage medium for storing route data, vehicle data and driving condition data, and a predetermined section is predetermined based on the route data, vehicle data and driving condition data from the database or storage medium. A travel pattern calculation device that calculates a travel pattern for traveling comfortably and in an energy-saving state during the travel time, and an interface that outputs a travel pattern calculation command to the travel pattern calculation device and changes various data in the database. Equipped with a database, a travel pattern calculation device and an interface on a train, and a communication system that outputs data regarding the position and speed of the preceding train and operation management data to the travel pattern calculation device. Pattern calculation system. 10. The optimum travel pattern calculation system according to claim 9, further comprising an output device for outputting the travel pattern obtained by the travel pattern calculation device to the outside through a storage device.